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FULL-WAVE SOLUTION OF DIELECTRIC LOADED WAVE-GUIDES AND SHIELDED MICROSTRIPS UTILIZING FINITE-DIFFERENCE AND THE CONJUGATE-GRADIENT METHOD

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INTERNATIONAL JOURNAL OF MICROWAVE AND MILLIMETER-WAVE COMPUTER-AIDED engineering 1991年第4期1卷 346-357页

作者： NARAYANAN, V MANELA, M LADE, RK SARKAR, TK Department of Electrical and Computer Engineering Syracuse University Syracuse New York 13244-1240 Viswanathan Narayanan was born in Bangalore India on December 14 1965. He received the BE degree in Electronics and Communications from B.M.S. College of Engineering Bangalore in 1988. He joined the Department of Electrical Engineering at Syracuse University for his graduate studies in 1989 where he is currently a research assistant. His research interests are in microwave measurements numerical electromagnetics and signal processing. Biographies and photos are not available for M. Manela and R. K. Lade. Tapan K. Sarkar (Sf69-M'76-SM'X1) was born in Calcutta. India on August 2 1948. He received the BTech degree from the Indian Institute of Technology Kharagpur India in 1969 the MScE degree from the University of New Brunswick Fredericton Canada in 1971. and the MS and PhD degrees from Syracuse University. Syracuse NY in 1975. From 1975-1976 he was with the TACO Division of the General Instruments Corporation. He was with the Rochester Institute of Technology (Rochester NY) from 1976-1985. He was a Research Fellow at the Gordon Mckay Laboratory Harvard University Cambridge MA from 1977 to 1978. He is now a Professor in the Department of Electrical and Computer Engineering Syracuse University. His current research interests deal with numerical solutions of operator equations arising in electromagnetics and signal processing with application to system design. He obtained one of the “ best solution” awards in May 1977 at the Rome Air Development Center (RADC) Spectral Estimation Workshop. He has authored or coauthored more than 154 journal articles and conference papers and has written chapters in eight books. Dr. Sarkar is a registered professional engineer in the state of New York. He received the Best Paper Award of the IEEE Transactions on Electromagnetic Compatibility in 1979. He was an Associate Editor for feature articles of the lEEE Antennas arid Propagation Sociefy Newsletter and was

Dynamic analysis of waveguide structures containing dielectric and metal strips is presented. The analysis utilizes a finite difference frequency domain procedure to reduce the problem to a symmetric matrix eigenvalue problem. Since the matrix is also sparse, the eigenvalue problem can be solved quickly and efficiently using the conjugate gradient method resulting in considerable savings in computer storage and time. Comparison is made with the analytical solution for the loaded dielectric waveguide case. For the microstrip case, we get both waveguide modes and quasi-TEM modes. The quasi-TEM modes in the limit of zero frequency are checked with the static analysis which also uses finite difference. Some of the quasi-TEM modes are spurious. This article describes their origin and discusses how to eliminate them. numerical results are presented to illustrate the principles.

关键词： Waveguides

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A PRACTICAL APPROACH TO THE DESIGN, OPERATION, AND MONITORING OF INSITU SOIL-VENTING systemS

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GROUND WATER MONITORING AND REMEDIATION 1990年第2期10卷 159-178页

作者： JOHNSON, PC STANLEY, CC KEMBLOWSKI, MW BYERS, DL COLTHART, JD Paul C. Johnson Ph.D. joined Shell Development Co.'s (Westhollow Research Center Room EC-649 P.O. Bo 1380 Houston TX 77251–1380) Environmental Science Department in 1987 after earning his B.S. in chemical engineering from the University of California Davis and his Ph.D. in chemical engineering from Princeton University. His current areas of research include the development and evaluation of soil treatment processes modeling and measuring transport phenomena in porous media and the development of transport models for predicting emissions and exposures used in envvironmental risk assessments. Curtis C Stanley received his degree in geology with an engineering minor from North Carolina State University in 1979. He is currently a senior hydrogeologist for Shell Oil Co. (Westhollow Research Center 2236 Two Shell Plaza Houston TX 77082) and is responsible for hydrogeologic response at Shell's retail facilities. Stanley is a Certified Professional Geological Scientist and also a Certified Ground Water Professional with the NWWA's Association of Ground Water Scientists and Engineers. He is also a member of API's Ground Water Technology Taskforce and is an EPA Peer Reviewer. Marian W. Kemblowski Ph.D. is a senior research engineer in the Environmental Science Department at Shell Development Co. (Westhollow Research Center Houston TX 77082) where he has worked since 1985. He obtained his M.S. degree in civil engineering from the Technical University of Warsaw Poland in 1973 and his Ph.D. in ground water hydrology from the Institute for Land Reclamation in Warsaw Poland in 1978. In 1980–1981 he was a visiting hydrologist in the New Mexico School of Mining and Technology. From 1981 to 1985 he worked as an assistant scientist at the University of Kansas. His principal research interests are in the areas of numerical analysis transport in porous media and ground water monitoring systems. Dallas L. Byers is a technical associate in the Environmental Science Department at Shell Development. After receivin

When operated properly, in situ soil venting or vapor extraction can be one of the most cost-effective remediation processes for soils contaminated with gasoline, solvents, or other relatively, volatile compounds. The components of soil-venting systems are typically off-the-shelf items, and the installation of wells and trenches can be done by reputable environmental firms. However, the design, operation, and monitoring of soil-venting systems are not trivial. In fact, choosing whether or not venting should be applied at a given site is a difficult decision in itself. If one decides to utilize venting, design criteria involving the number of wells, well spacing, well location, well construction, and vapor treatment systems must be addressed. A series of questions must be addressed to decide if venting is appropriate at a given site and to design cost-effective in situ soil-venting systems. This series of steps and questions forms a “decision tree” process. The development of this approach is an attempt to identify the limitations of in situ soil venting, and subjects or behavior that are currently difficult to quantify and for which future study is needed.

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MPCS - THE MANUFACTURING PROCESS-control system

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AT&T TECHNICAL JOURNAL 1986年第4期65卷 35-45页

作者： DUNIETZ, IS HSU, JLC MCEACHERN, MT STOCKING, JH SWARTZ, MA TROMBLY, RM The authors Irwin S. Dunietz John L.C. Hsu Michael T. McEachern James H. Stocking Mark A. Swartz andRodney M. Tromblyare responsible for design and development of the Manufacturing Process Control System. Mr. Dunietz joined AT&T in 1980. He is a member of the technical staff in the Manufacturing Information Automation department at AT&T Engineering Research Center Princeton New Jersey. He received an A.B. in mathematics from Cornell University and an M.S.E. in computer science from Princeton University. Mr. Hsu who joined AT&T in 1970 is a department head in the Manufacturing Information Automation department at the Engineering Research Center. He received an M.S. in electrical engineering from the University of Missouri. Mr. McEachern joined AT&T in 1962 and is a supervisor in the 5ESS™ Line Unit Manufacturing department at AT&T Technologies in Oklahoma City Oklahoma. He is responsible for the manufacturing process control center in Oklahoma City which provides computerized support for all circuit pack manufacturing. Mr. Stocking who joined AT&T in 1975 is a supervisor in the Manufacturing Information Automation department at the Engineering Research Center. He received a B.S. in chemical engineering from Rensselaer Polytechnic Institute and a Ph.D. in chemical engineering from the University of California Berkeley. Mr. Swartz joined AT&T in 1980 and is a member of the technical staff in the Manufacturing Information Automation department at the Engineering Research Center. He received an A.B. in computer science from Cornell University and an M.S. in computer science from Rutgers—The State University. Mr. Trombly who joined AT&T in 19 78 is an assistant manager at the AT&T Merrimack Valley Works in Massachusetts. Previously he was a supervisor at the Engineering Research Center. He holds a B.S. in computers and systems engineering and an M.S.E.E. from Rensselaer Polytechnic Institute.

The central challenge of all manufacturing is making products to the right standards and delivering them at the right time. AT&T is upgrading its corporate and factory resource planning systems to improve control of day-to-day manufacturing. The Manufacturing Process control system (MPCS), developed at the AT&T engineering research center (ERC), provides this support. MPCS connects the shop floor with production scheduling, accounting, product data archive, and engineering support systems.

关键词： PRODUCTION control

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MASTER ORDNANCE REPAIR APPLIED - STANDARD ITEM 009-67

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NAVAL ENGINEERS JOURNAL 1986年第3期98卷 35-42页

作者： STIMSON, WA MARSH, MT UTTICH, RM William A. Stimsonreceived his B.S. degree in mathematics from the University of Texas at El Paso in 1964 and his M.S. degree in engineering from the University of Santa Clara in 1971. He served in the U.S. Army Artillery during the Korean Conflict and subsequently was employed at IBM Huntsville Alabama until 1968 where he worked in the design of automatic control systems of the Saturn vehicle. From 1968 until 1971 he was employed at Ames Research Center Moffett Field in the design of nonlinear control systems for sounding rockets and pencil-shaped spacecraft. Following this Mr. Stimson worked at Hewlett Packard Sunnyvale California as a test engineer in automatic test systems. Since 1973 Mr. Stimson has been employed at the Naval Ship Weapon Systems Engineering Station Port Hueneme. He was a ship qualification trials project supervisor for many years and is now serving as master ordnance repair deputy program manager. Mr. Stimson is a member of the American Society of Naval Engineers and is program chairman of the Channel Islands Section. Cdr. Michael T. Marsh USNreceived a B.S. in mathematics from the University of Nebraska and was commissioned via the NESEP program in 1970. He holds an M.S. in computer science from the U.S. Navy Postgraduate School and an MBA from the State University of New York. Cdr. Marsh has served in the weapons department of USSFrancis Hammond (FF-1067) and of USSJohn S. McCain (DDG-36). He was weapons officer aboard USSSampson (DDG-10). As an engineering duty officer Cdr. Marsh was the technical design officer for PMS-399 at the FFG-7 Class Combat System Test Center from 1978 to 1982. He is presently combat system officer at SupShip Jacksonville and has been active in the MOR program since its inception. Cdr. Marsh is also the vice chairman of the Jacksonville Section of ASNE. LCdr. Richard M. Uttich USNholds B.S. and M.S. degrees in mechanical engineering from Stanford University. He enlisted in the Navy in 1965 serving as an electronics technician aboard USSNereus (A

The 600-ship United states Navy offers private shipyards an unprecedented opportunity for overhaul of surface combatants with complex combat systems. Recognizing the new challenge associated with the overhaul of high technology combat systems in the private sector, the Navy in 1983 established the master ordnance repair (MOR) program. This program, a joint effort of the Naval Sea systems Command (NAVSEA) and the Shipbuilders Council of America (SCA), was designed to identify and qualify those companies and private shipyards technically capable of managing combat systems work and conducting combat system testing. Standard Item 009–67 describes the role of the MOR company in combat system overhaul. It defines terms that are important to understanding the item itself, and imposes upon the prime contractor an obligation to utilize the MOR subcontractor in a managerial capacity. Specific tasks are assigned to the MOR company in planning, production, and testing. Finally, this standard item describes to the Navy planner how to estimate the size of the MOR team appropriate to the work package, a feature that will ensure that combat system bids are tailored to a specific availability.

关键词： WARSHIPS

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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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EXPERIENCES WITH REVERSE-OSMOSIS DESALINATION ABOARD USS FLETCHER

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 69-75页

作者： ADAMSON, WL PIZZINO, JF SMITH, W Wayne L. Adamson:received his BS and MS degrees in mechanical engineering from Georgia Institute of Technology in 1962 and 1966 respectively and his MS degree in governmental administration from the George Washington University in 1969. He has been employed at the David W Taylor Naval Ship Research and Development Center Annapolis Maryland since 1957 and presently conducts research and development in shipboard auxiliary machinery including desalination and water recovery equipment heat exchangers and steam condensers. He is a registered Professional Engineer in the state of Maryland and in addition to ASNE which he joined in 1967 he is a member of ASME. Joseph F. Pizzino:received his BS degree in chemical engineering from the University of Maryland in 1970 and his MS degree in chemical engineering from The Catholic University of America in 1978. He has been employed at the David W. Taylor Naval Ship Research and Development Center Annapolis Maryland since 1971 and is currently involved in the development of reverse osmosis for shipboard desalination and liferaft emergency desalination. In addition to ASNE which he joined in 1974 he is a member of AIChE. Wilbur L. Smith:received his BS degree in mechanical engineering from the Virginia Polytechnic Institute in 1962 and has done graduate work at Pennsylvania State University and George Washington University in automatic control theory and systems engineering. His career with the U.S. Navy started at the Philadelphia Naval Shipyard in 1962 as a designer of hydraulic systems. He worked for the Naval Boiler and Turbine Laboratory as a boiler control system engineer from 1964 until 1968. Since then he has been employed by the Naval Sea Systems Command and is currently head of the Heat Exchanger Branch Code 56X23.

As part of a program to develop reverse osmosis (RO) desalination systems for shipboard freshwater production, the David Taylor Naval Ship research and Development center worked with the Naval Sea systems Command to install a 12,000 gal/day, two-stage RO plant aboard USS Fletcher (DD 992) in 1981. The first stage provides potable water (less than 500 parts/million total dissolved solids) for crew needs; the second stage provides high purity water (less than 2 parts/million of total dissolved solids) for boiler makeup. The plant has been producing acceptable water quality and quantity despite some materials related problems. The system design has proven to be well suited for minimizing manning and maintenance requirements. A 12,000 gal/day “ship quality” RO system is now under contract to meet Navy needs for a reliable, minimum weight and volume, low energy desalination plant for future surface ships. The preproduction plant will be required to meet stringent reliability requirements as well as shock, vibration, and noise specifications as part of the process for obtaining approval for full production. This paper describes the technology developments necessary to achieve the present naval performance levels and discusses plans for future applications.

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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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AN OVERVIEW OF THE ROLE OF THE NAVSEA HUMAN-FACTORS engineering PROGRAM IN SHIP DESIGN

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NAVAL ENGINEERS JOURNAL 1983年第4期95卷 139-152页

作者： STEIN, NI BENEL, RA MALONE, TB Mr. Norman I. Stein:received his degree in mechanical engineering from the University of Iowa in 1943. MK Stein began his career with the Bureau of Ships Department of the Navy. After his military service with the Army of Occupation in Japan he has held positions with the Corps of Engineering Atomic Energy Commission Walter Reed Army General Hospital and the Protective Structures Development Center Department of the Army. He returned to the Naval Sea Systems Command in 1967 and is currently with the Manning and Controls Integration Branch SEA 55 W16. Mr. Stein is a registered professional engineer in New York state and also is a certified fallout shelter analyst with the Department of the Army. He has authored a comprehensive study on air distribution studies in multi-room shelters presentedpapers on human factors engineering to the Association of Scientists and Engineers and recently contributed a chapter on human factors engineering which will be incorporated in the proposed Naval Sea Systems Handbook on Surface Ship Design. Russell A. Benel:received his Ph. D. in engineering psychology from the University of Illinois at Urbana-Champaign. He is currently a Senior Research Scientist with Essex Corporation where he is the manager of the Man-Machine Systems Department. He has been responsible f o r scientific studies associated with the Human Factors Engineering f o r ships program under contract to the Naval Sea Systems Command specifically the development application and validation of human factors engineering technology f o r surface ship systems such as aircraft launch and recovery propulsion engineering combat direction weapons and total ship systems. He is currently providing Human Factors Engineering Support on the DDG-51. His other activities include a variety of research development test and evaluation activities for military systems. He had been with the Crew Performance Branch of the Crew Technology Division at the USAF School of Aerospace Medicine as a National Research Council Postd

This paper provides a context within which the role of human factors engineering (HFE) for Naval ship design may be understood. HFE is defined and its history as part of engineering design teams is traced. The role of HFE in ship systems design is defined, and the HFE Technology for Ships Program, managed by SEA 061R, is described. The rationale for inclusion of HFE in the design process is presented, the methodology whereby it is incorporated into the design process is detailed, methodology to assess the application of HFE is outlined, and the benefits that will accrue as a result of inclusion of HFE considerations in the design process are documented. The counterpoint to inclusion is illustrated through instances of design-induced human errors. A specific application of HFE in the acquisition process is illustrated through use of the Landing Craft, Air Cushion HFE program plan. The difficulties which may be encountered as the size of the target system expands are described. Potential roadblocks to the required incorporation of HFE are examined for their source and possible ameliorative steps.

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ADVANCES IN TOWED VEHICLE DESIGN TECHNIQUES

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NAVAL ENGINEERS JOURNAL 1982年第4期94卷 30-41页

作者： HUMPHREYS, DE SUMMEY, DC Dr. Douglas E. Humphreys:received his B.S. degree in Aerospace Engineering and the Ph.D. degree in Mechanical Engineering from North Carolina State University in 1966 and 1971 respectively. Between degrees he served in the U.S. Ar. my attaining the rank of Captain. From 1971 to 1980 he was employed at the Naval Coastal Systems Center (NCSC) Panama City Florida. While at NCSC he pioneered the development of techniques for predicting underwater vehicle hydrodynamic coefficients and produced a vehicle design and analysis system which integrated vehicle performance stability guidance and control. He has designed or analyzed over forty vehicles using these techniques. From 1978–1980 he was Chairman of the Naval Sea Systems Command Hydrodynamics Committee (SEAHAC). In 1981 he joined Aeronautical Research Associates of Princeton Inc. (A.R.A.P.) as Vice President of the Applied Technology Division in McLean Virginia. He is currently applying dynamics and control technology along with second-order-closure turbulence modeling techniques to the integrated design of underwater and air vehicles to minimize the deleterious effects of vehicle dynamics on mission performance especially as related to hydroacoustic signature and sensor performance. Dr. Delbert C. Summey:is presently Head of the Hydromechanics Division at the Naval Coastal Systems Center. He has been involved in R&D at the Center for the past five years developing methods for vehicle design and applying these methods to submerged and airborne naval systems. He is currently developing the HYDAT (Hydrodynamic Analysis Techniques) system of computer programs for use as a general design tool for underwater vehicles. He obtained a B.S. degree in Aerospace Engineering in 1969 from N.C. State University. As a graduate student at N.C. State he conducted research for NASA in the area of light aircraft performance stability and control. He received his Master's degree in 1971 and his Ph.D. degree in 1976 both in Mechanical Engineering.

A hydrodynamic vehicle design analysis of a towed environmental sensing system was conducted. The primary thrust of the analysis was to determine the towed vehicle geometry and mass characteristics which best meet the depth-keeping and stability requirements. The effect of the tow cable, depressor, and tow ship were also examined. The design requirements, initial vehicle geometry, the effects of geometry modifications, and the final vehicle geometry are presented. Longitudinal and lateral stability are presented as a function of geometry. Towed vehicle response is predicted for typical seaway and ship motion forcing functions, and the system tow performance is presented as a function of speed and depth.

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A SUBMARINE control-system TEST VEHICLE

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NAVAL ENGINEERS JOURNAL 1980年第2期92卷 148-155页

作者： SEJD, JJ WATKINSON, KW HILL, WF Mr. James J. Sejd received his B.S. degree in Civil Engineering from Case Western Reserve University and has since undergone considerable graduate study at both The George Washington and American Universities. He served almost four years in the U.S. Navy as a Naval Aviator and enjoys the unique distinction of being qualified in both Heavier- and Lighter-than-Air aircraft. Early in his career he was employed at the Navy's Bureau of Ships in the capacity of a Structural Designer and Structural Research Monitor. In 1966 he joined the Staff of the Center for Naval Analyses where he was involved in the mathematical modeling of ships and aircraft and in economic “trade-off‘ analysis. In 1970. he went to the Naval Ship Engineering Center as an Operations Research Analyst in the Ship Design and Development Division. At the present time he is employed as a Program Manager for the Naval Sea Systems Command Ship Design Research and Development Office. A member of ASNE since 1973 he also is a member of the Association of Scientists and Engineers at NAVSEA the Operations Research Society of America and the Lighter-Than-Air Society. Mr. Kenneth W. Watkinson received both is B.S. and M.S. degrees in Engineering Science from Florida State University in 1970 and 1971 respectively. Since graduation he has been employed at the Naval Coastal Systems Center (NCSC). Panama City. Fla. where he is primarily involved in the investigation of the stability and control of underwater vehicles. For the past four years he has been the Task Leader and Principal Investigator for the NCSC portion of the Advanced Submarine Control Program involved in developing control design methods and the instrumentation system for the Submarine Control System Test Vehicle. Mr. William F. Hill is currently the ASCOP Program Manager at Lockheed Missiles & Space Company (LMSC) Inc. where he has the overall responsibility for design and construction of the Control System Test Vehicle (CSTV). He entered the aircraft industry in England as an Apprentice w

As part of the Advanced Submarine control Program (ASCOP), the Naval Sea systems Command has developed an open water Submarine control system Test Vehicle (CSTV). This vehicle is a 1/12 scale model of an SSN 688 Class Submarine, with provisions for easy geometric changes. Such changes include alternate Sail size and location, the addition of parallel middle-bodies, alternative tail sections, and alternative control configurations. A self-contained instrumentation and control system provides the capability for “on-board” recording of all relevant Submarine-state variables, over the entire speed and depth range, to a degree of data accuracy exceeding any known system. With the means thus available to correlate measured vehicle hydrodynamics with selected maneuvers, conditions, and changes in hull geometry and control surface configuration, modern mathematical techniques for improving submarine equations of motion can be employed to permit dramatic design enhancements in both safety and performance. This paper provides the rationale and history of the development of this vehicle, a description of the instrumentation and control package, and a description of the vehicle itself.

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