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표제지=0,1,1

제출문=i,2,1

최종(단계)보고서 초록/장창두=ii,3,1

요약문=iii,4,3

SUMMARY=vi,7,3

CONTENTS=ix,10,2

목차=xi,12,2

표목차=xiii,14,1

그림목차=xiv,15,3

제1장 연구개발과제의 개요=1,18,1

제1절 연구의 배경 및 필요성=1,18,2

제2절 연구 목적=3,20,1

제3절 연구 내용 및 범위=3,20,1

1. 선체 블록의 용접변형 해석 기법의 개발=3,20,2

2. 선체 블록 탑재시의 변형 해석 기법 개발=4,21,2

3. 변형 최소화를 위한 최적 설계 방법론 개발=5,22,2

제2장 국내외 연구개발 현황=7,24,1

제1절 용접변형 해석 방법론=7,24,3

제2절 고유변형도 계산 방법론=9,26,2

제3절 선체 블록의 변형 해석 및 정도관리=10,27,1

제3장 연구개발수행 내용 및 결과=11,28,1

제1절 선체 블록의 용접변형 해석 기법의 개발=11,28,1

1. 용접 고유변형도의 결정=11,28,5

2. 선체 블록의 구속도 계산=15,32,2

3. 용접 열전도 해석=16,33,1

4. 용접변형 계산 결과=17,34,6

제2절 선체 블록 탑재시의 변형 해석 기법 개발=23,40,1

1. 블록 탑재 시 변형의 특성=23,40,4

2. 탑재 시뮬레이션=26,43,12

제3절 변형 최소화를 위한 최적 설계 방법론 개발=38,55,1

1. 열전달 이론 연구=38,55,5

2. 열 변형 이론 연구=42,59,2

3. 용접 해석 코드 연구=43,60,7

4. 용접 모델링 연구=49,66,6

5. 최적 설계 연구=55,72,20

제4절 결론=75,92,1

1. 선체 블록의 용접변형 해석 기법의 개발=75,92,1

2. 선체 블록 탑재시의 변형 해석 기법 개발=75,92,2

3. 변형 최소화를 위한 최적 설계 방법론 개발=76,93,1

제4장 목표달성도 및 관련분야에의 기여도=77,94,1

제1절 연구개발 목표 달성도=77,94,1

제2절 관련 분야에의 기여도=77,94,1

제5장 연구개발결과의 활용계획=78,95,1

제6장 참고 문헌=79,96,5

영문목차

[title page etc.]=0,1,2

Abstract (Korean)=ii,3,1

SUMMARY (Korean)=iii,4,3

SUMMARY (English)=vi,7,3

CONTENTS (English)=ix,10,2

CONTENTS (Korean)=xi,12,2

List of Tables=xiii,14,1

List of Figures=xiv,15,3

Chapter 1. Introduction=1,18,1

Section 1. Importance and background of the Project=1,18,2

Section 2. Objective of the Project=3,20,1

Section 3. Scope and Contents of the Project=3,20,1

1. Analysis of Welding Distortion of Ship Hull Blocks=3,20,2

2. Analysis of Deformation at the Erection Stage=4,21,2

3. Structural Optimization for the Minimum Distortion=5,22,2

Chapter 2. Current State-of-the-Art=7,24,1

Section 1. Analysis of Welding Distortion=7,24,3

Section 2. Determination of Inherent Strain=9,26,2

Section 3. Deformation Analysis and Accuracy Control of Ship Hull Blocks=10,27,1

Chapter 3. Contents and Results of the Project=11,28,1

Section 1. Analysis of welding distortion of ship hull blocks=11,28,1

1. Determination of Inherent Strain=11,28,5

2. Calculation of the Degree of Restraint=15,32,2

3. Welding Heat Transfer Analysis=16,33,1

4. Results=17,34,6

Section 2. Analysis of deformation at the erection stage=23,40,1

1. Characteristics of Deformation at the Erection Stage=23,40,4

2. Erection Simulation=26,43,12

Section 3. Structural optimization for the minimum distortion=38,55,1

1. Theory of Heat Transfer=38,55,5

2. Theory of Heat Deformation=42,59,2

3. Research of Welding Deformation Analysis=43,60,7

4. Modeling of Welding Conditions=49,66,6

5. Optimum Design=55,72,20

Section 4. Conclusions=75,92,1

1. Analysis of welding distortion of ship hull blocks=75,92,1

2. Analysis of deformation at the erection stage=75,92,2

3. Structural optimization for the minimum distortion=76,93,1

Chapter 4. Degree of Achievement and Expected Effects=77,94,1

Section 1. Degree of Achievement=77,94,1

Section 2. Expected Effects=77,94,1

Chapter 5. Plans for the Application=78,95,1

Chapter 6. References=79,96,5

표목차

Table 2.1.1 Review of the analysis methods for welding deformation=9,26,1

Table 3.1.1 Size and welding condition=19,36,1

Table 3.1.2 Member size of double bottom block=20,37,1

Table 3.2.1 Deformation shape of plate members in the actual ship=24,41,1

Table 3.2.2 Lateral displacements of plate panels of deck structures of engine room block by erection simulation (unit:mm)=31,48,1

Table 3.2.3 Lateral displacements of plate panels of deck structures of engine room block in case of deck thickness increase (unit:mm)=33,50,1

Table 3.2.4 Lateral displacements of plate panels of deck structures of engine room block in case of carling attachment (unit:mm)=35,52,1

Table 3.2.5 Lateral displacements of plate panels of deck structures of engine room block in case of erection order change (unit:mm)=36,53,1

Table 3.3.1 Comparison of result=67,84,1

Table 3.3.2 Comparison of result=69,86,1

Table 3.3.3 Comparison of result=72,89,1

Table 3.3.4 Comparison of result=74,91,1

Table 4.1.1 Achievement of project objectives=77,94,1

그림목차

Fig. 1.3.1 Deformation due to fillet welds in two types of boundary=3,20,1

Fig. 1.3.2 Welding deformation of a stiffened plate=3,20,1

Fig. 3.1.1 Definition of inherent strain=12,29,1

Fig. 3.1.2 One-dimensional Bar-spring model=13,30,1

Fig. 3.1.3 Thermal history of stress=13,30,1

Fig. 3.1.4 Thermal history of plastic strain=13,30,1

Fig. 3.1.5 Classification of welding distortions=14,31,1

Fig. 3.1.6 Flow chart for the welding deformation analysis of ship hull blocks=15,32,1

Fig. 3.1.7 Characteristics of internal restraint=15,32,1

Fig. 3.1.8 Temperature distribution=16,33,1

Fig. 3.1.9 Experiment model by Terasaki=17,34,1

Fig. 3.1.10 Calculation results compared with experiments of bead-on-plate welding=17,34,1

Fig. 3.1.11 Experiment model by Kim and Lee=18,35,1

Fig. 3.1.12 Calculation results compared with experiments of fillet welding=18,35,1

Fig. 3.1.13 Shape of stiffened plate for analysis=19,36,1

Fig. 3.1.14 Welding deformation of each assembly stage (case 1)=19,36,1

Fig. 3.1.15 Vertical displacement along x-axis=20,37,1

Fig. 3.1.16 Vertical displacement along y-axis=20,37,1

Fig. 3.1.17 Double bottom block=21,38,1

Fig. 3.1.18 FE mesh model=21,38,1

Fig. 3.1.19 Fabrication sequence=21,38,1

Fig. 3.1.20 Deformed shape of double bottom block=22,39,1

Fig. 3.1.21 Vertical Displacement of bottom plate along x-axis (y=22,39,1

Fig. 3.1.22 Vertical Displacement of bottom plate along y-axis (x=22,39,1

Fig. 3.2.1 Progress of deformation of ship hull blocks=23,40,1

Fig. 3.2.2 Measuring position of block deformation(upper deck structures of engine room block)=24,41,1

Fig. 3.2.3 Description for the illustration of deformation=25,42,1

Fig. 3.2.4 Final deformation of upper deck structures of engine room block=25,42,2

Fig. 3.2.5 3D FE model for the simulation of erection of engine room block=28,45,1

Fig. 3.2.6 Erection process simulation=29,46,2

Fig. 3.2.7 Comparison of final deformed shapes=30,47,2

Fig. 3.2.8 Lateral displacements of plate panels of deck structures of engine room block by erection simulation=31,48,1

Fig. 3.2.9 Final deformed shapes of deck structures of engine room block in case of deck thickness increase=32,49,1

Fig. 3.2.10 Lateral displacements of plate panels of deck structures of engine room block in case of deck thickness increase=33,50,1

Fig. 3.2.11 Correction of FE model for carling attachment=34,51,1

Fig. 3.2.12 Final deformed shapes of deck structures of engine room block in case of carling attachment=34,51,1

Fig. 3.2.13 Lateral displacements of plate panels of deck structures of engine room block in case of carling attachment=35,52,1

Fig. 3.2.14 Final deformed shapes of deck structures of engine room block in case of erection order change=36,53,1

Fig. 3.2.15 Lateral displacements of plate panels of deck structures of engine room block in case of erection order change=37,54,1

Fig. 3.3.1 Nonlinear material properties=42,59,1

Fig. 3.3.2 Residual stress σ~(이미지참조)=42,59,1

Fig. 3.3.3 FE model of plate=43,60,1

Fig. 3.3.4 Distribution of temperature=43,60,1

Fig. 3.3.5 Deformed shape=43,60,1

Fig. 3.3.6 Simple plate model=44,61,1

Fig. 3.3.7 History of temperature distribution=45,62,1

Fig. 3.3.8 Boundary conditions=45,62,1

Fig. 3.3.9 Deformed shape=46,63,1

Fig. 3.3.10 Distribution of plastic strain by welding speed=46,63,1

Fig. 3.3.11 Distribution of plastic strain at 1.Omm／sec=47,64,1

Fig. 3.3.12 Coupled solid-shell model=47,64,1

Fig. 3.3.13 Distribution of temperature by welding speed=48,65,1

Fig. 3.3.14 L-plate model=48,65,1

Fig. 3.3.15 Distribution of temperature=49,66,1

Fig. 3.3.16 Deformed shape=49,66,1

Fig. 3.3.17 Stiffened plate model=50,67,1

Fig. 3.3.18 Coupled FE model using solid-shell=50,67,1

Fig. 3.3.19 Temperature distribution in steady state=51,68,1

Fig. 3.3.20 Examples of simple modeling=51,68,1

Fig. 3.3.21 Process of double bottom modeling=52,69,1

Fig. 3.3.22 Double bottom model using shell element=53,70,1

Fig. 3.3.23 Model of welding deformation analysis=53,70,1

Fig. 3.3.24 Results of thermo transfer analysis=54,71,1

Fig. 3.3.25 Results of elastic-plastic analysis=54,71,1

Fig. 3.3.26 FE Model=55,72,1

Fig. 3.3.27 Conditions of analysis=56,73,1

Fig. 3.3.28 Temperature distribution (136 sec)=57,74,1

Fig. 3.3.29 Temperature distribution (at cooling)=57,74,1

Fig. 3.3.30 Result of displacement=58,75,1

Fig. 3.3.31 Stress Distribution=58,75,1

Fig. 3.3.32 Deformed shape=58,75,1

Fig. 3.3.33 Displacement at various welding speed=59,76,1

Fig. 3.3.34 Displacement distribution at y-direction=60,77,1

Fig. 3.3.35 Displacement distribution along time=60,77,1

Fig. 3.3.36 Displacement along welding sequence=61,78,1

Fig. 3.3.37 Curves of displacement along welding sequence=61,78,1

Fig. 3.3.38 Displacement distribution by welding condition (voltage)=62,79,1

Fig. 3.3.39 Distribution of temperature and displacement=62,79,1

Fig. 3.3.40 Geometric parameters of plane=63,80,1

Fig. 3.3.41 Geometric parameters of curved surface=63,80,1

Fig. 3.3.42 Composition of objective function=65,82,1

Fig. 3.3.43 Flowchart of optimization=65,82,1

Fig. 3.3.44 Model composed of plates=66,83,1

Fig. 3.3.45 Comparison of deformed shape=67,84,1

Fig. 3.3.46 Model composed of curved surface=68,85,1

Fig. 3.3.47 Comparison of deformed shape=69,86,1

Fig. 3.3.48 Model of bulbous bow=70,87,1

Fig. 3.3.49. Comparison of optimum design result=71,88,1

Fig. 3.3.50 Recomposed bulbous bow model=71,88,1

Fig. 3.3.51 Comparison of deformed shape=72,89,1

Fig. 3.3.52 Engine room model=73,90,1

Fig. 3.3.53 Comparison of deformed shape=74,91,1

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