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AN IMPROVEd WORd-dETECTION ALGORITHM FOR TELEphONE-QUALITY SPEECH INCORPORATING BOTH SYNTACTIC ANd SEMANTIC CONSTRAINTS

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AT&T BELL LABORATORIES TECHNICAL JOURNAL 1984年第3期63卷 479-498页

作者： WILPON, JG RABINER, LR MARTIN, T AT&T Bell Laboratories. Lawrence R. Rabiner: S.B. and S.M. 1964 Ph.D. 1967 (Electrical Engineering) The Massachusetts Institute of Technology AT&T Bell Laboratories 1962—. Jay G. Wilpon: B.S. A.B. (cum laude) in Mathematics and Economics respectively 1977 Lafayette College Easton PA M.S. 1982 (Electrical Engineering/Computer Science) Stevens Institute of Technology Hoboken NJ AT&T Bell Laboratories 1977—.

Accurate location of the endpoints of spoken words and phrases is important for reliable and robust speech recognition. The endpoint detection problem is fairly straightforward for high-level speech signals in low-level stationary noise environments (e.g., signal-to-noise ratios greater than 30-dB rms). However, this problem becomes considerably more difficult when either the speech signals are too low in level (relative to the background noise), or when the background noise becomes highly nonstationary. Such conditions are often encountered in the switched telephone network when the limitation on using local dialed-up lines is removed. In such cases the background noise is often highly variable in both level and spectral content because of transmission line characteristics, transients and tones from the line and/or from signal generators, etc. Conventional speech endpoint detectors have been shown to perform very poorly (on the order of 50-percent word detection) under these conditions. In this paper we present an improved word-detection algorithm, which can incorporate both vocabulary (syntactic) and task (semantic) information, leading to word-detection accuracies close to 100 percent for isolated digit detection over a wide range of telephone transmission conditions.

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BUILd - A SOFTWARE CONSTRUCTION TOOL

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AT&T BELL LABORATORIES TECHNICAL JOURNAL 1984年第6期63卷 1049-1059页

作者： ERICKSON, VB PELLEGRIN, JF AT&T Bell Laboratories. Verlyn B. Erickson: B.A. (Mathematics/Physics) 1968 Augustana College M.S. (Computer Science) 1970 University of Wisconsin Madison Mathematics Research Center University of Wisconsin 1969–1972 Engineering Computing Laboratory University of Wisconsin 1970–1977 AT&T Bell Laboratories 1977—. John F. Pellegrin: B.A. (Mathematics) 1965 Occidental College M.A. (Mathematics) 1967 Arizona State University AC Electronics Defense Research Laboratories Goleta CA 1967–69 Ph.D. (Mathematics) 1972 Arizona State University AT&T Bell Laboratories 1972—.

The build tool is used as a sophisticated method of generating and modifying software systems. Build is being used successfully by a number of UNIX ™ software-based projects at AT&T Bell Laboratories. Build is an extension to the make program that permits several software developers to independently make a collection of software while sharing the same fully populated set of directories, with the changed files residing in their own directories. An important concept in using build is software view , which represents the selection of a particular version of software for a generation environment. For example, a developer's view of a software system generally includes all of the current “official” software perturbed by the developer's private modifications to the system. A testing team's view may be the current official software perturbed by changes that a set of developers have made and have submitted for project system testing. A system user's view is a fully tested and released version of the software. The function of build is to simplify the administration of the different views of the software system. The build tool is being used by a number of large software development projects as the primary software generation tool. Build plays a central role in the development strategies and standards used in these projects.

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ON THE APPLICATION OF EMBEddEd TRAINING TO CONNECTEd LETTER RECOGNITION FOR dIRECTORY LISTING RETRIEVAL

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AT&T BELL LABORATORIES TECHNICAL JOURNAL 1984年第3期63卷 459-477页

作者： RABINER, LR WILPON, JG TERRACE, SG AT&T Bell Laboratories. Lawrence R. Rabiner: S.B. and S.M. 1964 Ph.D. 1967 (Electrical Engineering) The Massachusetts Institute of Technology Bell Laboratories 1962—. Sandra G. Terrace: B.S. (summa cum laude in Mathematics) 1975 Northeastern University Boston Massachusetts. Ms. Terrace works primarily from her home in Chelmsford Massachusetts where she and her husband own and operate a computer software consulting firm. She is a computer software consultant to the Acoustics Research Department of AT&T Bell Laboratories at Murray Hill New Jersey. Jay G. Wilpon: B.S. and A.B. (cum laude) in Mathematics and Economics respectively 1977 Lafayette College Easton Pennsylvania M.S. (Electrical Engineering/Computer Science) 1982 Stevens Institute of Technology Hoboken N.J. AT&T Bell Laboratories 1977—.

Automatic speech recognition has advanced to the stage where it is now possible to recognize connected strings of words (e.g., digits, letters, city names, airline terms) from a word reference set of isolated tokens of each of the words in the vocabulary. Recently, an improved training technique called embedded word training was proposed, in which reference word patterns were extracted from within connected word sequences themselves. In this investigation we extend the embedded word training procedure to handle letters of the alphabet for use in a directory listing retrieval task. By performing connected letter recognition of spoken names based on letter classes (rather than specific letters themselves), we show how reliable name recognition results can be achieved using a fairly straightforward system on 200 randomly chosen names (chosen from an 18,210-name directory) spoken at a normal rate by four talkers (three male, one female) in a speaker-trained mode. We have found that an 8-percent improvement in name recognition accuracy is obtained when using embedded letter training patterns over that obtained from isolated letter patterns alone. The overall name recognition accuracy was close to 95 percent.

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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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SHIP COMBAT SYSTEM SIMULATION (SCSS)

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 142-148页

作者： MENSH, dR The Authorreceived his B.S. and M.S. degrees in applied physics from Loyola College in Baltimore Md. and the American University in Washington D.C. He also has completed his course work towards his Ph.D. degree in computer science specializing in the fields of system analysis and computer simulation. He has been employed at the Naval Surface Weapons Center White Oak Laboratory Silver Spring Md. for the past seventeen years in the areas of weapon system analysis and the development of weapon system simulations. Since 1978 he has been involved in the development of simulation tools that can be applied to the solution of shipboard combat system architecture and engineering problems. Currently at the White Oak Laboratory he is responsible for the application of and further development of the Single Ship Combat System Simulation.

This paper will describe a combat system integration and analysis tool called the Ship Combat System Simulation (SCSS). The SCSS was designed as an analysis tool to study sensor command and control and weapon system integration for shipboard combat systems. The simulation represents the combat system components as nodes in a network. data flows between the nodes through the links. SCSS is a structured program simulation written in Simscript II.5. The structured program feature allows for ease of combat system reconfiguration into different types of architectures. Consequently, SSCS can be used to study and analyze different combat system architectures. Currently the model has an antiairwarfare (AAW) capability and a partial antisurface warfare (ASUW) capability. The model has been used in ship vulnerability and survivability studies, individual combat system component studies, component trade-off analysis; and total system reaction time analysis. Figure 1 presents a sample of a SCSS link-node diagram. Figures 8 and 9 present combat system sequence and timing diagrams. The model boasts a postprocessing capability that includes both statistics and graphics packages. The SCSS has been developed jointly by the Naval Weapons Center, Naval Ocean Systems Center, Naval Surface Weapons Center, Naval Ships Weapons Systems engineering Station, and CACI, Inc. SCSS is supported by naval and industrial laboratories throughout the country. The users of the simulation belong to the SCSS User's Group which meets periodically throughout the year. Members of the User's Group develop equipment nodes and exchange ideas. The User's Group maintains SCSS configuration management allowing for Simscript II.5 code written by any one user to be used by all other users.

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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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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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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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GENETIC-engineering ANd ENVIRONMENTAL-POLLUTION - POTENTIAL ANd UNCERTAINTIES

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BIO-technology 1983年第8期1卷 670-673页

作者： ZABORSKY, OR Oskar R. Zaborsky Ph.D. is a program director in the Division of Chemical and Process Engineering of the National Science Foundation 1800 G Street Washington DC 20550. The views conclusions and recommendations expressed herein are those of the author and do not necessarily reflect the views and policies of the National Science Foundation.REFERENCES Conference on "Genetic Control of Environmental Pollutants" July 31-August 3 1983 University of Washington School of Public Health & Community Medicine and Department of Environmental Health Seattle WA. The proceedings are to be published by Plenum Press.Recent reports covering the handling of hazardous industrial wastes including biological processes are (a) "Management of Hazardous Industrial Wastes: Research and Development Needs" National Research Council National Academy Press Washington D.C. 1983 (b) "Technologies and Management Strategies for Hazardous Waste Control " Congress of the United States Office of Technology Assessment Washington D.C. 1983.An expanded report on the technology market analysis regulatory and legislative factors dealing with biotechnology applications to hazardous wastes has been produced by Dr. Thomas O.Peyton AmTech Consultants Vienna VA for the OTA study.Baross J.A. and Deming J.W.1983. Growth of 'black smoker' bacteria at temperatures of at least 250C. Nature303: 423-426.|Article|ISI|ChemPort|

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AN INTERNATIONAL PERSPECTIVE

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BIO-technology 1983年第1期1卷 33-36页

作者： ZABORSKY, OR Oskar R. Zaborsky Ph.D. is program director at the National Science Foundation and founding editor of Biotechnology Patent Digest.REFERENCES Quantitative data given in this paper are derived from patents reported in the biweekly periodical Biotechnology Patent Digest OMEC Publishing Co. McLean VA.Science Indicators 1980 National Science Foundation p. 18-21 1981.The percentages given do not include U.S. inventors assigning their rights to foreign organizations.While there are examples of foreign inventors assigning the rights to U.S. corporations in the 1982 biotechnology patents covered the practice is not significant (less than 10 examples). Also equal examples exist of U.S. inventors assigning their rights to foreign corporations. Again the total number is not significant.Merck and Miles are identified as U. S. companies because the patents issued to them were assigned to the U.S. organization. However Merck is also based in West Germany and Miles is a subsidiary of Bayer AG a West German company.The author recognizes that some patents from the new genetic engineering companies may have been filed but not yet issued. Indeed a few have been filed at other patent offices especially the European Patent Office. Also the U.S. PTO has been quite efficient in issuing most biotechnology patents within 2 years after filing. Some patents have been issued in less than a year but there are also cases which required a longer time period.

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