ITTC - Recommended Procedures and Guidelines
船首破波对兴波阻力系数影响的实验研究
由此可见,在船模实验中，船首破波的初现会引起兴波阻力系数 Cw 骤升；随着傅汝德数 Fr 增大，破波最先在线形尺度大的船模兴波中出现。
4. 理论分析
根据傅汝德定律,几何相似船模组的傅汝德数 Fr 相等时，它们的兴波阻力系数 Cw 必相 等。由三个船模求得的兴波阻力系数 Cw 折线在图 3 中应当重合。实际上它们却不重合，导 致该现象的根本原因除测试分析技术外，有如下两点：
船首破波对兴波阻力系数影响的实验研究
余泽雄 1 桑家军 2
大连海事大学航海学院，辽宁省大连市（116026）
E-mail：qdyzx@
摘 要:根据流体力学中傅汝德（Froude）定律：当两形似船的傅汝德数 Fr 相等时，它们的 兴波阻力系数 Cw 必相等；而利用几何相似船模组进行的大量阻力实验研究却表明，在相同 傅汝德数 Fr 下，它们的兴波阻力系数 Cw 并不相等。实验分析结果与理论之间存在差异的重 要原因之一在于傅汝德定律中没有考虑水的粘性影响[1]。本文通过三条形似船模的破波实验 结果，分析出形似船破波的差异性是导致上述问题的另一个重要原因；然后利用流体边界层 理论，给出破波对兴波阻力系数的影响过程；本文的结论对选取尺寸合适的船模进行阻力测 试有重要的指导意义。 关键词：船模实验，傅汝德数， 破波， 兴波阻力系数
4.1 水的粘性力不相似
Rw = ϕ(ρ, L,υ, g)
(1)
式（1）中有五个有量纲的物理量，取 ρ 、L、υ 三个量为基本量，按照量纲分析法的π
定理可知，式（1）用无量纲参数表示时，无量纲参数的数目减为两个： π1 ， π 2 。
现列出除三个基本量之外的物理量的量纲表达式：
[Rw]=[ ρ ][ L2 ][υ 2 ]
ITTC船模试验导则
(m/s) VA (m) C0.7R (m) D (m) R 3 (kg/m ) ρ (m2/s) υ
ITTC – Recommended Procedures and Guidelines
Testing and Extrapolation Methods Propulsion, Propulsor Open Water Test
2.2
Thrust Coefficient Torque Coefficient
Ducted Propeller TD ρ .n 2 D 4 TP Thrust Coefficient KTP = ρ .n 2 D 4 Total thrust coefficient for a ducted propeller unit KTT = KTP+KTD Duct Thrust Coefficient KTD =
η0 =
JKT 2π K Q
J=
VA nD
Reynolds Number of propeller Based on chord length 0.7 R
C0.7 R V + ( 0.7π nD
2 A
Re =
(
2
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1 2
ν
Definition of Variables (N) (N) (N) (N) (Nm) (rps) T TD TP TT Q n
3.1.2.1 Conventional Propellers The propeller model is to be mounted on a drive shaft. A streamlined nose cap of sufficient length to ensure that the inflow over the propeller hub is parallel to the shaft should be mounted upstream of the propeller model, Fig.1. In the case of a pulling propeller, the
USB Type-C 规范1.2(中文版)
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ICH M4 部分翻译
ICH M4 部分翻译1. 一般原则书写正文和使用表格时，应当留有足够空隙以使文件能够完全打印在A4纸（E.U 和日本）以及“8.5×11”（US）的纸张大小上。
左边距应足够大，以避免在装订时造成信息的遮掩。
正文表格和字体的大小应当使用统一样式和大小，并足够大以便即使在影印后仍清晰可辨。
正文推荐使用Times New Roman, 12号。
每一页都应当进行页码标记。
在每一个板块使用字母缩写和缩略时都应当首先对其进行定义，参考文件的引用都应当与现行版本的Uniform Requirements for Manuscripts Submitted to Biomedical Journals[ICMJE]要求一致。
附录：文件细致度CTD明确了很多章节的标题和序号。
是否应当为所有板块提供一个指南以阐明标题与文件位置以及与这些文件内标题的关系？是否应当提供一个指南以阐述多组文档应在CTD和eCTD哪一位置？作为此定义的一个结果，是否应当有一个指南阐述文件应当如何分页以及在目录中应当包含什么内容？文件的定义文件被定义为按照顺序编码，与其他文件用一个tab进行区分的一系列页数。
对于电子提供，一个文件可以等同于一个档案。
纸质提供的文件细致程度应当与电子提交版的一致，即使纸质版文件被更新为电子版，一些文件细致度的变更也应当同步跟进以便进行文件生命周期内的管理。
在电子提交版中，一个新文档的起点与纸质版相同，文件之间用一个tab区分。
当决定是一个文件还是多个文件更为合适时，应当考虑一旦一个特定的方法被采纳，此方法将用于档案整个生命周期的管理，因文件管理的意图是当信息有所变更时提供替代的文件/文档。
以下的表格描述了在CTD/eCTD中文件/文档应当置于哪个等级上，在每一个点上是单个文件还是多组文件更为合适。
此描述适用于一个完整的CTD/eCTD，但对于部分提交或单个提交，并不完全适用。
注1：对于QOS，可对文件细致度进行选择以便调整产品不同水平的复杂度。
英文简历中常用的动词
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7.5-02-07-02.2(waves)
PREDICTION OF POWER INCREASE INIRREGULAR WAVES FROMMODEL TEST ....................................... 21. PURPOSE OF PROCEDURE .............. 22. INTRODUCTION ................................. 23.SUMMARY OF PREDICTION METHODS ............................................. 43.1 Torque and Revolution Method (QNM) ................................................. 43.2 Thrust and Revolution Method(TNM) ................................................. 43.3 Resistance And Thrust IdentityMethod (RTIM) ................................. 93.4 Self-propulsion test in irregularwaves ................................................. 103.5 Resistance test in irregular waves .. 104. BRIEF DESCRIPTION OF MODEL EXPERIMENTS NECESSARY FOR THE PROCEDURE............................ 10 4.1 Resistance test in regular waves ..... 104.1.1 Procedure in general ................... 104.1.2 The model ................................... 104.1.3 Towing technique ....................... 114.1.4 Test conditions ........................... 114.2 Self-propulsion test in regular waves ........................................................ 114.2.1 Procedure in general ................... 114.2.2 Model preparation ...................... 114.2.3 Testing technique ....................... 114.2.4 Test conditions ........................... 124.3 Tests in irregular waves .................. 125. PARAMETERS TO BE TAKEN INTO ACCOUNT ........................................... 126.VALIDATION ..................................... 136.1 Uncertainty Analysis ....................... 137. REFERENCES (13)Prediction of Power Increase in Irregular Waves from Model Test1.PURPOSE OF PROCEDUREThe purpose of this procedure is to provide guidelines on how to obtain accurate predictions of power increase in irregular waves based on responses curves obtained from routine model tests in regular, irregular waves and in still water.2.INTRODUCTIONFor the purpose of predicting power increase in realistic seas, conducting resistance or self-propulsion tests in irregular waves is the most direct and simplest approach. However this is not in general a satisfactory solution, because the results are less precise than those obtained in regular waves and apply only to the particular wave spectra for which the experiments were carried out. In order to design ships or to analyze the measured data of ships at sea, it is necessary to be able to predict ships’ power performance in various irregular wave conditions. The common approach relates to the application of linear spectral analysis, for which purpose it is necessary to have the basic data on ship’s response amplitude operators in regular waves. In particular, by using these data and the irregular wave spectra, power increase in various kinds of irregular waves can be predicted and evaluated.Several methods have been proposed and are in broad use at various laboratories to predict power increase in irregular waves from response amplitude operators obtained from model tests in regular waves and using basic results from performance tests in still water.The Seakeeping Committee of 25th ITTC made comparison of four methods, and the results obtained for various ships show that three of four methods explained below give almost the same results in the case of full load conditions. (See Figures 1 and 2, 25th ITTC (2008))Figure 1: Power increase in irregular waves,Container ship (FULL)Figure 2: Power increase in irregular waves,VLCC (FULL)The predicted results by these three should also be compared with the measured power increase in irregular wave obtained from theThe above discrepancies and scatter between predicted and measure values are estimated to be due to that1)response amplitude operators in regularwaves may not be proportional to the square of incident wave amplitude, whichFig.5 Revolution increase in irregular wavesis the assumption of linear spectral analysis.2) the accuracy of measurements and analysisof the values in irregular waves may be less than those in regular waves including the effect of the time duration of the measurements in irregular waves.(See section 4.3) However, the amount of data for the above evaluation is limited and further investigation is necessary.3. SUMMARY OF PREDICTION METHODSIn the following sections 3.1 to 3.3, three different methods for prediction of power increase in irregular waves based on regular wave test results, mostly used in model basin’s practice worldwide, are described. Power increase prediction methods from direct irregular wave tests are also described in sections 3.4 and 3.5. Table 1 summarizes successive steps in application of these methods, including brief description of their advantages and disadvantages for each method. 3.1 Torque and Revolution Method(QNM)In this method, model tests in still water and in regular waves are carried out at the ship SPP(Self-Propulsion Point), applyingSFC(Skin Friction Correction) force, andresponse amplitude operators of torque and revolutions in regular waves are obtained. Themean propeller torque increase and revolutionincrease in irregular waves are calculated by equations (1) and (2), at assumption thatpropeller torque increase and revolution increase in regular waves are proportional to the square of the incident wave amplitude:MM 2()2()AQ Q S d δωδωως∞=⋅⋅⋅∫(1) MM 2()2()An n S d δωδωως∞=⋅⋅⋅∫ (2)The mean power increase in irregular waves is then calculated by using these mean torque and revolution increases according by the equation (3):()(){}M SW M SW M SW SW 2.75P Q Q n n Q n πδδδ=⋅++−(3) The mean power increase of the ship in irregular wave, then, is obtained under the assumption that the result in model scale can be simply scaled by λ3.5.The advantage of this method is that only self-propulsion tests in still water and in regular waves are to be conducted, and that consideration of propeller performance is not necessary.3.2 Thrust and Revolution Method (TNM)By this method, preliminary SPT (Self-Propulsion Test) is carried out in still water at the ship SPP, measuring the thrust andrevolutions, and then estimating the wake fraction, (1-w )SW . From the test results in regular waves, analogously to 3.1, the mean thrust increaseand propeller revolution increase in irregular waves are calculated by equations (4) and (5) separately: MM 20()2()AT T S d δωδωως∞=⋅⋅⋅∫ (4)MM 2()2()An n S d δωδωως∞=⋅⋅⋅∫ (5)The assumption is that thrust increase and revolution increase in regular waves are proportional to the square of the incident wave amplitude.The total thrust and propeller revolution in irregular waves are given as the sum of those in still water and mean added values in irregular waves: M SW,M M T T T δ=+ (6)M SW,M M n n n δ=+(7)Once thrust and propeller revolution inirregular waves are obtained as above, the power increase in irregular waves is calculated according to the following procedure using the propeller open chart in still water.First, the thrust coefficient K T is calculated by:M24MTM M M T K n D ρ=⋅⋅ (8)On the K T curve, advance ratio J is obtained: (See Figure 6 (A) and (B))(1)w VJ n D−⋅=⋅(9)At this J value, power coefficient K P is obtained on the K P curve: (See Figure 6(C))()32533321Q PK QK J n D JnQw V D ρρ====−(10)By using this K P value, the power inirregular waves is calculated by: ()332S2217575P P nQ K w V D ππρ==−(11) The mean power increase in irregular wavescan be obtained by subtracting the power in still water:SS SW,S P P P δ=− (12)To apply this method, besides self-propulsion tests in still water and in regularwaves, propeller open water performance data in still water are also necessary, but these tests have basically been conducted previously for predicting power in still water in general. The main assumption of this method is that the propeller characteristics and the self-propulsion factors such as wake fraction factor (1-w ) in assumption seems valid only for mild wave conditions. Further investigation on this issue seems desirable.Fig.6 Propeller Open Chart (TNM)K TK PJ(C)3.3 Resistance And Thrust IdentityMethod (RTIM)resistance and Self-propulsion test at ship SPP and their resultant self-propulsion factors. In regular waves, towing tests are performed for obtaining the response amplitude operator of resistance increase, δR (ω)M /ζA 2. Then the resistance increase in irregular waves δR S for given wave energy spectrum S (ω) is calculated as:MS 20()2()sA R R S d δωδωως∞=⋅⋅⋅∫ (13) where the mean resistance increase in irregularwaves in ship scale δR S is assumed to be given by multiplying the ship scale wave energy spectrum S (ω) in equation (13). Total resistance in irregular waves is calculated by: S SW,S S R R R δ=+ (14) The mean power increase in irregular waves is calculated as follows:S S SW2222S SW 31/(1)(1)T Qp R T t TK J D V w w VJ n D K K Jρ=−=−−==(See Figure 7 (A) to (C))from where, the total power in waves iscalculated as: ()3322752175S P P nQK w V Dππρ==− (15) The mean power increase in irregular wavesis obtained by subtracting the power in stillwater from the above power in irregular waves:SS SW,S P P P δ=− (16)The advantage of this method is that only resistance tests in regular waves are to be conducted, which is easier to perform rather than self-propulsion tests in regular waves. Resistance tests, self-propulsion tests and propeller open test in still water are also necessary to be conducted, but they are principally have been carried out previously for power prediction in still water, as mentioned above.Fig.7 Propeller Open Chart (RTIM)K T /J 2K PJ(A)(C)The most advantage of this method is that it allows consideration of other resistance increase components such as due to wind and manoeuvre, in ship design and/or analysis of the ship performance at sea. For instance, the same procedure is used by ISO 15016 to correct the wave effect on the ship speed trial results.The main assumption of this method is the same as in “Thrust and Revolution Method (TNM)”, which is that the propeller characteristics and the self-propulsion factors such as wake fraction factor (1-w) and thrust deduction factor (1-t) in waves are identical to those in still water.3.4Self-propulsion test in irregular wavesBy conducting self-propulsion test in irregular waves, mean propeller torque and revolution increase in irregular waves, δQ M and δn M, can be obtained directly. The mean power increase will be calculated by equation (3) with the above values and those in still water.3.5Resistance test in irregular wavesMean resistance increase in irregular waves, δR, can be obtained directly by performing resistance test in irregular waves. The mean power increase will be calculated by equations (14) to (16) with the above values δR, self-propulsion factors and propeller open water characteristics.4.BRIEF DESCRIPTION OF MODEL EXPERIMENTS NECESSARY FOR THE PROCEDUREUsually, added resistance (or power increase) in waves is measured in the process of basic seakeeping tests, along with motions and motion related effects. Thus, general recommendations outlined in the ITTC RP&G 7.5-02-07-02.1 “Seakeeping Experiments” hold. Some specific details are described below.4.1Resistance test in regular waves4.1.1Procedure in generalExperimental estimation of added resistance in waves is performed in two steps:a)measurement of still water resistance, R SW,at speeds of interestb)measurement of total resistance in waves,R T, at same speedsBoth measurements give values of resistance force averaged over run time. Then, the added resistance is obtained as a difference between the two measured values:AW T SWR R R=−(17)4.1.2The modelRuns in still water and in waves should be performed using preferably one and the same model at one and the same loading condition and the same model outfit. The model should be equipped with all appendages, fixed rudder and propeller hub, but without propeller. If relative motions are to be measured in the course of testing in waves, the probes should be installed during still water tests as well, at presumption that they do not create additional force in waves. However, in specific cases of multiple probes or massive holders, their influence on added resistance should be specially addressed by duplicate testing with and without probes.4.1.3Towing techniqueTwo methods of towing could be possibly applied:a) Constant thrust (model free to surge)b) Constant speed (surge restricted)It has been proven by Journee (1976) that both methods give compatible results for added resistance and do not influence motion measurements. Application of specific towing technique thus depends on towing apparatus available. In principle, constant thrust method gives more freedom to model motions and less oscillations of instantaneous resistance force about its average, but it requires more complicated construction of towing apparatus. Common techniques for avoiding dynamic oscillations in the resistance force make use of a sub-carriage eider suspended on springs of variable elasticity or towed by a servo-motor with controllable tension, but allowing surge. Constant speed method is easy for realization, as long as the sub-carriage can be firmly attached to the main carriage, thus restricting surge motions, but it results in large oscillations of resistance force and eventual loss of accuracy at instant overshooting of force gauge limits, especially in high waves.4.1.4Test conditionsMeasurement of added resistance in regular waves does not require larger samples than these in case of regular seakeeping (motion) experiments and is thus performed within one test run (20 – 25 encounters).4.2Self-propulsion test in regular wavesText body: You have to use ITTC-TB style to obtain this format; you have to use ITTC-TB style to obtain this format, you have to use ITTC-TB style to obtain this format, you haveto use ITTC-TB style to obtain this format, you have to use ITTC-TB style to obtain this format.4.2.1Procedure in generalAnalogously to 4.1.1, the procedure consists of two sets of runs, as follows:a)estimation of self-propulsion point(RPM, torque, thrust or power) in stillwater at certain speedb)estimation of corresponding self-propulsion point in wavesThen the increase in propulsive characteristics (added RPM, added torque, added thrust or power increase) are obtained asa difference between average values measuredin still water and in waves.4.2.2Model preparationPrinciples for model preparation correspondto those outlined in 4.1.2, but drive engine and propeller are installed in addition. If the modelis autonomous (see 4.2.3), rudder control machine must be installed as well.4.2.3Testing techniqueTwo techniques for model guidance are commonly applied:a)captive model (model connected to carriageby a force gauge, zero force correspond tothe self-propulsion point). Several runs atvarious RPM are to be performed to getSPP at any speed of interest, speed beingcontrolled by the towing carriage.b)free-running (autonomous, radio-controlled)model. Several runs at various RPM are tobe performed to get SPP at any speed ofinterest, average speed being controlled by atracking system.It should be noted that both methods are accurate enough approximation to real ship operation condition, where both RPM and speed vary even slightly within one wave period (i.e. Grande et. al., (1992)). Principally it could be modelled by application of special engine controllers but the effect on accuracy will be minor, confronted against complication of experimental set-up.Selection of target self-propulsion point regime depends on adopted method for power prediction as described in para. 3, Table 1 respectively. In case of modelling at ship SPP, additional force to account for skin-friction effects must be applied both in still water and waves, at presumption that the average friction per wave period remains equal to the friction in still water. This force is considered steady and can be applied by additional weights or, more correctly, by a fan installed on-board model. In a similar way, other steady forces, like wind forces on superstructure, can be modelled.4.2.4Test conditions3-4 successive runs at various RPM are required at average to access the SPP at certain speed of advance. In case of a captive model the transition time is shorter and measurement could be completed within a single run. Transition time for free-running models is larger and it may take more runs until steady motion regime is reached.4.3Tests in irregular wavesThere is no practical difference in performing resistance tests or self-propulsion tests in regular or irregular seas, except the time duration of experiment.It is a common practice to collect resistance data in parallel with seakeeping (motions) tests. Statistics set a minimum limit of 20-30 minutes full scale for a representative sample for motions. Considering added resistance (power) as a second-order force, however, some resent studies (i.e. Naito & Kihara (1993) and Kim&Kim, (2010)) arrived at a time span of 1-1,5 hours necessary to ensure convergence of resistance estimates. Repetitive runs are normally conducted to accumulate necessary full scale run duration.5.PARAMETERS TO BE TAKEN INTO ACCOUNTD Propeller diameterQ SW Propeller Torque in still watern SW Propeller revolution in still waterT SW Thrust in still waterR SW Resistance in still waterw Wake fractiont Thrust deduction ratioζАRegular wave amplitudeωWave frequencyS(ω) Wave energy spectrumH W1/3Significant wave heightT0Zero-up-crossing wave periodQ(ω) Propeller Torque in regular wavesn(ω) Propeller revolution in regular wavesT(ω) Thrust in regular wavesR(ω) Resistance in regular wavesδQ(ω) Propeller Torque increase in regular wavesδn(ω) Propeller revolution increase in regular wavesδT(ω) Thrust increase in regular wavesδR(ω) Resistance increase in regular wavesδQ Mean propeller torque increase in irregular seasδn Mean propeller revolution increase in irregular seasδT Mean thrust increase in irregular seasδR Mean resistance increase in irregular seasδP Mean power increase in irregular seas λModel scaleSubscript:Sship scaleMmodel scaleSWstill waterAbbreviations:POC Propeller Open Water CharacteristicRT Resistance TestSPT Self-Propulsion TestSPP Self-Propulsion PointSFC Skin Friction CorrectionRAO Response Amplitude Operator6.VALIDATION6.1Uncertainty AnalysisUncertainty analysis of methods outlined above has to be done, following ITTC Recommended Procedure 7.5-02-02-02 – Uncertainty Analysis, Example for Resistance Test, Revision 2000 7.REFERENCESGrande G., Iannone L. and Penna R., 1992, “INSEAN Standardization Contribution for Seakeeping Model Testing and Data Analysis”, ATMA 96 sessionISO15016:2002, “Ships and marine technology. Guidelines for the assessment of speed and power performance by analysis of speed trial data”ITTC25 Proceedings, seakeeping committee, 2008ITTC26 Proceedings, seakeeping committee, 2011Journee, J.M.J., 1976, “Motions, Resistance and Propulsion of a Ship in Regular Head Waves”, DUT-SHL Report 0428Kim, K.H. and Kim, Y., 2010, “ Numerical Analysis on Added Resistance of Ships”, ISOPE2010Naito S. and Kihara H., 1993, “ Mutual Relation between Record Length and Accuracy of Measuring Data in Irregular Waves”, J SNAJ, Vol. 174Nakamura, S., et al. , 1975, “Propulsive Performance of a Container Ship in Waves”, Kansai Society of Naval Architects (Japanese) Takahashi, T., 1987, “A Practical Prediction Method of Added Resistance of a Ship in Waves and the Direction of its Application to Hull Form Design”, Seibu Society of Naval Architects (Japanese)。
WHO第961号技术报告-附件7-药物生产技术转移指南(中英文)
WHO第961号技术报告附件7 药物生产技术转移指南（中英文1/4）2013-09-29 14:16：27| 分类：WHO|字号订阅World Health OrganizationWHO Technical Report Series, No。
961，2011WHO第961号技术报告附件7 药物生产技术转移指南Annex 7 附件7WHO guidelines on transfer of technology in pharmaceuticalmanufacturingWHO药物生产技术转移指南1。
Introduction 介绍2. Scope 范围3。
Glossary 术语4. Organization and management 组织和管理5. Production：transfer （processing，packaging and cleaning）生产：转移（工艺、包装和清洁）6. Quality control: analytical method transfer质量控制：分析方法转移7. Premises and equipment 厂房设施和设备8. Documentation 文件9。
Qualification and validation 确认和验证References 参考文献1。
Introduction 介绍These guiding principles on transfer of technology are intended to serve as a framework which can be applied in a flexible manner rather than as strict rigid guidance. Focus has been placed on the quality aspects, in line with WHO’s mandate.本指南中关于技术转移的原则意在作为一个框架，以不同方式应用，而不是一个需要严格遵守的指南。
启动临床试验的文件要求
启动临床试验的文件要求英文回答：Starting a clinical trial requires careful planning and adherence to specific requirements. These requirements ensure the safety and efficacy of the trial and protect the rights and well-being of the participants. In this response, I will outline some of the key documents and steps involved in initiating a clinical trial.1. Protocol Development: The first step in starting a clinical trial is the development of a detailed protocol. This document outlines the objectives, methodology, participant eligibility criteria, treatment plans, and data collection procedures for the trial. The protocol serves as a blueprint for the entire study and provides guidance to the research team.2. Informed Consent Forms: Informed consent is acrucial aspect of any clinical trial. Participants mustfully understand the purpose, risks, benefits, andpotential outcomes of the trial before providing their consent to participate. Informed consent forms are written documents that explain these details to participants. They should be clear, concise, and written in a language that participants can easily understand.3. Investigator's Brochure: The investigator's brochure is a comprehensive document that provides essential information about the investigational product being studied. It includes details about the product's composition, pharmacokinetics, pharmacodynamics, and safety profile. The investigator's brochure helps the research team understand the product and its potential effects on participants.4. Institutional Review Board (IRB) Approval: Before initiating a clinical trial, researchers must obtain approval from an IRB. The IRB is an independent committee responsible for reviewing and approving the study protocol and ensuring that the trial meets ethical and regulatory standards. The IRB evaluates the trial's risks and benefits, participant recruitment methods, informed consent process,and data collection procedures.5. Site Selection and Training: Once the necessary approvals are obtained, researchers must identify suitable clinical trial sites. These sites should have the infrastructure, resources, and expertise required to conduct the trial effectively. The research team then provides training to the site staff, including investigators, nurses, and coordinators, to ensure they understand the trial procedures and protocols.6. Recruitment and Enrollment: Participant recruitment is a critical phase of a clinical trial. Researchers use various strategies, such as advertising, physician referrals, and patient databases, to identify potential participants. Once individuals express interest in participating, they undergo screening to determine their eligibility. Eligible participants are then enrolled in the trial, and their informed consent is obtained.7. Data Collection and Analysis: Throughout the trial, data is collected according to the protocol's guidelines.This includes recording participant demographics, medical history, treatment administration, and any adverse events. The collected data is then analyzed using statistical methods to assess the trial's outcomes and determine the safety and efficacy of the investigational product.中文回答：启动临床试验需要仔细的规划和遵守特定的要求。
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High Speed Marine Vehicles: Structural Loads
1 PURPOSE OF PROCEDURE
To describe model test for prediction structural loads on high speed marine vehicles.
2.2 Structural Loads
The dimensioning of large high speed vehicles demands a knowledge and methods to determine the limiting environmental loads, operational aspects and structural strength. To achieve good design load predictions, appropriate model test techniques must be developed. Model tests are also required for verification and calibration of theoretical methods and numerical codes.
Effective Date Revision
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2.2.1 Local Loads
For the local problem the slamming force is the most important load contribution. Firstly, one should not consider point pressures, but rather forces on a sensibly chosen area, e.g. a single plating field (Carcaterra & Ciappi, 1998, Carcaterra et al., 1999). The dynamic behaviour of the elastic plate is governed by the structural properties of the plating (including longitudinal stiffeners between two transverse frames). The global response of the ship will serve as input to the problem defining the relative speed and orientation of the local area of interest during the impact with the waves. For flat-bottom slamming, and wet-deck slamming of multi-hulls, hydro elasticity is crucial for the magnitude of the slamming loads. Testing is done either with the dynamic behaviour correctly modelled, or the results are used solely to document the occurrence of slamming, not the magnitude of the forces. For bow slamming, and slamming on surfaces with a dead rise angle of more than approximately 15°, hydroelastic effects are less important and testing can be performed without modelling the local structural dynamics (Faltinsen, 1998). Forces can be measured by means of a suitably sized panel mounted on a strain-gauge arrangement. The panel should be stiffly mounted in order to avoid artificial hydroelastic effects.
The most simple method for measurement of slamming with modelled structural dynamics is with a strain-gauge mounted stiff panel where stiffness and mass are correctly scaled to yield the correct frequency of the first eigenmode. A more correct method is to model a suitable part of the hull plating correctly (mass and stiffness). An even more complete, but
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Table of Contents
1 PURPOSE OF PROCEDURE……...…2
2 TEST TECHNIQUES AND PROCEDURES…………………….…..2
2.1 General.............................................2 2.2 Structural Loads .............................2
ITTC - Recommended Procedures and Guidelines
Testing and Extrapolation Methods High Speed Marine Vehicles Structural Loads
7.5 – 02 05 – 06 Page 3 of 5
The test types are listed in order of how often they are carried out according to the questionnaire survey. Resistance tests are the most common by a large margin. Many of the issues
Resistance (Procedure 7.5-02-05-01) Propulsion (Procedure 7.5-02-05-02) Sea Keeping (Procedure 7.5-02-05-04) Manoeuvring (Procedure 7.5-02-05-05) Structural Loads (Procedure 7.5-02-05-06) Dynamic Instability (Procedure 7.5-05-02-07)
Structural loads can be divided into hydroelastic problems and non-hydroelastic problems. The former requires the structural dynamics to be modelled correctly. That means that not only the mass distribution, but also the stiffness must be scaled. The scaling relations are:
ITTC - Recommended Procedures and Guidelines
Testing and Extrapolation Methods High Speed Marine Vehicles Structural Loads
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2.2.1 Local Loads ...................................3 2.2.2 Global Loads .................................4 3 PARAMETERS………………………..5
3.1 Parant ............................................5
Prepared HSMV Committee of 22nd ITTC
Date
Approved Date
22nd ITTC 1999
ITTC - Recommended Procedures and Guidelines
Testing and Extrapolation Methods High Speed Marine Vehicles Structural Loads
2 TEST TECHNIQUES AND PROCEDURES
2.1 General
The review of HSMV model testing technology conducted by the 16th ITTC was organised in order of HSMV type: SWATH, semidisplacement, planing, hydrofoil, SES and ACV. For each type of craft a summary was given for different areas of technology such as resistance, sea keeping, manoeuvring, performance and propulsor. Upon reviewing this work, the Specialist Committee concluded that the recommended codes of practice would be less repetitive if they were arranged in order of test type rather than HSMV type. The following main test types were identified: