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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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SHIP OVERHAULS AND QUALITY ASSURANCE IN PRIVATE SHIPYARDS

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NAVAL ENGINEERS JOURNAL 1986年第1期98卷 46-58页

作者： CULVER, JA CAPT. JOHN A. CULVER USNR (RET.) is an engineering graduate of the Massachusetts Maritime Academy class of 1947. He holds a BS degree in marine engineering is a licensed chief engineer in the merchant marine a professional engineer (PE) in three states a certified reliability engineer by the American Society for Quality Control and a retired ship engineering duty (ED) officer in the Naval Reserve. He has had responsible engineering positions serving in three merchant ships five Navy ships the Bureau of Ships San Francisco Naval Shipyard the Office of Supervisor of Shipbuilding Quincy Mass. a gas turbine manufacturer's plant and a large consulting firm. His quality engineering experience started in 1966 at Sup-Ship Quincy where he was quality assurance manager for new construction and then he moved to SupShip Boston as quality assurance manager for ship repair operations. In 1981 Capt. Culver returned to active naval service and implemented the quality and reliability vendor motivation program for the Naval Sea Systems Command. Capt. Culver is presently president of J.A. Culver & Co. (a consultant in marine and quality engineering and a member of Searle Consortium Ltd. of Alexandria Va.). He has authored several papers for ASNE and other technical societies and has been a member of ASNE since 1957. He was chairman of the Northern New England Section of ASNE during the 1983-84 period.

This paper provides a comprehensive overview of quality assurance activities for waterfront operations at private shipyards for Navy ship overhauls. It treats the inspection required by ship repair contractors, the function of the supervisor of shipbuilding (SupShip) related to quality assurance, the interfaces between the personnel of the contractor, SupShip and ship's force, the struggle between production and quality, and the necessity for quality assurance engineers in waterfront operations.

关键词： SHIPYARDS

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LIGHTWEIGHT BROAD-BAND HF COMMUNICATIONS ANTENNA (LWCA)

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NAVAL ENGINEERS JOURNAL 1985年第4期97卷 279-286页

作者： BIONDI, RJ PRIDE, RW MURRAY, HD WHEELER, PK Roy J. Biondi:received his B.S.E.E. degree from the University of Illinois and has since taken additional graduate studies at the George Washington University. Currently he is head of the Communication Systems Application Branch code PDE 110–14 within the NAVELEXSYSCOM. Prior to his present appointment he served in the Combat Systems Division Naval Sea Systems Command and served as radar branch head in the former Naval Ship Engineering Center (NAVSEC). He was responsible for development and production of shipboard radars such as the AN/SPS-48 AN/SPS-49 AN/SPS-52 and AN/SPS-55. His primary Navy radar and combat system experience was attained during his earlier career in the Navy's Bureau of Ships where he was the AN/SPS-48 radar project engineer. In addition to ASNE which he joined in 1977 he is a member of IEEE and ASE and has had several technical papers published on radar radar antennas radar processing and transmission lines. Mr. Biondi has a total of 25 years naval experience in radar combat systems and communications. Richard W. Pride:received his B.S.E.E. from the University of Maine in 1959. Currently he is head of the Combatant Ship Section code PDE 110–143 in the Communications Systems Application Branch within the NAVELEXSYSCOM. Prior to joining the Naval Electronic Systems Command in 1974 he was the head of the Communication Antenna Design Section of the former Naval Ship Engineering Center. Harold D. Murray:received his B.S.E.E. from Vanderbilt University. Currently he is an EXCOMM program manager code PDE 110–1433 in the Combatant Ship Section of NAVELEXSYSCOM. As an EXCOMM program manager Mr. Murray is responsible for the external communications system design for the CG-47 (Aegis) class cruisers. Mr. Murray's previous government service includes 14 years at the Naval Research Laboratory (NRL) and 5 years at Naval Air Systems Command. Major areas of responsibility included shipboard RF distribution systems and aircraft intercommunication systems and control. Paul K. Wheeler:is pre

External communications is a critical element in the U.S. Navy design and utilization of a ship's combat system. The communications antenna system is a key factor in attainment of reliable circuit performance and reduction of electromagnetic interference (EMI). To maintain pace with improved ship manufacturing techniques and construction materials, along with design efforts to reduce topside generated EMI/RFI effects, an improved antenna design must also evolve. With the ever increasing complexity in the integration of the topside environment, the RF aspects of the antenna designs must be augmented by detailed analysis of the operating environment and the mechanical design if the goals of reliability and quality performance are to be achieved. The Naval Electronic systems Command has developed a new “Broadband HF Communications Antenna.” This paper traces the design evolution and describes the processes in determining current design deficiencies, the design objectives to correct these deficiencies and the results obtained.

关键词： ANTENNAS

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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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FFG 7 CLASS FIN STABILIZER SYSTEM

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 62-68页

作者： DONAHUE, JC MCMAHON, EJ NELSON, LW Commander John C. Donahue USN:is the Deputy Technical Director for NAVSEA PMS 399 the FFG 7 class Acquisition Project Office. In addition he is the FFG 7 class Fin Stabilizer System Program Manager. Cdr. Donahue is an Engineering Duty Officer and Surface Warfare Officer who holds a BS in marine engineering from the California Maritime Academy a BS in business administration and an MS in material management from the Naval Postgraduate School. He is a designated Weapons Systems Acquisition Manager. Cdr. Donahue's sea service includes three tours culminating as chief engineer in USSFarragut (DLG-6) during that ship's complex overhaul as the DLG pilot ship for the 1200 PSI improvement program. Significant shore duty includes the Philadelphia Naval Shipyard where he served as theBelknapproject officer during that ship's repair restoration and modernization following its collision with USSJohn F. Kennedy (CV-67) Assistant Sixth Fleet Maintenance Officer and the Naval Research Laboratory. Cdr. Donahue was the charter president of the ASNE Section at the Naval Postgraduate School. Edward J. McMahon:is founder and President Reliability Sciences Incorporated (RSI) and has been supporting NAVSEA on the FFG 7 Class fin stabilizer system procurement since 1977. Mr. McMahon has a BSME from New Jersey Institute of Technology and has done graduate work in electrical engineering operations research and engineering administration at New Jersey Institute of Technology Seton Hall University University of Alabama and George Washington University. He has authored and presented various papers on reliability and electrostatic discharge control and coauthored a book Electrostatic Discharge Control — Successful Methods for Microelectronics Design and Manufacturingpublished by Hayden Publishing Company 1983. Mr. McMahon is a registered Professional Engineer and listed in Who's Who 1977 1978 1982 and 1983. Louis W. Nelson:is an electrical engineer with the NAVSEA Surface Ship Control and Hydraulic System Branch where he ha

This paper discusses the new fin stabilizer system developed for the FFG 7 class ships. The paper includes: a brief history of fin stabilizers, the advantages of fin stabilizers on Navy combatants, brief theory of system operation, the approaches used in system development, and an up to date program status. This paper furthers Nelson and McCallum's paper [1] which addresses the infancy of the FFG 7 fin stabilizer system development program.

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Coordinated control and its implementation

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Process Safety Progress 1982年第2期1卷 85-90页

作者： C. S. Lin T. H. Tsai J. W. Lane Tenneco Inc. Houston Texas 77001 Cheng S. Lin:was born in Taiwan and received a BS in Mechanical Engineering at Cheng Kung University. He came to the Rensselaer Polytechnic Institute in 1959 where he received a MME in Mechanical Engineering in 1962 and a PhD in Mechanical Engineering in 1966 He spent three years at West Virginia Pulp and Paper Co. in Process Control Research three years at TRW Inc. Systems Group on the Apollo program and nine years at Bonner and Moore Assoc. installing process control systems worldwide. He joined the Operations Technologies Department of Tenneco Inc. as a Consulting Engineer in June 1980. He is a US citizen and a member of IEEE. Thomas H. Tsai:is a Managing Engineer of the Operations Technologies Department of Tenneco Inc. He is a Registered Professional Engineer in the State of Calif. and is a Member of AIChE and a Senior Member of ISA. He received a BS degree in Chemical Engineering at Tunghan University of Taiwan and attended graduate school at Oklahoma State University. James W. Lane:received a BE and MS in Chemical Engineering from the University of Southern California. He is a Registered Professional Engineer in the States of Tex and Calif. and is a Member of the AIChE Senior Member of the IEEE and Senior Member of the SME. For the last seven years he has been Director of the Operations Technologies Department of Tenneco Inc. a cooperate engineering group providing expertise in advanced control technology for process control energy management and environmental monitoring systems.

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SHIPBOARD MAIN BOILER AND FEED PUMP control-SYSTEM ONLINE ALIGNMENT VERIFICATION

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NAVAL ENGINEERS JOURNAL 1982年第6期94卷 39-46页

作者： BANHAM, JW ADAM, DJ James W. Banham:holds positions both as Director of the Machinery Automation Systems Department of the Naval Ship Systems Engineering Station and as Assistant Chairman of the Mechanical and Industrial Engineering Department of Drexel University's Evening College where he holds the rank of Adjunct Associate Professor. He is the author of a text on Numerical Methods Applications in Engineering. In addition to numerous technical papers he is also the author of the ISA film on Boiler Feedwater Control Systems. A registered professional engineer in the state of Pennsylvania Mr. Banham is co-author of a forthcoming handbook on preparing for the Professional Engineering Examination in mechanical engineering. Mr. Banham holds a bachelor of science degree in mechanical engineering from the Pennsylvania State University his graduate studies were taken at the University of Pennsylvania. He is currently a member of the American Society for Engineering Education and the Instrument Society of America. He served as a member of the ISA Education Committee from 1964 through 1973 and as a member of the ISA Power Plant Dynamics Committee since 1969. His service on the latter committee includes terms as Executive Secretary Vice-Chairman and Chairman. Among other honors Mr. Banham was the winner of the Naval Ship Engineering Center's first Technical Achievement Award (1963) Technical Publication Award (1974) and Equal Employment Opportunity Award (1978). He was also the recipient of Drexel University's Laura S. Campbell Award for Excellence in Teaching (1978). He has taught undergraduate courses in classical control theory numerical methods computer programming systems design and analysis and instrumentation. He also teaches systems theory and computer science in an EIT Review and heat transfer in a PE Review conducted by the Drexel University Department of Continuing Professional Education. Mr. David J. Adam:is a Project Engineer in the Naval Sea Systems Command (PMS301) Steam Propulsion Plant Improvement Program where he i

One of the most serious problems encountered in Naval steam plants following World War II was the unreliable performance of boiler and main feedpump pneumatic control systems. In addition to control component and system design deficiencies, these control systems suffered from inadequate methods to measure and adjust system alignment. This paper describes the development of a set of procedures for on-line alignment verification (OLV) of pneumatic main boiler and feedpump control systems. The procedures are designed for use by N avy control system technicians and, in addition to on-line alignment verification, provide guidance for troubleshooting and for performing system alignment. Procedure static checks measure steady state steaming performance and OLV procedure dynamic checks measure the ability of the boiler and control systems to respond to load changes. The paper describes typical control system characteristics that influence OLV procedure content and the supporting analysis that was used to establish alignment criteria ranges that satisfy both steady state and transient performance requirements. Also described is the alignment criteria tolerance analysis along with the steps involved in a typical OLV check procedure development. Descriptions of the various OLV checks, troubleshooting procedures and alignment procedures are provided. Typical shipboard implementation requirements are described and experience to date with the procedures is provided along with a status report on OLV procedure implementations.

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SEALIFT CAPABILITIES AND SEA SHED

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NAVAL ENGINEERS JOURNAL 1982年第2期94卷 61-67页

作者： ROCHE, JJ CORKREY, R BENEN, L Mr. John Roche:graduated from the State University of New York Maritime College with a bachelors degree in marine engineering and received an M.B.A. from the Wharton School. He worked as a Designer in the Engineering Technical Department of Newport News Shipbuilding and Drydock Co. and he sailed with a number of U.S. flag companies as an Engineering Officer. He joined the Maritime Administration in 1967 and is currently the Assistant for Program Development and Control in the Office of Research and Development. He is a member of ASNE and SNAME. Mr. Ron Corkrey:received B.B.A and M.B.A degrees from the Golden Gate University and was later a guest lecturer there and at other universities. From 1955 to 1969 he held various positions with the Matson Navigation Company ranging from Systems Analyst to Pier Superintendent. From 1969 to 1971 he was the Northern California District Manager for Signal Trucking Service Ltd. He joined the Maritime Administration in 1971 as a Transportation Specialist in the Western Region Office and he is now in Washington D. C. as Program Manager for Cargo Systems R&D. He is a member of the SNAME D31 (Cargo Handling) Panel. Mr. Larry Benen:received his B.S. degree from the U.S. Merchant Marine Academy and a M.S. degree from George Washington University. He is a graduate of the Industrial College of the Armed Forces (ICAF). He has been employed as a research program manager for the Naval Sea Systems Command since 1967 in the areas of Hydromotions and Logistics. He is presently the Program Manager for the Merchant Ship Naval Augmentation Program Exploratory Logistics Experimental Ships and Strategic Sealift Procurement Program.

Projecting our power to far corners of the earth depends on a strategic mobility triad composed of: airlift, prepositioned equipment, and sealift. Airlift can move personnel effectively and limited supplies quickly over great distances. Prepositioned equipment and supplies can extend the effectiveness of those personnel if the circumstances are right, and if we have chosen our positioning sites well. Sealift will provision the lion's share of any protracted engagement, and the ships of the Merchant Marine are a key element in our sealift resources. This paper describes various ways that the Merchant Fleet is being made more responsive to its possible role as a naval auxiliary, and it describes a new concept called SEA SHED which can quickly expand the versatility of Containerships. Containerships have revolutionized marine transportation and they now represent a large and growing portion of the Commercial Fleet. They are limited in the types of cargo they can carry, however, excluding much of the larger equipment required by military units. SEA SHED is a cargo module which fits into the cell guides of a Containership and effectively converts it to a 'tween deck, break-bulk ship which can carry almost all military equipment.

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THE INTRODUCTION OF HEAT RECOVERABLE COUPLINGS TO SHIP REPAIR AND MAINTENANCE

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NAVAL ENGINEERS JOURNAL 1982年第6期94卷 63-71页

作者： LIBERATORE, DJ BASKERVILLE, JE LCdr. Donald J. Liberatore USN: began his career in the U.S. Navy in 1965. He has had many diverse assignments involving surface ships and submarines during the past seventeen years. During his tour at Naval Shipyard Portsmouth (N.H.) he was Assistant Design Superintendent and responsible for the introduction of Heat Recoverable Coupling technology into the shipyard. Presently he is assigned to the Naval Sea Systems Command (NAVSEA) in the Sonar Dome Office. Prior assignments within NAVSEA have been as Assistant Ship Systems Design Manager for the SSNX and FA-SSN preliminary designs in the Submarine Propulsion Analysis Branch in the Submarine Hydrodynamics Branch and in the Gear Coupling and Clutch Branch. He received his Bachelor of Engineering degree from Vanderbilt University in 1971 and in 1977 graduated from Massachusetts Institute of Technology with his M.S. degree in Naval Architecture and Marine Engineering and his Professional degree of Ocean Engineer. A member of ASNE since 1975 LCdr. Liberatore also is a member of IEEE SNAME the Naval Institute and Sigma Xi. Cdr. James E. Baskerville USN: is presently assigned to NAVSEA as the Ship Manager for the DDG 51 the Navy's next generation surface combatant. In a previous tour at Naval Shipyard Pearl Harbor he was the Navy's Program Manager for Heat Recoverable Coupling introduction in ship repair and maintenance. A graduate of the U.S. Naval Academy Class of 1969 he is a qualified Surface Warfare Officer and a designated Engineering Duty Officer (ED). He received his M.S. degree in Mechanical Engineering and his Professional degree of Ocean Engineer from Massachusetts Institute of Technology and also holds a patent right on an Electronic Control and Response System. His naval assignments have included tours in the USS Ramey (FFG-2) as Aide and Flag Lieutenant to the Commander Naval Electronic Systems Command and as Ship Superintendent Surface Type Desk Officer and Assistant Design Superintendent at Naval Shipyard Pearl Harbor. Cdr. Baskervi

Although Heat Recoverable Couplings (HRCs), used to join pipe, may be labeled innovative “state-of-the-art” technology for U.S. Naval Shipyards, they have been in use in foreign ships and high technology industries for over a decade. HRCs provide a permanent leak-proof pipe joint in specified applications without the use of high temperature and the inherent hazards of an open flame. Manufactured from NITINOL, a nickel-titanium alloy developed by the U.S. Navy, the couplings exhibit a “shape memory” characteristic. That is, they return (shrink) to a specified shape (pipe diameter) thus forming a mechanical seal when the expanded coupling is removed from a cryogenic environment and warmed above approximately —130°C. This paper provides background information into the development of NITINOL, technical explanation of shape memory metallurgy, and a summary of results, with specific examples, describing the trial use of HRCs at Pearl Harbor and Norfolk Naval Shipyards. Limited return cost data and recommendations for future use are presented. Then, using the HRC program as a basis, the Authors discuss the conservative nature of the ship repair and maintenance environment. This environment, in the Authors' opinion, couples with complex contractual constraints and requirements which serve to restrict the introduction of new ideas. An analogy is made to Russian tenacity of recent years which promotes “exploring and doing” while we in the U.S. Navy are frequently content to study.

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MACHINERY ARRANGEMENT DESIGN - A PERSPECTIVE

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NAVAL ENGINEERS JOURNAL 1981年第3期93卷 133-141页

作者： RESNER, ME KLOMPARENS, SH LYNCH, JP Mr. Michael E. Resner:received an Engineering Degree from Texas A&M University in 1966 and has done graduate work in management at American University. He is Director Machinery Arrangements/Control Systems and Industrial Facilities Division (SEA 525) at the Naval Sea Systems Command. His previous positions have included Program Manager Solar Total Energy Program at the Department of Energy and Branch Chief Machinery Control Systems Branch at the Naval Ship Engineering Center. Mr. Stephen H. Klomparens:is a Naval Architect at Designers & Planners Inc. and is engaged in development of computer aids for ship design. He received his B.S.E. degree in Naval Architecture and Marine Engineering from the University of Michigan in 1973 and his M.S. degree in Computer Science from the Johns Hopkins University. Mr. Kolmparens began his professional career at Hydronautics Inc. in 1974 where he was involved in the use of marine laboratory facilities for test and development of conventional and advanced marine craft. Since 1977 he has been involved with naval and commercial ship design and with development of computer-aided ship design tools. Mr. John P. Lynch:is a Principal Marine Engineer with Hydronautics Inc. He was previously employed in the auxiliary machinery and computer-aided design divisions of the David W. Taylor Naval Ship R&D Center the machinery design division of the New York Naval Shipyard and the machinery arrangement code of the Bureau of Ships. His active naval service was as a ship superintendent in the production department of the Long Beach Naval Shipyard. Mr. Lynch received his B. S. degree in Marine Engineering from the New York State Maritime College and his M.S. degree in Mechanical Engineering from Columbia University. He is a licensed Professional Engineer in the State of New York and a member of ASNE.

The machinery arrangement design process has remained relatively unchanged over the years. Recently, external demands have been placed on both the product and the producers that call for changes to this process. This paper cites these external demands and traces the evolution of the process changes from the rule-of-thumb machinery box sizing routines up to the current automated procedures. The machinery arrangement design practice is presented, and existing analytic and graphics aids are discussed. The user requirements for improved design aids are presented, with implementation guidelines and hardware/software alternatives.

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