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COMPUTER-SYSTEM architecture CONCEPTS FOR FUTURE COMBAT SYSTEMS

NAVAL ENGINEERS JOURNAL 1990年第3期102卷 43-62页

作者： ZITZMAN, LH FALATKO, SM PAPACH, JL Dr. Lewis H. Zitzman:is the group supervisor of the Advanced Systems Design Group Fleet Systems Department The Johns Hopkins University Applied Physics Laboratory (JHU/APL). He has been employed at JHU/APL since 1972 performing applied research in computer science and in investigating and applying advanced computer technologies to Navy shipboard systems. He is currently chairman of Aegis Computer Architecture Data Bus and Fiber Optics Working Group from which many concepts for this paper were generated. Dr. Zitzman received his B.S. degree in physics from Brigham Young University in 1963 and his M.S. and Ph.D. degrees in physics from the University of Illinois in 1967 and 1972 respectively. Stephen M. Falatko:was a senior engineering analyst in the Combat Systems Engineering Department Comptek Research Incorporated for the majority of this effort. He is currently employed at ManTech Services Corporation. During his eight-year career first at The Johns Hopkins University Applied Physics Laboratory and currently with ManTech Mr. Falatko's work has centered around the development of requirements and specifications for future Navy systems and the application of advanced technology to Navy command and control systems. He is a member of both the Computer Architecture Fiber Optics and Data Bus Working Group and the Aegis Fiber Optics Working Group. Mr. Falatko received his B.S. degree in aerospace engineering with high distinction from the University of Virginia in 1982 and his M.S. degree in applied physics from The Johns Hopkins University in 1985. Mr. Falatko is a member of Tau Beta Pi Sigma Gamma Tau the American Society of Naval Engineers and the U.S. Naval Institute. Janet L. Papach:is a section leader and senior engineering analyst in the Combat Systems Engineering Department Comptek Research Incorporated. She has ten years' experience as an analyst supporting NavSea Spa War and the U.S. Department of State. She currently participates in working group efforts under Aegis Combat System Doctrin

This paper sets forth computer systems architecture concepts for the combat system of the 2010–2030 timeframe that satisfy the needs of the next generation of surface combatants. It builds upon the current Aegis computer systems architecture, expanding that architecture while preserving, and adhering to, the Aegis fundamental principle of thorough systems engineering, dedicated to maintaining a well integrated, highly reliable, and easily operable combat system. The implementation of these proposed computer systems concepts in a coherent architecture would support the future battle force capable combat system and allow the expansion necessary to accommodate evolutionary changes in both the threat environment and the technology then available to effectively counter that threat. Changes to the current Aegis computer architecture must be carefully and effectively managed such that the fleet will retain its combat readiness capability at all times. This paper describes a possible transition approach for evolving the current Aegis computer architecture to a general architecture for the future. The proposed computer systems architecture concepts encompass the use of combinations of physically distributed, microprocessor-based computers, collocated with the equipment they support or embedded within the equipment itself. They draw heavily on widely used and available industry standards, including instruction set architectures (ISAs), backplane busses, microprocessors, computer programming languages and development environments, and local area networks (LANs). In this proposal, LANs, based on fiber optics, will provide the interconnection to support system expandability, redundancy, and higher data throughput rates. A system of cross connected LANs will support a high level of combat system integration, spanning the major warfare areas, and will facilitate the coordination and development of a coherent multi-warfare tactical picture supporting the future combatant command st

关键词： Computer architecture

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U. S. NAVAL ACADEMY'S NEW YARD PATROL CRAFT: FROM CONCEPT TO DELIVERY.

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Naval Engineers Journal 1987年第1期99卷 37-58页

作者： Compton, Roger H. Chatterton, Howard A. Hatchell, Gordon McGrath, Frank K. Roger H:. Compton is a Webb graduate who since 1966 has been a part of the naval architecture faculty at the U.S. Naval Academy. Since accepting the appointment to the Academy he has been instrumental in establishing the ABET accredited major program in naval architecture in the conceptual design and operation of the Naval Academy Hydromechanics Laboratory and in the conceptual design of the 108-ft yard patrol craft. Besides his Naval Academy involvement he serves as an adjunct professor with Virginia Polytechnic Institute in its NAVSEA Institute graduate program at Crystal City. He is an active member of both ASNE and SNAME and has published technical papers with both societies. Howard A. Chatterton:began his career as a Navy coop student at the Boston Naval Shipyard in 1960. He received his bachelor's degree in naval architecture and marine engineering from Massachusetts Institute of Technology in 1966 and his master's degree in 1968. He was employed by the Preliminary Design Division of BuShips in the submarine design and hydrofoil design groups until 1972 when he joined the Coast Guard's Naval Engineering Division. He remained with the Design Branch until 1981 when he accepted a faculty position at the U.S. Naval Academy as the research director for the Academy's hydromechanics laboratory. He has recently returned to Coast Guard Headquarters as the assistant chief Naval Architecture Branch Office of Merchant Marine Safety. Gordon Hatchell:is a naval architect at the Naval Sea Combat Systems Engineering Station Norfolk Virginia in the Combatant Craft Engineering Department. He served as lead-ship YP project engineer from its inception to delivery and continues to serve as project coordinator on follow-up ship procurements. He has worked on other boat procurements as well as serving as weight and stability coordinator. Mr. Hatchell began his engineering career in the Design Division at the Norfolk Naval Shipyard in Portsmouth Virginia after receiving a BS in civil engineering from Virginia Polytec

The design of the new 108-ft yard patrol craft (YPs) for the U. S. Naval Academy is described from its beginnings as a senior midshipman design project, through its preliminary and contract design development at the U. S. Navy's small craft design team headquarters, Naval Sea Combat Systems engineering Station, Norfolk, Virginia (NAVSEACOMBAT-SYSENGSTA-Norfolk). During preliminary and contract design the Naval Academy Hydromechanics Laboratory (NAHL) provided experimental data to support NAVSEA-COMBATSYSENGSTA-Norfolk's design analyses in powering, seakeeping, and maneuvering. Several tradeoff studies of interest to patrol craft designers are presented. Major events in the detail design and construction of the first boat are described from both the designer's and the shipbuilder's points of view. The launching, builder's and sea trials of the first boat are described.

关键词： NAVAL VESSELS

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ARCTIC TRAFFICABILITY program - A REVIEW

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 169-175页

作者： VOELKER, R GLEN, IF SEIBOLD, F BAYLY, I Richard Voelker:is Vice President of ARCTEC Incorporated a firm specializing in cold regions technology. He has been responsible for the management of thePolarClass Traffic-ability Program since its inception and annually participates in the field data collection in the Arctic. His prior experience includes positions with the U.S. Coast Guard in the icebreaker design project the Military Sealift Command and at Newport News Shipbuilding. He is a graduate of N. Y.S. Maritime College and has a MS degree from the University of Michigan. I.F. Glen:received his professional degrees in naval architecture from the Royal Naval Engineering College Manadon Plymouth and RN College Greenwich London entering the Royal Corps of Naval Constructors in 1967. After serving as a Constructor Lieutenant in the Royal Navy's Far East Fleet for a short period he joined the Polaris submarine project team in Bath England in 1968. In 1971 he was seconded to the Canadian Department of National Defense in Ottawa as a Constructor Lieutenant Commander under NATO exchange arrangements where he had responsibilities initially for conventional submarines and latterly for computer aided conceptual design. He ventured to Bath England in 1974 and joined Forward Design Group. In 1975 he took a position as a civilian engineer in the Canadian Defense Department and was Head of Hull Systems Engineering from 1977 to 1979. He joined ARCTEC CANADA LIMITED in 1980 and in addition to managing ice model testing projects and full scale trials has specialized in structural response of ships to ice impact. He headed ARCTEC's Kanata Laboratory from 1981 to 1983 when he was promoted to president. Frederick Seibold:is a research program manager with the Maritime Administration's Office of Advanced Ship Development and Technology. He is responsible for the marine science program which includes research in the areas of ship powering structures and propeller performance and Arctic technology. Mr. Seibold has been employed by Mar Ad since 1961 having hel

This paper describes a multiyear program to make an operational assessment on the feasibility of a year-round Arctic marine transportation system to serve Alaska. Specifically, the three objectives were to: collect meteorological and ice data along potential marine routes; instrument the hull and propulsion machinery to improve design critera for ice-worthy ships; and demonstrate that ships can operate in midwinter Alaskan Arctic ice conditions. The U.S. Coast Guard's Polar class icebreakers were used to make the operational assessment by annually extending the route northward and by operating throughout the winter season. This paper reviews some of the operational and technical achievements to date, as well as plans for future Arctic deployments.

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DESIGN FOR NEW-JERSEY, IOWA, AND DES-MOINES MODERNIZATION

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 25-38页

作者： SIMS, PJ EDWARDS, JR DICKEY, RL SHULL, HS Philip J. Sims:graduated from Webb Institute in 1971 and went to work for the Advance Design Branch of the Naval Ship Engineering Center. He was part of the FFG-7 design team in 1972. The 1973–75 years were spent developing automated early-stage aircraft carrier design procedures and performing carrier design trade-off work in support of the CVV design. He returned to school in 1976 for a masters at M.I. T. The 1977–80 period was spent updating the Navy's destroyer-cruiser early-stage design procedures and performing studies for the CGN-42 reserve FFX and DDX (later DDG 51) projects. Also during this period he was team leader on concept formulation (CONFORM) studies of new ships such as a heavy combatant and a low detectability ship. From 1981 to early 1983 Mr. Sims was Design Integration Manager for the BB-62 and Ship Design Manager for the BB-61 and CA-134. He is presently principal naval architect for the FFX study and also works on the NA TO frigate effort. James F. Edwards Sr:.is the Technical Director Ship Analytics Inc. Washington D.C. Operations and was the Ship Design Manager for the battleship USSNew Jerseyprior to his departure from NAVSEA in August 1983. He joined the U.S. Navy Reserves in 1954 and served on active duty from 1957 to 1960. From 1961 to 1963 he worked for McLaughlin Research Corporation as a section head in the drafting department. From 1963 to 1966 he worked for the Vitro Corporation of America in the Terrier (surface missile systems) Department. In 1966 he participated in the contract design of the first shipboard integrated digital ASW Command and Control system while working for the Stanwick Corporation. In 1967 Mr. Edwards accepted a position at NAVSHIPS in the Combat System Integration Division. In 1974 he transferred to what is currently NAVSEA's Hull Design Division. In 1980 Mr. Edwards was designated as the Battleship and Heavy Cruiser General Arrangements Task Leader and subsequently served as the Hull Task Group Manager the Ship Configuration Control Manager and fina

In reactivating the battleship New Jersey , the Navy faced three major problems. The baseline data on the ship was not readily available or reliable, a new generation cruise missile armament was proposed, and the ship delivery schedule was very tight. After doing a feasibility study, system design engineers were taken onboard the mothballed ship to resolve the design problems. Being on the ship allowed an intensive effort and immediate reference to the actual ship configuration. The tools used to control this effort were a ship check plan, a ship check form and the master arrangement drawing. Simultaneously with the design effort, a repair scoping effort was conducted. The design evolution and solutions to the major problems are described. The results of the New Jersey effort are shown with sample documentation, the ship characteristics and the downstream design effort. The Iowa was the next ship to be modernized. The top level requirements were the same as New Jersey's but new problems were encountered. More options were investigated which diverted attention from the basic effort. A fundamental difference was the Iowa had not had a 1968 reactivation as the New Jersey had, so items that were repair and reactivation on the New Jersey in 1968 had to be part of the Iowa modernization. A major influence on the Iowa design process was that a complete set of specifications for a private yard bid had to be developed. The next effort was to install the same New Jersey modernization payload on a Des Moines class heavy cruiser. Heavy cruisers are large ships but significantly smaller than battleships and much closer to their naval architectural limits of weight and center of gravity. They have much less topside area than the battleships, and the new payload was very topside space consuming. The cruisers are also much more restricted in internal volume. Two feasibility studies were conducted. One resolved volume problems but approached the weight and center of gravity limits.

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A SUBMARINE CONTROL-SYSTEM TEST VEHICLE

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NAVAL ENGINEERS JOURNAL 1980年第2期92卷 148-155页

作者： SEJD, JJ WATKINSON, KW HILL, WF Mr. James J. Sejd received his B.S. degree in Civil Engineering from Case Western Reserve University and has since undergone considerable graduate study at both The George Washington and American Universities. He served almost four years in the U.S. Navy as a Naval Aviator and enjoys the unique distinction of being qualified in both Heavier- and Lighter-than-Air aircraft. Early in his career he was employed at the Navy's Bureau of Ships in the capacity of a Structural Designer and Structural Research Monitor. In 1966 he joined the Staff of the Center for Naval Analyses where he was involved in the mathematical modeling of ships and aircraft and in economic “trade-off‘ analysis. In 1970. he went to the Naval Ship Engineering Center as an Operations Research Analyst in the Ship Design and Development Division. At the present time he is employed as a Program Manager for the Naval Sea Systems Command Ship Design Research and Development Office. A member of ASNE since 1973 he also is a member of the Association of Scientists and Engineers at NAVSEA the Operations Research Society of America and the Lighter-Than-Air Society. Mr. Kenneth W. Watkinson received both is B.S. and M.S. degrees in Engineering Science from Florida State University in 1970 and 1971 respectively. Since graduation he has been employed at the Naval Coastal Systems Center (NCSC). Panama City. Fla. where he is primarily involved in the investigation of the stability and control of underwater vehicles. For the past four years he has been the Task Leader and Principal Investigator for the NCSC portion of the Advanced Submarine Control Program involved in developing control design methods and the instrumentation system for the Submarine Control System Test Vehicle. Mr. William F. Hill is currently the ASCOP Program Manager at Lockheed Missiles & Space Company (LMSC) Inc. where he has the overall responsibility for design and construction of the Control System Test Vehicle (CSTV). He entered the aircraft industry in England as an Apprentice w

As part of the Advanced Submarine Control program (ASCOP), the Naval Sea Systems Command has developed an open water Submarine Control System Test Vehicle (CSTV). This vehicle is a 1/12 scale model of an SSN 688 Class Submarine, with provisions for easy geometric changes. Such changes include alternate Sail size and location, the addition of parallel middle-bodies, alternative tail sections, and alternative control configurations. A self-contained instrumentation and control system provides the capability for “on-board” recording of all relevant Submarine-state variables, over the entire speed and depth range, to a degree of data accuracy exceeding any known system. With the means thus available to correlate measured vehicle hydrodynamics with selected maneuvers, conditions, and changes in hull geometry and control surface configuration, modern mathematical techniques for improving submarine equations of motion can be employed to permit dramatic design enhancements in both safety and performance. This paper provides the rationale and history of the development of this vehicle, a description of the instrumentation and control package, and a description of the vehicle itself.

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Industry Transformations for High Service Provisioning with Lower Energy and Material Demand: A Review of Models and Scenarios

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Environment and Resources 1000年第1期49卷 249-279页

作者： Dominik Wiedenhofer Jan Streeck Frauke Wiese Elena Verdolini Alessio Mastrucci Yiyi Ju Benigna Boza-Kiss Jihoon Min Jonathan Norman Hanspeter Wieland Nuno Bento María Fernanda Godoy León Leticia Magalar Andreas Mayer Simone Gingrich Ayami Hayashi Joni Jupesta Gamze Ünlü Leila Niamir Tao Cao Marianne Zanon-Zotin Barbara Plank Johan Vélez-Henao Eric Masanet Volker Krey Keigo Akimoto Arnulf Grubler Bas van Ruijven Stefan Pauliuk 1Institute of Social Ecology University of Natural Resources and Life Sciences Vienna Austria email: Dominik.Wiedenhofer@boku.ac.at 2Department for Sustainable Energy Transition Europa-Universität Flensburg Flensburg Germany 3Law Department University of Brescia Brescia Italy 4Euro-Mediterranean Center on Climate Change (CMCC Foundation) Lecce Italy 5RFF-CMCC European Institute on Economics and the Environment Milan Italy 6International Institute for Applied Systems Analysis Laxenburg Austria 7Waseda Institute for Advanced Study Tokyo Japan 8Institute for Future Initiatives University of Tokyo Tokyo Japan 9School of Earth and Environment University of Leeds Leeds United Kingdom 10University Institute of Lisbon (ISCTE) Lisbon Portugal 11Faculty of Bioscience Engineering Ghent University Ghent Belgium 12Centre for Energy and Environmental Economics (Cenergia) Energy Planning Program (PPE) COPPE Universidade Federal do Rio de Janeiro Rio de Janeiro Brazil 13Department of Geography University of Innsbruck Innsbruck Austria 14Research Institute of Innovative Technology for the Earth Kizugawa Japan 15Institute for the Advanced Study of Sustainability United Nations University Shibuya Japan 16Copernicus Institute of Sustainable Development Utrecht University Utrecht Netherlands 17Faculty of Environment and Natural Resources University of Freiburg Freiburg Germany 18Bren School of Environmental Science and Management University of California Santa Barbara California USA 19Department of Energy and Process Engineering Norwegian University of Science and Technology Trondheim Norway

Developing transformative pathways for industry's compliance with international climate targets requires model-based insights into how supply- and demand-side measures affect industry, material cycles, global supply chains, socioeconomic activities, and service provisioning that support societal well-being. We review the recent literature modeling the industrial system in low energy and material demand futures, which mitigates environmental impacts without relying on risky future negative emissions and technological fixes. We identify 77 innovative studies drawing on nine distinct industry modeling traditions. We critically assess system definitions and scopes, biophysical and thermodynamic consistency, granularity and heterogeneity, and operationalization of demand and service provisioning. We find that combined supply- and demand-side measures could reduce current economy-wide material use by 56%, energy use by 40% to 60%, and greenhouse gas emissions by 70% to net zero. We call for strengthened interdisciplinary collaborations between industry modeling traditions and demand-side research to produce more insightful scenarios, and we discuss challenges and recommendations for this emerging field.

关键词： climate change mitigation sustainable resource use integrated assessment modeling IAM ecological economics industrial ecology

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Exploring Diversity in engineering and Technology for Knowledge and Innovation 1

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丛书名： Advanced Structured Materials

1000年

作者： Azman Ismail Fatin Nur Zulkipli Ahmad Fitriadhy Sayyid Zainal Abidin Syed Ahmad Andreas Öchsner

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