作者：
SMITH, PHJAMES, SDCHUA, DLPatricia H. Smithis group leader of the R&D Group in the Electrochemistry Branch
Code R33 of the Naval Surface Warfare Center Silver Spring Md. She obtained her Ph.D. in inorganic chemistry at the University of Maryland in 1981. Dr. Smith is managing the High Energy Battery Project funded by the Office of Naval Technology to develop power sources for the next generation naval systems. A major thrust of this project is developing rechargeable lithium batteries to propel underwater naval vehicles. Dr. Smith is the editor in chief of the High Energy Battery Newsletter. David L. Chuais the manager of lithium battery R&D at Alliant Techsystems Inc.—Power Sources Center (formerly Honeywell)
Horsham Penn. He is responsible for the research and development of both primary and rechargeable lithium technologies. He received his M.S. in metallurgical engineering at the University of Arizona in 1969 and a Ph.D. in materials engineering at Rensselaer Polytechnic Institute in 1973. Dr. Chua has over 15 years experience in lithium electrochemical research received 5 patents and authored numerous papers on lithium battery technology. Stanley D. Jamesobtained his Ph.D. in physical chemistry at the Imperial College of Science
London in 1959. In 1967 he joined the Naval Surface Warfare Center Silver Spring Md. and is presently the senior technical consultant to the R&D Group in the Electrochemistry Branch Code R33. Dr. James has authored 45 papers and is the technical editor of the High Energy Battery Newsletter.
The Navy is researching lithium rechargeable batteries as a possible replacement for silver oxide/zinc cells in powering the nextgeneration of naval underwater vehicles. This paper summarizes progress made with the m...
详细信息
The Navy is researching lithium rechargeable batteries as a possible replacement for silver oxide/zinc cells in powering the nextgeneration of naval underwater vehicles. This paper summarizes progress made with the most promising lithium system — lithium/cobalt oxide, which has 2.5 times the theoretical energy density of silver oxide/zinc. Using small (0.03 Ah) laboratory cells, optimization was completed for cathode fabrication and electrolyte composition. Even at three times the required discharge rate, cycle life obtained with these cells was over double the program goal. Furthermore, a significant fast charge capability was demonstrated when charging was conducted at constant potential versus constant current. This laboratory cell technology was scaled up successfully to 2.5 Ah cell test fixtures. Presently, engineering development is underway at the 10 Ah level in hermetically sealed, instrumented subcells. Preliminary data are achieving the required energy densities for at least 15 cycles with tests still continuing. The optimized design resulting from the 10 Ah tests is being incorporated into 30 Ah cells.
作者：
SEVIK, MAURICE M.Dr. Sevik
who currently serves as the Technical Director of the Ship Acoustics Department at the David Taylor Research Center has distcnguished himself both nationally and internationally in his ability to identify innovative solutions to complex problems and to pursue thorough and comprehensive research to verify and deliver the product to the Fleet. Due to his extraordinary initiative and dedication the United States has maintained its position at the forefront of silencing technology. Dr. Sevik's recent contributions include the development of technology to significantly reduce submarine radiated noise.Dr. Sevik's vision and personal persistence resulted in the development and implementation of a self-propelled
autonomous one-fourth scale model of the Seawolf (SSN 21) which was used to evaluate numerous propulsor concepts. Dr. Sevik has also been instrumental in the design and development of two new full-scale acoustic measurement facilities and the associated next generation noise measurement arrays systems to be installed at these sites. As a recognized world authority in
and leader of the underwater acoustics community Dr. Sevik has had a profound effect on our nation's capabilities in the areas of surface ship and submarine noise reduction. Dr. Maurice M. Sevik's personal dedication
scientific leadership and personal accomplishments in the field underwater acoustics have resulted in great benefit to the naval engineering community as well as to the Navy and the Nation thereby making him most worthy to receive the 1990 American Society of Naval Engineers Gold Medal.
A turning point occurred in naval engineering in 1972 when the U.S. N avy chose to use marine gas turbines for the propulsion of its new SPRUANCE and PERRY Class ships. This paper reviews the more than twenty years of...
A turning point occurred in naval engineering in 1972 when the U.S. N avy chose to use marine gas turbines for the propulsion of its new SPRUANCE and PERRY Class ships. This paper reviews the more than twenty years of experience with turbine technology and its design integration into combat ships needed to make that decision. It is concluded that the availability of a good second generation aircraft derivative engine with proven reliability and a strong commercial base, i.e., the LM-2500, was as important to the decision as was the predicted improved ship effectiveness and cost benefits. This paper discusses improvements that can be made to the twin engine, single gear, single propeller shaft system. Focusing only on this mechanical transmission concept, it addresses the impact of possible improvements to the engine, gear, and shafting. In particular, the paper discusses current LM-2500 related R&D efforts to: (a) obtain improved part-power fuel rates, (b) integrate with a reversing reduction gear, and (c) add on a waste heat recovery steam cycle. Looking ahead to the year 2000, this paper suggests that a successor to the ubiquitous LM-2500 will appear in the 15 MW power range to provide the next step in the evolution of the twin engine package. This new naval engine will most likely be based on an aircraft core that exists at present, such that it will have demonstrated its reliability and commercial potential through many hours of testing prior to its mid-1990 marine conversion. This new engine is expected to offer improved air flow, an excellent fuel rate (approaching a flat 0.30 LB/HP-HR), and effective maintenance monitoring, all at some expense in size, weight, and cost. The year 2000 engine will burn a liquid hydrocarbon fuel similar to JP-5 because of its aircraft origins. Combined with advances in gear and shafting technology, the full twin engine propulsion system of the year 2000 should be markedly lighter, smaller, and more efficient than today's units.
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