Готові списки джерел за темами / Arleigh Burke Class

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Автор: Grafiati
Опубліковано: 10 грудня 2022
Оновлено: 28 січня 2023

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Статті в журналах з теми "Arleigh Burke Class"

1

FOLEY, J. KEVIN. "The Testing of a New Ship Class-The USS Arleigh Burke." Naval Engineers Journal 105, no. 6 (November 1993): 30–38. http://dx.doi.org/10.1111/j.1559-3584.1993.tb02773.x.

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2

Schmidt, William R., James R. Vander Schaaf, and Richard V. Shields. "Modeling and Transfer of Product Model Digital Data for DDG 51 Class Destroyer Program." Journal of Ship Production 7, no. 04 (November 1, 1991): 205–19. http://dx.doi.org/10.5957/jsp.1991.7.4.205.

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The significant benefits achieved by the Navy from application of a CAD/CAM modeling technique to the Aegis Destroyer Construction Program are described. Building a computer model of the ship—the Arleigh Burke Class (DDG 51)—prior to construction reduces interferences and improves design accuracy and completeness. Major challenges addressed by the paper are the translation to CAD of an existing paper design and the transfer of three-dimensional CAD product models in order to permit construction of the ship at two different yards. This ongoing project represents a major cooperative effort between the Navy, design agencies, weapons systems manufacturers, and two private shipyards.
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3

Karafiath, Gabor. "Stern End Bulb for Energy Enhancement and Speed Improvement." Journal of Ship Production and Design 28, no. 04 (November 1, 2012): 172–81. http://dx.doi.org/10.5957/jspd.2012.28.4.172.

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Unlike the bow bulb, the stern end bulb (SEB) has been used on just a few ships to improve performance. In one of these rare, full-scale applications, a maximum resistance reduction in the 5% to 7% range is claimed. A few applications of SEBs are shown along with some model test data for a Naval Auxiliary ship. The rationale for SEB is discussed along with the hydrodynamic mechanism associated with a SEB. In addition to wave-making reduction, the SEB can reduce eddy-making and possibly improve course-keeping. The results of several fluid flow computations with initial SEB designs are shown for two ship classes: the T-AKE LEWIS and CLARK dry cargo ship and the DDG 51 ARLEIGH BURKE destroyer. The calculations use the Ship Wave Inviscid Flow Theory potential flow computer code and the FreeRans viscous flow free surface computer code. Several SEBs were designed and investigated analytically for the T-AKE class ships, and the best of these is predicted to reduce resistance by 4.5% at 20 knots. In addition, several initial SEB/Stern Flap configurations were designed for the DDG 51 Class Flight IIa destroyers and five configurations, some with just an SEB added to the hull and others with a combined SEB-Stern Flap configuration were model-tested. The examination of these initial efforts led to the design of several new-style combined SEB-Stern flap configurations, the best of which is predicted to save at least 745 Bbls of fuel per ship per year.
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Дисертації з теми "Arleigh Burke Class"

1

Anderson, Travis J. (Travis John). "Operational profiling and statistical analysis of Arleigh Burke-class destroyers." Thesis, Massachusetts Institute of Technology, 2013. http://hdl.handle.net/1721.1/81582.

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Анотація:
Thesis (Nav. E. and S.M.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2013.
"June 2013." Cataloged from PDF version of thesis.
Includes bibliographical references (p. 60-62).
Ship operational profiles are a valuable tool for ship designers and engineers when analyzing potential designs and ship system selections. The most common is the speed-time profile, normally depicted as a histogram showing the percent of time spent at each speed. Many shortcomings exist in the current Arleigh Burke (DDG 51)-class operational profiles. The current speed-time profile is out of date, based on another ship class, and does not depict the profile in one-knot increments. Additional profile data, such as how the engineering plant is operated and a mission profile, do not exist. A thorough analysis of recent DDG 51 operations was conducted and new and improved profiles were developed. These profiles indicate the ships tend to operate at slower speeds than was previously predicted with 46% of the time spent at 8 knots and below as compared to the previous profile with 28% for the same speeds. Additionally, profiles were developed to show the amount of time spent in each engineering plant line-up (69% trail shaft, 24% split plant, 7% full power) and the time spent in different mission types (69% operations, 27% transit, 4% restricted maneuvering doctrine). A detailed statistical analysis was then conducted to better understand the data used in profile development and to create a region of likely speed-time profiles rather than just a point solution that is presented in the composite speed-time profile. This was accomplished through studying the underlying distributions of the data as well as the variance.
by Travis J. Anderson.
Nav.E.and S.M.
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2

Fahner, Matthew J., and Charles N. Cuddy. "Generation of the Arleigh Burke Destroyer class shipboard phased replacement program list." Monterey, California. Naval Postgraduate School, 2010. http://hdl.handle.net/10945/10487.

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Анотація:
MBA Professional Report
This project is designed to provide a class-wide list of items for inclusion in the Phased Replacement Program (PRP) for each ship in the DDG 51 Arleigh Burke Class of Guided Missile Destroyers (DDGs). Current business practice involves the Supply Officer on each ship generating and maintaining an independent ship-specific list. This practice reduces the efficiency in the supply chain for these items by not maximizing the demand and ordering structure. The intention of the generation of a class-wide list is to improve the ordering periodicity and provide visibility for replenishment of these parts at the unit level for further consolidation at the class-wide level for oversight, management, and guidance. Research was conducted using PRP lists gathered during ship visits, review of Naval Surface Forces' online financial management Continuous Monitoring Program, and cross referencing the data with Defense Logistics Agency's inventory management databases to validate the PRP items selected for inclusion in the class-wide list for items that should be tracked, stored, and managed on all DDGs. The resulting PRP list is meant to provide a baseline for ship Supply Departments to use and does not include every PRP item that ships must have.
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3

Weekes, Godfrey D. "Cost benefit analysis of adjustable speed drives aboard Arleigh Burke class destroyers." Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 2003. http://hdl.handle.net/10945/6253.

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Анотація:
Thesis (M.S. in Electrical Engineering)--Naval Postgraduate School, September 2003.
Thesis advisor(s): Robert W. Ashton, John Ciezki, Andrew A. Parker. Includes bibliographical references (p. 69-71). Also available online.
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4

Kimbley, Robert, and LeRoy Bates. "SHIPBORNE TELEMETRY RECEIVING/RECORDING SYSTEM FOR ARLEIGH BURKE DDG 51 AEGIS CLASS DESTROYERS." International Foundation for Telemetering, 1991. http://hdl.handle.net/10150/612178.

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Анотація:
International Telemetering Conference Proceedings / November 04-07, 1991 / Riviera Hotel and Convention Center, Las Vegas, Nevada
Portable Telemetry Data Receive/Record Sets (TDRRS) are temporarily installed in Navy ships to record and display data from tactical surface-to-air and surface-to-surface missiles (e.g., STANDARD, HARPOON, TOMAHAWK and SEA SPARROW). The Arleigh Burke DDG 51 AEGIS class Destroyer is the fleet’s newest Man-of-War. The first ship of this class, the USS Arleigh Burke (DDG 51), was recently commissioned on 4 July 1991. Permanent telemetry data RF and control transmission cabling systems will be installed in these Destroyers. The purpose of the dedicated cabling system is to deliver high quality telemetry data to the portable TDRRS. A dedicated quality interface guarantees reliable communications with the STANDARD Missile (SM) 2 during the pre-exit and initial airborne stages during missile launched from the ship’s Vertical Launch System (VLS). Previous ship classes depended on portable cables and equipment to provide for this function. Cables were brought through hatchways and bulkheads to the telemetry receiving and recording equipments. The DDG 51 AEGIS Class Destroyer uses a Collective Protection System (CPS) that provides for differential inside air pressure that is greater than the outside air pressure. This is intended to prevent chemical, biological, and nuclear contamination from entering the ship. To preserve CPS integrity, telemetry cabling is routed through airtight bulkhead connectors. This paper introduces the new integrated shipboard telemetry cable interface and the recently developed fleet telemetry receive and record system. Discussions will be provided on the SM 2 Vertical Launch System telemetry data transfer and the latest state-of-the-art receive and record equipment installed on the Arleigh Burke DDG 51 AEGIS Class Destroyers.
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5

Taylor, Michael Eric. "System identification and control of an Arleigh Burke Class Destroyer using an extended Kalman Filter." Thesis, Springfield, Va. : Available from National Technical Information Service, 2000. http://handle.dtic.mil/100.2/ADA379628.

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6

Kulow, Keith S. "Modeling the progressive flooding characteristics of the Arleigh Burke Class Destroyer using SIMSMART and Excel." Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 2000. http://handle.dtic.mil/100.2/ADA380747.

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Анотація:
Thesis (M.S. in Mechanical Engineering)--Naval Postgraduate School, June 2000.
Thesis advisor(s): Calvano, Charles ; Papoulias, Fotis. "June 2000." Includes bibliographical references (p. 141). Also available online.
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7

Taylor, Michael Eric 1970. "System identification and control of an Arleigh Burke Class Destroyer using an extended Kalman filter." Thesis, Massachusetts Institute of Technology, 2000. http://hdl.handle.net/1721.1/91716.

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Анотація:
Thesis (Nav.E.)--Massachusetts Institute of Technology, Dept. of Ocean Engineering; and, (S.M.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2000.
Includes bibliographical references (leaves 88-92).
by Michael Eric Taylor.
Nav.E.
S.M.
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8

Quezada, Ojeda Rene E. (Rene Eduardo) 1965. "Robust control design and simulation of the maneuvering dynamics of an Arleigh Burke Class destroyer." Thesis, Massachusetts Institute of Technology, 1999. http://hdl.handle.net/1721.1/88861.

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Анотація:
Thesis (S.M. in Naval Architecture and Marine Engineering)--Massachusetts Institute of Technology, Dept. of Ocean Engineering; and, (S.M. in Ocean Systems Management)--Massachusetts Institute of Technology, Dept. of Ocean Engineering, 1999.
Includes bibliographical references (leaf 116).
by Rene E. Quezada Ojeda.
S.M.in Naval Architecture and Marine Engineering
S.M.in Ocean Systems Management
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9

Anderson, Travis J. "Operational profiling and statistical analysis of Arleigh Burke-class destroyers." Thesis, 2013. http://hdl.handle.net/10945/40211.

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Анотація:
CIVINS
Ship operational profiles are a valuable tool for ship designers and engineers when analyzing potential designs and ship system selections. The most common is the speed-time profile, normally depicted as a histogram showing the percent of time spent at each speed. Many shortcomings exist in the current Arleigh Burke (DDG 51)-class operational profiles. The current speed-time profile is out of date, based on another ship class, and does not depict the profile in one-knot increments. Additional profile data, such as how the engineering plant is operated and a mission profile, do not exist. A thorough analysis of recent DDG-51 operations was conducted and new and improved profiles were developed. These profiles indicate the ships tend to operate at slower speeds than was previously predicted with 46% of the time spent at 8 knots and below as compared to the previous profiles with 28% at the same speeds. Additionally, profiles were developed to show the amount of time spent in each engineering plant line-up (69% train shaft, 24% split plant, 7% full power) and the time spent in different mission types (69% operations, 27% transit, 4% restricted maneuvering doctrine). A detailed statistical analysis was then conducted to better understand the data used in profile development and to create a region of likely speed-time profiles rather than just a point solution that is presented in the composite speed-time profile. This was accomplished through studying the underlying distributions of the data as well as the variance.
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10

Goldsmith, Sam. "China’s Anti-Access & Area-Denial operational concept and the dilemmas for Japan." Master's thesis, 2012. http://hdl.handle.net/1885/9721.

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Анотація:
The People's Republic of China is developing a sophisticated Anti-Access/Area-Denial operational concept utilising a variety of defensive military capabilities, entwined with offensive components. The United States, Japan and other Asia-Pacific countries remain sceptical about China's defensive rationale for developing this operational concept because it threatens to undermine Asia-Pacific security. Specifically, the threat posed by China's military modernisation to the security of Japan may force the Japanese Government to adopt a more self-reliant defence posture. However, there are a variety of factors that complicate Japan's perception of China and restrict the number of feasible response options open to the Japanese Government. As such, this sub-thesis will examine the nature of China's Anti-Access/Area-Denial operational concept in addition to the factors complicating Japan's response and finally the ways that Japan may respond to the rising power of China.
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Книги з теми "Arleigh Burke Class"

1

Gourley, John. Arleigh Burke-class guided missile destroyers. Carrollton, TX: Squadron/Signal Publications, 2007.

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2

Taylor, Michael Eric. System identification and control of an Arleigh Burke Class Destroyer using an extended Kalman Filter. Springfield, Va: Available from National Technical Information Service, 2000.

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3

Haag, Jeremiah N. Navy Destroyers: Arleigh Burke and Zumwalt Class Programs. Nova Science Publishers, Incorporated, 2013.

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4

Michael, Green, and Gladys Green. Destroyers: The Arleigh Burke Class (Edge Books, War Machines). Edge Books, 2004.

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5

Cost Benefit Analysis of Adjustable Speed Drives Aboard Arleigh Burke Class Destroyers. Storming Media, 2003.

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6

Modeling the Progressive Flooding Characteristics of the Arleigh Burke Class Destroyer Using SIMSMART and Excel. Storming Media, 2000.

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Тези доповідей конференцій з теми "Arleigh Burke Class"

1

Russom, Dennis, Jeffrey Patterson, and Ivan Pineiro. "Analysis of U.S. Navy Rolls Royce 501-K34 Turbine Engine Removals 2008 to 2018." In ASME Turbo Expo 2019: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/gt2019-91535.

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Анотація:
Abstract The Rolls Royce 501-K34 gas turbine engine serves as the prime mover in the Ship Service Gas Turbine Generators (SSGTGs) of the U.S Navy’s USS ARLEIGH BURKE (DDG 51) Class Flight I and Flight II ships. At the time of this writing, there are 65 ships and 195 shipboard 501-K34 turbine engines which operate a total of about 400,000 hours per year. Engines periodically require removal from ships for depot repair. This paper discusses the guidelines that govern the removal process then discuss the 156 engine removals that occurred between January 2008 and November 2018.
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2

Walters, Robert, Vinodhini Comandur, and Karen Feigh. "3D Conformal Pilot Cueing for Rotorcraft Shipboard Landings: A Time Horizon Parametric Study." In Vertical Flight Society 77th Annual Forum & Technology Display. The Vertical Flight Society, 2021. http://dx.doi.org/10.4050/f-0077-2021-16750.

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Анотація:
This paper presents preliminary results of two 3D conformal cueing styles with variable visual time horizons. Due to restrictions from the pandemic, pilot-in-the-loop (PIL) testing was restricted to the author, who is a former military aviator. The experiment involved flying an approach to touchdown on the deck of an Arleigh Burke Flight IIA class Destroyer. Terminal landing constraints (location, heading, and impact velocity) and enroute cross track and vertical error were used as measures of pilot performance. The use of 3D cueing expanded the operational envelope to include zero-illumination conditions. For completeness, the study requires additional subjects, specifically those that have prior shipboard landing experience, as COVID-19 safety precautions paused in-person simulator testing early in the testing period.
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3

Cairns, John A. "DDG51 Class Land Based Engineering Site (LBES): The Vision and the Value." In ASME Turbo Expo 2012: Turbine Technical Conference and Exposition. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/gt2012-70155.

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Анотація:
The Arleigh Burke guided missile destroyer program (DDG 51) represents the largest ship class in the US Navy. The DDG 51 Land Based Engineering Site (LBES) is a test complex that was built to provide & demonstrate a stable level of operational effectiveness and suitability for mobility and support systems during ship construction and fleet introduction of the class. Integrated systems testing on the LBES proved to be paramount in the success of the overall shipbuilding program as technical risks discovered in Philadelphia were able to be solved with a mix of hardware and computer program changes prior to shipbuilder trials or sailaway. This success in risk/cost avoidance also led to program office investment in LBES upgrades such as Flight IIA DDGs, multi-year option class changes, and DDG midlife/modernization changes that are still proving to carry very high cost avoidance and return on investment. LBES has also afforded several indirect benefits such as navy crew training, the genesis of DDG 51 class distant support, and equipment or system vendor ECP testing. Most recently LBES has been used for the navy’s Great Green Fleet R&D proof of concept testing (e.g. biofuel in 2010 and hybrid electric drive in 2011–12). This article will describe the DDG 51 LBES contribution to one of the most successful ship acquisition programs in U.S. naval history.
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4

Preisel, John H. "Testing at the US Navy’s Gas Turbine Systems Engineering Complex." In ASME 1990 International Gas Turbine and Aeroengine Congress and Exposition. American Society of Mechanical Engineers, 1990. http://dx.doi.org/10.1115/90-gt-296.

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Анотація:
The United States Navy has developed a facility to support full scale testing of gas turbine propulsion systems. The first site at this facility is based on the gas turbine propulsion system for the newest class of surface combatants, the USS Arleigh Burke (DDG 51). The plant consists of two LM 2500 gas turbines, combined with a newly designed reduction gear, and supported by a gas turbine generator for electrical power. This paper describes the design of the propulsion plant, and gives special emphasis to propulsion and electrical testing. The digital control system, and multiplexed communications system is described. Preliminary component, system and full scale integration test results are presented and discussed. The paper includes lessons learned from the installation of the propulsion train and the electrical systems. Finally, a brief description of the machinery control system software maintenance process, and our initial experiences with large scale software integration testing will be given. This paper reaffirms the value of full scale systems integration testing. It also points out the fundamental role that electronics, computers, and software play in marine gas turbine systems.
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5

Socoloski, Paul, Michael Maier, and Michael Lamberto. "Life-Cycle Engineering Support From the US Navy Gas Turbine Ship Complex." In ASME 1996 International Gas Turbine and Aeroengine Congress and Exhibition. American Society of Mechanical Engineers, 1996. http://dx.doi.org/10.1115/96-gt-496.

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Анотація:
The United States Navy has tested propulsion plants since the beginning of the century. There is a long record of successful test programs which have either proven new systems for introduction to the fleet or demonstrated the inability of new systems to meet the requirements of the fleet. Traditionally these test programs concluded with the introduction of the propulsion system into service. With the conception of the Gas Turbine Ship Complex in the mid 1980s, the Navy recognized the need to maintain a facility for conducting life cycle engineering activities to support the more complex gas turbine plants and control systems in the fleet. The Gas Turbine Ship Complex successfully tested the DDG-51 Class propulsion plant before the introduction of the Arleigh Burke and now continues to provide testing of gas turbine plant upgrades, allows training for DDG-51 Class precommissioning crews, enables In-Service Engineers to conduct plant operations to resolve emergent fleet problems and conducts Research and Development on new and upgraded systems. This paper recounts the premiss for developing the Gas Turbine Ship Complex and shows how the plant has gone beyond traditional propulsion plant test programs to fulfill its mission as a facility for life cycle support of gas turbine ships.
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6

Kozuhowski, Helen J., Matthew G. Hoffman, C. David Mako, Leonard L. Overton, and William E. Masincup. "Integrated Testing of the Full Authority Digital Control and Redundant Independent Mechanical Start System for the U.S. Navy’s DDG-51 Ship Service Gas Turbine Generator Sets." In ASME 1998 International Gas Turbine and Aeroengine Congress and Exhibition. American Society of Mechanical Engineers, 1998. http://dx.doi.org/10.1115/98-gt-273.

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Анотація:
The U.S. Navy and Allison Engine Company successfully completed a second round of testing which integrated a new Woodward Governor Full Authority Digital Control (FADC) system for gas turbine control and a Redundant Independent Mechanical Start System (RIMSS). This integrated system will be installed on Allison Model AG9140 Ship Service Gas Turbine Generators (SSGTGs) on hull numbers DDG-86 and follow of the U.S. Navy’s Arleigh Burke (DDG-51) class destroyers. The Full Authority Digital Control (FADC) Local Operating Panel (LOCOP) will be a direct replacement of the original AG9140 LOCOP and will control both the Allison 501-K34 gas turbine and the RIMSS unit. RIMSS is a gas turbine powered, mechanically coupled start system for the SSGTGs and is designed to replace the high pressure start air system on DDG-51 class ships. This paper describes the FADC and RIMSS systems and details Phase II testing that was conducted on the AG9140 SSGTG located at the Naval Surface Warfare Center, Carderock Division - Ship Systems Engineering Station (NSWCCD-SSES) DDG-51 Land Based Engineering Site (LBES), Figure 1. The test program embodied the second portion of RIMSS testing which included the addition of the final prototype FADC control system. The test agenda included electric plant operations with the FADC and a second 500 start endurance test of RIMSS. The primary objective of Phase II testing was to evaluate the FADC control system and to further validate engine life predictions for the RIMSS engine.
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7

Ouillette, Joanne J. "Designing the Future DDG 51 Class Computer Aided Design." In ASME 1993 International Computers in Engineering Conference and Exposition. American Society of Mechanical Engineers, 1993. http://dx.doi.org/10.1115/edm1993-0105.

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Анотація:
Abstract The DDG 51 Class of AEGIS guided missile destroyers is the Navy’s premier surface combatant. Named for famed World War II hero. Admiral Arleigh Burke, these ships represent state-of-the-art technology. This 504 foot, 8,300 ton destroyer has been designed with improved seakeeping and survivability characteristics and carries the sophisticated AEGIS Weapon System. Derived from the Greek word meaning “shield”, AEGIS ships are the “shield of the fleet”. The Navy has commissioned the first two ships of the class. They have performed beyond expectation in rigorous at-sea trials designed to fully test combat capability. The DDG 51 Class ships are replacing retiring fleet assets. In a decreasing Department of Defense (DoD) budget environment, however, acquisition costs must be reduced to continue to build capable warships. The Navy’s Destroyer Program Office is pursuing the implementation of Computer Aided Design (CAD) and Computer Aided Manufacturing (CAM) technology to reduce costs without reducing ship’s capability. Under Navy direction, the ship construction yards, Bath Iron Works and Ingalls Shipbuilding, are aggressively pursuing the transition to CAD-based design, construction, and life cycle support This effort also involves General Electric, the Combat System Engineering Agent. Building a three dimensional (3D) computer model of the ship prior to construction will facilitate the identification and resolution of interferences and interface problems that would otherwise go undetected until actual ship construction. This 3D database contains geometry and design data to support system design. Accurate construction drawings, fabrication sketches, and Numerical Control (NC) data can be extracted directly from the database to support construction at each shipyard. At completion of construction, a model representing the “as built” configuration will be provided as a lifetime support tool for each ship’s projected 40 year life. The transition to CAD-based design and construction has applied fundamental concepts of the DoD’s Computer Aided Acquisition and Logistic Support (CALS) initiative. In addition to creating a 3D database representing ship design, the shipyards have developed a neutral file translator to exchange this data between Computervision and Calma CAD systems in operation at Bath Iron Works and Ingalls Shipbuilding respectively. This object oriented transfer capability ensures data is shared rather than duplicated. The CALS concepts of concurrent engineering and computer aided engineering analysis are being applied to design an upgrade to the ship that features the addition of a helicopter hanger. The CAD models are used as an electronic baseline from which to assess proposed modifications. Optimizing the design before the first piece of steel is cut will reduce construction costs and improve the quality of the ship.
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8

Halpin, Richard, and Frank Sapienza. "Integrating a Hybrid Electric Drive Propulsion System With the Existing DDG 51 Class Machinery Control System." In ASME 2011 Turbo Expo: Turbine Technical Conference and Exposition. ASMEDC, 2011. http://dx.doi.org/10.1115/gt2011-45902.

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Анотація:
The destroyers of the USS Arleigh Burke Class all have 4 propulsion gas turbines and 3 gas turbine generators (GTGs). A typical at-sea “condition 3” operating profile consists of having 2 gas turbine generators running at approximately 50% capacity, and one propulsion gas turbine online at low to intermediate ship speeds. Having 2 GTGs online at all times at 50% load each provides the obvious advantage of maintaining all electric loads should one GTG shut down unexpectedly. This luxury does come at the cost of fuel efficiency, as gas turbines efficiency improves continuously as they move away from idle. On the propulsion end, a single gas turbine is capable of generating enough horsepower to propel the ship at speeds in excess of 20 knots. Depending upon the specific mission that the destroyer may be on, however, quite a bit of operating profile may be at speeds below 15 knots where the LM2500 is operating at less than 20% capacity. In this range of operation specific fuel consumption ratios are also relatively low. The proposed Hybrid Electric Drive (HED) system has the potential to address both of these inefficient ranges of operation. By installing one 2000 horsepower electric motor on each shaft, the electric motors can be used to propel the ship at speeds below 14 knots (projected) while running the GTGs up to 90% operating range where they are most efficient. The LM2500 is shut down completely at this range, and the potential fuel savings in this configuration is substantial. While there are many engineering challenges with installing such a HED system on board an in-service DDG, the focus of this paper is on how to integrate HED with the existing Machinery Control System (MCS). Such challenges include interfacing MCS to the HED supervisory controller, developing a new HED control interface for the propulsion control operator, integrating HED into the existing shaft speed control algorithm, transitioning to and from HED propulsion, and updating data logging to include HED. Managing the interface between current electric load, changing electric loads, and current available HED power will also be addressed.
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9

Hendry, Morgan L., and Nicholas Bellamy. "Hidden Advantages and Strategic Leaps for CODAG, CODELAG, CODELOG and Hybrid Propulsion Systems." In ASME Turbo Expo 2020: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/gt2020-15543.

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Abstract Navies worldwide are increasingly considering and adopting propulsion plants with electric propulsion for cruise and ship silent operation, and gas turbines for boost propulsion for high speed. These propulsion plants, often referred to as hybrid propulsion, utilize water jets, controllable pitch propellers, or fixed pitch propellers, and have design and overall configuration to fit into naval ships with various size hulls such as would be the case with corvettes, frigates, destroyers, cruisers, etc. Therefore, size, weight, and space of the propulsion plant is important, but equally important is limiting associated machinery which must be used with a particular hybrid propulsion plant design selected. In addition, propulsion design engineers, in conjunction with naval architects, shipyards and navies, must consider fuel efficiencies, machinery efficiencies, weight of all the associated machinery, placement in the hull, first time cost, and life cycle maintenance with associated cost when selecting the configuration of the propulsion system’s associated machinery. Manning levels are dictated by these parameters and in the end, it must be realized that the purpose of the ship mission can be compromised if reliability is not high and premature failures occur. This paper is a more in depth analysis of hybrid propulsion systems for naval ships of various sizes, and analysis of the associate machinery emphasizing ship weight and space savings, fuel savings, cost savings, mean time between failures and mean time to repair which results in lower manning requirements and increased mission readiness. By the time this paper is published, more than 250 SSS Clutches will be installed in US Navy Arleigh Burke Destroyers, 32 are operating in low speed propeller shafts of British Navy Type 23 ships, 2 in the Japanese Navy’s Asuka Class and 16 in low speed propeller shafts of Royal Korean Navy FFX Batch II frigates. At the time of abstract submission, all three programs referenced above have cumulatively had zero defects attributable to SSS Clutch material, function, design, or quality. While the US Navy are given occasional reminders of why alternative clutch designs remain ineffective, unreliable and remarkedly inefficient, other nations’ vertically tiered supply chains and inexperienced engineers are shielded from similar issues.
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Звіти організацій з теми "Arleigh Burke Class"

1

Vandroff, Mark R. DDG 51 Arleigh Burke Class Guided Missile Destroyer (DDG 51). Fort Belvoir, VA: Defense Technical Information Center, December 2013. http://dx.doi.org/10.21236/ada613364.

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2

Vandroff, Mark R. DDG 51 Arleigh Burke Class Guided Missile Destroyer (DDG 51). Fort Belvoir, VA: Defense Technical Information Center, November 2015. http://dx.doi.org/10.21236/ad1019141.

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3

Fahner, Matthew J., and Charles N. Cuddy. Generation of the Arleigh Burke Destroyer Class Shipboard Phased Replacement Program List. Fort Belvoir, VA: Defense Technical Information Center, December 2010. http://dx.doi.org/10.21236/ada536327.

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