AbstractSan Juan Generating Station is a coal‐fired power plant utilizing the Wellman‐Lord SO2recovery process for meeting SO2compliance regulations. A sulfuric acid plant was designed and built for reliably produci...
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AbstractSan Juan Generating Station is a coal‐fired power plant utilizing the Wellman‐Lord SO2recovery process for meeting SO2compliance regulations. A sulfuric acid plant was designed and built for reliably producing a saleable product from the recovered SO2. Criteria are presented to describe some of the features incorporated into the plant design to meet this unique applicat
作者:
FLEGAL, WMHANEY, EAELLIOTT, RSKAMINO, JTERNST, DNWilliam M. Flegal
Eugene A. Haney Ray S. Elliott John T. Kamino: andDavid N. Ernstare engineers in AT&T Network Systems Media Division Atlanta Georgia. They are responsible for preform and single-mode fiber process development and fabrication. Mr. Flegal received a B.S. M.S. and Ph.D. in Mechanical Engineering from the Georgia Institute of Technology and joined AT&T in 1970.
Optical fibers for telecommunications consist of a core of high-purity doped silica and a silica cladding. The fiber, which has a diameter of 125 mu m, is drawn from a preform, and replicates its dimensional and refra...
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Optical fibers for telecommunications consist of a core of high-purity doped silica and a silica cladding. The fiber, which has a diameter of 125 mu m, is drawn from a preform, and replicates its dimensional and refractive-index characteristics. A process to produce preforms named the Modified Chemical Vapor Deposition (MCVD) process uses a fused quartz tube on whose inner surface layers of high-purity glasses are deposited. The tube subsequently becomes the fiber cladding. Although multimode systems were very successful, it soon became apparent that the future belonged to single-mode systems. A single-mode fiber does not have modal dispersion problem and, therefore, has a bandwidth many times higher. Continued growth in the demand for single-mode fiber cables has resulted in the conversion of over 90 percent of production capacity to single-mode products.
作者:
NETZER, DCombustion Engineering Inc
Randall Process Systems Houston TX USA Combustion Engineering Inc Randall Process Systems Houston TX USA
The Randall process for CO//2 separation uses very low CO//2 recompression energy and almost negligible heat energy for solvent regeneration. Overall light hydrocarbons recovery on heat content basis is more than 97% ...
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The Randall process for CO//2 separation uses very low CO//2 recompression energy and almost negligible heat energy for solvent regeneration. Overall light hydrocarbons recovery on heat content basis is more than 97% in this high-pressure process which uses a water-based physical solvent or pure water for separation. CO//2 regenerated at relatively high pressure and liquefied while used as a heat source for CO//2-hydrocarbons fractionation. Oxidation of residual H//2S in the CO//2 is incorporated into the CO//2 absorption system. This approach to CO//2-hydrocarbon-H//2S separation integrates CO//2 absorption fractionation and H//2S removal.
A mathematical model is developed for a fairly large class of so-called fed-batch fermentation processes. The model consists of a set of non-linear stochastic differential equations. Measurements of a linear combinati...
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A mathematical model is developed for a fairly large class of so-called fed-batch fermentation processes. The model consists of a set of non-linear stochastic differential equations. Measurements of a linear combination of states with additive noise are available at sampling instants. Our objective is to control the system such that it follows same prespecified trajectory. An integral criterion is formulated which should be minimized to achieve the desired system performance. The non-linear stochastic differential equations are linearized around the prespecified trajectory. The linearized continuous time system is transformed into an equivalent discrete time system (EDS) and the integral criterion is transformed into a sum criterion. Robustness of the control is achieved by applying adaptive control to the fermentation process. The EDS is rewritten as an ARMAX-representation and the sum criterion is formulated in terms of output and control rather than in terms of states and control. The relation between the parameters of the ARMAX-mode1 and the original microbiological parameters are established. Finally an adaptive control law is formulated, which, under certain restrictive conditions, will be close to optimal with respect to the averaged quadratic sum criterion.
作者:
EICHINGER, BJThe Author is head of the Water Technology and Process Materials Section
Naval Ship Systems Engineering Station (NAVSSES) in Philadelphia. She graduated from Marywood College in 1965 with a bachelor's degree in chemistry. Ms. Eichinger began her career with the Navy as an analytical chemist responsible for resolution of shipboard problems involving water water-formed deposits corrosion contamination and chemical cleaning. She with NAVSSES engineers corrected significant fleet problems arising from contaminants in submarine main hydraulic fluid systems and distillate fuel systems. Ms. Eichinger coordinated with the Naval Sea Systems Command to develop evaluate and implement the water treatment program now in use for all non-nuclear naval propulsion and auxiliary water and steam systems. She is a current member of the American Society of Mechanical Engineers and the author of the Naval Ships' Technical Manual chapter Boiler Water/Feedwater Test and Treatment.
The causes and effects of corrosion and contamination in conventional steam generator systems are described briefly. Treatment and control methodologies currently used by the Navy for feedwater, steam, condensate, and...
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The causes and effects of corrosion and contamination in conventional steam generator systems are described briefly. Treatment and control methodologies currently used by the Navy for feedwater, steam, condensate, and boiler water are detailed. Examples are cited of the manner in which Navy personnel are trained in interpretation of analytical data and in trend analysis in order that the ship can exercise preventive and corrective control of problems. Ancillary subjects discussed include chemical cleaning, mechanical cleaning, and out-of-service preservation. An overview of planned improvements is provided.
作者:
Groves, D.M.Exxon Chemical Co
Process Control Systems Baytown TX USA Exxon Chemical Co Process Control Systems Baytown TX USA
This paper examines the retrofit of a sophisticated control system into an existing petrochemical complex. Exxon has been pursuing modern processcontrolsystems development since the early 1960's. These systems g...
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ISBN:
(纸本)0876648014
This paper examines the retrofit of a sophisticated control system into an existing petrochemical complex. Exxon has been pursuing modern processcontrolsystems development since the early 1960's. These systems generally include improved instrumentation, control computers, and the expanded use of analyzers, all aimed at improved higher level control. In the 1963-1965 time frame, Exxon began to explore the use of electronic instrumentation coupled with computers.
作者:
Britton, RobertRosemount Inc
Process Control Systems Burnsville MN USA Rosemount Inc Process Control Systems Burnsville MN USA
Many economic, technical, and market forces will affect the future of the process industry, and the equipment used for control. This article looks at the forces, and predicts what changes are in store for users and ma...
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Many economic, technical, and market forces will affect the future of the process industry, and the equipment used for control. This article looks at the forces, and predicts what changes are in store for users and manufacturers alike. Subjects covered include production changes, buying patterns, market characteristics, and others.
作者:
BURCH, GJThe Authorreceived his BS degree in electrical engineering from the Colorado School of Mines in 1975
Postgraduate studies in mechanical engineering at the University of Maryland resulted in an MS degree in 1980. During this time he was an instructor in engineering materials and automatic controls and later a research assistant in solar energy applications for industrial process heat. Since 1978 he has been a naval architect in the Weight Division of the Naval Sea Systems Command. His responsibilities include weight control and weight monitoring of SSN-688 class construction deep submersibles and speciality vehicles. Mr. Burch is a member of ASNE ASE SNAME and SAWE. He serves on the ASNE Day Exhibits Subcommittee.
“Cut and splice” is a weight estimating method for repeat design and modified repeat design of naval ships where a change in length of the original design is necessary. Beginning with the highest level of detail wei...
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“Cut and splice” is a weight estimating method for repeat design and modified repeat design of naval ships where a change in length of the original design is necessary. Beginning with the highest level of detail weight available for the design, usually a final weight report, expressed in one of the U.S. Navy's accounting systems (BSCI or SWBS), and in the format for use with the ship design weight estimate (SDWE) computer program, the original details are manipulated with the aid of the high speed computer to simulate cutting the ship at a specific longitudinal point, shifting all weight aft of that cut plane a specific distance, and filling the void space created by the shift with a homogeneous length of ship. The resultant ship inherits the design philosophy incorporated into the original ship. Where many potential changes to the original design will be contemplated, a unit length insert for each functional section of the ship may be derived so that the weight and moment impact of any change anywhere in the ship can be assessed quickly when the true length increase becomes known.
作者:
SMITH, BDreceived his B.S. degree in Engineering from the U.S. Naval Academy in 1957 and hk M.S. and Naval Engineer degrees from the Massachusetts Institute of Technology in 1963. In addition
he succesfully completed nuclear power operational training at the DIG prototype in 1965. He has served as Weapons Officer and Executive Officer in Destroyer-type ships and as Engineer Officer in both a Guided Miwile Frigate and an Attack Aircraft Carrier. His maintenance experience in addition to engineering &oat incfudes overhaul and conversion project management assignments in a Naval Shipyard and service as Engineering Officer on an Aircraft Type Commander's Staff. Currently he is a Principal with American Management Systems Inc. analyzing the overhaul planning process for surface combatant ships. A member of ASNE since 1961 he aiso is a member of ASME and SNAME.
ABSTRACT If one were to define the objectives of a proper maintenance program in simple but all-inclusive terms, he would be hard pressed to improve upon the following extract from the Foreword to the ReliabiIity-Cent...
ABSTRACT If one were to define the objectives of a proper maintenance program in simple but all-inclusive terms, he would be hard pressed to improve upon the following extract from the Foreword to the ReliabiIity-Centered Maintenance Handbook “… Our goal to have a Fleet of reliable modern ships requires that we be effective in maintaining their readiness… As maintainers we must focus on not one, but two objectives - do things right - and do the right things.” ABSTRACT The historical focus on overhaul improvement efforts bas been on the fitst of these two aspects - doing things “right” which involves the quality of work accomplished by the overhauling activity. The thrust of this paper will be in the direction of the second aspect of maintenance; to ensure that the right things are being done. The basis of the approach to identifying these “right things” to be done in overhaul will be the principle of Reliability-Centered Maintenance. The objective of the new approach to repair work planning is to hit the work to be accomplished in overhaul to that justifid as applicable and effective, eliminating unnecessary or ineffective work that increases overhaul duration and compromises post-overhaul operational reliability through maintenance-induced failure.
A proposed cost effective alternative to current U.S. Navy structurally configured hulls is presented in this paper. This proposed design for producibility concept involves the elimination of structural stanchions and...
A proposed cost effective alternative to current U.S. Navy structurally configured hulls is presented in this paper. This proposed design for producibility concept involves the elimination of structural stanchions and transverse web frames. The potential impact of this “no frame” concept on structural design, weight and construction and material costs for naval surface frigates and destroyers is reflected in 1) reduced costs for the installation of distributive systems and 2) a reduced number and complexity of structural details providing a more reliable and less costly structure. This study was performed in three parts: 1) Determine the most feasible length between bulkheads without frames; 2) Using this length perform detail weight studies and construction and material costs analysis comparison on a 72-foot long hull module, with and without frames, for a FFG-7, and 3) Estimate the saving in man hours of labor on the installation of distributive systems and shipfitting for an FFG-7. For the feasible length studies on the “no frame” structural configuration, thirty-seven strength, weight and vertical center of gravity studies were performed on two ship classes; twenty-two on the FFG-7 class and fifteen on the DD-963 class. The detailed weight studies and construction and material cost analyses were conducted for FFG-7 “no frame” and “as built” modules. Results indicating the “no frame” concept module was 6.8% heavier and 14.8% less costly than the “as built” module. For the impact of an FFG-7 “no frame” structurally configured hull on the cost of labor required for the installation of distributive systems and for other functional work such as ship fitting, welding, and electrical, this study indicated a reduction of 169,206 labor hours per ship, representing 7.12% of the total required man hours to fabricate an FFG-7 class ship. With the employment of the “no frame” concept, certain areas of significant concern and potential risk were addressed. These include: 1) t
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