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Modeling and simulation in the sealift program

NAVAL ENGINEERS JOURNAL 1996年第6期108卷 27-39页

作者： Edinberg, D Back, K McVeigh, J David Edinberg is a senior naval architect with Advanced Marine Enterprises in Arlington Virginia. His experience in ship design includes dynamic analysis of ship's deck systems intact and damaged stability calculations trim and stability support during ship designs and structural design. For the last two years he has led a team of engineers in the dynamic analysis of the sideport ramp system employed on the Navy's new sealift ships. He graduated in 1979 with a B.S. degree in naval architecture and marine engineering from the University of Michigan. Keith Back is a senior engineer with Advanced Marine Enterprises in Arlington Virginia. He is currently the section chief for the Advanced Visualization Group. He has more than ten years experience developing and using CAD models in the ship design environment. For the past two years he has led the development of visualization techniques and models for use in simulations for current ship design programs. He graduated in 1985 with a B.S. degree in aerospace and ocean engineering from Virginia Polytechnic Institute and State University. USA Lt. Col. Joe McVeigh USA is currently deputy program manager (Army) for PMS 385 the Strategic Sealift Office at NavSea. As the senior U.S. Army officer on staff he is responsible for interfacing with the program's primary customer in addition to his assignment as T&E director. Lt. Col. McVeigh graduated with a B.Sc. from the United States Military Academy in 1978 after which he received his 2nd lieutenant's commission in the U.S. Army Transportation Corps. In 1991 he received M.S. degrees in mechanical engineering and naval architecture and marine engineering from MIT. Lt. Col. McVeigh's previous assignments have included: platoon leader/XO 870th Terminal Transfer Company program support officer/XO/contract administrator DLA operations staff officer/Exercise Branch chief. Special Forces Europe company commander 598th Medium Truck Company commander Movement Control Team Mannheim and Army watercraft systems engineer U.S.

The Navy's Sealift program had several unique problems associated with it which have been addressed using innovative modeling and simulation tech niques. These techniques fall under two categories: visualization and dynamic analysis. This paper will discuss the employment of these techniques and the impact their application has had in the program. Also examined will be various difficulties that were encountered in the application of these techniques. Commercial-off-the-shelf (COTS) visualization tools were used to model the interior Ro/Ro spaces on the four classes of new construction and conversion ships now being procured. These models were employed for vehicle maneuvering simulations, operator familiarization and visualization of the results of an analysis of the loading and unloading of Ro/Ro vehicles. A COTS dynamic analysis system was used to simulate dynamic behavior during the assembly/deplopment and retrieval/disassembly of the side port ramp using the ships' cranes. These analyses supported reviews of design configurations, proposed handling procedures, and in conjunction with extensive post-processing, operability assessments for system operation. In a parallel effort, an interactive crane simulator was developed to support on-going engineering studies, indoctrination, and test and evaluation purposes. Lessons learned have been applied to other activities at the Naval Sea systems Command. Critical areas were the validation and maintenance of up-to-date configuration data for the visual models, adaptive levels of detail to meet the requirements of each study objective, and the need to provide comprehensive documentation of models.

关键词： Marine engineering

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THE ARCTIC SURFACE EFFECT VEHICLE program

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Naval Engineers Journal 1976年第2期88卷 70-83页

作者： KORDENBROCK, JAMES U. HARRY, CHARLES W. Mr. James U. Kor'denbrock:graduated from the University of Cincinnati in 1942 with a BS degree in Aeronautical Engineering. Prior to his current employment his career was in private industry in the aerospace and the aircushion vehicle fields. With industry he was the Technical Director of the SKMR-1 Test Program and was later involved in the Army and Navy SK-5 Programs as well as the SES 100B test craft. With the Systems Development Department of DWTNSRDC he was the Technical Manager of the ARPA Arctic SEV Program but now he is in the Advanced Concepts Office. In addition to ASNE he is a member of SNAME and AIAA and is a registered professional engineer in the State of Ohio. Mr. Charles W. Harry:graduated from the University of Virginia in 1957 with an aeronautical option to his Mechanical Engineers degree. He has since been an employee of the David W. Taylor Naval Ship Research and Development Center (DWTNSRDC). Following wind-tunnel research on several V/STOL aircraft he participated in aerodynamic research on surface effect phenomena for both aircushion and wing-in-ground-effect vehicles. He served as Project Engineer and Test Pilot for the XR-3 one of the first U.S. aircushion vehicles with non-flexible sidehulls. He participated in establishing and managing the research and development of the aero-hydro technology for the then Joint Surface Effect Ship Program Office. More recently he was the Manager Technology Development for the Arctic SEV Program and is presently a member of the Advanced Concepts Office of the System Development Department at the DWTNSRDC.

The potential of the Surface Effect Vehicle (SEV) for operating in the Arctic was investigated. Investigation and development of the technology, for vehicle systems was undertaken as well as definition of the unusual and severe environmental conditions encountered. Photographic and laser data were taken and summarized to establish the surface characteristics of the sea ice in the Arctic Ocean as well as topographic features of coastal and land areas. First‐hand experience was gained in the Arctic during a six‐month test program with an SK‐S SEV at Barrow, Alaska. Designs for SEV's up to 1,000‐tons gross weight with speed capabilities up to 120 knots were prepared. Numerous skirt designs were tested over simulated terrain to establish feasibility of skirts higher than those currently in use. The prediction of the dynamic response of SEV's operating at high speeds over ice and other rough terrain required analytical programs different from those used for operations over water. The detection of ice ridges and estimation of their height is required for high speed operation, and a system utilizing a 95GHz radar was designed and tested. Specific designs of 150‐ton and 500‐ton vehicles were developed to establish their feasibility for conducting long‐range Arctic missions. © 1976 American Society of Naval Engineers

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MAGNETOHYDRODYNAMIC SUBMARINE PROPULSION systemS

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NAVAL ENGINEERS JOURNAL 1991年第3期103卷 141-157页

作者： SWALLOM, DW SADOVNIK, I GIBBS, JS GUROL, H NGUYEN, LV VANDENBERGH, HH Daniel W. Swallomis the director of military power systems at Avco Research Laboratory Inc. a subsidiary of Textron Inc. in Everett Mass. Dr. Swallom received his B.S. M.S. and Ph.D. degrees in mechanical engineering from the University of Iowa Iowa City Iowa in 1969 1970 and 1972 respectively. He has authored numerous papers in the areas of power propulsion and plasma physics and currently is a member of the Aerospace Power Systems Technical Committee of the AIAA. Dr. Swallom has directed various programs for the development of advanced power generation systems lightweight power conditioning systems and advanced propulsion systems for marine applications. His previous experience includes work with Odin International Corporation Maxwell Laboratories Inc. Argonne National Laboratory and the Air Force Aero Propulsion Laboratory. Currently Dr. Swallom is directing the technical efforts to apply magnetohydrodynamic principles to a variety of propulsion and power applications for various marine vehicles and power system requirements respectively. Isaac Sadovnikis a principal research engineer in the Energy Technology Office at Avco Research Laboratory Inc. a subsidiary of Textron Inc. He received his B.S. in engineering (1974) B.S. in physics (1975) M.S. in aeronautics and astronautics (1976) and Ph.D. in physics of fluids (1981) at the Massachusetts Institute of Technology. Dr. Sadovnik has been involved in research work funded by DARPA concerning the use of magnetohydrodynamics for underwater propulsion. He has built theoretical models that predict the hydrodynamic behavior of seawater flow through magnetohydrodynamic ducts and their interaction with the rest of the vehicle (thrust and drag produced). In addition Dr. Sadovnik has been involved in research investigations geared toward the NASP program concerning the use of magnetohydrodynamic combustion-driven accelerator channels. Prior to joining Avco Dr. Sadovnik was a research assistant at MIT where he conducted experimental and

Magnetohydrodynamic propulsion systems for submarines offer several significant advantages over conventional propeller propulsion systems. These advantages include the potential for greater stealth characteristics, increased maneuverability, enhanced survivability, elimination of cavitation limits, greater payload capability, and the addition of a significant emergency propulsion system. These advantages can be obtained with a magnetohydrodynamic propulsion system that is neutrally bouyant and can operate with the existing submarine propulsion system power plant. A thorough investigation of magnetohydrodynamic propulsion systems for submarine applications has been completed. During the investigation, a number of geometric configurations were examined. Each of these configurations and mounting concepts was optimized for maximum performance for a generic attack class submarine. The optimization considered each thruster individually by determining the optimum operating characteristics for each one and accepting only those thrusters that result in a neutrally buoyant propulsion system. The results of this detailed optimization study show that the segmented, annular thruster is the concept with the highest performance levels and greatest efficiency and offers the greatest potential for a practical magnetohydrodynamic propulsion system for attack class submarines. The optimization study results were used to develop a specific point design for a segmented, annular magnetohydrodynamic thruster for an attack class submarine. The design point case has shown that this thruster may be able to provide the necessary thrust to propel an attack class submarine at the required velocity with the potential for a substantial acoustic signature reduction within the constraints of the existing submarine power plant and the maintenance of neutral buoyancy. This innovative magnetohydrodynamic propulsion system offers an approach for submarine propulsion that can be an important contributio

关键词： Ship Propulsion

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Controllable pitch propellers

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Naval Engineers Journal 1967年第N 4期v 79卷 p537-554页

作者： Boatwright, G.M. Strandell, J.H. Gerald M. Boatwright started his engineering career with Phillips Petroleum Co. in 1939 after earning his degree in Mechanical Engineering from Kansas State University. In 1940 shortly after formation of the Bureau of Ships he joined its Design Division. During the War he assisted in preparation of specifications for conversion of merchant ships to desperately needed naval auxiliaries of many types. The next ten years he participated in the power plant design of most of the early post War ships. From 1956 to 1963 he broadened his experience as a total machinery system Project Engineer in the Machinery Design Branch. In 1963 he was drafted to assist in the soon ill fated SEA-HAWK project. Since its death he has been an R&D Program Manager for the machinery portions of SEAHAWK that have continued. He has authored papers for ASNE and SNAME several articles for BUSHIPS Journal and presented a paper at the 1965 ASE symposium. John H. Strandell was born in Sweden 75 years ago. He earned his mechanical engineering degree in 1920 from Chalmers Teknikal Hogskola (Chalmers Technical University) of Gothenburg. In 1923 he migrated to this country and was soon employed in U.S. Industry. After fourteen years in industry most of which was spent on Diesel Engine design he joined the Diesel Engine Branch of the old Bureau of Engineering. In about 1938 he started design work on Controllable pitch propellers for the U.S. Navy and actively pursued their designated application until his mandatory age retirement in 1962. At this time he was Supervisor of the Controllable pitch propeller group of the Propeller Shafting and Bearing Branch of Bureau of Ships. Because of the interest and desire to develop a high powered Controllable pitch propeller he was requested to return on a contract basis and provide the benefits of his wide experience and talents in this field. He has prepared and assisted in the preparation of a number of papers on Controllable pitch propellers.

Discussion of designs that have represented major step forward in achieving truly high powered controllable pitch propeller capability, principally hydraulically actuated type, with particular reference to propellers for ships of U S Navy;it is suggested CP propeller should minimize weight and size effects on overall ship, and this aspect is shown in diagrams and comparisons;hub and control coupling has been designed for 40,000 shp but can be installed and tested on one of 35,000 shp DE-1040 Class or DE-1052 Class of ships with minimum of changes;some changes that have been avoided but probably required with larger, longer heavier hub are noted.

关键词： Ships

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AN OVERVIEW OF THE ROLE OF THE NAVSEA HUMAN-FACTORS engineering program IN SHIP DESIGN

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NAVAL ENGINEERS JOURNAL 1983年第4期95卷 139-152页

作者： STEIN, NI BENEL, RA MALONE, TB Mr. Norman I. Stein:received his degree in mechanical engineering from the University of Iowa in 1943. MK Stein began his career with the Bureau of Ships Department of the Navy. After his military service with the Army of Occupation in Japan he has held positions with the Corps of Engineering Atomic Energy Commission Walter Reed Army General Hospital and the Protective Structures Development Center Department of the Army. He returned to the Naval Sea Systems Command in 1967 and is currently with the Manning and Controls Integration Branch SEA 55 W16. Mr. Stein is a registered professional engineer in New York state and also is a certified fallout shelter analyst with the Department of the Army. He has authored a comprehensive study on air distribution studies in multi-room shelters presentedpapers on human factors engineering to the Association of Scientists and Engineers and recently contributed a chapter on human factors engineering which will be incorporated in the proposed Naval Sea Systems Handbook on Surface Ship Design. Russell A. Benel:received his Ph. D. in engineering psychology from the University of Illinois at Urbana-Champaign. He is currently a Senior Research Scientist with Essex Corporation where he is the manager of the Man-Machine Systems Department. He has been responsible f o r scientific studies associated with the Human Factors Engineering f o r ships program under contract to the Naval Sea Systems Command specifically the development application and validation of human factors engineering technology f o r surface ship systems such as aircraft launch and recovery propulsion engineering combat direction weapons and total ship systems. He is currently providing Human Factors Engineering Support on the DDG-51. His other activities include a variety of research development test and evaluation activities for military systems. He had been with the Crew Performance Branch of the Crew Technology Division at the USAF School of Aerospace Medicine as a National Research Council Postd

This paper provides a context within which the role of human factors engineering (HFE) for Naval ship design may be understood. HFE is defined and its history as part of engineering design teams is traced. The role of HFE in ship systems design is defined, and the HFE Technology for Ships program, managed by SEA 061R, is described. The rationale for inclusion of HFE in the design process is presented, the methodology whereby it is incorporated into the design process is detailed, methodology to assess the application of HFE is outlined, and the benefits that will accrue as a result of inclusion of HFE considerations in the design process are documented. The counterpoint to inclusion is illustrated through instances of design-induced human errors. A specific application of HFE in the acquisition process is illustrated through use of the Landing Craft, Air Cushion HFE program plan. The difficulties which may be encountered as the size of the target system expands are described. Potential roadblocks to the required incorporation of HFE are examined for their source and possible ameliorative steps.

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APPLICATION OF A GENERAL-PURPOSE CAD system IN THE DDG-51 DESIGN PROCESS

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NAVAL ENGINEERS JOURNAL 1988年第3期100卷 265-274页

作者： AYERS, RE CALLAHAN, PJ KASSEL, B Randy E. Ayers:is a naval architect in the Computer Aided Engineering Division (Sea 507) of the Naval Sea Systems Command. He received his B.S.E. degree cum laude in structural materials and fluids engineering from the University of South Florida in 1979. Mr. Ayers began his career in the naval shipbuilding industry as a structural design engineer for the Long Beach Naval Shipyard. Currently he is the computer applications manager for the DDG-51 consultant for other ship design projects and has special responsibility for teaching CAD applications and utilization. He has received a letter of appreciation for his work on the DDG-51 ship design and has earned several superior achievement awards while involved in such projects as the battleship modernization and CIWS. Mr. Ayers has been a project leader for the LHA and FF-1052 class of ships and for a number of other ships undergoing construction. He is also an active member of ASNE. Patrick J. Callahan:is the manager of the Computer Aided Design Branch of the Computer Applications Directorate at Designers & Planners Inc. Mr. Callahan worked at General Dynamics Electric Boat Division for 10 years where he was involved in CAD detail design efforts for the SSBN-726 class and the SSN-688 class submarines. In 1984 he joined M. Rosenblatt & Son Inc. and was CAD design supervisor overseeing the operations of their CAD system. Currently managing the CAD Branch at D&P he is responsible for a variety of CAD projects such as being a key member of the DDG-51 Computer Aided Ship Design Program developing procedures and documentation for systems operation. He served as project manager for the IGES conversion of 650 FFG-7 class drawings from a McAuto to a Computervision database. Most recently he was responsible for generating the digital drawing package for the AO-177 (Jumbo) contract design. Ben Kassel:received his BSME from the University of Maine in 1981 and joined the David Taylor Research Center as a mechanical design engineer and later became the CAD/CAM system

This paper describes how the Naval Sea systems Command (NavSea) applied computer-aided design (CAD) to the DDG-51 class ship design. CAD tools and techniques are described along with a discussion on how new modes of operation, procedures, and standards are being introduced to take full advantage of CAD technology. Because geometric modeling techniques and geometric model analysis are major purposes of a CAD system they are described in detail. An explanation of how the model interfaces with other design tools is also presented. A summary of the computer applications implemented during the DDG-51 design is provided and areas which require additional consideration and future development are identified.

关键词： WARSHIPS

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The Significance of Certain Parameters in Buoyancy system Performance

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Naval Engineers Journal 1971年第4期83卷 75-81页

作者： HANSEN, O. RICHARD UHLER, DALE G. O. Richard Hansen obtained a BSCE from Colorado State University in 1950 and has participated in continuing educational courses at the University of Washington Wayne State University and the University of Michigan. He was employed at Puget Sound Naval Shipyard for five years as a Mechanical Engineer and Project leader in industrial gases and cryogenic O2. Producers for Shipboard Applications followed by seven years at Chrysler Corporation initially as a project engineer in the FBM program subsequently assigned to Mechanical Laboratory achieving Managing Engineer status of a department therein which contained the facilities group instrumentation group and an experimental machine shop. This was followed by employment at Westinghouse Astronuclear Laboratories as a senior engineer conducting studies in two phase liquid hydrogen flow in simulated NERVA cores. Following this he served two years of employment with the Lockheed Georgia Company conducting material studies in combined nuclear cryogenic environments at the NASA 60 megawatt test reactor located in Sandusky Ohio. Joined NAVSEC in 1966 as a mechanical engineer in the compressed air systems group and has been assigned to the Supervisor of Diving Salvage and Ocean Engineering conducting analysis and evaluation of compressed air and gas systems associated with diving and salvage operations. Dale G. Uhler received BSCE degree from Carnegie Institute of Technology in 1964. He spent two years as a construction engineer before entering graduate school at the University of Miami Florida where he received his MS degree in applied mechanics with a minor in Ocean Engineering in 1968. He is now employed as an Ocean Engineer in the office of the U. S. Navy Director of Diving Salvage and Ocean Engineering where he is the project manager for the Large Object Salvage System and related development programs and concurrently working toward his Ph. D. at Catholic University.

The advent of deep ocean technology has created a need of buoyancy at ever increasing depths. This paper concerns itself with two most widely used techniques for dewatering/deballasting, compressed air supplied by surface maintained compressors and high pressure gases contained in pressure vessels. The objective of the paper is to examine the effects on these two techniques of various parameters which, in the author's opinion, are often overlooked by design engineers. This results in a significant degradation of the system under actual operating conditions. The principal parameters involved are structural integrity, geometric properties, material properties and the variance with pressure of the real gas properties and sea water density. This paper is an attempt to appraise designers and users of the impact of the above considerations on proposed buoyancy systems. © 1971 American Society of Naval Engineers

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Navy's chlorofluorocarbon/Halon program

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Naval Engineers Journal 1991年第3期103卷 107-117页

作者： Krinsky, Joel L. Noel, William Joel L. Krinskyholds a B.S. degree from the U.S. Merchant Marine Academy (1960) and an M.B.A. from the American University (1966). He is currently the director of The HVAC Submarine Life Support Division within NavSea. He formerly served as the deputy director of the Auxiliaries Division and head of the Air Compressor/Forced Draft Blowers and Valves and Piping Branches within the Auxiliaries Division. He has thirty years experience in the marine engineering and computer fields. He sailed for two years in the merchant marine and then began his career in the Bureau of Ships in 1962 as a project engineer in the Boiler and Heat Exchanger Branch. Mr. Krinsky then served as the systems acquisition manager for navigation systems on attack submarines and aircraft carriers. Mr. Krinsky entered private industry with IBM in 1967 spent eight years in the computer industry serving in various capacities and returned to NavSea in 1975. He served in the U.S. Navy Reserve from 1961 to 1967 and is a member of ASE ASNE and ASTM. Mr. Krinsky currently chairs the ASTM subcommittee for shipboard HVAC (F25.11.07) and is writing the heating ventilation air conditioning and refrigeration chapter of the revised SNAME text on Marine Engineering. William Noelgraduated from Drexel University in 1984 with a B.S. degree in mechanical engineering. He worked at the Naval Ship Systems Engineering Station in Philadelphia in the Air Compressor Branch where he directed improvements to compressed air ship silencing systems. In 1985 he was hired at the Naval Sea Systems Command and spent two years working in the Auxiliary Machinery Division where he was life cycle manager for various air compressors and compressed air system components. In 1989 he earned an M.S. degree in mechanical engineering from the University of Maryland specializing in multi-phase fluid flow and heat transfer phenomena. Since 1987 Mr. Noel has been the project engineer charged with developing replacement refrigerants and fire fighting agents in executing the Navy CFC/

The Naval Sea systems Command is executing a three-phase program to ensure compliance with national regulations, DoD policy, and Navy instructions mandating the phase-out of CFC and Halon use by the Navy. The Navy uses significant quantities of CFCs and Halon as solvents, refrigerants, and fire-fighting agents both in military operations and through specifications and contracts for weapons and support equipment. Phase one of the program plan will be to conserve chemicals through reclaiming and recycling, and by establishing and maintaining a chemical inventory of CFCs and Halons. Phase two will research, develop, and test substitute chemicals and alternative technologies for existing CFC uses. This research will be pursued through Navy and government laboratories, cooperation with chemical and equipment manufacturers, and by participation in government/industry consortiums. Finally, phase three will deploy the replacement chemicals and new technologies into the fleet, and institutionalize the conservation measures developed in phase one. This paper discusses in detail the three phases of the Navy program, and relates the Navy effort to DoD policy, the Montreal Protocol, and Congressional legislation. Unique Navy concerns, research initiatives, and vintaging scenarios for existing equipment are presented.

关键词： Freons

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PITCH STABILIZATION FOR SURFACE COMBATANTS

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NAVAL ENGINEERS JOURNAL 1994年第4期106卷 174-191页

作者： FERREIRO, LD SMITH, TC THOMAS, WL MACEDO, R THE AUTHORS Larrie Ferreiro:is a naval architect with the Surface Ship Design Group of NavSea where he works on combatants and amphibious ships most recently the LX. He has authored papers on comparative naval architecture combat system survivability habitability and shallow water hydrodynamics. He has a BSE and an MSc in naval architecture from respectively the University of Michigan and the University College London. He is a licensed professional engineer in Virginia Great Britain and Europe and holds black belts in taekwondo and kendo. Timothy C. Smith:is a naval architect with the Surface Ship Dynamics Branch of Carderock Division Naval Surface Warfare Center. He is currently involved with seakeeping prediction of surface ships and their operability. He recently returned from an exchange at the Defense Research Establishment Atlantic Canada where he wrote a time domain operability program and examined criteria for underway replenishment. He has a BSE and MSE from the University of Michigan and is also a Competent Toastmaster. William L. Thomas III:has been a naval architect in the Surface Ship Dynamics Branch of Carderock Division Naval Surface Warfare Center since 1985. He is currently involved with seakeeping prediction of surface ships and their operability. He received a BS from the US Naval Academy and served for five years in submarines prior to joining NSWC. Roberto Macedo:worked on this project while an Engineer-in-Training at NavSea. Shortly after he became the automated resources coordinator for integrating CAD 2 within the NavSea Machinery Group. He is now with the Department of Energy working with the Environmental Restoration and Waste Management Program. He received a BS in Mathematics and Physics from Georgia Southern University an MS in Mechanical Engineering from Notre Dame and is currently pursuing a Masters in Engineering Administration from Virginia Tech.

Pitching is one of the most damaging motions for a ship, and is the obvious choice after rolling for reduction to improve ship operability. Although SWATHs or bigger monohulls have greater operability, they are often costly. Therefore, some method of stabilizing pitch on existing combatant hulls should be found. Historical research has shown that devices such as transom flaps and bow fins are ineffective or undesirable, but canted rudders show some promise. Using criteria for ASW and mobility operations, a destroyer hull equipped with large canted rudders using rudder pitch stabiliazation (RPS) was modeled on seakeeping evaluation programs. Its motion and operability were compared with a baseline hull (no RPS) as well as a SWATH and a larger Seakeeping Monohull. RPS reduced pitch motions 30-40% and improved operability 6-11% over the baseline hull, making its seakeeping performance comparable to the SWATH and Seakeeping Monohull. The use of high-lift devices can provide the same performance with reasonably sized rudders. We recommend a program to further develop pitch stabilization using high-lift canted rudders, including development of high-lift foil technology and small-scale validation of the RPS concept.

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OpenKBP-Opt: An international and reproducible evaluation of 76 knowledge-based planning pipelines

arXiv

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arXiv 2022年

作者： Babier, Aaron Mahmood, Rafid Zhang, Binghao Alves, Victor G.L. Barragán-Montero, Ana Maria Beaudry, Joel Cardenas, Carlos E. Chang, Yankui Chen, Zijie Chun, Jaehee Diaz, Kelly Eraso, Harold David Faustmann, Erik Gaj, Sibaji Gay, Skylar Gronberg, Mary Guo, Bingqi He, Junjun Heilemann, Gerd Hira, Sanchit Huang, Yuliang Ji, Fuxin Jiang, Dashan Giraldo, Jean Carlo Jimenez Lee, Hoyeon Lian, Jun Liu, Shuolin Liu, Keng-Chi Marrugo, José Miki, Kentaro Nakamura, Kunio Netherton, Tucker Nguyen, Dan Nourzadeh, Hamidreza Osman, Alexander F.I. Peng, Zhao Muñoz, José Darío Quinto Ramsl, Christian Rhee, Dong Joo Rodriguez, Juan David Shan, Hongming Siebers, Jeffrey V. Soomro, Mumtaz H. Sun, Kay Hoyos, Andrés Usuga Valderrama, Carlos Verbeek, Rob Wang, Enpei Willems, Siri Wu, Qi Xu, Xuanang Yang, Sen Yuan, Lulin Zhu, Simeng Zimmermann, Lukas Moore, Kevin L. Purdie, Thomas G. McNiven, Andrea L. Chan, Timothy C.Y. Department Of Mechanical And Industrial Engineering University Of Toronto TorontoON Canada Vector Institute TorontoON Canada Department Of Radiation Oncology University Of Virginia Health System CharlottesvilleVA United States Department Of Molecular Imaging Radiation Oncology UCLouvain Louvain-la-Neuve Belgium Department Of Radiation Oncology Memorial Sloan Kettering Cancer Center New YorkNY United States Department Of Radiation Oncology The University Of Alabama At Birmingham BirminghamAL United States Department Of Engineering And Applied Physics University Of Science And Technology Of China Hefei China Shenying Medical Technology Co. Ltd. Guangdong Shenzhen China Department Of Radiation Oncology Yonsei University Seoul Korea Republic of Department Of Physics National University Of Colombia Medellín Colombia Atominstitut Vienna University Of Technology Vienna Austria Department Of Biomedical Engineering Cleveland Clinic ClevelandOH United States Department Of Radiation Physics The University Of Texas MD Anderson Cancer Center HoustonTX United States Department Of Biomedical Engineering Shanghai Jiao Tong University Shanghai China Department Of Radiation Oncology Medical University Of Vienna Vienna Austria Department Of Biomedical Engineering Johns Hopkins University BaltimoreMD United States Department Of Radiation Oncology Peking University Cancer Hospital And Institute Beijing China Department Of Electrical Engineering And Automation Anhui University Hefei China Department Of Radiation Oncology Massachusetts General Hospital BostonMA United States Department Of Radiation Oncology University Of North Carolina At Chapel Hill Chapel HillNC United States Department Of Medical Imaging Taiwan AI Labs Taipei Taiwan Department Of Biomedical And Health Sciences Hiroshima University Hiroshima Japan Laboratory Department Of Radiation Oncology The University Of Texas Southwestern Medical Center DallasTX United States Department Of Radiatio

We establish an open framework for developing plan optimization models for knowledge-based planning (KBP) in radiotherapy. Our framework includes reference plans for 100 patients with head-and-neck cancer and high-quality dose predictions from 19 KBP models that were developed by different research groups during the OpenKBP Grand Challenge. The dose predictions were input to four optimization models to form 76 unique KBP pipelines that generated 7600 plans. The predictions and plans were compared to the reference plans via: dose score, which is the average mean absolute voxel-by-voxel difference in dose a model achieved;the deviation in dosevolume histogram (DVH) criterion;and the frequency of clinical planning criteria satisfaction. We also performed a theoretical investigation to justify our dose mimicking models. The range in rank order correlation of the dose score between predictions and their KBP pipelines was 0.50 to 0.62, which indicates that the quality of the predictions is generally positively correlated with the quality of the plans. Additionally, compared to the input predictions, the KBPgenerated plans performed significantly better (P © 2022, CC BY.

关键词： Forecasting

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