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ABSTRACT
The increased use of thin section (i.e., less than lO-mm (3/8-m.) thick) steel m ship panel
construction has aggravated distortion problems, adding to the costs for fitting and flame
straightening. This paper describes the results of a study to evaluate techniques for control of
distortion in thin panels used in ship construction. The objective of this project is to identify cost
effective techniques for controlling distortion.
Buckling is usually the dominant mode of distortion in thin panels, followed by angular
distortion. Means of reducing both forms of distortion are discussed. During the design phase
relatively small adjustments to the design, such as changing plate thickness or stiffener spacing,
can significantly reduce distortion. Improving manufacturing techniques, including reducing
weld size, implementing intermittent welding, and restraining the panel during welding, can also
make a major impact on reducing distortion. New techniques such as egg-crate construction,
laser welding, thermal tensioning, back-side line heating, back-bending, and weld quenching also
show promise.
I. INTRODUCTION
Distortion is a familiar problem to all fabricators
employing arc welding processes, and shipbuilders are
no exception. Over the years, shipbuilders have come
to expect some degree of distortion and have learned to
live with its consequences. Evidence of this can be
seen in the panel fabrication and block erection
practices of flame straightening to remove distortion,
leaving stiffener ends unwelded to aid in fitting, and
over-sizing panels for later trimming.
In recent years ship panel distortion has become a
major problem. The greater use of thin (i.e., under
10-mm (3/8-in.) thick) plate in panel fabrication has
resulted in significantly increased distortion. The net
result has been increased man-hours for fitting, flame
straightening,
and
rework
following
flame
straightening.
Shipbuilders are generally concerned with two
forms of thin panel welding distortion: in-plane
distortion, and out-of-plane distortion.
In-plane
distortion is the shrinkage in the overall panel
dimensions, which makes the implementation of "neatcut" fabrication techniques difficult.
Out-of-plane
distortion is the oil-canning or edge waviness which
necessitates flame straightening and exacerbates fitting
1 Senior research engineer and research engineer, respectively,
Edison Welding Institute, Columbus, Ohio.
MAY 1997
8756-1417/97/1302o0083500.45/0
83
1~4"
4"
x 5# S t l F ? e n e r s
rs
//////////////////~
Transverse shrinkage
Angular change
Figure 2 Small-Scale Mock-Up. The Letters Designate
LVDT Locations
,fjjjfjjjj~jjf~l
Longitudinal shrinkage
Rotational distortion
Longitudinal bending
distortion
4"x8"xlO# Transverses
, - 4 " x 4 " x 5 # Longl~cudln=tts
/ - Bu'l;'t Vetd
Buckling distortion
Figure 3 Large-Scale Mock-Up
84
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hes
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.time ( s e c o n d s )
MAY 1997
85
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86
MAY 1997
Egg-Crate Construction
45O
400
350
300
no 25O
Tension \ ~
~; 200
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Compression
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-350-300-250-200-150-100 -50
MAY 1997
Intermittent Welding
Numerous reports (Gains, 1986; Vinokurov, 1977;
Hebert, 1994) have indicated that significant reductions
in panel distortion can be achieved by replacing
continuous welds with intermittent welds having the
same total strength. In many cases intermittent welds
are allowed by Navy standards (MIL-STD-1689-SH),
but are not widely used.
The reluctance to use
intermittent welds is apparently out of concern for
fatigue or corrosion potential and the feeling by some
shipbuilders that the technique is not amenable to
welding mechanization.
Testing was performed to quantify the
improvement which can be obtained through use of
intermittent welding. Figure 10 shows the result.
Buckling distortion was completely eliminated when a
small-scale mock-up was welded with intermittent
welds, even though a high heat input was employed.
87
45
:hes
;hes
Inclles
45
Figure 10a 3/16-in. Continuous Welds
:~
45
hes
hes
........
O0
45
45
88
MAY 1997
Thermal Tensioning
The application of mechanical tensioning of butt
joints in sheet metal has been shown to be an effective
means of eliminating buckling distortion. Holt, et al
(Holt, 1974) evaluated the effect of tensile force on
distortion, and found that specimens which were
mechanically tensioned had a much lower distortion
level than did un-tensioned specimens. Unfortunately,
the force levels necessary to eliminate buckling
J O U R N A L OF SHIP P R O D U C T I O N
hes
Weld Quenching
]l
[ HEAT I I coo, I I HEAT I
Figure 12 Thermal Tensioning Concept
This technique was tested on a small-scale mockup. Resistance heaters were used to produce the heated
bands while a water spray cooled the back-side of the
weld. Figure 13 illustrates the results. Buckling was
completely eliminated even though a relatively high
welding heat input was used.
Significant angular
distortion is still produced so additional steps would
need to be taken to eliminate this form of distortion.
Because this technique shows great promise, further
development and refinement of equipment and methods
is planned to allow testing on actual ship structures.
45
:hes
mcnes
J~
45
MAY 1997
89
Restraint
There is difference in opinion within the
shipbuilding industry as to the desired degree of
restraint for panel welding.
Some say the more
restraint the better to resist the movement of the panel
(Sizemore, 1994), while others believe restraint causes
the accumulation of stresses which make distortion
worse when the restraining fixtures are released
(Hebert, 1994). In fact, imposing a high degree of
restraint does reduce distortion without significantly
increasing the residual stress (Doersksen,1992). Figure
14 shows the difference in angular distortion between a
restrained and an unrestrained weld. The part distorts
less when restrained because the rigidity of the
restraining fixtures forces the weld to yield during
cooling (Holt, 1977; Masubuchi, 1980). One potential
drawback of this technique is the increase in cycle time
which may result from the need to apply the restraint
and to allow the part to cool in a fixture.
......
without
restraint
with
backbend
0,7
with restraint
......
0.7
without
backbend
"~0.6
o.s
0.6
c
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ShIM
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Flle'kWeldTs
0.5
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-12
-9
-6
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90
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-12
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Distance flom Stiffener Centerl]ne (Inches)
12
Back-Bending
M A Y 1997
CONCLUSIONS
REFERENCES
MAY 1997
91
92
MAY 1997