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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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OUT-OF-PRODUCTION MICRO-ELECTRONICS - AN ACHILLES HEEL OF DEFENSE systems

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NAVAL ENGINEERS JOURNAL 1988年第5期100卷 69-72页

作者： MACKENZIE, CM WOOTTEN, R HOY, K NEELY, J KOSCO, D SMITH, W C. Malcolm Mackenzie:is the Materials and Parts Availability Control program manager at U.S. Army Laboratory Command Adelphi Md. Mr. Mackenzie has a B.S. degree in mechanical engineering from Northwestern University an M.S. degree in the same field from the University of Michigan and an M.B.A. from East Texas State University. Richard Wootten:is project officer of the U.S. Army Material Command's Materials and Parts Availability Control Information Data System Project Adelphi Md. Mr. Wootten holds an associate's degree in mechanical engineering from Northern Virginia Community College and a Bachelor of Science in Electronics Engineering from The University of Alabama. Kevin Hoy:is manager of the Microelectronics Obsolescence Management Program at the Naval Avionics Center Indianapolis. Mr. Hoy holds both bachelor and master of science degrees in mathematics from Purdue University. James Neely:is leader of the Materials Management Team Industrial Materials Division in the Directorate of Manufacturing Air Force Systems Command Dayton Ohio. Mr. Neely holds a bachelor's degree in political science from The University of Georgia and a master of science degree in public administration from The University of Missouri. Don Kosco:is an electronics engineer currently involved with introducing new technologies into weapons systems. He is in the Directorate of Reliability Maintainability and Technology Policy HQ Air Force Logistics Command Dayton Ohio. Mr. Kosco holds a bachelor of engineering degree from Widener University a master's in systems engineering from The Air Force Institute of Technology and an MBA from the University of Texas at San Antonio. William Smith:is head of the Plans Branch in the Office of Policy and Plans Defense Electronics Supply Center (DESC) Dayton Ohio. He was for many years manager ofDESC's Diminishing Manufacturing Sources (DMS) Program. Mr. Smith holds a bachelor of arts degree in political science from Indiana University.

Both the timely manufacture of defense systems and their subsequent on-line operability depend upon the availability of component parts. The growing problem of microelectronic component nonavailability is casting a shadow over logistics support to these systems. This paper will discuss the causes of the problem and provide some examples of cases confronted by the DoD logistics community. It will also identify some actions which have been taken in the past to manage the issue as well as initiatives now underway. Finally it will look at what lies ahead.

关键词： Microelectronics

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SIMPLIFICATION OF GAS-TURBINE INTAKE ANTI-ICE systems

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NAVAL ENGINEERS JOURNAL 1988年第1期100卷 45-52页

作者： EXELL, JR KILLINGER, A LCdr. John R. Excell: USN received a bachelor of architecture from the University of Michigan and a master of science degree in mechanical engineering from the U. S. Navy Postgraduate School. He was commissioned in 1973 serving first as damage control assistant aboard USSGuadalcanal(LPH-7) and later as commissioning main propulsion assistant on USSMerrill(DD-976). He became an engineering duty officer in 1979 and served at Norfolk Naval Shipyard as senior ship superintendent for six ships and later within the shipyard Design Department. In May 1984 LCdr. Exell was assigned to the DD-963 Class Special Projects Office as program manager for air system improvements including the bleed air and anti-ice systems. He recently completed the Defense Systems Management College Ft. Belvoir VA and returned to NavSea PMS 377 as deputy for strategic sealift programs. Arthur Killinger:graduated from the University of Maryland in 1968 with a bachelor of science degree in mechanical engineering. He joined MPR Associates Inc. working on submarine safety design reviews following the loss of USSScorpion(SSN 589). After two years in the U.S. Army Nuclear Reactor Program and a year as U.S. Army engineer maintenance advisor in the Republic of Vietnam he returned to MPR Associates Inc. in 1972. Since then he has worked on nuclear power plant projects for several electric utilities as well as submarine and surface ship overhaul and maintenance improvement programs for the U.S. Navy. Mr. Killinger is a member of the American Society of Naval Engineers and the American Society of Mechanical Engineers.

This paper describes the steps taken to simplify the gas turbine intake anti-ice systems on DD-963 and DDG-993 class ships. The anti-ice system was designed and built as fully-automatic protection against intake duct icing on main propulsion turbines and electric generator turbines. Operating experience with the system indicated that it was nonfunctional more than 60% of the time. The system's poor availability was caused by its complexity, lack of use, lack of spare parts, poor training and documentation, and design and material problems. A Navy Independent Design Review Team (IDRT) reexamined the technical bases for installing an automatic anti-ice system and demonstrated that automatic control was not necessary for gas turbine intake duct anti-icing. A series of design review calculations and shipboard tests confirmed that anti-icing protection could be provided by manual control of installed butterfly valves feeding hot air to each turbine intake. The time from the IDRT design simplification recommendations to the first modification of the anti-ice system was less than one year. To date, half of the 30 of the 35 ships in the two classes have been modified. This system simplification will result in life cycle maintenance cost savings in excess of 13 million dollars. Future CG-47 class and DDG-51 class ships will include this simplified approach to anti-ice system design for gas turbine intakes.

关键词： GAS TURBINES

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HISTORY OF COAST-GUARD SURFACE EFFECT SHIP PERFORMANCE IMPROVEMENTS

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NAVAL ENGINEERS JOURNAL 1988年第3期100卷 237-250页

作者： LARIMER, G MCCOLLUM, J SCHAUB, B VANLIEW, D WHIPPLE, C Gary Larimer:received his B.S. (1974) and M.S. (1975) degrees in naval architecture and marine engineering from the University of Michigan. He has worked with the Bechtel Professional Corporation the David Taylor Naval Ship Research and Development Center and the United States Coast Guard. He is a member of SNAME ASNE ABYC and IMTI. He is the author of “Reaction Fin Applications In Marine Propulsion” which documented the use of asymmetric pre-swirl vanes to increase propulsion efficiency aboard a 41-ft Coast Guard utility boat. It was presented on 5 March 1987 at the Hampton Roads section of SNAME and was nominated for the section paper of the year award. CWO3 Joe Bobby McCollum USCG: iscurrently engineering officer of the Surface Effect Ship Division Seventh Coast Guard District Key West Florida. Prior to this assignment he was assistant engineering officer on the USCGCUte.His other duty tours included engineering assignments on theCape Currenta 95-foot patrol boat on the USCGCUnimak a 311-foot cutter CG Loran Station Upolo Point Hawaii and CG Station Sabine Pass Texas. CWO McCollum was responsible for modifying and repairing the SESs and contributed many unique problem solving ideas which resulted in much improved operation of the Coast Guard Surface Effect Ship Division. Benton H. Schaub:is a senior engineer with Maritime Dynamics Inc. He has a bachelor of science degree in naval architecture and marine engineering from the Massachusetts Institute of Technology. Mr. Schaub has fifteen years of experience working as a test engineer project engineer and design engineer on advanced marine vehicle projects and is a recognized authority in the areas of hull structure seal system and machinery design for surface effect ships. He has participated in virtually every USN SES design development and test evaluation program including: XR-5 XR-10 SES-100A SES-100A1 and the SES-200. He is currently responsible for performing detailed design and analysis in support of the seal system for the Germa

During the early 1980s the United States Coast Guard took delivery of three surface effect ships (SES) from Bell Halter, Inc. These 136-ton, 30-knot plus, aluminum hulled cutters were to be used primarily for drug interdiction in the southeastern United States. By early 1985, however, the full load weight of these cutters had grown to 150 long tons, and their top speed had dropped to below 23 knots in calm water. By mid-1985, operation of all three SESs was suspended to prevent possible catastrophic failure of their main engines. At this point, the USCG joined ranks with Textron Marine systems (then Bell Aerospace), and Detroit Diesel to analyze what had gone wrong, and to propose solutions to the problems encountered. From that beginning, the performance of the Coast Guard's SESs has steadily and dramatically improved until at present all three cutters are able to exceed their original performance specifications. This paper discusses the problems experienced with the SESs, including engine overloading, vibration, ride quality, seal wear, poor lift system performance, and metal cracking, along with the corrective actions taken to solve them. The cooperation between government and private industry, which made this dramatic turn-around in performance possible, is also explored. Lessons learned about SES technology are viewed in relation to the general experience of the Coast Guard with other types of high performance hull forms.

关键词： NAVAL VESSELS

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THE IN-TANK OIL-WATER SEPARATOR

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NAVAL ENGINEERS JOURNAL 1986年第3期98卷 209-215页

作者： WILLNER, NB DAIGNEAULT, KD Norman B. Willnerhas been employed by the Naval Sea System Command (NA VSEA) for the past five years as a program manager in the Oil Pollution Abatement Branch. His responsibilities include the design development and installation of shipboard systems to control oily waste. He is also the task leader for environmental pollution control systems for the AOE-6 and YFRT ship designs. After attending the University of Maryland Mr. Willner worked as an engineer for the National Bureau of Standards General Services Administration and the U. S. Forest Service. Mr. Willner is a member of ASNE and ASME. Kevin D. Daigneaultis currently working in the Fluid Systems Division of M. Rosenblatt & Son Inc. A graduate of Maine Maritime Academy he received a bachelor of science degree in marine engineering with a minor degree in engineering science. A U.S.C.G. licensed 3rd assistant engineer Mr. Daigneault has experience working with shipboard oil/water separator and sewage systems as well as municipal and residential pollution abatement systems. He is an ASNE member.

Recently enacted public law and international treaties prohibit the discharge of oily wastes from oceangoing ships. To comply with these laws, the U.S. Navy and the Department of Defense (DOD) have issued a directive implementing standards for the prevention of oil pollution from U.S. Navy ships. Because of unique equipment and system design requirements for combatant and auxiliary ships in the U.S. Navy, research and development (R&D) was initiated to develop oil/water separator (OWS) systems. Over the past ten years, three systems were developed that met the Navy's requirements and are currently installed aboard Navy ships. Recently, a new generation of oil/water separator was conceived. Using existing oil coalescing theory and equipment already in the fleet, an in-tank oil/water separator (ITOWS) was developed. This new separator, installed aboard a naval combatant for testing, has met or exceeded all system requirements. Following a satisfactory operational evaluation by an independent U.S. Navy test command, the ITOWS will be specified for installation aboard new U.S. Navy ships. This article reviews current U.S. Navy OWS designs and introduces the ITOWS system currently undergoing final evaluation.

关键词： NAVAL VESSELS

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MASTER ORDNANCE REPAIR APPLIED - STANDARD ITEM 009-67

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NAVAL ENGINEERS JOURNAL 1986年第3期98卷 35-42页

作者： STIMSON, WA MARSH, MT UTTICH, RM William A. Stimsonreceived his B.S. degree in mathematics from the University of Texas at El Paso in 1964 and his M.S. degree in engineering from the University of Santa Clara in 1971. He served in the U.S. Army Artillery during the Korean Conflict and subsequently was employed at IBM Huntsville Alabama until 1968 where he worked in the design of automatic control systems of the Saturn vehicle. From 1968 until 1971 he was employed at Ames Research Center Moffett Field in the design of nonlinear control systems for sounding rockets and pencil-shaped spacecraft. Following this Mr. Stimson worked at Hewlett Packard Sunnyvale California as a test engineer in automatic test systems. Since 1973 Mr. Stimson has been employed at the Naval Ship Weapon Systems Engineering Station Port Hueneme. He was a ship qualification trials project supervisor for many years and is now serving as master ordnance repair deputy program manager. Mr. Stimson is a member of the American Society of Naval Engineers and is program chairman of the Channel Islands Section. Cdr. Michael T. Marsh USNreceived a B.S. in mathematics from the University of Nebraska and was commissioned via the NESEP program in 1970. He holds an M.S. in computer science from the U.S. Navy Postgraduate School and an MBA from the State University of New York. Cdr. Marsh has served in the weapons department of USSFrancis Hammond (FF-1067) and of USSJohn S. McCain (DDG-36). He was weapons officer aboard USSSampson (DDG-10). As an engineering duty officer Cdr. Marsh was the technical design officer for PMS-399 at the FFG-7 Class Combat System Test Center from 1978 to 1982. He is presently combat system officer at SupShip Jacksonville and has been active in the MOR program since its inception. Cdr. Marsh is also the vice chairman of the Jacksonville Section of ASNE. LCdr. Richard M. Uttich USNholds B.S. and M.S. degrees in mechanical engineering from Stanford University. He enlisted in the Navy in 1965 serving as an electronics technician aboard USSNereus (A

The 600-ship United States Navy offers private shipyards an unprecedented opportunity for overhaul of surface combatants with complex combat systems. Recognizing the new challenge associated with the overhaul of high technology combat systems in the private sector, the Navy in 1983 established the master ordnance repair (MOR) program. This program, a joint effort of the Naval Sea systems Command (NAVSEA) and the Shipbuilders Council of America (SCA), was designed to identify and qualify those companies and private shipyards technically capable of managing combat systems work and conducting combat system testing. Standard Item 009–67 describes the role of the MOR company in combat system overhaul. It defines terms that are important to understanding the item itself, and imposes upon the prime contractor an obligation to utilize the MOR subcontractor in a managerial capacity. Specific tasks are assigned to the MOR company in planning, production, and testing. Finally, this standard item describes to the Navy planner how to estimate the size of the MOR team appropriate to the work package, a feature that will ensure that combat system bids are tailored to a specific availability.

关键词： WARSHIPS

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WARSHIPS AND COST CONSTRAINTS

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NAVAL ENGINEERS JOURNAL 1986年第2期98卷 41-52页

作者： HOPE, JP STORTZ, VE Jan Paul Hope a native of Northern Virginia received his bachelor of science degree in mechanical engineering from the University of Virginia in 1969. Upon graduation he began his career in the Department of the Navy with the Naval Ship Systems Command in the acquisition of patrol craft mine sweepers and submarine rescue ships. In January 1971 he transferred to the ship arrangements branch of the Naval Ship Engineering Center. He was selected for the long-term training program at George Washington University in 1974 and completed the program in February 1976 with the degree of master of engineering administration. While at the Naval Ship Engineering Center Mr. Hope was general arrangement task leader on the AO-177 CG-47 CSGN CSGN (VSTOL) CGN-9 (Aegis) and CGN-42 and he also assisted in the landmark Naval Sea Systems Command civilian professional community study. In 1978 he was selected as acting head of the damage control section and subsequently was selected as acting head of the surface ship hydrodynamic section. In February 1980 he was promoted to head of the surface combatant arrangements design section. Mr. Hope was selected for the first class of the NA VSEA commander's development program. While on the program he served in the DDGX combat systems engineering division and the DDGX project office of NA VSEA was the assistant director for ship design in the office of the Assistant Secretary of the Navy for shipbuilding and logistics and was the director of weight engineering and the director of systems engineering for the DDG-51 project in NA VSEA. Upon completion of the program Mr. Hope was assigned as the deputy director of the boiler engineering division to create a new division as a major fleet support initiative by NA VSEA. In June 1985 he joined the staff of the Assistant Secretary of the Navy for shipbuilding and logistics. Mr. Hope was presented the Department of the Navy meritorious civilian service medal in June 1983 for his service with the Office of the Assistant Secretary of the

This paper discusses the need and processes for designing warships to meet cost constraints and for managing warship acquisition programs during the design phase to assure effective adherence to production cost constraints by the design team. The resource control methodology used during the contract design of the Arleigh Burke class destroyer, DDG-51, is examined as a potential model for controlling the cost while maintaining the combat effectiveness of warships. The paper begins with a summary of the basic issue — the relationship among unit cost, unit capability, force level numbers, and force capability — showing recent trends in destroyer costs and force levels. This introduction also includes a discussion of the cost constraint for the DDG-51 in relation to historical trends and ship construction funding allocation. The resource control methodology used to reduce and control costs of the DDG-51 is discussed with a summary of the approach, key concepts and tools, chronology of key events, examples, and results achieved. A number of observations on this methodology are then made which are followed by comments on life cycle costs. The paper concludes with remarks on the future application of the resource control methodology and areas for further work to improve future resource control efforts.

关键词： WARSHIPS

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FUTURE PROPULSION MACHINERY TECHNOLOGY FOR GAS-TURBINE POWERED FRIGATES, DESTROYERS, AND CRUISERS

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NAVAL ENGINEERS JOURNAL 1984年第2期96卷 34-46页

作者： BASKERVILLE, JE QUANDT, ER DONOVAN, MR USN The Authors Commander James E. Baskerville USNis presently assigned to Naval Sea Systems Command (NA VSEA) as the Ship Design Manager for the DDG 51 the Navy's next generation surface combatant. A graduate of the U.S. Naval Academy Class of 1969 he is a qualified Surface Warfare Officer and designated Engineering Duty Officer (ED). He received his M.S. degree in Mechanical Engineering and his professional degree of Ocean Engineer from the Massachusetts Institute of Technology (MIT) and holds a patent right on an Electronic Control and Response System. His naval assignments include tours in USSRamsey (FFG-2) Aide and Flag Lieutenant to the Commander Naval Electronic Systems Command and Ship Superintendent Surface Type Desk Officer and Assistant Design Superintendent at NA VSHIPYD Pearl Harbor. He was awarded the Meritorious Service Medal for distinguished performance at Pearl Harbor Naval Shipyard. As an author he has contributed articles to the ASNEJournaland given presentations at local sections on ship design the use of innovative technology in ship repair and maintenance and the costs and risks associated with engineering progress. Commander Baskerville is a registered Professional Engineer in the State of Virginia an adjunct professor teaching marine engineering at Virginia Tech. and in addition to ASNE which he joined in 1975 is a member of SNAME Tau Beta Pi Sigma Xi ASME and the American Society of Heating Refrigeration and Air Conditioning Engineers (ASHRAE). Dr. Earl R. Quandt:received his degree of Chemical Engineer from the University of Cincinnati in 1956 and his Ph.D. degree in Chemical Engineering from the University of Pittsburgh in 1961. He worked in the naval reactors program at the Bettis Atomic Power Laboratory from 1956 to 1963. Since that time he has been with David Taylor Naval Ship Research and Development Center Annapolis Maryland where he is Head of the Power Systems Division. He contributed to this paper while on a one year assignment to the U.S. Naval Academy as V

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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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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AN ADVANCED METHODOLOGY FOR PRELIMINARY HULL FORM DEVELOPMENT

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NAVAL ENGINEERS JOURNAL 1984年第4期96卷 147-161页

作者： LIN, WC DAY, WG HOUGH, JJ KEANE, RG WALDEN, DA KOH, IY Wen-Chin Lin:heads the Ship Powering Division at the David Taylor Naval Ship R&D Center (DTNSRDC). Dr. Lin received his B.S. degree in mechanical engineering from the National Taiwan University in 1957. He was awarded his M.S. degree in naval architecture and Ph.D. in engineering science from the University of California at Berkeley in 1963 and 1966 respectively. From 1966 to 1969 he was employed by ESSO Research and Engineering Company to conduct marine hydrodynamic research for oil tankers and offshore structures. Since joining DTNSRDC in 1969 he has actively conducted and directed hydrodynamic research to advance naval ship design technology and improve ship performance. Active in national and international symposia on ship hydrodynamic research he is recognized for contributions to the ship research community. For the past six years he has been a member of the Performance Committee of the ITTC and currently serves as secretary of the committee. He is a member of SNAME and the Society of Naval Architects of Japan. William G. Day Jr:. has been employed as a naval architect at the David Taylor Naval Ship R&D Center since receiving a B.E.S. degree from the Johns Hopkins University in 1966. He obtained an M.S. E. degree from George Washington University in 1971. As Head Design Evaluation Branch of the Ship Performance Department he is responsible for model experiments to evaluate the hydrodynamic performance of ships and propulsors. He is a member of ASNE and SNAME. In-Young Koh:received his B.S. and M.S. degrees in electrical engineering from Lowell University in 1969 and 1971 respectively and his Ph.D. in applied mechanics from Rensselaer Polytechnic Institute in 1976. Dr. Koh joined DTNSRDC as an electronic engineer specializing in the application of advanced instrumentation and computer techniques to ship research and design. He is currently engaged in research and development of active control systems for naval ship applications. Dr. Koh is a member of ASNE SNAME and IEEE. David Andrew Walden:is

A ship design methodology is presented for developing hull forms that attain improved performance in both seakeeping and resistance. Contrary to traditional practice, the methodology starts with developing a seakeeping-optimized hull form without making concessions to other performance considerations, such as resistance. The seakeeping-optimized hull is then modified to improve other performance characteristics without degrading the seakeeping. Presented is a point-design example produced by this methodology. Merits of the methodology and the point design are assessed on the basis of theoretical calculations and model experiments. This methodology is an integral part of the Hull Form Design System (HFDS) being developed for computer-supported naval ship design. The modularized character of HFDS and its application to hull form development are discussed.

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