International Journal of Structural Mechanics and Finite Elements vol 2 issue 2

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1. Ship Collision Analysis of Tanker Using Finite Element Method at High and Low Impact Velocities
Yehia A. Abdel-Nasser, Islam A. Al-Mallah, Sherif F. Badran, Khaled Alawadhi 1
2. Evaluation of Various Numerical Methods in Large Scale FE Simulation Codes for 3D Crack Propagation
Ala Tabiei, Wenlong Zhang 12
3. Modification of Compressed Air Technology in Vehicles: A Review
C. Chinglenthoiba, V. Balaji, B. Abbas, A. Madhan Kumar 35
4. A Brief Account of In-Flight Airframe Icing Effects on Aircraft Maneuverability
Priyanka Garg 42
5. Tension Membrane Used to Shape Space Structures
Reema Jaiswal 47
Contents

IJSMFE (2016) 1–11 © JournalsPub 2016. All Rights Reserved Page 1
International Journal of Structural Mechanics and Finite Elements
Vol. 2: Issue 2
www.journalspub.com
Ship Collision Analysis of Tanker Using Finite Element Method
at High and Low Impact Velocities
Yehia A. Abdel-Nasser1
*, Islam A. Al-Mallah1
, Sherif F. Badran2
, Khaled Alawadhi3
1
Department of Naval Architecture and Marine Engineering, Faculty of Engineering, Alexandria University,
Egypt
2
Department of Marine Engineering Technology, College of Maritime Transport and Technology, Arab
Academy for Science and Technology and Maritime Transport, Alexandria, Egypt
3
Automotive and marine engineering department, Public Authority of Applied Education and Training, Kuwait
ABSTRACT
The aim of this paper presents a study of ships collision to improve crashworthiness of double side
tanker ships and minimize accidental oil spills in the event of collision. Structural design of ships
against collision requires prediction of the extent of damage to ship structures subjected to
impact. Ship design against conventional loads such as shearing, bending and local buckling
and the accidental loads requires applying different stiffening systems for ship structures to
sustain. Tankers accidents may cause serious environmental pollution, so it has to be
assessed against collision damage in ship structural design. To predict accurately the extent
of collision damage, FE modeling of mid-ship region of the double side tanker using
ABAQUS software is applied. In order to study the effect of ship collision at 12 knot on oil
tanker strength when using additional cross-tie members in the double side, a comparison is
made between the original design of the mid-ship region and the suggested stiffening system
with cross-tie members with reference to absorbing energy, miss stress and acting forces
against the penetration depth.
Keywords: ship collision; FEM; structural crashworthiness; cross-tie; stiffened panel
INTRODUCTION
Ships carry a variety of cargoes or
substances which, if released into the sea
or the marine environment, cause
pollution. Such substances include oil in
tankers and chemicals carried in bulk. In
addition almost all ships carry oil as fuel
or lubricant for engines. This study
presents an improved design of ships to
minimize accidental oil spills in the event
of collision.
Collisions and groundings maritime
accidents still occur relatively frequently,
so technical administrative and nautical
measures have to be taken to increase
safety. The damages resulting from
accidents may be drastically reduced by an
appropriate hull structure, which will
ensure tightness of the cargo tanks and
floatability of the ship in damaged
condition. To mitigate the impact of
consequences of ship collisions in terms of
health, safety, and the environment, it has
been made mandatory that hull structures
of all oil tankers have double sides and
double bottoms. In recent years, Common
Structural Rules (CSR) has been
developed by International Association of
Classification Societies (IACS) for
structural design of double-hull oil tankers
on the basis of limit states, along with the
traditional approach of pre-CSR using the
allowable working stress . The application
of CSR may result in some differences in
terms of structural performance, among
other aspects. Double hull (DH) tankers
may be more effective than single hull
(SH) tankers in pollution prevention
because they have a second barrier, the

IJSMFE (2016) 12-34 © JournalsPub 2016. All Rights Reserved Page 12
Vol. 2: Issue 2
www.journalspub.com
Evaluation of Various Numerical Methods in Large Scale FE
Simulation Codes for 3D Crack Propagation
Ala Tabiei*
, Wenlong Zhang
Department of Mechanical Engineering, University of Cincinnati, Cincinnati, OH, USA
ABSTRACT
In this paper, four different numerical methods implemented in the large scale simulation
code LS-DYNA are evaluated to determine their abilities and limitations in fracture problems
especially 3-d crack propagation problems. Similar formulations are implemented in the code
ABAQUS as well. These methods are: Finite Element Method (FEM), Discrete Element
Method (DEM), Element Free Galerkin (EFG) method and Extended Finite Element Method
(XFEM). Their methodologies are briefly described and several numerical simulations are
carried out and compared with experiment results. In some examples, fracture parameters
are evaluated and mesh sensitivity is studied. Their potentials and limitations are discussed.
Keywords: crack propagation, discrete element method, element free Galerkin method, finite
element method, extended finite element method, LS-DYNA
INTRODUCTION
Numerical analysis like finite element
analysis has been a very powerful tool for
modeling crack initiation and propagation,
calculating fracture parameters like stress
intensity factor and energy release rate.
Improvements are continuously made to
finite element method in the past few
decades to improve its ability to handle
complicated material models and
experiment conditions.
Meanwhile new techniques and methods
have been proposed and quickly developed
into hot research areas. Four different
numerical methods are considered in this
paper to compare their ability to handle
fracture analysis. They are as follow:
 The Finite Element Method (FEM)
 The Discrete Element Method (DEM)
 The Element-Free Galerkin method
(EFG)
 The Extended Finite Element Method
(XFEM)
Their methodologies are briefly explained
in this paper. Several crack propagation
problems are presented to verify these
methods. The prediction of these
methodologies is compared to both
experimental and other analytical results.
FINITE ELEMENT METHOD
FEM has been used for more than 50 years
as a powerful numerical technique for
solving partial differential equations. It’s
also an important tool in the field of
fracture mechanics to do stress intensity
factor calculation, fracture prediction,
crack growth simulation, etc. Currently a
considerable amount of effort has been
focused on the 3-D crack growth
simulations. Three basic methods can be
used in finite element code to simulate
crack growth, including smeared crack
approach, nodal release approach and

Vol. 2: Issue 2
www.journalspub.com
Modification of Compressed Air Technology in Vehicles: A
Review
C. Chinglenthoiba*
, V. Balaji, B. Abbas, A. Madhan Kumar
Department of Mechanical Engineering, Mahendra Engineering College, Affiliated to Anna University,
Namakkal, Chennai, India
ABSTRACT
Today’s world is concerned of saving the environment, pollution is the major point of
harmful environment and it is the global issue. Major amount of air pollution is caused by the
vehicles, factories, etc. Hence, today’s engineers focus on building an eco-friendly engine
which can reduce the pollution caused by vehicles.
Keywords: compressed air technology, effective renewable alternative energy, zero pollution
vehicle
INTRODUCTION
Compressed air has been used since the
19th century to power mine locomotives
and trams in cities such as Paris (via a
central, city-level, compressed air energy
distribution system), and was previously
the basis of naval torpedo propulsion.
During the construction of the
Gotthardbahn from 1872 to 1882,
pneumatic locomotives were used in the
construction of the Gotthard Rail Tunnel
and other tunnels of the Gotthardbahn. [1–4]
In 1903, the Liquid Air Company located
in London England manufactured a
number of compressed-air and liquefied-
air cars.
The major problem with these cars and all
compressed-air cars is the lack of torque
produced by the “engines” and the cost of
compressing the air. Recently several
companies have started to develop
compressed air cars, although none have
been released to the public, or have been
tested by third parties.[5]
HISTORY STARTS WITH TODAY’S
AIR CAR INVENTORS
Angelo Di Petro’s Rotary Positive
Displacement Air Engine
Everything I have heard about this air
engine is positive. Many people have
written asking me to report on it, but the
best I can do till I ride in his air car is to
show you a picture and based on what is
said about the engine, I think it sounds like
a good idea. It seems like a good approach
to simplifying the piston engine while
lowering friction and wear, quoting from
the website.
"The space between stator and rotor is
divided in 6 expansion chambers by
pivoting dividers. These dividers follow
the motion of the shaft driver as it rolls
around the stator wall. The motor shown in
Figure 1 is effectively a 6 cylinder
expansion motor. Variation of
performance parameters of the motor is
easily achieved by varying the time during
which the air is allowed to enter the
chamber: A longer air inlet period allows

International Journal of Structural Mechanics and Finite elements
Vol. 2: Issue 2
www.journalspub.com
A Brief Account of In-Flight Airframe Icing Effects on Aircraft
Maneuverability
Priyanka Garg*
University of Madras, Tamil Nadu, India
ABSTRACT
Failure of an aircraft structural component can have catastrophic consequences, with
resultant loss of life and of the aircraft. The investigation of defects and failures in aircraft
structures is, thus, of vital importance in preventing further incidents. This review discusses
the common failure modes observed in aircraft structures, with examples drawn from case
histories. The article outlines the investigation of factors involved in aircraft components’
failure while in motion.
Keywords: accreted ice, aircraft structure, flight planning, in-flight icing, supercooled
INTRODUCTION
This article aims to address the basics of
ice formation on aircraft and in their
engine air inlets. It does not consider the
formation of frost which is created by
sublimation, the process by which water
vapour freezes directly onto subzero
surfaces. With this exception, the
formation of ice attached to the external
surface of an aircraft or to the surfaces
within its engine air intakes, requires that
liquid water drops impact the surface
involved. Usually, that moisture must be
super cooled, that is it must be in liquid
form below 0°C. There are a couple of
specific variations in this general scenario
which will be considered later[1–3]
:
 Issues relating to the difference
between the temperature of the aircraft
skin and the temperature of the air
through which it is, has been or will be
passing, especially during climb and
descent and in the temperature range
+/-10 degrees Celsius.
 Issues arising from the temperature
and/or pressure difference between the
ambient air and air within engine air
inlets, most often reductions in air
pressure or increases in air
temperature.
In-Flight Airframe Icing
In-Flight Airframe Icing occurs when
supercooled water freezes on impact with
any part of the external structure of an
aircraft during flight. Although the
nominal freezing point of water is 0°C,
water in the atmosphere does not always
freeze at that temperature and often exists
as a “supercooled” liquid. If the surface
temperature of an aircraft structure is
below zero, then moisture within the
atmosphere may turn to ice as an
immediate or secondary consequence of
contact.
Considerable quantities of atmospheric
water continue to exist in liquid form well
below 0°C. The proportion of such
supercooled water decreases as the static
air temperature drops until by about 40°C
(except in Cumulonimbus Cloud where
SLD may exist at even lower
temperatures), almost all of it is in solid

International Journal of Structural Mechanics and Finite elements
Vol. 2: Issue 2
www.journalspub.com
Tension Membrane Used to Shape Space Structures
Reema Jaiswal*
Chhatrapati Shahu Ji Maharaj University,Kanpur, India
ABSTRACT
The idea of tension membrane is now an acceptable approach to implement colonization in
space. Past efforts confirmed that rigid structures can be fabricated from bubbles or foams
that are inflated at very low pressures (~ 10-4 atmospheres) before being made rigid by solar
UV curing. The bubbles and foam with individual cell sizes are measured to have values up
to 100 meters, while their structural spans could exceed 10,000 kilometers in micro-g
environments. Its magnificent nature has come up with the acceptable fact that a bubble like
membrane can be used as self-sustaining space habitats for extended duration uses as well as
for interstellar voyages. In the article, a brief description is presented about the nature of
tension structure and the possible use of bubble like membrane to shape space structures.
Keywords: bubble, tension structure, zero gravity, space colonization, surface tension
INTRODUCTION
The number one technical problem the
prehistoric human race had to solve, when
it left the forgiving climate of the tropics
and colonized the more hostile temperate
and arctic zones, was the use of indigenous
material to provide warmth and shelter.
The mastery of the skin tent or the ice
igloo made survival possible in the new
land. In gravity free space, where things
stay put unless given a nudge, it is easy to
picture an air bubble resting contentedly
anywhere inside the liquid sphere. After
all, the pressure surrounding the air bubble
is the same at all points inside the liquid
sphere. Although a vapor bubble of a fixed
size might reside anywhere inside a liquid
sphere, a growing vapor bubble would
quickly seek and find the liquid sphere's
center. The vapor bubble must expand
against the liquid's viscosity as well as its
surface tension. Like the viscous glass
blowers bubble, the expanding ball of
vapor will find the weak spot in the
surrounding liquid wall and begin to bulge.
This will be at the thinnest spot in the
liquid wall. No support problems exist in
zero gravity space. We may produce
surface tension bubbles in materials with
the viscosity of water.[1–4]
Inside The Bubble
The pressure difference between the inside
and outside of a bubble depends upon the
surface tension and the radius of the
bubble. The relationship can be obtained
by visualizing the bubble as two
hemispheres and noting that the internal
pressure which tends to push the
hemispheres apart is counteracted by the
surface tension acting around the
circumference of the circle. The bubble
will not expand forever, even though the
surface tension bubble continues to push
back with less pressure as it expands. If we
assume a path of expansion that will not
happen in practice, we can compute the
containment point where the bubble will
stop expanding in an isothermal
expansion.

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