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951.
Underwater gliders are highly efficient, buoyancy-driven, and winged autonomous underwater vehicles. Their dynamics are multivariable
nonlinear systems with unstable internal dynamics and thus their motion control is a significant challenge. To improve the
inherent efficiency and enhance the behavior of the underwater glider over a wide operating regime, a nonlinear feedforward
and feedback controller was developed. The nonlinear feedforward control design is based on a new stable inversion technique
which determines a causal and bounded solution for the unstable internal dynamics. The feedback control law was designed by
a quadratic optimal control method. Simulation results show that the derived control system is able to deal with nonminimum
phase system and successfully achieves the tracking of planned output trajectories from initial to final conditions. Furthermore,
the control effort is very low, which means the glider with limited power storage has longer range and higher endurance. 相似文献
952.
In this paper, the effects of hardening exponent, yield strength and elastic modulus on the deformability of near hemispherical
shells are investigated by means of finite element method and orthogonal experiment design. The largest eccentric angle during
the deformation process and thickness reduction after the deformation are introduced to estimate the deformability quantitatively
according to the deformation characteristics of near hemispherical shells. The results indicate that the hardening exponent
is the most influential parameter, followed by elastic modulus and yield strength. The shell exhibits good deformability when
the hardening exponent and elastic modulus are in the range of 0.1–0.125 and 70–108 GPa, respectively. 相似文献
953.
In this paper, we consider a floating raft isolation system with elastic limiters. The limiters might be “contact” or “no
contact”, thus forming a unilateral system generating possible contacts. In order to avoid the large displacement of the floating
raft under shock, limiters might be adopted but good limiters design requires the values of the gaps. Based on the contact
dynamics, the multi-degree-freedom dynamic model of floating raft isolation system with elastic limiters is established. The
artificial neural network has been developed to dingtinguish the contact state of elastic limiters at each step. The example
analysis shows that the algorithm of neural network for contact can shorten the time of caclaution. From the example analysis,
we get some interesting results that may be useful to the ship engineering. 相似文献
954.
A biomechanical musculo-skeletal model of upper limb is presented in this paper, which can provide accurate representations
of muscles and joints, and capture important interactions between joints. The upper limb model is made up of seven segments:
ribs, sternum, clavicle, scapular, humerus, radius and ulna, considered as a single rigid body respectively and includes 22
muscles. The individual muscle forces can be calculated by using an electromyography (EMG) assisted method, which is verified
by comparing the simulation results with other researches of an elbow flexion motion. These comparisons show that the muscle
forces and the estimated joint moment match well with previous literatures. 相似文献
955.
Giles Thomas Stefan Winkler Michael Davis Damien Holloway Shinsuke Matsubara Jason Lavroff Ben French 《Journal of Marine Science and Technology》2011,16(1):8-21
Slam events experienced by high-speed catamarans in irregular waves were characterised through experiments using a hydroelastic
segmented model. The model was designed to represent the dynamic behaviour of the full-scale Incat 112 m vessel and to allow
the measurement of the slam load on the centrebow and wet deck. It was tested in irregular head seas at two speeds relating
to Froude numbers of 0.32 and 0.60. Nearly 300 slams were identified in the test data and analysed with respect to kinematic
parameters. Slams were found to have a large range of magnitudes, with the largest equivalent to 1785 tonnes full scale (approximately
70% of vessel displacement); however, the majority of events were of relatively low severity. Differences in slam characteristics
were found for the two model speeds tested; slams at the slower speed generally occurred further forward on the hull, prior
to the wave crest and with a bow down pitch angle. Immersion of the centrebow to the two-dimensional filling height of the
cross-section between the centrebow and demihulls is shown to be a better indicator of slam occurrence than immersion to the
top of the archway. 相似文献
956.
The dynamic response of planing vessels in regular head seas is investigated numerically. Nonlinear time domain simulations
were performed using a 2D + t theory (two-dimensional plus time dependent theory). A prismatic hull form was assumed. We employed a two-dimensional (2D)
boundary element method to solve the initial boundary value problems in 2D cross planes, in which nonlinear free-surface conditions
and exact body boundary conditions were satisfied. At each time step, the total force and moment on the hull could be obtained
by using the sectional forces calculated in those 2D planes. Heave and pitch motions were then acquired by solving the equations
for those motions. The calculated heave and pitch responses were compared with the experiments by Fridsma (A systematic study
of the rough-water performance of planing boats. Davidson Laboratory Report R-1275, 1969) for two different Froude numbers. Three-dimensional (3D) corrections at the transom stern were applied to show the influence
of the 3D effect at the stern on the numerical results. Ship motions were affected by the 3D corrections, especially near
the resonance frequency, while the phase angles were slightly affected and the acceleration peaks at the bow near the resonance
frequency were sensitive to the 3D corrections. Other error sources in the theoretical results are also mentioned. 相似文献
957.
Manivannan Kandasamy Daniele Peri Seng Keat Ooi Pablo Carrica Frederick Stern Emilio F. Campana Philip Osborne Jessica Cote Neil Macdonald Nic de Waal 《Journal of Marine Science and Technology》2011,16(2):143-156
The wakes of high-speed passenger-only ferries that operated through Rich Passage, on the Seattle-Bremerton ferry route, caused
beach erosion and damage to habitat. A task was initiated to design a low-wake high-speed vessel using multi-fidelity CFD
based design optimization by using low-fidelity potential flow solvers for initial global design optimization and by using
URANS solvers for high-fidelity tuning of the optimized design. This simulation based design process involved a close collaboration
between ship designers, and hydrodynamics and CFD specialists, whose collective expertise guided the evolution of the design
based on both hydrodynamic and structural aspects. The initial hull shape optimization using potential flow code was carried
out by blending three different initial concepts provided by the designers. Subsequently, URANS was used to evaluate the potential
flow optimized hull and to further optimize the hull configuration parameters, namely, the centre-of-gravity, demihull spacing,
foil location, foil angle and slenderness ratio at different displacement conditions. The URANS based configuration optimization
also took into account the far field wakes’ energy spectrum with an objective of reducing the energetic, low frequency far
field wakes which are associated with beach flattening on the mixed sand and gravel beaches. Calculation of the far field
wake using URANS would require an unfeasibly large domain size; therefore, a Havelock code with a source distribution matching
the URANS calculated near field wave elevation was used to propagate the wakes into the far field. The end result of the optimization
was a design with significantly reduced far field wake, which is currently being built for experimental testing. 相似文献
958.
DongYoung Lee GyungNam Jo YunHo Kim Hang S. Choi Odd M. Faltinsen 《Journal of Marine Science and Technology》2011,16(3):323-330
In this paper, we investigated the effect of sloshing on the sway motions of two-dimensional rectangular cylinders in regular
waves, bearing in mind possible applications for LNG-FPSO and LNG-FSRU. First, we carried out experiments for two models with
different drafts, or the same draft but different filling ratios, in which the models were firmly connected to each other.
The sway motion was measured with a noncontact video camera. This is an extension of Rognebakke and Faltinsen’s work for a
single model (J Ship Res 47(3):208–221, 2003). It was found that the sway motion became small when the incident wave frequency was close to the lowest natural frequency
of each model. The sway motion greatly increased when the wave frequency was higher than this frequency. The measured data
were compared with numerical results obtained by a single-dominant multi-modal method; relatively good agreement was noted.
However, the numerical results deviated from the experimental results near the lowest natural frequency of the smaller model,
which was believed to be due to overturning waves, as observed during the experiment. Since this is out of the valid range
for the single-dominant multi-modal method, other, more appropriate, methods such as the multi-dominant modal method must
be applied instead. 相似文献
959.
Myeong-jo Son Sang Chul Lee Ki-chang Kwon Tae-wan Kim Rajiv Sharma 《Journal of Marine Science and Technology》2011,16(4):367-378
Ships are complex engineering structures that are designed and built on the basis of technical experience. A shipowner will
often be required to estimate the price of a new ship on the basis of the value of comparable ships identified in trade journals.
Similarly, shipbuilders are often interested in estimating approximate costs during the tendering phase in order to determine
whether a ship is likely to be competitive for a particular order. Thus, when designing a ship prior to having obtained a
contract, one of the most important processes is the estimation of approximate costs, including materials, associated labor,
and overhead. During this preliminary design phase, the design is temporary and subject to change based on variations in the
shipowner’s requirements. Hence, quick and flexible responses are key during this period and an integral aspect of the competitive
powers of the shipbuilder. Given this environment, we propose a “configuration estimation method.” Our method is based on
the configuration design method that is widely used in three-dimensional (3D) computer aided design (CAD) systems. We assume
that a product lifecycle management system is furnished and that the cost is then estimated via the configuration of the ship,
using an engineering bill of materials (E-BOM). In referring to the E-BOM, we utilize technical parametric costs derived from
similar ships built previously. Using the proposed method, it is possible to obtain an accurate list of materials from the
quotation, as well as a detailed work assessment for labor costs and overhead rates, so that reliable cost estimates can be
generated quickly and flexibly. To demonstrate the practical applicability and effectiveness of the proposed method, we implement
the prototype of a shipbuilding configuration estimation system by using a Microsoft Structured Query Language database and
an E-BOM from AVEVA Marine version 12.01, which is a representative CAD system for shipbuilding. 相似文献
960.
Moira L. McConnell 《WMU Journal of Maritime Affairs》2011,10(2):127-141
This paper begins by providing a brief overview of the International Labour Organization’s Maritime Labour Convention, 2006 (MLC, 2006), noting that this Convention, often called the “Seafarers’ bill of rights”, seeks to achieve both social and labour rights (“decent work”) for seafarers and fair competition (achieving a level-playing field) for shipowners. It has been described as the “fourth pillar” of the international maritime regulatory regime complementing the major International Maritime Organization conventions. The paper provides a brief update on international efforts to achieve the 30/33 formula needed to bring the Convention into force [at present, the tonnage element, 33% has been achieved already with coverage now at 54% of the world fleet (by gross tonnage), with 18 ratifications]. It then explores challenges faced by flag States in connection with capacity to implement the ship inspection and certification system under the MLC, 2006 and other difficulties with respect to legal implementation by the flag States. The paper also comments on some challenges in connection with port State, coastal State and labour-supplying State responsibilities. The paper points out that the MLC, 2006 is a comprehensive code that covers diverse issues and a wider range of both ships and seafarers than previous conventions. It often requires interdepartmental cooperation to implement its requirements at the national level. The paper concludes that, despite the slower pace of ratification in some regions, largely because of the recent economic and other crises, it appears that many actors in the maritime sector are already actively engaged in MLC, 2006 implementation, often ahead of governments. The question is not “if” but “when” the formula will be achieved to allow the MLC, 2006 to enter into force. 相似文献