SANS 12215-5-2009 Small craft - Hull construction and scantlings Part 5 Design pressures for monohulls design stresses scantlings determination《小艇 船体结构及尺寸 第5部分 单体船的设计压力、设计应力、及结构尺寸》.pdf

1、 Collection of SANS standards in electronic format (PDF) 1. Copyright This standard is available to staff members of companies that have subscribed to the complete collection of SANS standards in accordance with a formal copyright agreement. This document may reside on a CENTRAL FILE SERVER or INTRA

2、NET SYSTEM only. Unless specific permission has been granted, this document MAY NOT be sent or given to staff members from other companies or organizations. Doing so would constitute a VIOLATION of SABS copyright rules. 2. Indemnity The South African Bureau of Standards accepts no liability for any

3、damage whatsoever than may result from the use of this material or the information contain therein, irrespective of the cause and quantum thereof. ISBN 978-0-626-22585-8 SANS 12215-5:2009Edition 1ISO 12215-5:2008Edition 1SOUTH AFRICAN NATIONAL STANDARD Small craft Hull construction and scantlings Pa

4、rt 5: Design pressures for monohulls, design stresses, scantlings determination This national standard is the identical implementation of ISO 12215-5:2008, and is adopted with the permission of the International Organization for Standardization. Published by SABS Standards Division 1 Dr Lategan Road

5、 Groenkloof Private Bag X191 Pretoria 0001Tel: +27 12 428 7911 Fax: +27 12 344 1568 www.sabs.co.za SABS SANS 12215-5:2009 Edition 1 ISO 12215-5:2008 Edition 1 Table of changes Change No. Date Scope National foreword This South African standard was approved by National Committee SABS TC 188, Small cr

6、aft, in accordance with procedures of the SABS Standards Division, in compliance with annex 3 of the WTO/TBT agreement. This SANS document was published in June 2009. Reference numberISO 12215-5:2008(E)ISO 2008INTERNATIONAL STANDARD ISO12215-5First edition2008-04-15Small craft Hull construction and

7、scantlings Part 5: Design pressures for monohulls, design stresses, scantlings determination Petits navires Construction de la coque et chantillonnage Partie 5: Pressions de conception pour monocoques, contraintes de conception, dtermination de lchantillonnage SANS 12215-5:2009This s tandard may onl

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12、cluding photocopying and microfilm, without permission in writing from either ISO at the address below or ISOs member body in the country of the requester. ISO copyright office Case postale 56 CH-1211 Geneva 20 Tel. + 41 22 749 01 11 Fax + 41 22 749 09 47 E-mail copyrightiso.org Web www.iso.org Publ

13、ished in Switzerland ii ISO 2008 All rights reservedSANS 12215-5:2009This s tandard may only be used and printed by approved subscription and freemailing clients of the SABS .ISO 12215-5:2008(E) ISO 2008 All rights reserved iiiContents Page Foreword. v Introduction . vi 1 Scope . 1 2 Normative refer

14、ences . 1 3 Terms and definitions. 2 4 Symbols . 4 5 General. 6 6 Dimensions, data and areas 7 6.1 Dimensions and data 7 6.2 Areas 7 7 Pressure adjusting factors 9 7.1 General. 9 7.2 Design category factor kDC9 7.3 Dynamic load factor nCG9 7.4 Longitudinal pressure distribution factor kL10 7.5 Area

15、pressure reduction factor kAR. 11 7.6 Hull side pressure reduction factor kZ12 7.7 Superstructure and deckhouse pressure reduction factor kSUP. 13 7.8 Light and stable sailing craft pressure correcting factor for slamming kSLS. 13 8 Design pressures 14 8.1 Motor craft design pressure 14 8.2 Sailing

16、craft design pressure 16 8.3 Watertight bulkheads and integral tank boundaries design pressure 16 8.4 Design pressures for structural components where kARwould be u 0,25 . 18 9 Dimensions of panels and stiffeners 19 9.1 Dimensions of plating panels 19 9.2 Dimensions of stiffeners 23 10 Plating Scant

17、ling equations 25 10.1 Thickness adjustment factors for plating 25 10.2 FRP single-skin plating 28 10.3 Metal plating Aluminium alloy and steel 29 10.4 Laminated wood or plywood single-skin plating 30 10.5 FRP sandwich plating. 31 10.6 Single-skin plating minimum thickness .35 11 Stiffening members

18、requirements 36 11.1 General. 36 11.2 Properties adjustment factors for stiffeners37 11.3 Design stresses for stiffeners . 37 11.4 Requirements for stiffeners made with similar materials. 38 11.5 Requirements for stiffeners made with dissimilar materials . 39 11.6 Effective plating 40 11.7 Overall d

19、imensions of stiffeners . 41 11.8 Structural bulkheads 43 11.9 Structural support for sailing craft ballast keel.44 SANS 12215-5:2009This s tandard may only be used and printed by approved subscription and freemailing clients of the SABS .ISO 12215-5:2008(E) iv ISO 2008 All rights reserved12 Owners

20、manual. 44 12.1 General . 44 12.2 Normal mode of operation . 44 12.3 Possibility of outer skin damage. 44 Annex A (normative) Simplified method for scantling determination 45 Annex B (normative) Drop test for boats of 0,07(mLDC)2/3where ASis the total profile area of all sails that may be set at one

21、 time when sailing close hauled, as defined in ISO 8666 and expressed in square metres NOTE In the rest of this part of ISO 12215, non-sailing craft are considered as motor craft. 3.4 second moment of area I for a homogeneous material, it is the sum of the component areas multiplied by the square of

22、 the distance from centre of area of each component area to the neutral axis, plus the second moment of area of each component area about an axis passing through its own centroid, and is expressed in centimetres to the fourth or millimetres to the fourth NOTE The second moment of area is also referr

23、ed to in other documentation as the moment of inertia and for brevity as “second moment” within this part of ISO 12215. 3.5 section modulus SM for a homogeneous material, it is the second moment of area divided by the distance to any point from the neutral axis at which the stress is to be calculate

24、d and is expressed in cubic centimetres or cubic millimetres NOTE The minimum section modulus is calculated to the furthest point from the neutral axis. 3.6 displacement craft craft whose maximum speed in flat water and mLDCconditions, declared by its manufacturer, is such that WL5VL30, in degrees,

25、V, for motor craft, the maximum speed in calm water declared by the manufacturer, with the craft in mLDCconditions. This speed shall not be taken as 3,0, that value or the value from Equation (2) shall be used. CG0,17LDC0,5 Vnm= (2) In any case, nCGneed not be taken 7. NOTE 2 The limitation on nCGin

26、 this paragraph is due to the limitation of speed by the crew to keep the slamming accelerations within acceptable comfort and safety limits. The crew of “super sports” or racing boats accept a harder ride than a family cruiser, but need special body support, shock damping seats or equipment to prev

27、ent injury from high gs. 7.3.3 Dynamic load factor nCGfor sailing craft and displacement motor craft For sailing craft, nCGis not used for pressure determination. It is only used in the calculation of kLfor which purpose the value of nCGshall be taken as 3. For motor craft where nCG, determined usin

28、g Equation (1), is 1 for WL0,6xLu (3) L1k = for WL0,6xL where nCGis determined in accordance with 7.3, but for the purposes of determination of kL, nCGshall not be taken 6; WLxLis the position of the centre of the panel or middle of stiffener analysed proportional to LWL, where WLxL= 0 and 1 are res

29、pectively the aft end and fore end of LWL. where x is the longitudinal position of the centre of the panel or middle of stiffener forward of aft end of LWLin mLDCconditions, in metres. The overhangs fore and aft shall have the same value of kLas their respective end of the waterline. SANS 12215-5:20

30、09This s tandard may only be used and printed by approved subscription and freemailing clients of the SABS .ISO 12215-5:2008(E) ISO 2008 All rights reserved 11NOTE In the graph the only represented intermediate value of nCGbetween 3 and 6 is 4,5; for other intermediate values, kLshall be determined

31、either by calculation according to Equation (3) or by interpolation in the graph. Figure 3 Longitudinal pressure distribution factor kL7.5 Area pressure reduction factor kAR7.5.1 General The area pressure reduction factor kARtakes into account the variation of pressure loads due to panel or stiffene

32、r size. 0,15RLDCAR0,3D0,1kmkA= (4) where kRis the structural component and boat type factor: kR= 1,0 for bottom side and deck panels and stiffeners of planing motor craft operating in planing mode; kR= 1,5 3 104 b for bottom side and deck panels of sailing craft, displacement motor craft and planing

33、 motor craft operating in displacement mode; 4Ru1210kl= for bottom side and deck stiffeners of sailing craft, displacement motor craft and planing motor craft operating in displacement mode; mLDCis the loaded displacement mass defined in 3.2, in kilograms; SANS 12215-5:2009This s tandard may only be

34、 used and printed by approved subscription and freemailing clients of the SABS .ISO 12215-5:2008(E) 12 ISO 2008 All rights reservedADis the design area, in square metres: ()6D10Alb= for plating, but shall not be taken 262,5 10b ; ()6Du10Als= for stiffeners but need not be taken 1. 7.5.3 Minimum valu

35、es of kARkARshall not be taken at less than the values given in Table 3. Table 3 Minimum values of kARSide and bottom sandwich panels aDesign category Side and bottom single-skin panels and stiffeners Deck and superstructures sandwich and single-skin panels and stiffeners WL0, 4xLu WL0, 4 0,6xL800 m

36、m above deck and upper tiers 0,35 Walking area Upper tiers aMinimum deck pressure 5 kN/m3Non-walking area aElements not exposed to weather shall be considered as upper tiers. 7.8 Light and stable sailing craft pressure correcting factor for slamming kSLSThe light and stable sailing craft pressure co

37、rrecting factor kSLStakes into account higher slamming pressures encountered on light and stable sailing craft when sailing upwind (i.e at an angle of up to 90 off true wind). It is defined below. In design category C and D: kSLS= 1 In design category A and B: kSLS= 1 if 3WLLDC5mL 0,50,5MAX 60 WLSLS

38、0,33LDC10 GZ Lkm60, with all stability-increasing devices such as canting keels or water ballast at their most effective position, in fully loaded condition, measured in metres. If the maximum righting lever occurs at a heel angle 60, the value at 60 shall be taken. The crew shall be considered in u

39、pwind hiking position in the calculation of the above GZMAX 60. SANS 12215-5:2009This s tandard may only be used and printed by approved subscription and freemailing clients of the SABS .ISO 12215-5:2008(E) 14 ISO 2008 All rights reserved8 Design pressures 8.1 Motor craft design pressure 8.1.1 Gener

40、al The bottom pressure of motorcraft shall be the greater of (see NOTE 1) the displacement mode bottom pressure PBMDdefined in 8.1.2 or the planing mode bottom pressure PBMPdefined in 8.1.3. For motorcraft of design categories A and B, the side pressure shall be the greater of (see NOTE 3) the displ

41、acement mode side pressure PSMDdefined in 8.1.4 or the planing mode side pressure PSMPdefined in 8.1.5. For motorcraft of design categories C and D, the side pressure shall be the one corresponding to planing or displacement mode: the “mode” to consider is the one where the bottom pressure, planing

42、or displacement is the greater (see NOTE 4). NOTE 1 The reason behind this double requirement is that, in rough seas, craft that usually plane in flat water must progress at a slower speed in the same manner as a displacement craft. NOTE 2 Craft well into the planing mode,WL5,VLW will usually experi

43、ence PBMPvalues higher than PBMD. NOTE 3 In planing mode, the side pressure may be smaller than in displacement mode as, in the former case, the side pressure is interpolated between 0,25 PBMPand deck pressure, whereas, in the latter case, the side pressure is interpolated between bottom pressure an

44、d deck pressure. NOTE 4 In design category D there is little risk on having to slow down because of rough sea, and this risk is limited in category C. 8.1.2 Motor craft bottom pressure in displacement mode PBMDThe bottom design pressure for motor craft in displacement mode PBMDis the greater of BMD

45、BMD BASE AR DC LP Pkkk= kN/m2or (7) ( )0,33BM MIN LDC WL DC0,45 0,9Pm k=+ kN/m2(8where0,33BMD BASE LDC2,4 20Pm=+ kN/m2 (9) 8.1.3 Motor craft bottom pressure in planing mode PBMPThe bottom design pressure for planing motor craft PBMPis the greater of BMP BMP BASE AR LP Pkk= kN/m2or (10) ( )0,33BM MIN

46、 LDC WL DC0,45 0,9Pm k=+ kN/m2same as Equation (8) SANS 12215-5:2009This s tandard may only be used and printed by approved subscription and freemailing clients of the SABS .ISO 12215-5:2008(E) ISO 2008 All rights reserved 15where()0,5LDCBMP BASE DC CGWL C0,11mPknLB=+is the base bottom pressure for

47、motorcraft, in planing mode, in kilonewtons per square metre (11) NOTE The index of 0,5 on kDCis there to reflect that, although some design category effect is present, this effect is attenuated in the planing mode. The reason is that peak planing pressure is mainly experienced in category C conditi

48、ons and hence the difference between design categories is less marked than in the displacement mode. 8.1.4 Motor craft side pressure in displacement mode PSMDThe side design pressure for motor craft in displacement mode PSMDis the greater of ()SMD DM BASE Z BMD BASE DM BASE AR DC LPP kP P kkk=+ kN/m

49、2or (12) SM MIN WL DC0,9P Lk= kN/m2(13)For decked boats, those parts of the side above hull-deck limit (e.g. bulwark) shall be assessed using PSM MIN. 8.1.5 Motor craft side pressure in planing mode PSMPFor side areas located at or above waterline, the side design pressure PSMPfor motor craft in planing mode is the greater of ()SMP DM BASE Z BMP BASE DM BASE AR DC L0,25PP k P P kkk=+kN/m2or (14) SM MIN WL DC0,9P Lk= kN/m2same as Equation (13)