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7th AIAA/USAF/NASA/ISSMO Symposium on Multidisciplinary Analysis and Optimization, 1998

作者： Fujita, Kikuo Akagi, Shinsuke Hirokawa, Noriyasu Hirata, Takanori Dept. Of Computer-Controlled Mechanical Systems Graduate School of Engineering Osaka University SuitaOsaka565-0871 Japan Product Development Center Mazda Motor Corp Fuchu-cho Aki-gun Hiroshima730-8670 Japan

This paper discusses the design problem of vehicles using multi-link suspension system with the aim of totally optimizing vehicle handling and stability. Since this problem includes many evaluation items, and multi-link suspension system has interconnected behavior, the optimization is so complicated. An efficient and computable model is indispensable for compromising the total optimization. This paper investigates a hierarchical structure of objectives, introduces appropriate simulation models for respective items, and formulates a mathematical optimization model based on them. Further, we apply a genetic algorithm based optimization method to this problem. The genetic algorithm is based on Simple GA and introduces several extensions such as fitness function for constrained multi-objective optimization problems, similarity-based selection, direct crossover within side constraints, etc. The result of optimization calculation shows the validity of the optimization model and the optimization algorithm as mathematical computation based design methods. © 1998 The American Institute of Aeronautics and Astronautics Inc. All rights reserved.

关键词： Genetic algorithms

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Applying fuzzy functions and sequential coordination to optimization of machinery arrangement and pipe routing

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NAVAL ENGINEERS JOURNAL 1998年第6期110卷 43-54页

作者： Wu, BC Young, GS Schmidt, W Choppella, K Dr. Bi-Chu Wu:received a PhD in Mechanical Engineering from the University of Maryland College Park in 1991. She has worked on projects involving naval architecture design optimization solid mechanics and database development. Presently a senwr engineer with Angle Incorporated Dr Wu's research interests are in design optimization and fuzzy logic applications. Dr. Gin-Shu Young: a senior engineer with Angle Incorporated holds a PhD in Mechanical Engineering from the University of Maryland College Park. As a guest researcher with National Institute of Standards and Technologies from 1990 to 1993 he worked on vision-based navigation for autonomous vehicles. His experience also includes applications of optimization fuzzy logic neural network and genetic algorithm methods to engineering system design Mr. William Schmidt:co-founded Angle Incorporated in 1990 and has served as Vice PresidentlChiefScientist during this tame. He holds a B.Sc. in Applied Science from the Naval Acadt?my and an M.Sc. in Physics from the Naval Post Graduate School. He has cner 20 years experience in technical leadership material and personnel management. He has led the application of computer aided design (CAD) and Product Model Information Exchange to the shipbuilding industry. His experience also includes leading the amlication of model based operational analysis to support the Live Fire Test Program for DDG 51 Class Destroyers. Mr. Krishna M. Choppella:is a Sofware Engineer at Eidea Laboratories Incotporated where he works on componentbased distributed enterpvise frameworks. He has been involved in creating data analysis tools for the US Nay by integrating CAD modeis databases and graphical front ends. His work in the Masters degree program in Mechanical Engineering at the University of Texas at Austin was in di0ddase.r spectroscopy of combustion products in porous-matri burners. He received his Bachelors degree in Electrical Engineering in India. He was a Research Associate at the Centre for Laser Technology and Project Engi

Ship design is often multidisciplinary involving several design elements with various types of objectives and constraints (O/C) some easily described as mathematical formulas, others better modeled as descriptive assertions. This paper describes a method based on fuzzy functions and an integrated performance index to model O/C using descriptive assertions to be used with mathematical formulas in optimization. Another issue addressed in this paper concerns the coordination of design elements when sequentially coupled, that is, when one leads the other and the performance of the follower depends greatly on the design of the leader. Based on neuro-fuzzy techniques, the method described here coordinates and optimizes sequentially coupled elements. The two methods are applied to machinery arrangement (MA) and pipe routing (PR). Preliminary models for optimization of MA and PR are described considering convenience, producibility: engine room size, interference and location as factors in the O/C set. Some test results from MA/PR applications are presented and discussed. The methods are generic and can be extended to other elements in ship design. They are mutually independent and may be used separately Two advantages of their use are an improvement in overall performance and a reduction in the need for redesign of elements.

关键词： Optimization

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CVN 68 class solid waste flow analysis

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NAVAL ENGINEERS JOURNAL 1998年第6期110卷 73-87页

作者： Markle, SP Gill, SE LCdr. Stephen P. Markely USN:is a career Engineering Duty Oficer assigned to Naval Sea Systems Command Arlington VA where he is Deputy Directol Environmental Protection Systems Division (SEA 03 LIB). He is responsible for Program Management activities associated with all afloat environmental protection equipment and serves on several teams designed to promote Navy wide awareraess of environmental protection requirements and Navy programs to meet these challenges. He is a 1993 graduate of the Naval Construction and Engineering Program at the Massachusetts Institute of Zchmlogy where he received a Naval Engineering Degree and Master of Science in Mechanical Engineering. His interest in environmental issues predates his undergraduate studies at Syracuse UniversitylState University of New York College of Environmental Science and Forestw where he received a Bachelm of Science degree in Forrest Engineering from the School of Environmental and Resource Engineeriw. LCdr Markle has qualified as a Surface Warfare Oficer and in submarines through Engineering Duty Dolphin Program. He is a Professional Engineer registered in the State of New York and is a member ofASNE NSPE ASTM SNAME and SAE. Sean G. Gill:is a Senior Engineer with GEO-CENTERS incorporated in Pittsburgh PA where he provides technical and administrative support to the Naval Sea Systems Command (SEA 03L1) and the Carderock Division of the Naval Surfme Waflare Center (Code a) principal& on the shipboard and submarine solid waste management programs. Prior to joining GEO-CENTERS incorporated in 1996 he worked for eleven years at the Carderock Division of the Naval Surfme Warfare Center as a project engineer and a Branch Head. In the former capacity Mr Gill participated in various blackwatel gray watel and oily wastewater treatment projects oversaw the development of the Navy Pulper and was Center's technical team leader for the NAVSEA Solid Waste management program. In 1994 he was assigned to be Branch Head of Code 634 the Solid Waste Management

Through a detailed Research and development program, the U.S. Navy has developed a suite of shipboard solid waste management equipment enabling compliance with federal and international law. Four major equipment types have been developed to outfit twenty-seven classes of naval surface ships. The major equipment types are: Plastic Waste Processor (PWP), Metal/Glass Shredder (MGS), Large Pulper (LP), and Small Pulper (SP). The Navy is aggressively procuring and installing this equipment aboard all ships of FFG 7 Class and larger. A deadline of December 31, 2000 has been set for completion. engineering analysis and held waste generation studies were conducted to select the specific equipment suite and develop alteration documentation for each ship class. Specific factors in this process were: solid waste generation rates, equipment reliability analysis, ship arrangement considerations, daily equipment operation Limits, and shipboard quality of life issues. A solid waste management study was conducted in the fall of 1997 to validate Navy equipment and ship design parameters onboard the USS John C. Stennis (CVN 74). Generation rates for shipboard solid waste were determined for plastic, metal and glass, food, paper, cardboard, fabric and wood. engineering analysis of data allowed a decrease in CVN 68 Class design waste generation rates. engineering analysis enabled a reduction in the number of PWPs and MGSs required, and fewer spaces for efficient operation. Ship arrangement studies were conducted to optimize efficiency and equipment mix of Solid Waste Processing Rooms (SWPRs) relative to waste generation sites. This paper briefly articulates the process followed by the Navy in responding to regulations governing solid waste management in the marine environment. Evidence validating the engineering procedures followed is presented.

关键词： Ship equipment

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Arsenal ship program certification plan

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NAVAL ENGINEERS JOURNAL 1998年第1期110卷 249-261页

作者： Arntson, S Lind, W Turner, JJ Blaiklock, WC Tedesco, M Stephen G. Arntson is an independent consultant. A degree Naval Architect he has over 38 years of experience in the design construction and maintenance of surface ships. His experience includes 28 yeus with the Naval Sea Systems Command Naval Ship Engineering Centerl Bureau of Ships specializing in the structural design of Naval surface ships and 7 years with ABS Specializing in the application of commercial ship design practices. Most recently he worked with both NASSCO and ABS MZ the Arsenal Ship Program. Steve was very active with the Ships Structure Committee in developing R&D programs for ship structure and he is a member of the ASNE Journal Committee. Steve received a BS in Mechanical Engineering (Naval Architecture Option) from Virginia Polytechnic Institute in 1964. He is a member of the ASNE TAU BETA PI PI TAU SIGMA and PHI KAPPA PHI. William 1. Lind joined ABS in 1992 after ten years with Sparkman and Stephens Inc. He is currently ABS Amekas Manager of Engineering jm New Orleans and Cleveland. Both ofices conduct plan reviews for militavy commercial and private marine craft fm self-propelled vessels under 300 feet in length and bargus unlimited in length. As Vice-Chaimn ojthe Western Rivers Technical Committee Great Lakes Technical Committee and the Small Vessel Committee Bill participated in the writing of the 1997 ABS Guide for Building and Classing High Speed Craft and the 1997 ABS Rules for Building and Classing Steel Vessels Under 9OM. Bill received an MBA from Florida Atlantic University in 1995 a BS in Mechanical Engineering from New York Institute of Technology in 1986 and a BA in Histoy from Colgate University in 1976. He is Chaimn of SNAME HS-9 Composite Panel Testing & Fire Protection and a member of ASNE. John J. Turner is Senior Vice President of SYNTEK Technologies Inc. in Arlington Virginia. SYNTEK specializes in activities of a highly technical nature supporting both industry and government in domestic and international markets. He is a registered Professional Engineer

The Defense Advanced Research Project Agency (DARPA), in conjunction with the U.S. Navy, initiated a research program for the design and construction of a distinctive warship for the 21st century known as the Arsenal Ship. By using an innovative development and acquisition approach it was hoped to streamline the procurement process and reduce costs. In an environment where budgets are being cut, both industry and Government were challenged to develop, design, and produce the innovative ship and related mission systems to meet specific performance capabilities within strict affordability constraints. A key element of this innovative acquisition approach was a new certification scheme designed to replace the traditional test and evaluation (T&E) and acceptance process. The purpose of this paper is to describe the development of the certification plan during Phase LI of the Arsenal Ship program by the American Bureau of Shipping and the contending Shipyard teams, and to discuss the potential benefits of this alternative certification approach. Although the Arsenal Ship program was canceled late in 1997, insight derived from the exploration of new certification concepts could benefit future design and building programs.

关键词： Warships

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Maintenance avoidance and maintenance reduction

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NAVAL ENGINEERS JOURNAL 1997年第1期109卷 47-56页

作者： Jacobs, KS McComas, JP Kenneth J. Jacobs:is director of the Naval Sea Systems Command's Surface Ship Maintenance Division (Sea 915). Originally trained as a data systems technician he attended Old Dominion University in Norfolk Virginia and graduated with a B.S degree in mechanical engineering in 1975. Over the course of the last twenty-one years Mr. Jacobs has served in NavSea as a project engineer for boats and service craft as the type desk for AFS AOR AO and AOG ship types and as manager of the Amphibious and Auxiliary Ship Maintenance Strategy Program where he was instrumental in the development and implementation of the Phased Maintenance Program. He has authored several papers on the subject of ship maintenance and is a member of Tau Beta Pi Engineering Honor Society ASNE and the Association of Scientists and Engineers. Jon P. McComas:is a 1967 graduate of the U.S. Naval Academy and a 1974 graduate of the Naval Postgraduate School where he earned an M.S. degree in mechanical engineering. He also completed the Executive Management Program at North-western University in 1988. During his twenty-eight year naval career he served in destroyers and was a qualified surface warfare officer. He was designated an engineering duty officer in 1977 and subsequently held a number of positions primarily in the area of fleet maintenance and modernization including ship superintendent and type desk officer at Philadelphia Naval Shipyard assistant maintenance officer on the staff of ComNav-SurfGru WestPac in Subic Bay Phillippines assistant program manager for steam-powered surface combatants (PMS 313) and for gas turbine-powered surface combatants (PMS 314) at Navsea and director Maintenance Policy Branch (OP 433) on the CNO staff. Following a tour as head of engineering duty assignments at BuPers his last active duty assignment was at NavSea as the program manager for surface ships (PMS 335) responsible for life cycle management of more than 300 surface ships in forty-three ship classes and direction of the Navy Ship Inactivation P

Maintenance is performed to restore a system's inherent reliability. However, reliability is not enough: a maintenance task must ''pay for itself'' in dollars or readiness. This applies to all types of maintenance: corrective, preventive, and alterative. We can reduce corrective maintenance costs through preventive and alterative maintenance. We can reduce preventive maintenance costs by eliminating inapplicable and ineffecitve tasks. We must weigh alterative maintenance costs against the value of improved readiness and cost-avoidance of future corrective maintenance. The U.S. Navy is improving alterative maintenance by engineering for reduced maintenance (ERM). This process corrects the root cause of some high-cost items by replacing the system, component, or coating with an improved design or material. It overcomes the limit of preventive maintenance: higher levels of inherent reliability require design improvement. The U.S. Navy is improving preventive maintenance through condition-based maintenance (CBM). The Navy's CBM initiative encompasses three parallel efforts: rules (improving maintenance requirements and plans), tools (using computer and diagnostic technology to facilitate maintenance decision-making), and schools (educating all levels of maintenance decision-makers in reliability and condition-based maintenance engineering principles). This paper addresses how the U.S. Navy surface ship community plans to avoid inapplicable and ineffective maintenance and reduce maintenance costs without sacrificing reliability.

关键词： Logistics

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Postfailure compressive behavior of tibial trabecular bone in three anatomic directions

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Journal of Biomedical Materials Research Part B: Applied Biomaterials 1996年第3期31卷

作者： J. H. Keyak I. Y. Lee D. S. Nath H. B. Skinner Rehabilitation Research and Development Service Department of Veterans Affairs Medical Center San Francisco California Bioengineering Graduate Group University of California San Francisco/Berkeley Department of Orthopaedic Surgery University of California San Francisco California Bioengineering Undergraduate Program University of California Berkeley Department of Mechanical Engineering University of California Berkeley California Department of Orthopaedic Surgery University of California Irvine California

To obtain information describing the postfailure behavior of human proximal tibial trabecular bone, cube specimens of bone were mechanically tested in compression beyond the point of failure. Tests were performed in the three anatomic directions, plots of stress versus strain were obtained, and measures to describe the stress-strain relations before, during, and after failure were defined. These measures included elastic modulus, strength, postfailure slope, strain during maximum stress, and first postfailure minimum stress. For each anatomic direction, analyses were performed to correlate these parameters with ash density. Each of these measures was significantly correlated with ash density at the p < 0.05 level for all test directions, except for postfailure slope, which was correlated in the mediolateral and superior-inferior directions, and strain during maximum stress, which was correlated only in the superior-inferior direction. The data from this study enable trilinear stress-strain relations to be estimated for proximal tibial trabecular bone of various densities, and can serve as a first step toward modeling the behavior of trabecular bone before, during, and after failure. © 1996 John Wiley & Sons, Inc.

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Under the jeweler's loop

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Computer Applications in engineering Education 1995年第4期3卷 273-273页

作者： Fortenberry, N.L. Central Office National Consortium for Graduate Degrees for Minorities in Science and Engineering Inc. (GEM) Notre Dame IN 46556 Dr. Norman L. Fortenberry ScD: is Executive Director of the National Consortium for Graduate Degrees for Minorities in Science and Engineering Inc. (GEM). GEM is a $4.2-million enterprise with offices in three states and a staff of 13. He is also an adjunct professor of mechanical engineering at the University of Notre Dame. Dr. Fortenberry received his undergraduate and graduate degrees in mechanical engineering from the Massachusetts Institute of Technology. He has worked in industry government and the academy. Prior to joining GEM he was Staff Associate and a program director (engineering) in the Division of Undergraduate Education (DUE) of the National Science Foundation. Before joining NSF he was an assistant professor of mechanical engineering and associate director of minority engineering programs at the Florida A&M University/Florida State University College of Engineering in Tallahassee Florida. At FAMU/FSU he sponsored research programs in the areas of design theory and methodology as well as in recruitment retention and professional development of students.

I am pleased to introduce a new column in CAE entitled “Under the Jeweler's Loop,” which will be prepared by Dr. Norman L. Fortenberry. As you may recall, while program director in the Division of Undergraduate Education at the National Science Foundation, Dr. Fortenberry introduced and was the editor of the “What's DUE” column. He has now joined the National Consortium for graduate Degrees for Minorities in engineering and Science, Inc. (GEM), as its Executive Director, and we are delighted to introduce him as the editor of the new “Under the Jeweler's Loop” column. Meanwhile, Dr. Janet Rutledge, who is now program director in the Division of Undergraduate Education at NSF, will continue Dr. Fortenberry's work and has graciously agreed to continue to prepare the “What's DUE” column. We are delighted to have Dr. Rutledge on the Editorial Board of CAE , and welcome the opportunity to have Dr. Fortenberry continue his participation in CAE . Magdy F. Iskander Editor In this new column, I will be examining various happenings and trends in engineering education. My purpose is to give you a closer view of what underlies some of these issues and events. I wish to express my sincere gratitude to Dr. Magdy Iskander for providing this forum. Norman L. Fortenberry

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SEQUENCING MIXED-MODEL ASSEMBLY LINES TO LEVEL PARTS USAGE AND MINIMIZE LINE LENGTH

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INTERNATIONAL JOURNAL OF productION RESEARCH 1994年第10期32卷 2431-2454页

作者： BARD, JF SHTUB, A JOSHI, SB Department of Mechanical Engineering Graduate Program in Operations Research and Industrial Engineering University of Texas Austin TX 78712-1063 United States Department of Industrial Engineering Tel Aviv University Ramat Aviv 69978 Israel Corporate Research and Development EXOEB Chicago IL 60666 United Airlines United States

The problem of sequencing units on a mixed-model assembly line can be viewed with several objectives in mind. Past research has focused mainly on two separate performance measures: (1) minimizing the length of the line (which is equivalent to minimizing the risk of stopping the conveyor when system variability is present and the station lengths are fixed);or (2) maintaining a rate of assembly equal to the demand rate for each model type in the production schedule. The latter is the more appropriate in a just-in-time environment. We present a bicriteria formulation of the problem that can be used to examine the tradeoffs between line length and parts usage. The resultant model takes the form of a mixed integer nonlinear program and is solved with a combination of heuristics and branch and bound. Results are reported for a wide range of problem sizes, as defined by the number of stations on the line, the number of different model types, and the total number of units to be assembled. In almost all cases, at least one of the heuristics found either the optimum or the best available solution. Computation times were quite reasonable for the heuristics, but grew exponentially for branch and bound. In general, it was only possible to verify optimality on problems with less-than-or-equal-to 20 units.

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What's DUE

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Computer Applications in engineering Education 1994年第3期2卷 213-213页

作者： Fortenberry, N.L. Division of Undergraduate Education National Science Foundation Arlington VA 22230 Dr. Norman L. Fortenberry Sc.D.: is a Program Director (Engineering) in the Division of Undergraduate Education at the National Science Foundation. He is staff associate to the division director and the coordinator for the Instrumentation and Laboratory Improvement (ILI) program. ILI receives the largest number of proposals (over 2200) of any program at the Foundation and has a budget of $23 million. Dr. Fortenberry received his undergraduate and graduate degrees in mechanical engineering from the Massachusetts Institute of Technology. He has worked in industry the government and the academy. Before joining NSF he was Assistant Professor of Mechanical Engineering and Associate Director of Minority Engineering Programs at the Florida A&M University/Florida State University College of Engineering in Tallahassee Florida. At the FAMU/FSU College of Engineering he actively conducted research programs in the areas of design theory and methodology as well as student recruitment retention and professional development. He is a member of ASEE ASME AAAS and Sigma Xi.

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LIVE FIRE TEST AND EVALUATION FOR SHIPS

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NAVAL ENGINEERS JOURNAL 1994年第3期106卷 228-245页

作者： BLOOM, JB REESE, RM HOPKINS, TM Joel B. Bloom:is a staff specialist in the Office of the Deputy Director Land and Maritime Programs Test and Evaluation Directorate of the Office of the Secretary of Defense (OSD). He is the OSD action officer for developmental testing including live fire testing for ships submarines underwater weapons and Army direct fire weapons. He is responsible for day-to-day OSD oversight of Navy ship vulnerability and is a member of the crew casualty working group of the Joint Technical Coordinating Group for Munitions Effectiveness. Previously he worked at the Philadelphia Naval Shipyard the Marine Division of the Army Corps of Engineers the David Taylor Model Basin and the Office of Naval Intelligence and on the staff of the Navy's Ship Characteristics and Improvement Board. Mr. Bloom graduated from Virginia Polytechnic Institute with a BS in mechanical engineering (naval architecture and marine engineering). His graduate work was in oceanography and in engineering administration. He is a member of ASNE SNAME the International Test and Evaluation Association the U.S. Naval Institute and the Naval Submarine League and is listed inWho's Who in the East.He is a recent recipient of the Secretary of Defense Meritorious Civilian Service Medal. Dr. Ronald M. Reese:has headed the live fire test and evaluation sea systems team in the operational evaluation division of the Institute for Defense Analyses (IDA) for the past three years. From 1980–1990 he worked at NKF Engineering Inc. in various areas of ship survivability and ship design specializing in ship signature reduction. From 1960–1980 he served in the U.S. Navy as a surface line officer and in various capacities as an Engineering Duty Officer including Naval Ship Engineering Center Ship Design Manager for PHM and Continuing CV Conceptual Design NavSea PMS 378 Program Manager/SUPSHIP Newport News Project Officer forVirginia(CGN-38) class construction and Force Maintenance Officer Commander Naval Surface Force U.S. Atlantic Fleet. He retired from t

Live Fire Test and Evaluation (LFT&E) is a relatively recent addition to the requirements for ship acquisition programs. Ship LFT&E requires a combination of testing and analysis in order to evaluate the vulnerability of a new acquisition ship class to the threat weapons it is likely to encounter in combat. LFT&E supports the ship acquisition process by identifying vulnerability weaknesses early in a development program and enabling timely, well informed decisions regarding ship vulnerability reduction features. This paper discusses the various aspects of ship LFT&E and how they relate to make a positive impact on a ship acquisition program in a timely fashion. It describes a four-element approach to ship LFT&E consisting of (1) component, system, and full-scale ship tests, (2) surrogate tests, (3) damage scenario-based engineering analyses, and (4) a Total Ship Survivability Trial demonstrating the ability of the full-up ship to combat damage and ''fight hurt.''

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