Documente Academic
Documente Profesional
Documente Cultură
SYNOPSIS
NOTATION
m p/E1
n (P/EI) l'z
p Submerged weight of pipeline per unit length.
v Vertical displacement of the pipe.
w Lateral displacement of the pipe.
x Cartesian coordinate with d zw/dZx as second derivative.
A Cross-sectional area.
E Young's modulus.
I Second moment of area of cross-section.
L Buckle length.
L~ Slip length.
P Axial force in buckled pipe.
P0 Prebuckling axial force.
T Temperature increment.
a Coefficient of linear thermal expansion.
45
J. Construct. Steel Research 0143-974X/84/$03.00 O Elsevier Applied Science Publishers
Ltd, England, 1984. Printed in Great Britain
46 Neil Taylor, Aik Ben Gan
1 INTRODUCTION
P0 = A Ect T ( 1)
where A E is the axial rigidity at the pipe and a is the respective coefficient
of linear thermal expansion. During buckling, part of the constrained
thermal expansion is released in the buckled region, L, which, taken
together with the frictional resistance of the sea-bed/pipeline interface,
results in a reduction in the axial compression to some buckling force P.
The situation, with particular reference to the vertical mode, is illustrated
in Fig. 1. Key parameters include Ls, the slip length over which axial
Fig. 1. (a) Vertical buckling mode; (b) distribution of axial force before buckling; (c)
distribution of axial force after buckling.
Regarding the buckling of pipelines subject to axial loading 47
friction resistance acts; ~bA, the axial coefficient of friction; and p, the
submerged weight of the pipeline per unit length.
Noting the related study of the buckling of rail track 2 and referring to
Fig. 1, the linearised differential equation is said to take the form: 1
d2v/dx 2 + n2v + m(4x 2 - L2)/8 = 0 (2)
Again noting the related studies in the field of rail track stability, 3the five
basic modes are as illustrated in Fig. 2. For the given problem of pipeline
stability, it could be argued that as action (i.e., temperature rise) is of
distributive form, a distributive response is to be anticipated. This leads
to the logical conclusion that the infinity mode should be afforded as the
critical response. Localisation would presumably then ensue as an elasto-
plastic p h e n o m e n o n . 4The analyses of Modes 1 to 4 are available from rail
track studies 3 whilst the infinity mode has been separately established.'
This latter analysis indeed claims the infinity mode to be the critical case
(i.e., that corresponding to the lowest temperature at which buckling will
occur). However, closer inspection shows this claim to be erroneous,
leading to realisation that either the above logical deduction relating to
the infinity m o d e is incorrect or that the modelling employed' is invalid.
48 Neil Taylor, A i k Ben Gan
(Q)
I~
(b)
~ I ×~i
I,.
L
(d)
~-~.~(x)
(e)
Fig. 2. Details of lateral buckling modes (a) Mode 1; (b) Mode 2; (c) Mode 3; (d) Mode 4;
(e) Mode ~.
eo- P = AE/L f
J
L/2 ~(dw/dx)2dx
- LI2
(7)
which affords:
U
150
~140 1
c 130
120 3
11o
E 2
~oo
90
80
70
60 I
50
40
30 , , , , , . . . . , , , , , , , , , , •
0-4 0'8 1"2 1-6 2"0 2"4 2"8 3-2 3"6 4"0
Buckle amplitude (m)
4 CONCLUSIONS
REFERENCES
Contributions discussing this paper should be received by the Editor before 1 May
1984.