2018年BV复合材料与胶合板船舶 hull 材料批准与建造规范

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"该文档是【船级社】BV发布的规则通知(NR546 DT R02)，主题涉及复合材料和胶合板建造的船舶外壳。这份规则笔记详细探讨了以下几个关键知识点： 1. 独立性与责任 - BV船级社始终维持其作为独立合同方的地位，所有工作人员如官员、员工、代理人等在提供服务时不会成为其他方的雇员或代表。服务仅限于随机的检验，不包括全面监控或彻底验证。 2. 服务性质 - BV作为服务提供者，提供的服务不包含对结果的保证或作为担保人的义务。它不承担单位销售或租赁的经纪人角色，也不涉及单位评估专家、咨询工程师、设计师、制造商、造船厂、维修或改造厂等角色，这些职责不会免除其各自的专业责任。 3. 设计原则与材料认可 - 文件可能涵盖了复合材料和胶合板在船舶外壳中的应用设计原则，强调了材料选择和使用的必要审批流程，确保符合安全标准和规范。 4. 施工与监督 - 提及了关于复合材料和胶合板建造过程中的具体施工规定和质量控制，可能包括检验方法、工艺标准以及监督程序，以保证船舶结构的坚固性和耐用性。 5. 时间戳 - 文档日期为2018年11月，这意味着它反映了当时船级社对于复合材料船舶建造的最新理解和标准，可能随着技术发展而有所更新。这份NR546 DT R02规则通知为船东、制造商、设计者和建造者提供了关于使用复合材料和胶合板构建船舶外壳的重要指导，确保了行业的安全性和合规性。理解并遵循这些规定对于参与船舶建造的各方都至关重要。"

NR 546, Sec 2

14 Bureau Veritas November 2018

1.3.3 Combined stresses analysis in individual layers

The minimum rule safety factor SF

, applicable to the com-

bined stresses in each layer, is to fulfil the following condition:

 SF

CSiapp

where:

= C

. C

CSiapp

: Equal to the positive value of:

with:



, 

: Actual stresses, in N/mm

, in the

considered local ply axis induced

by the loading case considered and

calculated as defined in Sec 6 for

panels and Sec 7 for stiffeners



bri

, 

br12

: Ply theoretical breaking stresses, in

N/mm

, in the local ply axis, as

defined in Sec 5, [5].

Note 1: The combined criterion SF

CSiapp

is obtained from the

following equation:

1.3.4 Buckling stresses in the whole laminate

The minimum buckling rule safety factor SF

, applicable to

the whole laminate panel or stiffener is to fulfil the follow-

ing condition:

 C

Buck

 C

. C

1.3.5 Shear stress in gluing structural connections

The safety factor equal to the ratio between the theoretical

shear breaking stresses of the gluing joint defined in Sec 4,

[5.2] and the actual applied shear stress in the connection is

to fulfil the following condition:

SF  2,4 C

where:

, C

: Coefficient defined in the applicable Society

Rules for the classification and/or certification

of ships (see Sec 1, [1.1.2]).

Gluing structural connection are examined on a case by

case basis when out of plane forces in the joint are expected

to occur due to the joint geometry.

2 Local scantling analysis

2.1 Application

2.1.1 The local scantling of panels, secondary and primary

stiffeners is to be reviewed according to the:

• local loads as defined in [2.2]

• rule analysis as defined in Sec 6 for panels and in Sec 7

for stiffeners

• minimum rule safety factors as defined in [1.3] for lami-

nates and in Sec 8 for plywood structure.

2.2 Local loads

2.2.1 General

The rule local loads considered for the structure analysis are

the external and internal loads defined in the applicable

Society Rules for the classification and/or certification of

ships (see Sec 1, [1.1.2]).

As a general rule, the different types of local loads to be

considered are:

a) sea pressures:

These static loads, induced by still water loads and wave

loads are considered as uniform on the local structure

(these loads are applied to bottom, side, deck and

superstructure).

b) dynamic sea pressures:

The dynamic sea pressures are loads which have a dura-

tion shorter than the period of wave loads and are con-

stituted by:

• bottom slamming loads: Non-uniform loads on the

bottom structures where slamming may occur

• impact loads on side shell and cross deck of catama-

ran: These dynamic loads represent a wave impact

on side shell and are considered as loads locally dis-

tributed on the structure as a column of water of 0,6

m diameter.

Note 1: Side shell primary stiffeners and cross deck primary stiffen-

ers are, as a general rule, examined with sea pressures

only, without taking into account the side shell and cross

deck impacts.

c) local internal pressures:

Local internal pressures are loads induced by liquid car-

goes, dry cargoes, accommodations, testing loads and

flooding loads.

d) wheel loads on deck when applicable.

2.2.2 Local load point location

Unless otherwise specified, the local loads are to be calcu-

lated:

a) for sea pressures and local internal pressure on:

• panels: at the lower edge of the panel for monolithic

panel, and at the middle of the panels for sandwich

panel

• longitudinal stiffeners: at mid-span of the stiffeners

• transverse stiffeners: at the lower point (p

slower

) and at the

upper point (p

supper

) of the stiffeners.

CSiapp

b– b

4a+

------------------------------------ -



brc1



brt1

-------------------------



brc2



brc2

--------------------------



brc1



brt1

-------------------------



br12

------------

+–+=



brc1



brt1

–



brc1



brt1

---------------------------------------------



brc2



brt2

–



brc2



brt2

-------------------------------------------- -

CSiapp



 SF

CSiapp



+ 1

NR 546, Sec 2

November 2018 Bureau Veritas 15

b) for dynamic sea pressures on:

• panels: at the middle of the panels

• longitudinal and transverse stiffeners: at mid-span of the

stiffeners.

3 Global strength scantling analysis

3.1 Application

3.1.1 Global hull girder longitudinal strength

As a rule, the global hull girder longitudinal strength is to be

examined as defined in [4], for monohull ships and for

floats of catamarans, in the following cases:

• ships with length greater than 30 m, or

• ships having large openings in decks or significant

geometrical structure discontinuity at bottom or deck, or

• ships with a transverse framing system, or

• ships with deck structure made of panels with small

thicknesses and stiffeners with large spacings, or

• ships with important deadweight, or

• where deemed appropriate by the Society.

Note 1: For ships not covered by the above cases, the hull girder

strength is considered satisfied when local scantlings are in accord-

ance with requirements defined in Article [2].

3.1.2 Global transverse strength of catamaran

As a rule, the global transverse strength of catamaran is to

be examined as defined in Article [5] for all types of cata-

maran.

3.1.3 Finite element calculation

The global strength analysis may also be examined with a

Finite Elements Analysis submitted by the designer. In this

case and where large openings are provided in side shell

and/or in transverse cross bulkhead of catamaran, a special

attention is to be paid to ensure a realistic modelling of the

bending and shear strengths of the window jambs between

windows.

3.2 Global loads

3.2.1 As a general rule, the different types of global loads to

be considered and inducing overall bending moment and

shear force acting on the hull and/or platform of catamaran

are:

a) Still water loads: the longitudinal distribution of ship

lightweight, the weights carried in the ship and the

buoyancy, and

b) Wave loads: the distribution of wave loads in head sea

and/or quartering sea conditions.

The global still water and waves loads, their combination

and the calculation of the overall bending moment consid-

ered for the global hull structure rule analysis are defined in

the Society Rules for the classification and/or certification of

ships (see Sec 1, [1.1.2]).

3.3 Global strength check

3.3.1 General

The global analysis check is to be successively carried out

taking into account the minimum rule safety factors based

on main stresses and combined stresses in individual layers,

and on buckling stresses in the whole laminates (see [1.3]).

The global analysis check is to be carried out for the struc-

ture elements contributing to the overall hull girder strength

in the following areas of the hull:

• in head sea condition (for monohull and multihull):

Along the ship from 0,30L to 0,7L from the aft end

• in quartering sea and digging in condition (for multihull

only):

Along the float from aft to fore end, and in way of each

primary transverse cross structure of the platform.

4 Calculation of global strength for

monohull ship

4.1 General

4.1.1 Calculation of the hull girder strength characteristics

is to be carried out taking into account all longitudinal con-

tinuous structural element of the hull.

A superstructure extending over at least 0,4 L may generally

be considered as contributing to the longitudinal strength.

The transverse sectional areas of openings such as deck

hatches, side shell ports, side shell and superstructure doors

and windows in the members contributing to the longitudi-

nal hull girder strength, are to be deduced from the consid-

ered transverse section.

Lightening holes, draining holes and single scallops in lon-

gitudinal stiffeners need not be deducted if their height is

less than 0,25 h

, without being greater than 75 mm,

where:

: Web height, in mm, of the considered longitudinal.

4.2 Strain and stress in the transverse refer-

ence section

4.2.1 Strain and stress in the transverse reference

section

The overall longitudinal bending strain 

Aref

in% and stress



Aref

, in N/mm

, in any point of a transverse reference sec-

tion are obtained from the following formulae:

where:

: Vertical overall longitudinal bending moment of

the combination global loads in head sea con-

dition, in kNm, calculated as indicated in the

applicable Society Rules for the classification

and/or certification of ships (see Sec 1, [1.1.2])



Aref

ref



---------------------- -

1–

=



Aref

ref

100

----------



Aref

=

NR 546, Sec 2

16 Bureau Veritas November 2018

Aref

: Section modulus calculated for the reference

section according to

[4.3]

ref

: Arbitrary reference Young modulus value cho-

sen for the transverse section, in N/mm

4.2.2 Strain and stress in structure element

The overall longitudinal bending stress 

, in N/mm

, and

strain 

, in % in any point of a structure element of a trans-

verse section, is obtained from the following formula:

where:

: Actual Young modulus of the considered ele-

ment contributing to the longitudinal strength,

in N/mm

, defined in Sec 6, [2.2.1] for laminate

and in Sec 7, [2.2.3] for stiffener



Aref

: Overall longitudinal bending strain as defined

in [4.2.1], in %.

4.3 Strength characteristics of the trans-

verse reference section

4.3.1 Where the members contributing to the longitudinal

strength are made in various composite materials, the bend-

ing rigidity and the neutral axis of the hull girder transverse

sections are to be calculated taking into account the differ-

ent Young moduli of the longitudinal members.

A transverse reference section inertia of the hull girder is to

be calculated, taking into account the different Young mod-

uli of the members, by a modification of the thicknesses t

ref

in mm, obtained as follows:

where:

t : Actual thickness of the element considered, in

: Actual Young modulus of the element consid-

ered, in N/mm

ref

: Arbitrary reference Young modulus value chosen

for the transverse reference section, in N/mm

4.3.2 Section modulus

The reference section modulus Z

Aref

, in any point of a trans-

verse section along the hull girder, is given, in m

, by the

following formula:

where:

Yref

: Moment of inertia, in m

, of the transverse refer-

ence section considered, calculated with the

arbitrary reference Young modulus E

ref

, with

respect to the horizontal neutral axis

z : Z co-ordinate, in m, of the considered point in

the transverse section, above the base line

N : Z co-ordinate, in m, of the centre of gravity of

the transverse reference section, above the base

line.

4.3.3 Section moduli at bottom and deck

The section moduli at bottom and at deck of the reference

section are given, in m

, by the following formulae:

• at bottom:

• at deck:

where:

Yref

, N : Defined in [4.3.2]

: Vertical distance, in m, equal to:

= z

 N

: Z co-ordinate, in m, of the deck above the base

line.

4.3.4 Midship section moment of inertia

As a rule, the midship section moment of inertia about its

horizontal neutral axis is to fulfil the following criteria:

where:

, E

ref

, I

Yref

:As defined in [4.2.1] and [4.3.2]

: Waterline length of the ship, in m.

5 Calculation of global strength for

multihull

5.1 General

5.1.1 Type of calculation approach for catamaran

The global strength of catamaran is to be examined:

• In head sea condition: according the methodology

defined in Article [4]. The moment of inertia I

Yref

is to be

calculated for only one float. Platform between floats

extending over at least 0,4 L is to be considered for the

calculation of I

Yref

. In this case, I

Yref

is to be calculated

with the area b

and b

as defined as follow (see also

Fig 1):

: Breadth equal to 10% of the roof longitudinal

length

: Breadth equal to 10% of the cross deck longitu-

dinal length

and,

• In other sea condition: according to [5.2].

The global strength of multihulls having more than two

floats are to be examined on a case-by-case basis.



100

----------



Aref

=





100E

--------------

ref

-------

=

Aref

Yref

zN–

----------------

ABref

Yref

--------

ADref

Yref

--------

 10

3–



10 E

ref

 I

Yref



-----------------------------------------

0.003 L



NR 546, Sec 2

November 2018 Bureau Veritas 17

5.2 Global strength of superstructure

platform catamaran

5.2.1 General

The global strength analysis of superstructure platform may

be carried out by a beam model as defined in the Society

Rules for the classification and/or certification of ships (see

Sec 1, [1.1.2]), taking into account the bending and shear

stiffness of the different primary transverse bulkheads (and

main beams) and of one float.

The transverses main beams are fixed in way of the inner

side shell of the other float.

Any other justified global analysis may be considered.

Figure 1 : Hull girder strength area to be taken

into account for continuous members

(plates and stiffeners)

5.2.2 Main transverse cross deck model

Each resisting transverse member between floats is consid-

ered as a beam in the global model, taking into account:

• its bending inertia about an horizontal axis (depending

mainly on the web height of the transverse cross beam

or bulkhead, the roof deck thickness and the thickness

of the underside of the cross deck) calculated according

to [4.3]

•

its vertical shear inertia (depending on the web height

and thickness of the transverse cross beam or bulkhead)

• its span between inner side shells of the floats.

5.2.3 Float model

The float is modelled as a beam having, as far as possible,

its:

• vertical and horizontal bending inertia calculated

according to [4.3], and

• shear inertia, and

• torsional inertia about longitudinal float axis,

close to the actual float values.

The transverse sections of the float to be considered are to

take into account all the longitudinal continuous members

(plates and longitudinal stiffeners) in the areas b

and b

defined in [5.1.1].

5.2.4 Wave model loading

The vertical and horizontal forces loading the floats and to

be considered in the beam model defined in [5.2.1] are

defined in the applicable Society Rules for the classification

and /or certification of ships (see Sec 1, [1.1.2]).

As a rule, wave in quartering sea condition and digging in

wave conditions are to be considered.

5.2.5 Strains and stresses in float and main

transverse structure

The overall bending strain 

ref

in % and stresses 

Aref

N/mm

are deduced from the beam model calculation in

the float and in transverse cross beam and bulkhead.

The stress and stress in structure element are to be calcu-

lated as defined in [4.2.2].

6 Global strength and local scantling

analysis

6.1 General

6.1.1 When deemed necessary by the Society, the hull

scantling may be checked taking into account a combina-

tion between the global hull girder and local stresses.

6.1.2 Loads

The loads to be combined are as follow:

• local loads: Sea pressures as defined in [2.2.1]a) and

internal loads as defined in [2.2.1] c) with the exception

of testing and flooding loads.

• global loads:

- For monohull: Still water loads as defined in [3.2.1]

a) with wave loads in head sea condition.

- For multihull: Still water loads with wave loads suc-

cessively in head sea condition and in quartering

sea condition.

Note 1: The global wave loads induced by slamming and/or dig-

ging in wave are not to be considered for the check of

structure under combination between the global hull

girder and local stresses.

6.1.3 Scantling criteria

The rule analysis of panels and stiffeners is to be carried out

as defined in Sec 6, [7] and Sec 7, [6] respectively.

The hull structure scantling criteria are defined in Article

[1].

6.1.4 Midship section moment of inertia

As a rule, the midship section moment of inertia about its

horizontal neutral axis is to fulfil the criteria defined in

[4.3.4].

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