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CUrrENT LIMITING PrOTECTOr FOr LOW-VOLTAGE, HIGH-CUrrENT APPLICATIONS

NAVAL engineerS JOUrNAL 1989年第3期101卷 267-273页

作者： EMErY, FT WU, JL Dr. Franklin T. Emery:is a senior engineer in the Electromechanical Systems Department at the Westinghouse R&D Center Pittsburgh Pa. Dr. Emery received his B.S. (1974) M.S. (1977) and Ph.D. (1983) degrees in electrical engineering from the University of Pittsburgh Pittsburgh Pa. His primary work is in applied research on electrical systems associated with large power systems both for Navy ship applications and for the commercial power industry. He is presently involved in the development of the electronics for a high current high speed interrupter for use in the protection of power distribution systems on board Navy surface ships. His prior experience is in fiber optic technology design and application for both SDI and Navy applications. He is a Senior Member of IEEE and is a professional registered engineer in Pennsylvania and Florida. Dr. Jiing L. Wu:is a senior research scientist in the Electromechanical Systems Department at the Westinghouse R&D Center Pittsburgh Pa. Dr. Wu received his B.S. degree in mechanical engineering from Taiwan Cheag Kung University Taiwan in 1965 M.S. in mechanical engineering from the University of Wisconsin Madison in 1969 and Ph.D. in engineering science from the State University of New York Buffalo New York in 1974. He has participated in research and development work in pulsed power switching devices for electromagnetic launchers circuit breakers for commercial and naval electrical systems and fault current limiting devices. He is presently the principal investigator and project manager of a team developing the current limiting protector for the Naval Sea Systems Command.

A pyrotechnic current limiting interrupter (CLI) has been developed for use in high current, 60-Hz, 480-volt, 3-phase electrical bus circuits. The interrupter design combines a high continuous current (4800 A rms) rating with a high current (210 kA rms sym.) interruption capability. Its electrical power loss is low and its mechanical construction uses no complex moving mechanisms. The CLI is used with a current sensor, electronic logic, and energy storage circuitry. The current sensor continuously monitors the current through the CLI and provides input to logic circuits which analyze and determine the validity of the fault condition. Both the fault current magnitude and rate of current increase are used in combination to make the decision when to activate the CLI. Using stored electrical energy, a detonator is activated causing an explosive cord to generate shock waves sufficient to cut the current carrying conductors. detection and initiation of the interruption process occurs within 1/4 cycle for a symmetrical fault and within 1/2 cycle for an asymmetrical fault. The first peak in the fault current is limited to the first half cycle.

关键词： Electric Circuit Breakers

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NAVAL SHIP dESIGN - EVOLUTION Or rEVOLUTION

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NAVAL engineerS JOUrNAL 1988年第3期100卷 40-52页

作者： TIBBITTS, BF KEANE, rG rIGGINS, rJ Captain Barry Tibbitts USN: was graduated from the U.S. Naval Academy in 1956 and subsequently served as a gunnery division officer in an attack aircraft carrier and as gunnery officer operations officer and chief engineer in two diesel submarines. He attended MIT from 1962–1965 earning a master of science in mechanical engineering and a naval engineers degree. Early assignments as an engineering duty officer included SRF Yokosuka CINCPACFLT staff and SupShip Pascagoula. From 1976 to 1987 he served in a variety of senior ship design assignments: CVV ship design manager director NAVSEC Hull and Ship Design Divisions director NavSea Ship Design Management and Integration Office commander David Taylor Naval Ship R&D Center and director NavSea Ship Design Group. Recently retired but recalled to active duty he is the professor of naval construction and engineering at MIT. He has received seven personal decorations including two Legion of Merit awards. Robert G. Keane Jr.:is currently the deputy director of the NavSea Ship Design Group. He has been employed by NavSea and its predecessor organizations for over twenty years. He is a graduate of The Johns Hopkins University from which he received his B.E.S. degree in mechanical engineering in 1962. He received his M.E. degree in mechanical engineering in 1967 from Stevens Institute of Technology and in 1970 his M.S.E. degree in naval architecture and marine engineering from the University of Michigan. Mr. Keane held increasingly responsible design positions involving ship arrangements hull equipment hull form and hydrodynamic performance before being selected in 1981 for the Senior Executive Service to be director of the Naval Architecture Subgroup. Following an assignment at the David Taylor Research Center as assistant for transition of ship engineering technology he served as director of the Ship Survivability Subgroup until assuming his current position in 1985. He is an active member of ASNE SNAME and ASE. Robert Riggins:received a B.S. in mechanical

Some fairly radical changes to the naval ship design process occurred during the 1970s. The decade of the 80s has also witnessed a steady stream of changes. One of the most significant was the establishment of the Ship Characteristics Improvement Board (SCIB) in the Office of the Chief of Naval Operations (OpNav), and the resulting influence on the dialog between the military requirements decision makers and the Navy's ship designers. Other changes have occurred for which the impacts are less clear. These include establishment of the chief engineer of the Navy (ChEng) position, creation of the Space and Naval Warfare Systems Command (SpaWar) and OpNav's “revolution at Sea” initiative. This paper will describe and discuss these and other changes, and comment on the resultant impact. The authors will attempt to present a global view of the total pattern of changes and try to discern if we are on a path of revolution, or merely normal evolution.

关键词： NAVAL VESSELS

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Electrocleaning of Cold rolled Steel Sheets

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Surface engineering 1986年第4期2卷 277 - 282页

作者： P. -E. Augustsson I. Olefjord Y. Olefjord Group Staff R&D SSAB Svenskt Stål AB Boräinge Sweden Department of Engineering Metals Chalmers University of Technology Göteborg Sweden. Research Engineer Department of Engineering Metals Chalmers University of Technology Göteborg Sweden.

Electrodegreasing of cold rolled steel sheets in an alkaline solution containing silicate was investigated by surface sensitive techniques. The influence of the contamination levels of the sheets and the solutions was studied. A model for the electrodegreasing mechanism is given: desorption of hydrocarbons from the surface occurs at polarization of the surface; readsorption is prevented by formation of microemulsions in the solution. Anodic electrocleaning gives a more efficient cleaning than cathodic degreasing. It is suggested that the number of bonds is reduced and the desorption from the surface is facilitated by oxidation of double bonds in the hydrocarbons adsorbed on the surface of the anode. Sodium silicate, Na2SiO2(OH)2, is deposited on the surface during electrodegreasing. More silicate is found after cathodic polarization than after anodic polarization. The precipitation at the cathode is explained by an increase in the pH value at the surface.

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APPLICATION OF VArIABLE SPEEd CONSTANT FrEQUENCY GENErATOrS TO PrOPULSION-dErIVEd SHIP SErVICE

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NAVAL engineerS JOUrNAL 1985年第4期97卷 296-305页

作者： rOBEY, HN STEVENS, HO PAGE, KT Henry N. Robey:obtained his bachelor's of engineering science degree and his master's degree in electrical engineering from Johns Hopkins University in 1972 and 1978 respectively. He has been employed by the David Taylor Naval Ship R&D Center (DTNSRDC) since 1972 working in the area of electric machinery and electrical system development. He is presently the head of the Machinery Systems Engineering Branch at DTNSRDC. He is a member of IEEE. Howard O. Stevens:obtained his bachelor's and master's degrees in physics by 1967 from Carnegie Institute of Technology and the University of Maryland respectively. He has been employed by DTNSRDC since 1962 in various capacities having been a member of the Project Office for Electric Propulsion head of the Electric Propulsion and Machinery Systems Branch and is now head of the Electrical Systems Division. He is a member of ASNE and recipient of the 1983 Solberg Award. Kenneth T. Page:obtained his bachelor's degree in mechanical engineering in 1969 from Virginia Polytechnic Institute. He has been employed since 1969 at DTNSRDC working in the area of evaluation of shipboard machinery systems. He is currently a senior project engineer in the Electric Propulsion and Machinery Systems Branch. He is a member of ASME ASNE and a licensed professional engineer in the State of Maryland.

The higher specific fuel consumption of present Navy gas turbine generators, when compared to main propulsion gas turbines, has led to the investigation of propulsion-derived ship service electrical power. Variations in propulsion engine speed require that a generator provide constant frequency with a variable input shaft speed. A fuel use analysis has been conducted of the application of a variable speed constant frequency (VSCF) generator to a four gas turbine twin shaft destroyer. Other considerations are the quality of ship service power with the introduction of power electronics to the generating system and the impact of the new components on system weight, volume, and survivability. Propulsion-derived ship service utilizing VSCF generators offers to provide substantial benefit to Navy combatant ships through the application of proven technology.

关键词： NAVAL VESSELS

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AIr-CUSHION LANdING CrAFT NAVIGATION

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NAVAL engineerS JOUrNAL 1985年第4期97卷 248-260页

作者： GrAHAM, Hr KIM, JC BANd, EGU FOWLEr, AW Herbert R. Graham:received his degrees of B.S. in 1951 and M.S. in 1958 in aeronautical engineering from the Massachusetts Institute of Technology and the California Institute of Technology respectively. He also attended the Harvard Graduate School of Business Administration. He is presently a task manager at TRW Inc. McLean Virginia responsible for landing craft air cushion (LCAC) engineering support. Since joining TRW in 1967 he has had several technical project management and system engineering responsibilities in amphibious ships transportation and energy. He was responsible for the preliminary engineering design and cost estimates for tracked air cushion vehicles (TACVs). He has been active in several professional societies including ASNE and served as vice-chairman Los Angeles Section American Institute of Aeronautics and Astronautics. John C. Kim:received his degrees of B.S. in electrical engineering Tri-State University 1959 M.S. in electrical engineering Michigan State University 1960 and Ph.D. in electrical engineering Michigan State University. He is presently a senior staff engineer with TRW Inc. McLean Virginia where his technical experience has included communications system engineering and navigation system analysis. Since joining TRW in 1969 he has held numerous positions including section head project manager and department manager. His previous employment includes E-Systems/Melpar Division and Honeywell. Dr. Kim has been active in the IEEE Washington Chapter activities which included secretary vice-chairman and chairman of Systems Science and Cybernetics Group. Edward G.U. Band:received a B.S. degree in mechnical engineering in 1946 and a D.I.C in aeronautical engineering in 1947 at the City and Guilds College of London University. In 1951 he received an M.S. degree from Stevens Institute of Technology in fluid dynamics. After a career in the aircraft industry in England Canada and the U.S.A. he spent several years teaching in Chile and at Webb Institute of Naval Archi

Air cushion vehicles (ACVs) have operated successfully on commercial routes for about twenty years. The routes are normally quite short; the craft are equipped with radar and radio navigation aids and maintain continuous contact with their terminals. Navigation of these craft, therefore, does not present any unusual difficulty. The introduction of air cushion vehicles into military service, however, can present a very different picture, especially when external navigation aids are not available and the craft must navigate by dead reckoning. This paper considers the problems involved when navigating a high-speed air cushion vehicle by dead reckoning in conditions of poor visibility. A method is presented to assess the ACV's navigational capability under these circumstances. A figure of merit is used to determine the sensitivity of factors which affect navigation such as the range of visibility, point-to-point distance, speed, turning radius and accuracy of onboard equipment. The method provides simplistic but adequate answers and can be used effectively to compare the-capability and cost of alternative navigation concepts.

关键词： AIr CUSHION VEHICLES

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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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ON OPTIMIZATION OF UNdErWATEr HULL CLEANING FOr GrEATEr FUEL-ECONOMY

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NAVAL engineerS JOUrNAL 1981年第1期93卷 45-52页

作者： PrEISEr, HS LASTEr, dr Mr. Herman S. Preiser:has been the Head of the Coatings Application Branch Ship Materials Engineering Department David W. Taylor Naval Ship R&D Center since 1971 and has been associated with corrosion erosion and fouling control of ships for the past thirty years. From 1950 until 1960 he was a Corrosion Engineer in the former U.S. Navy's Bureau of Ships where he specialized in cathodic protection. From 1961 until 1970 he was the Principal Research Scientist (Materials) for Hydranautics Inc. Laurel Md. A registered Professional Engineer in the state of Maryland he joined ASNE in 1957. In addition he is a member of SNAME. the National Association of Corrosion Engineers and the Electrochemical Society. Mr. Preiser has written extensively in the technical literature and holds 25 U.S. Patents on various corrosion and fouling control methods and devices. Mr. Donald R. Laster:received his B.S. degree in Physics from the University of South Carolina in 1960 and his M.S. degree in Physics from the Drexel Institute of Technology in 1968. He has been employed at the David W. Taylor Naval Ship R&D Center since 1960 working in sensing systems applications and technology such as nonacoustic ASW ship performance measurement and fuel use analysis. A member of ASNE since 1980 he also is a member of IEEE and Sigma Pi Sigma.

The rapidly increasing cost and the uncertain supply of oil provide strong impetus to And ways to conserve ships' fuel and to optimize its use. Underwater mechanical removal of marine fouling from U.S. Navy ship hulls and propellers has been shown to result in immediate and rather substantial fuel savings. The long-term savings from underwater cleaning is not nearly so certain because of the interactions between the cleaning techniques, paint performance, and regrowth of the fouling. Of particular interest is the sensitivity of the fuel savings as a function of cleaning frequency. The following three questions are addressed: does underwater cleaning lengthen Anti-Fouling (AF) paint service life? does underwater cleaning really save fuel? Is underwater cleaning cost effective? The answers to these questions obviously depend strongly upon the use of the ships and the manner in which they are operated. For U.S. Navy ships, underwater hull cleaning will save fuel provided adequate attention is given to the scheduling of the cleaning in terms of drydock cycle and deployment. Additional efforts toward optimization of underwater cleaning also are discussed.

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SHIP dESIGN ANd THE NAVY LABOrATOrY

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NAVAL engineerS JOUrNAL 1981年第2期93卷 33-46页

作者： ELLSWOrTH, WM CLArK, dJ Mr. William M. Ellsworth:is graduate of the State University of Iowa from which he received B.S. and M.S. degrees in Engineering majoring in Fluid Mechanics. Upon graduation in 1948 he joined the Staff of the David Taylor Model Basin (DTMB) and during the following ten years held various positions in the Hydromechanics Laboratory. In 1958 he left his position as Head of the Towing Problems Branch and joined Cleveland Pneumatic Industries which later became Pneumo Dynamics Corporation (PDC). He was General Manager of PDC's Systems Engineering Division and in 1961 became a corporate Vice President. In 1964 he returned to DTMB where he became the Technical Manager of the Hydrofoil Development Program Office. In October 1969 he was appointed to his present position of Associate Technical Director for Systems Development and Head Systems Development Department David W. Taylor Naval Ship Research and Development Center. He is a licensed Professional Engineer in the state of Maryland an Honorary Life Member of ASNE and a Fellow of ASME. He also has been the author of a number of papers and reports in the field of Naval Engineering and has served as a member of the ASNE Council from 1972 to 1974 was a member of the ASNE Flagship Section Council (1977-80) and is currently a member of the ASNE Honors and Awards Committee. He became a member of ASNE in 1960 and received his Honorary Life Membership when he was awarded the ASNE Gold Medal for 1973 at ASNE Day 1974. Dennis J. Clark:received his Bachelor's degree in Civil Engineering from City College of New York in 1963. Upon graduating he joined DTMB's Structural Mechanics Laboratory where he worked on a number of full-scale trials of surface ships evaluating the structural integrity of icebreakers sonar domes and Hydrofoils. He eventually was responsible for the entire structural research program in support of the Hydrofoil Advanced Development Office and in 1971 joined the Hydrofoil Program Office as the Manager of Systems Integration. In that capacity he

In today's environment of rapidly escalating costs, increasing technological complexity, and growing threat, we must actively seek ways to improve our effectiveness in applying limited resources to the design of Navy ships. One important aspect of this process involves the development and application of new technology to ship design. An exhaustive treatment of this subject is clearly beyond the scope of a single technical paper. It is the Authors' objective, however, to acquaint the reader with the nature and role of the Navy's Laboratory Community in general and dTNSrdC in particular; to examine some recent initiatives taken at dTNSrdC and some key issues; and, hopefully, to contribute in some small way to the building of a stronger constructive partnership between ship development and design activities. The view is that from the perspective of a Navy Laboratory and pertains to the design of the ship itself as opposed to the weapons system.

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FrICTION EVALUATION OF rUddEr-STOCK BEArINGS MATErIALS

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NAVAL engineerS JOUrNAL 1979年第6期91卷 47-52页

作者： SCHWArTZ, JI THE AUTHOR is a registered Professional Engineer in the state of Maryland. He received his B.S. degree from the University of Maryland in 1959 and his M.S. degree from Drexel Institute of Technology in 1967. He has worked for the Naval Ship R&D Center for over 20 years where his career has centered around naval auxiliary machinery — bearings seals vibration reliability and maintainability. A member of ASME and SNAME he has authored over twenty major reports five technical papers and holds three U.S. Patents related to auxiliary machinery and its evaluation.

The static and dynamic friction characteristics of seventeen materials were evaluated at conditions of loads, speeds, and lubrication conditions similar to those found in ship rudder-stock bearings. The purpose of this study was to determine if materials with lower friction and wear characteristics could survive screening tests in a rudder-stock bearing environment. The results were compared to the existing rudder-stock bearing materials which is a laminated phenolic. All of the materials successfully tested exhibited lower friction values than the laminated phenolic, wet or dry, but when the laminated phenolic was grease lubricated, it too exhibited friction values as low as those of the other materials tested. Laminated phenolic, however, exhibited severe “stick-slip” with water lubrication at 500 pounds per square inch (3.44 megapascals) and 1.2 inch per second (30.5 millimeter per second) linear velocity. Various statistical significance tests were conducted to determine what effects load, speed, and lubricant had on the friction values of each material. It was found that none was sensitive to changes in load. The material with the lowest friction value was a high-density polyethylene.

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SHIPBOArd dATA MULTIPLEX SYSTEM - NEW CONCEPT FOr WArSHIP ELECTrONIC SYSTEM INTEGrATION

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NAVAL engineerS JOUrNAL 1979年第4期91卷 51-61页

作者： WAPNEr, M THE AUTHOR graduated from the City College of the City University of New York from which he received both his Bachelor and Masters degrees in Electrical Engineering. He joined the Naval Applied Science Laboratory in 1961 where he served as Project Engineer for Ships Inertial Navigation Systems (SINS) and related equipments. Since 1967 he has been employed by the Naval Sea Systems Command (formerly NAVSHIPS) Research and Technology Directorate. initially as Navigation and Interior Communications Program Manager and currently as Director Combat Support Systems R&D Office. In addition to being the Program Manager for the Shipboard Data Multiplex System. his responsibilities include supervising research and development in areas of surveillance. fire control command and control and related command support functions. He is active in a number of U.S. Navy and foreign government information exchange programs has authored several technical papers and is a member of the Institute of Navigation and the Institute of Electrical and Electronic Engineers.

The Shipboard data Multiplex System (SdMS) is a general purpose information transfer system directed toward fulfilling the internal data Intercommunication requirements of a variety of naval combatant ships and submarines in the 1980–1990 time frame. The need for a modern data transfer system of the size and capability of SdMS has been increase in unison with the sophistication of shipboard electronic equipment and the associated magnitude of equipment-to-equipment signal traffic. Instead of the miles of unique cabling that must be specifically designed for each ship, SdMS will meet information transfer needs with general-purpose multiplex cable that will be Installed according to a standard plan that does not vary with changes to the ship's electronics suite. Perhaps the greatest impact of SdMS will be the decoupling of ship subsystems from each other and from the ship. Standard multiplex interfaces will avoid the cost and delay of modifying subsystems to make them compatible. The ability to wire a new ship according to a standard multiplex cable plan, long before the ship subsystems are fully defined, frees both the ship and the subsystems to develop at their own pace, will allow compression of the development schedules and will provide ships with more advanced subsystems. This paper describes the SdMS system currently being developed by the U.S. Navy.

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