舱内爆炸载荷下箱型舱室角隅连接结构设计

马银亮; 张攀; 程远胜; 刘均

doi:10.11883/bzycj-2021-0437

舱内爆炸载荷下箱型舱室角隅连接结构设计

doi: 10.11883/bzycj-2021-0437

华中科技大学船舶与海洋工程学院，湖北武汉 430074

详细信息

作者简介:
马银亮（1998－　），男，硕士，2225309761@qq.com

通讯作者:
张　攀（1986－　），男，博士，副教授，panzhang@hust.edu.cn

中图分类号: O383
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- 文章访问数: 418
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- PDF下载量: 98
- 被引次数: 0
出版历程
- 收稿日期: 2021-10-19
- 修回日期: 2022-06-19
- 网络出版日期: 2022-09-20
- 刊出日期: 2022-12-08

Design of corner connection structures of box-type cabins subjected to internal blast loading

School of Naval Architecture and Ocean Engineering, Huazhong University of Science and Technology, Wuhan 430074, Hubei, China

摘要

摘要: 通过有限元软件LS-DYNA建立了舱内爆炸载荷下箱型舱室动响应数值模型，并借助文献试验结果验证了数值模型的可靠性，研究了平板型、内凹型、外凸型、箭头型、箭矢型、背面弧型等6种角隅连接结构对舱内爆炸载荷下箱型舱室变形、特征位置压力和破坏模式的影响，分析了内爆效应下角隅连接结构的失效机理。数值结果表明：舱壁角隅位置是舱内爆炸载荷作用下舱室易发生破坏撕裂的特征位置；相比无连接结构，平板型连接结构对舱壁最大塑性变形改善最大，降低幅度达到了31.9%；背面弧型连接结构能够使箱型舱室角隅等效塑性应变降低约60%；设置连接结构能够改变高塑性应变的发生位置，进而改变箱型舱室的破坏模式；采用平板型、内凹型、背面弧型连接结构的箱型舱室能够有效避免角隅失效破坏。
- 舱内爆炸 /
- 角隅连接结构 /
- 变形/破坏模式 /
- 抗爆 /
- LS-DYNA
Abstract: Semi-armor-piercing warhead is likely to penetrate into the inner space of warship to induce severe damage. Published research indicated that the corner part of ship cabin tended to fail first. In present study, the novel design of corner structure aims to improve the capability of explosion-proof of ship cabin. Motivated by this idea, six kinds of typical corner connection structures were designed using the concept of weakening converged shock wave, improving the structure stress and strain state, coordinating deformation and transforming failure modes. The LS-DYNA software was employed to investigate the dynamic response of cabin structure subjected internal blast loading. Lagrange shell element and solid element based on multi-material ALE algorithm are used to simulate steel structure and air region, respectively. The interaction between shock wave and structure was fulfilled using fluid-structure interaction algorithm. The accuracy of the numerical model proposed in present paper was validated by comparing the published experimental results. Main attention of present study focuses on the effects of corner connection structure on the maximum deflection, corner pressure and deformation/failure mode of cabin structure. It attempts to explore the failure mechanisms of cabin structure. Simulation results confirm that the corner position of cabin structure is susceptive to fail under internal blast loading. Compared with the original structure without corner connection, the existence of corner connection structure can obviously reduce the plastic deformation of cabin structure. To be specific, the corner connection in the flat-plate form could reduce the maximum deflection by up to 31.9% relative to the original structure. In addition, the application of the corner connection in the arc shape could decrease the equivalent plastic strain by about 60%. Moreover, the existence of corner connection structure could ameliorate the position of high plastic strain and the failure modes of cabin structure. In present study, the corner connections in flat-plate form, concave form and arc shape could effectively avoid the failure behavior of cabin corner.
- internal blast loading /
- corner connection structure /
- deformation/failure mode /
- explosion-proof /
- LS-DYNA

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图 1 箱型舱室几何模型

Figure 1. Geometric model of box cabin

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图 2 角隅连接结构几何模型

Figure 2. Geometric model of corner connection structure

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图 3 箱型舱室有限元模型(1/4模型)

Figure 3. FE model of box-cabin (1/4 model)

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图 4 箱型舱室在舱内爆炸下的动响应结果与文献[15]的对比

Figure 4. Simulted deformation results of box cabin subjected to internal blast loading compared with that by ref. [15]

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图 5 固支钢板在爆炸载荷下的损伤破坏模式

Figure 5. Damage mode of clamped steel plate subjected to blast loading.

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图 6 强内爆载荷下箱型舱室典型毁伤模式

Figure 6. Typical damage feature of box cabin subjected to strong blast loading

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图 7 不同连接结构箱型舱室侧壁的最大变形挠度

Figure 7. Maximum deflection of the side walls of box cabins with different connection structures

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图 8 不同连接结构箱型舱室侧壁的变形容貌（187.5 g TNT）

Figure 8. Deformation pattern of the side plate of box cabins with different connection structures. (187.5 g TNT)

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图 9 不同连接结构箱型舱室舱壁的变形云图（834.6 g TNT）

Figure 9. Deflection clouds of bulkheads of box cabins with different connecting structures (834.6 g TNT)

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图 10 型舱室典型特征位置的压力时程曲线

Figure 10. Pressure history curves for typical characteristic positions of the box cabin

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图 11 不同连接结构箱型舱室舱壁中剖面的塑性应变（187.5 g TNT）

Figure 11. Equivalent plastic strain in the middle bulkhead sections of box cabins with different connecting structures (187.5 g TNT)

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图 12 原始舱室与带有连接结构的舱室角隅塑性应变云图（834.6 g TNT）

Figure 12. Plastic strain clouds of the corners of the original cabin and the cabin with a connecting structure (834.6 g TNT)

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图 13 不同连接结构箱型舱室的变形/破坏模式（1001.0 g TNT）

Figure 13. Deformation/failure modes of box cabins with different connection structures (1001.0 g TNT)

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表 1 Q235钢的Johnson-Cook模型参数^[15]

Table 1. Johnson-Cook material model parameters used for Q235 steel^[15]

$ \rho $/（kg·m⁻³）	E/GPa	G/GPa	v	A_JC/MPa	B_JC/MPa	n	c	$ {\dot{\varepsilon }}_{0} $/s⁻¹	m
7830	210	80.8	0.3	370	438	0.60	0.01	1.00	0.669

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表 2 TNT材料模型及状态方程参数^[17]

Table 2. Parameters of TNT material model and equation of state^[17]

$ \rho $/(kg·m⁻³）	$ D $/（m·s⁻²）	A_JWL/GPa	B_JWL/GPa	R₁	R₂	$ \omega $	E_TNT/（GJ·m⁻³）	V₀
1630	6930	3.712	3.23	4.15	0.95	0.3	6.0	1

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表 3 计算工况及数值结果

Table 3. Computational conditions and numerical results

工况	连接结构型式	l/mm	m/g	破损形式	$ {\delta }_{s} $/mm
YS-1	原始舱室	50	187.5	−	55.2
YS-2		80	834.6	−	83.8
YS-3		85	1001.0	角隅撕裂	−
PB-1	平板型	50	187.5	−	30.5
PB-2		80	834.6	−	57.1
PB-3		85	1001.0	未见破损	65.4
NA-1	内凹型	50	187.5	−	34.6
NA-2		80	834.6	−	71.2
NA-3		85	1001.0	未见破损	80.1
WT-1	外凸型	50	187.5	−	35.2
WT-2		80	834.6	壁板飞出	−
WT-3		85	1001.0	壁板飞出	−
JT-1	箭头型	50	187.5	−	31.6
JT-2		80	834.6	上下板飞出	64.8
JT-3		85	1001.0	上下板飞出，侧壁角隅撕裂	−
JS-1	箭矢型	50	187.5	−	31.5
JS-2		80	834.6	上板角隅撕裂，下板飞出	64.3
JS-3		85	1001.0	上下板飞出，侧壁角隅撕裂	−
BMH-1	背面弧型	50	187.5	−	38.8
BMH-2		80	834.6	−	71.4
BMH-3		85	1001.0	未见破损	79.1
注：l为TNT装药边长，m为TNT装药质量，$ {\delta }_{s} $为中心点最大形变。

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表 4 箱型舱室内特征位置压力峰值

Table 4. Peak pressure in feature position of box cabin.

工况	p_A/MPa	p_B/MPa	p_C/MPa	p₀/MPa	λ₁=p_A/p_C	λ₂=p_B/p_C
YS-1	18.0	31.0	12.6	5.1	1.43	2.46
PB-1	14.1	18.3	12.3	5.1	1.15	1.49
NA-1	19.2	33.4	23.5	5.1	0.82	1.42
WT-1	10.2	22.0	17.7	5.1	0.58	1.24
YS-2	29.4	54.5	33.2	10.9	0.89	1.64
PB-2	22.5	36.6	35.3	10.5	0.64	1.04
NA-2	46.0	88.2	76.7	11.4	0.60	1.15
WT-2	−	−	−	−	−	−
注：p_A、p_B和p_C分别为测点A、B和C的压力峰值，p₀测点C处的初始冲击波压力，λ₁=p_A/p_C, λ₂=p_B/p_C。

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