Trans RINA, Vol 156, Part C1, Intl J Marine Design, Jan –Dec 2014
There is therefore a need to integrate the crash analysis and NVH analysis into a single design optimisation process. Adduri et al [29] demonstrated a design system to efficiently perform optimisation based on responses computed from multiple LS-DYNA analysis while also taking into consideration the linear loading conditions such as those for NVH and static responses. The design system ESLDYNA is based on Equivalent Static Load (ESL) method, which requires the iterative process of non-linear structural analysis (LS-DYNA) and linear structural analysis and optimisation (GENESIS). They carried out the topometry optimization of a full vehicle model for frontal crash, static stiffness and normal modes. This approach would be necessary to optimise the CLF to minimise structural
crumple zone energy absorption. However it has been found that this method has serious extreme non-linear buckling
was observed [24].
Combining topology and NVH using this process is also questionable as NVH is dependent on the density and mass location. Since topology only gives an indicative mass fraction which is not conducive for accurately predicting the NVH response.
Lilja [30] presents a selection of benchmark problems that verify the capability of new features in LS-DYNA to conform to the DNV-RP-C208, recommended practices on
the usage of non-linear implicit finite element
simulations in offshore applications. These practices will be used for investigations, studies and dimensioning of offshore structures in the future. Given the high speed nature of the CLF and the need to optimise for both crash and
NVH, recommended practices for topometry
optimisation will be required. Christensen et al [31] have conducted research into lightweight Body In White (BIW)
design and lightweight crash structure
development utilising structural optimisation. This is a very different approach to the static loading conditions used in Naval Architecture. Developing new vessel structural
design methodologies based on structural
optimisation for crash and associated design rules would enhance the survivability of large next generation high speed craft such as the CLF through reducing the kinetic energy being transferred to the occupants.
The process of evacuation of potentially infirm
passengers, who have just experienced significant HIC or other trauma, has nothing to do with current maritime evacuation technology. It would have more in common with a paramedic team arriving at a car accident. Passengers would become patients in need of acute treatment and immobilisation onto stretchers. Extraction to medical facilities would be time critical as with car accidents. Given that these vessels could be coastal cruisers helicopter evacuation could be a feasible option. There may also be a potential for life boats
with
advanced medical facilities. Given the size of modern life boats it may be possible to have one as a floating medical facility for acute patients with the vessel medical officer present. Another approach would be the use of a medical
vibration and maximise limitation when
technician to stabilise patients in medically equipped lifeboats which could be helicopter airlifted to hospitals.
Advanced
systems developed in the automotive industry, are capable of predicting post-crash injury
Automatic Crash Notification (AACN) severity and
subsequent automatic transfer of injury assessment data to emergency medical services. If applied to the CLF this could potentially improve the timeliness and appropriateness of care provided given the potential number of casualties. The estimation of injury severity based on statistical field data, as incorporated in current AACN systems, lack specificity and accuracy to identify the risk of life threatening conditions. To enhance the existing AACN framework, Bose et al [32] developed a computational methodology to predict
injury risk for
motor vehicle crash victims. Their objective was to predict risk of injury in specific body regions, from AIS (body Abbreviated Injury Scales), based on specific characteristics of the crash, occupant and vehicle. The computational technique involved multibody models of the vehicle and the occupant to simulate the case-specific occupant dynamics and subsequently predict the injury risk using established physical metrics. To demonstrate the computational-based injury prediction methodology, three frontal crash cases involving adult
drivers in
passenger cars were extracted from the US National Automotive Sampling System Crashworthiness Data System. The representative vehicle model, anthropometrically scaled model of the occupant and kinematic information related to the crash cases, selected at different
severities, were used for the blinded
verification of injury risk estimations in five different body regions. When compared to existing statistical algorithms, their computational methodology
was
suggesting a significant improvement toward post-crash injury
prediction specifically tailored to individual
attributes of the crash. Variations in the initial posture of the driver, analyzed as a pre-crash variable, were shown to have a significant effect on the injury risk.
Injury prediction based on data from event data recorders in automatic collision notification is expected to reduce trauma deaths. Known to affect on injury, the crash pattern is required to be classified to accurately predict injury profiles of each crash pattern. A method to classify a crash pattern by comparing vehicle acceleration with the typical profiles was found to be effective. They performed multi-body simulations with a vehicle interior and a dummy model, and developed injury prediction algorithms of each crash pattern. This approach will be applied to the risk analysis of the GA in further work. As it is a critical aspect of equipment location.
evacuation planning and
The risk of explosion of the LNG tank and associated loss of hydrostatic stability presents a significant challenge, given the potential increase in evacuation time over a conventional vessel. Further structural analysis will address the challenges posed by LNG tanks. The use
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©2014: The Royal Institution of Naval Architects
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