Ship Design Optimization Considering Uncertainty: July 2010
Ship Design Optimization Considering Uncertainty: July 2010
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Wayne L. Neu
Virginia Polytechnic Institute and State University
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All content following this page was uploaded by Wayne L. Neu on 18 August 2015.
E
OMOE
tained speed and endurance range. While the first order 0
series expansion of the MV is expected to have significant -1 Ata
problems approximating a response surface to the discon-
tinuous OMOE, it was found that the OMOE objective -2
has a very low standard deviation and that, within one
-3
standard deviation of the deterministic mean, the OMOE Cgmbmin
response is well behaved for most DPs. It was also found -4
that the LSF for OMOE is rarely in effect, that is, the -4 -2 0 2 4
Resistance
OMOE LSF rarely eliminates any designs. As a result, the
OMOE approximation error was judged to be acceptable. Figure 2: Monte Carlo simulation determination of fea-
An evaluation of the variability of CTOC and OMOE sibility vs. Mean Value approximation of limit state
at the DDG 51 DP showed that, for CTOC, a one standard functions. Also shown are the approximations of limit
state functions for CTOC and OMOE.
the design subspace domain have been superimposed on
the scatter plot. The approximated constraint LSFs follow
the edges of the infeasible regions very well, and only the
E and Ata LSFs are active. The two approximated objec-
tive LSFs are also superimposed on the scatter plot to
show the region used for the actual CoS percentage calcu-
lation. The OMOE LSF is slightly active in this regard.
The CTOC LSF is not a factor in the calculation. These
approximated LSFs are determined from only three model
evaluations.
0.4 0.6
OMOE
0.3 CoS DP
High (CoS > 0.70) 0.5
0.2
Medium High (0.60 < CoS < 0.70) 0.4
0.1 0.3 2 Objective Deterministic Pareto Front
Medium (0.50 < CoS < 0.60)
0
0.2 3 Objective Deterministically Infeasible
700 800 900 1000 1100 1200 1300 1400
CTOC ($M)
(CoS = 0) Front
0.1