bluuebunny/crossref_metadata_2025_split huggingface dataset:
“Virtual” Prototyping Using Knowledge‐Based Modeling and Simulation Techniques
Authors: SHEA JOHN G. 
Published: March 2009

ABSTRACTKnowledge‐based modeling and simulation bridges the gap between “conventional” artificial intelligence implementations (such as expert systems) and more traditional computer‐aided design techniques. We are currently developing software, whose primary function is to capture a user‐input design specification and produce a “virtual” rapid prototype in the form of executable rule‐based code. This code can then be exercised either as an interactive part of a hardware‐in‐the‐loop testbed simulator or as a component of an object‐oriented “behavioral” simulation environment. While the Phalanx Testbed is the immediate beneficiary of this work, the techniques described have a wide range of application in the modeling of conceptual design and performance characteristics.This paper describes the system architecture and software tools that we are applying to generate virtual rapid prototypes for use in the Phalanx Testbed. Particular attention is paid to defining the intelligent knowledge‐capture mechanisms and model generation methodologies that we are using to translate design knowledge and performance requirements into rule‐based simulations. The object‐oriented programming approach to the merging of “new” data with previously‐captured and stored data is discussed, and the issues of verifying and validating prototypes generated using such partially “reengineered” models are examined. An application currently in use as an investigative prototype for testbed development, a simple position controller servomechanism used to control the azimuth angle of a target‐tracking sensor, is used to illustrate the process.
Chief Engineer as Chief Logistician
Authors: ROWLEY U.H. (JACK) , SMITH JIMMY L. 
Published: March 2009

ABSTRACTMany successful military weapons programs are plagued by “unsuccessful” logistics documentation at the time of weapons system delivery. In effect, the engineering is complete but the logistics is lacking. In many cases, this is a result of engineering changes that complicate the logistics process and drive it further behind schedule to the point it cannot possibly “catch up.” Yet the finger is always pointed at the logistics process primarily due to a lack of understanding of how the engineering and logistics should be integrated. To ensure full integration, it is necessary to train engineers in the logistics process so that they fully understand their impact. In order to accomplish this, the chief engineer must also be responsible for the logistics department and its deliverables.This paper will not only look at the required training and how the departments should be integrated, but also the types of mandatory interaction that engineers and logisticians must have to understand each other's requirements and deliverables. Many decisions made properly at the engineering level can greatly minimize the impact on the logistician and his process. This will provide a better product delivered on time with proper logistics and at decreased cost. Only a trained engineer with full knowledge of logistics and full control over a joint engineering/logistics department has the ability to make this happen. The term “integrated” in ILS must include not only all logistics components, but also engineering.
U.S. Coast Guard Naval Engineering into the Twenty‐First Century: A Field Perspective
Authors: AMES FRED L. 
Published: March 2009

ABSTRACTThe 1987 realignment of the U.S. Coast Guard's twelve individual districts' functions created the Atlantic and Pacific Maintenance and Logistics Commands (MLCs). Ostensibly to obtain operational billets from the support structure, this consolidation gave the Coast Guard a significant opportunity to improve naval engineering and logistics support to the Coast Guard's fleet. This paper details the Maintenance and Logistics Command, Atlantic (MLCLANT), Naval Engineering's strategy and initiatives in support of approximately 180 cutters and almost 1200 boats, more than two‐thirds of the Coast Guard's floating assets, well into the twenty‐first century.
The Development of the U.S. Coast Guard's 47‘ Motor Lifeboat
Authors: Shepard David M. 
Published: March 2009

ABSTRACT  The U.S. Coast Guard has been developing a 47′ high‐speed, heavy weather motor lifeboat, the 47 MLB, to replace the aging 44′ motor lifeboats. The 47 MLB is designed to be self‐righting and operate in up to 20′ breaking waves. The prototype 47 MLB has been in service for four years, and five pre‐production boats have been built by Textron Marine Systems in New Orleans, La. If the pre‐production boats prove to be successful, plans call for 100 boats to be built in the production run.One of the primary goals in developing a new motor lifeboat was to make major improvements with regard to crew safety, comfort, and efficiency. These human engineering requirements have affected almost every stage of the design, and have been the subject of considerable engineering effort. Throughout the development, a logical human engineering program has been followed. This program will continue through the pre‐production evaluation and into the production craft development.
Leap Technology Upgrades to Tactical Missiles Provide Near‐Term Options for Theater Missile Defense
Authors: ROBINSON SCOTT D. , MATLOCK RICHARD S. 
Published: March 2009

ABSTRACTOver the past several years, BMDO's Lightweight Exoatmo‐spheric Projectile (LEAP) program has achieved dramatic success in the development of advanced kinetic energy kill vehicle (KKV) technologies. Proof of principle ground and flight testing of these miniaturized interceptor technologies has been ongoing since 1989 with encouraging results. Recent testing successes have provided an excellent opportunity to investigate the incorporation of LEAP technologies into existing tactical missile systems for applications in Theater Ballistic Missile Defense (TBMD). Current tests and planning activities are building on lessons learned from previous LEAP tests to retrofit Navy, Air Force, and possibly Army missile systems with LEAP interceptors and kickstages in the interest of performing early technology demonstrations. These low‐cost, integrated technology flight tests will take advantage of available missile systems, existing test activities, and established service infrastructures to evaluate LEAP technologies in a realistic tactical environment. They will also help determine the feasibility of performing long‐range ballistic missile defense with KKVs from tactical platforms before commitment to the acquisition of new major weapon systems. Successful LEAP technology demonstrations could provide valuable contingency options for limited theater or national missile defense in the near term, prior to the fielding of proposed advanced systems.
THE GOLD MEDAL AWARD FOR 1993
Authors: MORGAN WILLIAM B. 
Published: March 2009

William B. Morgan has been a pioneer in the development of state‐of‐the‐art propulsion technology from his initial employment forty‐two years ago as a hydraulics engineer at David Taylor Model Basin, now the Carderock Division, Naval Surface Warfare Center, to his present position as Head, Hydromechanics Directorate.Dr. Morgan has made successive and outstanding technical contributions to the design and development of advanced marine propellers of various types. His contributions came just as naval surface ship and submarine propellers underwent a great transformation as the result of increasing demands for efficiency, noise and vibration abatement, and when new propeller types evolved for use on high speed vehicles. Advanced propulsors innovated and perfected through Dr. Morgan's leadership and personal efforts have become the standard for U.S. nuclear submarines including the latest class Seawolf.Many of the design advances that he developed for naval applications have been successfully applied to commercial ships worldwide. This contribution to the maritime community has received both national and international recognition.Dr. Morgan has also been responsible for the testing facilities that comprise the David Taylor Model Basin and are renowned world wide for unmatched size, scope, and scientific capabilities. Through his personal commitment and leadership, he has successfully introduced the Navy's newest hydrodynamic test facility, the Large Cavitation Channel at Memphis, Tenn. This facility provides the U.S. Navy with unparalleled scientific capabilities to analyze hull forms, appendages and propulsors in ways previously unavailable and will most certainly stimulate important future advances in naval designs.For his outstanding contribution to the United States Navy and to the maritime community as a leader of ship hydromechanics research and development, Dr. Morgan is eminently deserving to receive the American Society of Naval Engineers Gold Medal Award for 1993.
DDG‐51 Class Computer‐Aided Design
Authors: OUILLETTE JOANNE J. 
Published: March 2009

ABSTRACTComputer‐Aided Design and Computer‐Aided Manufacturing technology is being implemented in the U.S. Navy's Arleigh Burke (DDG‐51) Class Aegis Destroyer Program. Under the Navy's direction, the DDG‐51 class construction yards are aggressively pursuing the transition to CAD‐based design, construction and life cycle support. Through the CAD initiative, acquisition costs can be reduced without reduction of ships' capability. Building a three dimensional (3D) computer generated model of the ship prior to construction will facilitate the identification and resolution of interference and interface problems that would otherwise remain undetected until actual ship construction. The 3D database contains geometry and design data to support system design and concurrent engineering and is exchanged electronically between the construction yards. Detailed design drawings, fabrication sketches, and numerical control (NC) data are extracted directly from the database to support construction. At the completion of ship construction, as‐built models will be provided to the planning yard for life cycle support.
Materials Aspects of Damage Tolerance and Reliability of Ship Structures and Components
Authors: KHAN M.Z. SHAH , SAUNDERS D.S. , BURCH LA. , MOURITZ A.P. 
Published: March 2009

ABSTRACTThe design and development process prior to the fabrication of maritime structures such as merchant ships, naval surface ships and submarines include the specification of a range of materials required to perform under most adverse conditions of environment and operational loads. The damage tolerance and reliability of such structures can only be assured through appropriate materials selection, application of rigorous testing methodologies and through‐life inspection and monitoring. The importance of the consideration of damage tolerance and reliability of maritime structures can be gauged by the consequences of in‐service failures; for example, the break‐up of merchant ships resulting in environmental disasters, loss of lives and wartime damage of naval ships and submarines. Factors that lead to service failures include corrosion, fatigue, corrosion fatigue, low toughness and poor design, and often these factors occur in combination.The range of materials used in maritime structures is diverse and includes mild steel (ship) plate, micro‐alloyed steels, aluminium alloys and monolithic and foam sandwich glass fibre laminates. These materials all have different responses to the environmental and loading conditions and consequently extensive materials testing programs are necessary to put damage tolerance and reliability indicators in place.This paper addresses the materials and testing aspects of damage tolerance and reliability assessment of maritime structures, and deals broadly with corrosion and corrosion fatigue testing; fracture toughness testing; measurement of residual stresses within the structure; damage assessment and life calculations. The paper discusses testing methodologies that obtain essential property data for various materials under a range of environmental and loading conditions. The paper briefly addresses the application of property data to the prediction of the behavior of maritime structures and components as well as application to life prediction methodologies.The performance of the maritime structures and components in service can be monitored by many methods. The resultant outputs from the monitoring systems can be indicators of the development of damage within the structure and used to predict the behaviour of the damaged structure for reliability assessment. The future needs for the monitoring of maritime structures and components are discussed and some examples of monitoring methods will be presented.
An Application of Fuzzy Logic Control to a Classical Military Tracking Problem
Authors: Smith Erik S. 
Published: March 2009

ABSTRACTFuzzy logic is an emerging field of theory and application that holds great promise for the control of systems–especially those systems that cannot be described mathematically or that are nonlinear in nature. Fuzzy logic's strength lies in its heuristic approach to control. Instead of requiring complex mathematical equations that describe a system's behavior, fuzzy logic allows systems designers to use a set of common sense, plain‐English rules to invoke a desired system response.The purpose of this project was to explore fuzzy logic as a way to effect control of a target tracking system. The military tracking problem is one that has been well‐studied, and many solutions using various means of control have been successfully implemented. These control methods, however, are reaching the limits of their application. Fuzzy logic offers an exciting alternative solution to this problem.In pursuit of this project, an optical tracking platform was designed and built. A fuzzy logic control system was also developed and implemented. This system used information about a target laser's position and rate of change of position with respect to the tracking platform in two dimensions–elevation and azimuth–in order to arrive at its control decisions.
The Advanced TOMAHAWK Weapons Control System for Submarines
Authors: Baehr LCdr. Joseph S. 
Published: March 2009

ABSTRACT  The Advanced TOMAHAWK Weapons Control System (ATWCS) is being developed to support current and future tactical cruise missiles onboard navy ships. The ATWCS utilizes the Navy's standard Tactical Advanced Computer (TAC) 3 components and commercial standard Local Area Networks (LANs) to provide a flexible, robust system with excellent growth potential. Aggressive use of systems engineering principles has refined the system design so that it is adaptable to various Navy platforms. An excellent example of the success in meeting this design goal is the Submarine ATWCS.The primary data pathway for ATWCS is a Fiber Distributed Data Interface (FDDI) LAN connecting the four TAC 3 processors. Existing Common Display Consoles (CDCs) are used for display and control of the TAC 3 processors. The Submarine ATWCS builds on software already developed for surface ships. The open system architecture of this software is based on Computer Software Configuration Items (CSCIs) and several are obtained from other programs. Direct weapons interface in the Combat Control System (CCS) provides optimum efficiency in weapons control while gaining the functionality advantages of ATWCS.This paper describes the systems engineering solutions for both software and hardware to achieve a modern cruise missile weapons control capability for submarines utilizing non‐development items (NDI). Commercial Off The Shelf (COTS) technology, LANs and open system architecture.
The “Jimmie” Hamilton Award
Authors: Troesch Armin W. , Hicks Lieutenant jg John D. 
Published: March 2009

for the best original paper published in Naval Engineers Journal during the year 1994 as set forth in the followingThe ASNE Journal Committee annually recommends that the author(s) of the best original technical paper, published in Naval Engineers Journal during that award year receives the “Jimmie” Hamilton Award, presented annually since 1967. The bases for selection are the professionalism of subject matter, depth of treatment, importance and lasting value, clarity of composition and style and individual effort.
Theory and Practice of Total Ship Survivability for Ship Design
Authors: Said Michael O. 
Published: March 2009

ABSTRACT  Total Ship Survivability (TSS) is an evolving engineering management discipline being used in NAVSEA to better integrate survivability with other ship design disciplines. TSS embodies the principles of systems and concurrent engineering, in addition to other engineering analysis techniques, to assimilate data, balance conflicting needs and implement survivability at a total ship level. As such, the primary goal of TSS is to better balance the variety of survivability design features (such as active, passive and damage control/firefighting features) during each phase of the ship design process, with considerations for the constraints on cost, schedule and performance.TSS represents a survivability design philosophy and concept which not only supports the ship design process, but also the approach to survivability research and development (R&D), Live Fire Test and Evaluation (LFT&E) and fleet modernization (i.e. life cycle support). In addition, TSS promotes transfer of survivability knowledge to fleet operators with special at‐sea trials and tests to enhance crew training; and the operation of mission essential ship systems to retain or restore combat readiness following a weapon hit.This paper will discuss the TSS concept, how it came into being, TSS methods and practical applications for surface ship design.
Using Simulation to Determine the Maneuvering Performance of the WAGB‐20
Authors: Lecourt E. J. 
Published: March 2009

ABSTRACT  The WAGB‐20 is a U. S. Coast Guard polar icebreaker with an integrated diesel‐electric propulsion system. Power is generated by four main diesel engines driving AC generators. Two main 15,000‐HP AC synchronous propulsion motors are directly coupled to the port and starboard propellers. Two cycloconverters provide variable‐voltage, variable‐frequency power for controlling each propulsion motor.The simulation of the electric propulsion system is being developed to analyze the steady‐ state and transient performance of the system during open water and icebreaking operations. The objectives of the analysis are to support propulsion plant design, aid in the integration of system components, develop control system algorithms, predict system performance, and determine the requirements for dynamic braking resistors.The analysis consists of mathematical models for the ship, shaft systems, propellers, AC synchronous propulsion motors, motor controllers, cycloconverters, generators, generator exciters, voltage regulators, diesel engines, and engine governors. These models are based on actual machinery data.The WAGB‐20 specification requires the propulsion system to have the capability of going from full power ahead to full power astern in open water in 25 seconds or less. This paper presents the simulation results which show that by controlling the regenerative power the crash astern maneuver can be performed to meet this requirement without the need for dynamic braking resistors.
Centenary of the Destruction of USS Maine: A Technical and Historical Review
Authors: Hansen I. S. , Wegner D. M. 
Published: March 2009

ABSTRACTThe USS Maine exploded in Havana harbor on February 15, 1898 with the loss of 266 lives. Its loss sparked the battle cry “Remember the Maine,” it became one of the causes of the Spanish‐American War, and the ship and the event now symbolize an era. The ship has grabbed the public's interest and fascination for one hundred years, in large part due to the perceived mystery surrounding the cause of the disaster. The official investigations at the time blamed a mine, but this was not universally accepted. Lingering doubts resulted in much speculation without putting the “riddle” to rest. Admiral Hyman Rickover became interested and assembled a team to see what could be determined from the original evidence when modern knowledge of explosion damage was applied. The results, which were published in his book of 1976, dispelled the main part of the mystery—there was no mine. A new foreword and a new addendum to the technical appendix of the book were provided by the authors of this article when a new edition was published in 1995. The verdict is still the same. Among several magazine articles occasioned by the centenary of the disaster, the National Geographic Magazine reports on the result of a new study they commissioned. That study maintains that the “riddle” still persists. This article summarizes the historical background and the technical factors which lead to the conclusion that a mine did not cause the destruction of the Maine.
Naval Situation Assessment Using A Real‐Time Knowledge‐Based System
Authors: Carling Robert 
Published: March 2009

AbstractThis paper analyses the naval situation and threat assessment processes and provides numerical results of an implementation of some situation assessment subfunctions using a real‐time knowledge‐based system called MUSE. First, a short description is given of a MUSE system. Second, a description is given of a MUSE stimulator that generates real‐time air tracks for long range radar, medium‐range radar, fire‐control radar, electronic warfare support measures (ESM), identification friend or foe (IFF), and datalink sensors. Third, a functional diagram of the naval situation and threat assessment processes is provided together with a list of what is believed to be the most important subfunctions of these two processes. The tasks of these subfunctions in the operations room of an anti‐air warfare frigate and the computer modelling of some of these subfunctions using the MUSE knowledge‐based system are then described. Fourth, statistical experiments are described in which three hundred seconds of real‐time air track data is generated on a Sun Sparc 10 workstation by the stimulator and sent through an Ethernet connection to a MUSE situation assessment knowledge‐based system executing on a Sun Sparc 5 workstation. An evaluation of the results obtained from this knowledge‐based system is included in the paper.
Want Energy Conservation? Try Incentive
Authors: Pehlivan H. 
Published: March 2009

ABSTRACTThis paper will prove that a monetary incentive approach to achieve energy conservation works. With the recent rise in energy costs because of the acts of oil producing foreign counties, this subject is very timely.The objective of U.S. Navy shipboard energy conservation is to make ships more fuel efficient to help stretch the fuel budget dollars as far as possible and also make ships more environmentally friendly. This goal has been the cornerstone of machinery and hull R&D and Fleet operational improvements. In support of this quest, the NAVSEA incentivized Energy Conservation (ENCON) program has been established, which focuses upon Fleet and ship operational improvements.This paper will provide brief discussions on the incentivized ENCON Program, program elements, and suggestions to institutionalize a similar program for ships operated by the Military Sealift Command, U.S. Army, U.S. Coast Guard, and National Oceano‐graphic Atmospheric Administration. A similar incentivized ENCON program can also be implemented for friendly nations' naval ships. It is also believed that commercial shipping companies can use the incentive concept to operate their ships more efficiently.