We need to communicate with other applications using various methods and when communicating, we need to guarantee delivery. In the .NET environment, we generally use anddevelop MSMQ which creates outgoing queues for ...
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We need to communicate with other applications using various methods and when communicating, we need to guarantee delivery. In the .NET environment, we generally use anddevelop MSMQ which creates outgoing queues for messages waiting to be sent and incoming queues for messages waiting to be received. MSMQ is message-oriented middleware whose queues, according to the developer, are very reliable, simple and more efficient than other skills. However, when developing a huge system, we found out that some problems occur when operating various queues (private/public). This paper shows the results of various tests using MSMQ, such as the status of mqsvc, CPU or memory usage, and whether or not the messages are sent andreceived. Also, we learned how to use MSMQ in order to develop Message Queuing-based applications.
A project is under way in Japan to develop a high-power voltage source convertersystem for future dC interconnection between AC networks and HVdC transmission. A 300 MW/AC 275 kV converter transformer with series-con...
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A project is under way in Japan to develop a high-power voltage source convertersystem for future dC interconnection between AC networks and HVdC transmission. A 300 MW/AC 275 kV converter transformer with series-connected line-side windings for combination of multiple voltage source PWM converters in series on the AC side is being developed. down-scaled transformer models were manufactured, and subjected to factory testing to verify the solutions for equalization of voltage sharing between the windings, prevention of dC magnetization in the core caused by the converter output voltages, and estimation of core losses when the core is magnetized by a PWM converter. Based on the design criteria confirmed by factory testing, 53 MVA GTO-based converters and converter transformers were installed for a prototype back-to-back link between actual 50 Hz/66 kV and 60 Hz/275 kV systems, and field testing is being conducted. The behavior of magnetic flux across the core during operation was monitored by embedded Hall-effect sensors. Satisfactory results were obtained.
The objectives of Human Engineering (HE) are generally viewed as increasing human performance, reducing human error, enhancing personnel and equipment safety, andreducing training andrelated personnel costs. There a...
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The objectives of Human Engineering (HE) are generally viewed as increasing human performance, reducing human error, enhancing personnel and equipment safety, andreducing training andrelated personnel costs. There are other benefits that are thoroughly consistent with the direction of the Navy of the future, chief among these is reduction of required numbers of personnel to operate and maintain Navy ships. The Naval research Advisory Committee (NrAC) report on Man-Machine Technology in the Navy estimated that one of the benefits from increased application of man-machine technology to Navy ship design is personnel reduction as well as improving system availability, effectiveness, and safety The objective of this paper is to discuss aspects of the human engineering design of ships andsystems that affect manning requirements, and impact human-performance and safety The paper will also discuss how the application of human engineering leads to improved performance, and crew safety, andreduced workload, all of which influence manning levels. Finally, the paper presents a discussion of tools and case studies of good human engineering design practices which reduce manning.
作者：
JOHNSON, rACArACOSTAS, NPCOMSTOCK, ENMr. Robert A. Johnson is currently a Naval Architect in the Hull Group (SEA 32)
Ship Design and Integration Directorate Naval Sea Systems Command. He received his Associate in Engineering degree in Drafting and Design Technology in 1959 his B.S. degree in Aerospace Engineering in 1965 and his M.S. degree in Engineering Mechanics in 1970 all from Pennsylvania State University. In 1973
he was selected for the Navy's Long-Term Training Program at the University of Michigan from which he received his M.S.E. degree in Naval Architecture in 1974. Mr. Johnson began his professional career at the Ordnance Research Laboratory Pennsylvania State University in 1959 where he was involved in the design of hydroelastic submarine models and conducted research in the area of flow-induced structural vibrations. Subsequently he joined HRB-Singer at State College Pennsylvania in 1967 as a Research Engineer and in 1969 joined the former Naval Ship Engineering Center (NAVSEC) where he was employed in the Submarine Structures Branch Surface Ship Structures Branch and the Performance and Stability Branch of the Hull Division. Currently he is the CASDAC Hull System Technical Director and also Head of the Surface Ship Hydrodynamics Section (SEA 32133) Naval Architecture Division Naval Sea Systems Command a member of ASE
SNAME and Tau Beta Pi and one of the Navy Subcommittee Members of the Ship Structures Committee.Mr. Nicholas P. Casacostas is currently a Section Chief for Naval Architecture in the Washington
D.C. office of M. Rosenblatt & Son Inc. His professional career has been in both Navy and commercially related fields and he has had published several technical papers dealing with the subjects of Ship Propulsion and Hydrodynamics as well as Shipping Economics and Operations. A member of ASNE since 1977 he also is a member of the Royal Institute of Naval Architects and SNAME and presently serving on the latter's H-2 (Resistance and Propulsion) Panel. Mr. Edward N. Comstock is currently a Seakeeping Speciali
The recent trend in Naval Forces has been a shrinking Fleet in both numbers and ship size. This dictates that our ships must have greateroperational effectiveness if the Navy is to continue to carry out its mission i...
The recent trend in Naval Forces has been a shrinking Fleet in both numbers and ship size. This dictates that our ships must have greateroperational effectiveness if the Navy is to continue to carry out its mission in the future as it has done in the past. The seakeeping performance of a ship is a majordeterminant of its overall operational effectiveness. The methodology presented in this paper is a comprehensive approach to the evaluation of a ship's seakeeping performance. The scope of this methodology encompasses the assessment of ship mission scenarios and the relative importance of associated mission requirements as well as the probabilistic description of the uncertainties imposed by the variable ocean environment. The methodology is presented in a general sense so that the seakeeping performance of a ship's configuration can be evaluated as a function of mission scenario, mission area, sea state, ship heading, and speed. In order to utilize the full potential of the methodology, more refined scenario descriptions and more accurate environment specifications must be obtained. A simplified example is presented in which a comparison of the operational effectiveness of two small hull forms is made, using information now available to the designer. It is anticipated that the methodology presented can be used not only as a powerful tool in the decision-making process of practical ship design, but also as the basis for parametric studies of mission strategies.
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