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Article history: A reliability-based load and resistance factor design procedure for subsea composite pressure vessel
Available online 25 May 2011 subjected to external hydrostatic pressure is presented. The failure criterion for defining the performance
function is considered as buckling. A sensitivity analysis is conducted to research influences of statistical
Keywords: characteristics of variables on the partial safety factors and the thickness of pressure vessel. The results
Load and resistance factor design shows the longitudinal modulus, inside radius of composite layers, unsupported length and external
Filament winding pressure significantly affect the design results, whereas transversal modulus, Poisson’s ratio, shear
Composite pressure vessel
modulus and winding angle have little effects. In order to validate the design results, a filament-wound
Buckling
External hydrostatic pressure
composite pressure vessel is manufactured, and the buckling test is performed. It is observed that when
the applied external hydrostatic pressure is a little more than the designed critical buckling pressure, the
buckling and subsequent burst behaviours occur, which shows a good agreement between the
experimental and analytical results.
Ó 2011 Elsevier Ltd. All rights reserved.
0263-8223/$ - see front matter Ó 2011 Elsevier Ltd. All rights reserved.
doi:10.1016/j.compstruct.2011.05.020
B. Cai et al. / Composite Structures 93 (2011) 2844–2852 2845
specified reliability level, and optimize the winding angle of cylin- vessel. In this study, the analytical buckling model is developed
drical laminated composite by using reliability methods. Biagi and based on the classical laminate theory.
Medico [19] studied the reliability-based knockdown factors for Due to the filament winding fabrication process, half of the fi-
composite cylinder with different stacking sequences. Lene et al. bres show +a orientation and the other half show a orientation
[20] studied the composite stiffened cylinder by using reliability- with respect to the cylinder axis. The off-axis stiffness matrix of
based response surface technique. Liu and Zheng [21] proposed a each composite layer can be expressed in term of the on-axis stiff-
static strength-base reliability model to predict the reliability of ness matrix as follows:
aluminium–carbon fibre/epoxy composite laminates for composite 2 32 3
Q 11 m4 n4 2m2 n2 4m2 n2
vessels.
6 Q 76 n4 m4 2m2 n2 72 Q 3
4m2 n2
Reliability-based load and resistance factor design (LRFD) meth- 6 22 76 7 xx
6 76 76
od has been widely used to design engineering structures due to 6 Q 12 76 m2 n2 m2 n2 m4 þ n4 76 Q yy 7
4m2 n2 7
6 76 76 7 ð1Þ
6 Q 76 m2 n2 ðm2 n2 Þ2 7
that the method can provide risk consistency, is likely to result 6 66 76 m2 n2 2m2 n2 74 Q xy 5
in more economical use of materials, and permits future modifica- 6 76 7
4 Q 16 54 m3 n mn3 mn3 m3 n 2ðmn3 m3 nÞ 5 Q ss
tion [22]. The method is also incorporated into the codes of
Q 26 mn3 m3 n m3 n mn3 2ðm3 n mn3 Þ
American Institute of Steel Construction (AISC) [23], American
Association of State Highways and Transport Officials (AASHTO) where m = cos a, n = sin a, Qij (ij = 1, 2, 6) are the off-axis stiffness
[24], American Petroleum Institute (API) [25], and so on. However, coefficients and Qij (ij = x, y, s) are the on-axis stiffness coefficients.
LRFD-based design procedures and intensive investigation of com- The relationship of on-axis stiffness coefficients and mechanical
posite pressure vessel subjected to external hydrostatic pressure properties of unidirectional layer can be written as
have never been reported so far.
This work aims to develop the LRFD-based composite pressure Q xx ¼ EL =ð1 mLT mTL Þ ð2Þ
vessel design procedure for subsea blowout preventers subjected
to external hydrostatic pressure. The performance function is pre- Q yy ¼ ET =ð1 mLT mTL Þ ð3Þ
sented, and the LRFD-based code is calibrated. The partial safety
factors are calculated, and their sensitivities to the statistical char- Q xy ¼ EL mTL =ð1 mLT mTL Þ ð4Þ
acteristics of variables are investigated. The validity of the design
results is confirmed by performing an external hydrostatic pres- Q ss ¼ GLT ð5Þ
sure test on a prototype composite pressure vessel.
mLT ¼ EL mTL =ET ð6Þ
2. Load and resistance factor design for composite pressure where EL and ET are the longitudinal and transversal elastic modu-
vessel lus, respectively; mLT and mTL are the longitudinal and transversal
Poisson’s ratios, respectively; and GLT is the shear modulus.
The composite pressure vessel is a cylinder with closed ends According to the classical laminate theory, the shell constitutive
subjected to an external pressure p. The dimension of the pressure relation can be obtained:
2 3 2 32
vessel is shown in Fig. 1. The aluminium liner, which provides the
Nx A11 A12 A16 B11 B12 B16 ex 3
sealing and corrosion resistance in seawater, is overwrapped by a
6 N 7 6A B26 7 6 7
composite manufactured by filament winding. The vessel is made 6 h 7 6 21 A22 A26 B21 B22 76 eh 7
6 7 6 76 7
of ±a winding pattern of carbon fibres impregnated with epoxy 6 Nxh 7 6 A61 A62 A66 B61 B62 B66 76 cxh 7
6 7 6 76 7
resin. 6 M 7 ¼ 6B B12 B16 D11 D12 D16 7 6 7 ð7Þ
6 x 7 6 11 76 kx 7
6 7 6 76 7
4 Mh 5 4 B21 B22 B26 D21 D22 D26 54 kh 5
2.1. Theoretical analysis
M xh B61 B62 B66 D61 D62 D66 kxh
Previous researches have shown numerically and experimen- where Nx, Nh and Nxh are the axial, hoop, and in-plane shearing
tally that composite pressure vessels under external hydrostatic forces, respectively; Mx and Mh are the bending moments; and
pressure are subjected to buckling phenomenon [15]. Thus, the Mxh is the twisting moment. Aij, Bij, Dij are the classical laminate
limit of stability is the major design criteria of subsea pressure stiffness coefficients of membrane, coupling and bending, respec-
tively. They can be obtained using Eqs. (8)–(10).
X
K
Aij ¼ Q ij t k ð8Þ
k¼1
1X K
Bij ¼ Q ðz2 z2k1 Þ ð9Þ
2 k¼1 ij k
1X K
Dij ¼ Q ðz3 z3k1 Þ ð10Þ
3 k¼1 ij k
2 3 g ¼ pcr p ð24Þ
Mp N A22 N N
C 23 ¼ ðB12 þ 2B66 Þ þ þ B22 Substituting Eq. (21) into Eq. (24), it can be derived as follows:
l Rþt Rþt Rþt Rþt
ð19Þ g ¼ f ðEL ; ET ; GLT ; mLT ; r; a; l; t; M; NÞ p ð25Þ
B. Cai et al. / Composite Structures 93 (2011) 2844–2852 2847
Table 1
Relationship of reliability index and probability of failure.
Because the variability of load is different from that of resis- f ðcEL EL ; cET ET ; cG GLT ; cm mLT ; cr r; ca a; cl l; t; M; NÞ P cp p ð26Þ
tance, it makes sense to apply different partial safety factors to
these variables. The LRFD-based method markedly differs from where cEL, cET, cG, cm, cr, ca, cl and cp are the partial safety factors of
the WSD-based design method, which uses only one safety factor. longitudinal modulus, transversal modulus, shear modulus,
This allows for taking into consideration uncertainties in load and Poisson’s ratio, inside radius of composite layers, winding angle,
strength, and to scale their characteristic values accordingly in the unsupported length, and design external pressure, respectively.
design equation. Various factors are applied in performance func-
tion corresponding to each variable. The design equation for the 2.4. Statistical characteristics of random variables
composite pressure vessel can be written as
The statistical characteristics including mean, distribution type
Table 2 and coefficient of variation (COV) of the random variables are re-
Statistical characteristics of variables. quired for the calculation of partial safety factors. In general, the
statistical characteristics are achieved based on the extensive data
Variables Unit Means, l COV, C (%) Distribution types
collection and data analysis. However, in the absence of sufficient
EL GPa 90 10 Normal
and good quality data, professional expertise has to be employed.
ET GPa 7 6 Normal
GLT GPa 5 8 Normal In this study, the variables values estimated based on test, engi-
vLT – 0.33 8 Normal neering judgment and reference review [17,18,29,30] are used, as
r mm 45.75 5 Normal shown in Table 2.
a deg 65 2 Normal In addition to the mechanical property of the composite mate-
l mm 159 5 Normal
p MPa 12 5 Normal
rial used in the subsequent experiment, the design parameters
including inside radius, winding angle, unsupported length and
Fig. 2. Effects of COV of longitudinal modulus and reliability index on partial safety Fig. 3. Effects of COV of transversal modulus and reliability index on partial safety
factors. factors.
2848 B. Cai et al. / Composite Structures 93 (2011) 2844–2852
design external pressure are also treated as independent random decreases. When the value of b is high, the value of cEL decreases
variables. All variables have normal distributions. rapidly. The results show that CEL significantly influences cEL when
the reliability of the composite cylinder is high. As reliability index
2.5. Calculation of partial safety factors b increases, cr, cl and cp increase. Only when the value of b is high,
cr, cl and cp increase with the increasing CEL obviously. The results
The advanced first-order second-moment method (AFOSM) is a show that the partial safety factors cr, cl and cp are sensitive to the
convenient tool to assess the reliability of composite structures value of CEL only when the reliability of the composite cylinder is
[31]. By using the method, for the given reliability index b shown high.
in Table 1, and the given mean value, COV and distribution type The reliability index b and CEL have little effects on the partial
of the variables shown in Table 2, the design thickness of the com- safety factors cET, cGLT, cm and ca, as shown in Fig. 2b. When the va-
posite layers and the partial safety factors can be calculated lue of b is high, cET and cGLT increases lightly with the increasing
according Eq. (27). CEL, but cm and ca are almost changeless. The results show that
xi the four partial safety factors are insensitive to b and CEL.
cxi ¼ ð27Þ From Fig. 3a, it can be seen that as the reliability index b in-
lxi
creases, the partial safety factors cr, cl and cp increase, and cEL de-
where xi (EL, ET, GLT, vLT, r, a, l, p) is the value of the variables at the creases. The COV of transversal modulus CET almost has no effects
design point; lxi is the mean value of the variables; and cxi is the on the four partial safety factors. As shown in Fig. 3b, the variation
partial safety factor mentioned in Eq. (26). of COV (CET) just affects the corresponding partial safety factor
(cET); however, the effects are very small. These results show that
3. Results and sensitivity analysis all of the eight partial safety factors are not sensitive to CET. Accord-
ing to the investigation, the COV of the other two material proper-
In order to research the effect of statistical characteristics of ties (CGLT, Cm) have similar effects as CET on the partial safety factors.
variables on the partial safety factors, computations are made for Similarly, from Figs. 4 and 5, it can be seen that the COV of
combinations of the ranges of COV of variables and reliability in- winding angle and external pressure, Ca and Cp, affects the corre-
dex. Each of the COV is varied between ±50% of the values given sponding partial safety factors ca and cp, obviously. With the
in Table 2. The results are shown in Figs. 2–10. increasing Ca and Cp, the partial safety factors ca and cp increase.
As shown in Fig. 2a, with the increasing COV of longitudinal In addition, the COV of other dimensions (Cr, Cl) have similar effects
modulus CEL and reliability index b, the partial safety factor cEL as Ca on the partial safety factors.
Fig. 5. Effects of COV of external pressure and reliability index on partial safety
Fig. 4. Effects of COV of winding angle and reliability index on partial safety factors. factors.
B. Cai et al. / Composite Structures 93 (2011) 2844–2852 2849
The liner and flange were made of AISI 2124 aluminium and
AISI 1045 steel, respectively, as shown in Fig. 7. The aluminium
liner was manufactured in Machinery Plant of China University
of Petroleum by using lathe turning, and its dimensions were con-
trolled strictly when it was tooling in order to validate the LRFD-
based composite pressure vessel design results. The thickness of
the aluminium liner is 0.75 mm, which corresponds to the critical
buckling pressure of 0.62 MPa. Compared with the critical buckling
pressure of composite layers of 12 MPa, the effect of aluminium
liner can be neglected. Three o-rings were applied in the flange
to maintain sealing at high pressure.
The prototype was manufactured by a filament winding process
using T700-12 K carbon fibre roving and E51 Bisphenol-A epoxy
When the COV is varied between ±50% of the given values, and
the reliability index is varied from 1.2 to 5.2, the thickness of cyl-
inder as a function of COV and reliability index is shown in Fig. 6.
As anticipated, with the increasing reliability index b, the thickness
increases. As shown in Fig. 6a, with the increasing COV of CEL, Cr, Cl,
and Cp, the thickness increases slightly. It can also be seen that each
COV affects the variation of thickness differently. The COV of CET,
CGLT, Cm and Ca almost have no effects on the thickness as shown
in Fig. 6b. In a word, the COV in order of influence degree to the
thickness of cylinder is CEL > Cr > Cl > Cp > CET CGLT Cm Ca. It is
noted that the critical buckling pressure and design thickness is
strongly dependent on the winding angle. However, in this work,
the uncertainty of winding angle which arises from the geometric
imperfections during filament winding process is not so large;
therefore, the little change of winding angle causes its little effects
on the critical buckling pressure and design thickness.
In addition, due to that p = pcr and p = pa when b = 0.2 and 4.2,
respectively, it can be seen from Fig. 6 that the thickness of
3 mm corresponds to the critical buckling thickness, and the thick-
ness of 6.28 mm corresponds to the minimum allowable thickness
for engineering application, when the design external pressure is
12 MPa. The lowest buckling modes are always M = 1 and N = 2.
4. Experiment
paction. The roving was wound around the aluminium liner con-
tinuously, till the design thickness was reached. The mechanical
properties of the impregnated carbon fibre are given in Table 2.
Sand blasting treatment was performed on the aluminium liner
first in order to clean the hard surface and improve the adhesion
of carbon fibres. The computer controlled helical filament winding
machine was used to manufacture the composite pressure vessel.
The two ends were over-wound to reduce stress level near the
supports and ensure that buckling occurred within the ‘‘test
section’’.
Most of the thin cylinders investigated are based on ±55° ortho-
tropic sequences. This choice is classical for thin tubes subjected to
internal pressure: due to the radio between the circumferential
and axial load components resulting from the loading, the ±55°
laminations maximize the static strength [16]. For the cylindrical
vessel subjected to external pressure, Messager et al. [16] found
that some optimized stacking sequence causes higher buckling
pressure than ±55°. Rasheed and Yousif [12] studied critical buck-
ling external pressure by assuming a fully orthotropic lamination
with winding angle of ±63°. Based on these references and
engineering judgment, the winding angle of the manufactured
vessel is set as ±65° (of course, some other winding angles are also
selectable). The final prototype vessel is shown in Fig. 8. The
thickness is 3.1 mm, which is 3.33% thicker than the design
thickness.
Acknowledgments
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