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Статті в журналах з теми "Engineer-head"
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THAYER, ANN. "Chemical Engineer To Head Lehigh University." Chemical & Engineering News 84, no. 20 (May 15, 2006): 13. http://dx.doi.org/10.1021/cen-v084n020.p013a.
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Hui, L. "CHINA: Engineer to Head Chinese Academy." Science 277, no. 5327 (August 8, 1997): 761b—761. http://dx.doi.org/10.1126/science.277.5327.761b.
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Miller, Keith. "The engineer, the dancer, and the severed head [Editorial]." IEEE Technology and Society Magazine 27, no. 2 (2008): 4. http://dx.doi.org/10.1109/mts.2008.925532.
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Gwynne, Peter. "Space engineer takes over as head of the MIT Media Lab." Physics World 34, no. 2 (May 1, 2021): 10ii. http://dx.doi.org/10.1088/2058-7058/34/02/11.
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Saladžinskas, Sigitas Vladas, and Kristina Vaisvalavičienė. "Professional Activities (1930–1981) of Latvian-Born Lithuanian Architect and Engineer Karolis Reisonas (1894–1981) in Kaunas, Panevėžys and Adelaide Cities." History of Engineering Sciences and Institutions of Higher Education 3 (October 15, 2019): 35–51. http://dx.doi.org/10.7250/hesihe.2019.003.
Повний текст джерелаАнотація:
The article introduces the professional activities of Latvian-born Lithuanian architect and engineer Karolis Reisonas (in Latvian: Kārlis Reisons; 1894–1981) in the second half of his life – from 1930 in Kaunas, Panevėžys and Adelaide cities – and his role in the history of Lithuanian architecture. K. Reisonas was one of the most prominent creators of modern 20th-century interwar Lithuanian architecture and together with other famous Lithuanian architects formed a special style of Kaunas modern architecture in interwar period. K. Reisonas is the author or co-author of representative buildings in Šiauliai, Kaunas and other Lithuanian cities, as well as in Riga and Adelaide cities. Architect and engineer K. Reisonas worked as Šiauliai City Engineer and Head of Municipal Construction Department (1922–1930), Director of Šiauliai Vocational School (1926), Consultant of Lithuanian Chamber of Agriculture (1927–1928), Head of Construction Department of Kaunas Municipality (1930– 1938), Panevėžys City Engineer (1940) and Burgomaster (1941–1944). From 1949, the Reisonas family lived in Adelaide city, Australia. To his projects three monuments of independence were built in Lithuania – Monument of Independence in Šiauliai city, Podium of the Freedom Monument of Kaunas city and Roman Catholic Christ’s Resurrection Church in Kaunas city. Fourteen of buildings in Lithuania (in Kaunas and Šiauliai cities) designed by him are included in the list of cultural values of Lithuania. Early K. Reisonas’ projects are characterized by historism, elements of eclecticism and «brick style», later projects are characterized by austere rationalism, functionalism, adaptation to urban construction and cultural and historical context.
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Fesovets, O. "Research and organizational activities of Volodymyr Sokovych (1874 – 1953), as one of the founders of the national scientific school of railway operation." History of science and technology 6, no. 8 (June 22, 2016): 61–68. http://dx.doi.org/10.32703/2415-7422-2016-6-8-61-68.
Повний текст джерелаАнотація:
Volodymyr Sokovych – eminent engineer-practitioner and railroad scientist in the first half of the twentieth century, one of the founders of the science of railway operation. He founded the first domestic operating railway transport department, became its first dean and head of the newly created Department of “Organization of transportation”.
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Parikh, Margie. "Dilip Roy at Itsun Heavy Industries India Pvt. Ltd. (IHIIPL)." Asian Case Research Journal 12, no. 02 (December 2008): 233–48. http://dx.doi.org/10.1142/s0218927508001138.
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Dilip Roy is a country head at Itsun Heavy Industry (India) Pvt. Ltd. (IHIIPL) in Delhi, India. It is a wholly owned subsidiary of Itsun China, a leading private sector construction equipment company. Dilip graduated as a mechanical engineer with reputed National Science Talent Search Scholarship, started his career as a Graduate Trainee Engineer and became a Vice President in another company before he joined IHIIPL as a country head. Hu, the representative of Itsun China in India was exploring the Indian market and he ended up offering a job to Dilip after a series of interactions concerning the Indian Construction Equipment Industry. This was the first opportunity for Dilip to head an entire company. He knew the industry thoroughly and felt excited that finally his ambition was at the verge of fulfillment. When Dilip joined, IHIPL had yet to be incorporated though some business activities had started. Dilip's time at IHIIPL is dotted with problem after problem. The key problems encountered were confusion about reporting relationships, unresponsive head office with its unilateral decisions, and unprofessional and incompetent colleagues. Dilip had taken steps to address most of the company's problems: developing local solutions, drawing on personal resources, and hiring new staff. The business was growing fast on the back of increasing demand. Subsequently, Dilip realized that he was not considered trustworthy by the head office and was not involved in major decisions. His initial perception about his job and IHIIPL changed. Even though he was later given the certificate of honor with an invitation to attend the award ceremony in China, he left the company. This case is useful for examining the issues of cross-cultural management and leadership.
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Croccolo, D., M. De Agostinis, and S. Fini. "Design of a cutting head for a crosscutting machine." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 231, no. 1 (August 9, 2016): 5–17. http://dx.doi.org/10.1177/0954406216661367.
Повний текст джерелаАнотація:
The present paper deals with the structural analysis and the re-design of a cutting head for an automatic crosscutting machine. The machine is already marketed, and can process rectangular section wooden slats. The principal goal of this work is to develop a new mechanism capable of enhancing the productivity of the machine by around 80%. The work has been carried out by means of both numerical finite element analysis tools and analytical models. In fact, a secondary aim of the research is to define an analytical model which can capture the dynamic behavior of the device: this tool will be helpful to the design engineer in order to save costs associated with the development of future head designs.
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Lara-Galera, Antonio, Rubén Galindo-Aires, Gonzalo Guillán-Llorente, and Vicente Alcaraz Carrillo de Albornoz. "Contribution to the knowledge of early geotechnics during the 20th century: Alec Westley Skempton." History of Geo- and Space Sciences 10, no. 2 (August 29, 2019): 225–34. http://dx.doi.org/10.5194/hgss-10-225-2019.
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Abstract. Sir Alec Westley Skempton (4 June 1914–9 August 2001) was an English civil engineer and Professor of Soil Mechanics at Imperial College London from 1955 and Head of Department until he retired in 1981. He is often referred to as one of the founding fathers of soil mechanics in the UK and around the world and as one of the most important engineers of the 20th century. Skempton established the soil mechanics course at Imperial College London and not only helped to drive forward understanding of soil behaviours through his research and consultancy work, but also was a reference and inspiration for several engineering generations he taught. He was knighted at the New Year's Honours in 2000 for his services as engineer. He was also a notable contributor to the history of British civil engineering.
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Saladžinsks, Sigits Vlads, and Kristina Vaisvalavičiene. "Latviešu izcelsmes Lietuvas arhitekts un inženieris Kārlis Reisons (1894–1981) un viņa profesionālā darbība Šauļos." Inženierzinātņu un augstskolu vēsture 2 (November 1, 2018): 97–113. http://dx.doi.org/10.7250/iav.2018.008.
Повний текст джерелаАнотація:
Raksts iepazīstina ar Latvijā mazzināma latviešu izcelsmes Lietuvas arhitekta un inženiera Kārļa Reisona (Karolis Reisonas; 1894–1981) dzīvi un profesionālo darbību Šauļos, kā arī aktualizē svarīgākās arhitekta daiļrades mantojuma iezīmes un viņa darbu nozīmi Lietuvas arhitektūras vēsturē. K. Reisons bija viens no spilgtākajiem 20. gadsimta starp-karu perioda Lietuvas modernās arhitektūras radītājiem. K. Reisons ir reprezentatīvu celtņu Lietuvas pilsētās, kā arī Rīgā un Adelaidā (Austrālija) autors vai līdzautors. Rīgas reālskolas (1913) un Sanktpēterburgas civilinženieru institūta (1920) absolvents K. Reisons strādāja par Šauļu pilsētas inženieri un pašvaldības Būvniecības nodaļas vadītāju (1922–1930), Šauļu būvniecības desmitnieku1 kursu (1925), vēlāk arī Šauļu arodskolas direktoru (1926), Lietuvas Lauksaimniecības kameras konsultantu (1927–1928). 14 no viņa projektētām celtnēm Kauņā un Šauļos ir iekļautas Lietuvas Kultūras vērtību reģistrā. Agrīniem K. Reisona projektiem raksturīgs historisms ar eklektisma elementiem un tā sauktais «ķieģeļu stils». Vēlākie projekti iezīmējas ar modernajai arhitektūrai raksturīgu askētisko racionālismu, funkcionālismu un piemērošanos pilsētbūvniecības un kultūrvēsturiskajam kontekstam. Pēc Otrā pasaules kara viņš ar ģimeni emigrēja uz Vāciju, vēlāk – uz Adelaidu, piedalījies Adelaidas lietuviešu kopienas dzīvē. The article introduces the professional activities of Latvian-born Lithuanian architect and engineer Karolis Reisonas (in Latvian: Kārlis Reisons; 1894–1981) in the second half of his life – from 1930 in Kaunas, Panevėžys and Adelaide cities – and his role in the history of Lithuanian architecture. K. Reisonas was one of the most prominent creators of modern 20th-century interwar Lithuanian architecture and together with other famous Lithuanian architects formed a special style of Kaunas modern architecture in interwar period. K. Reisonas is the author or co-author of representative buildings in Šiauliai, Kaunas and other Lithuanian cities, as well as in Riga and Adelaide cities. Architect and engineer K. Reisonas worked as Šiauliai City Engineer and Head of Municipal Construction Department (1922–1930), Director of Šiauliai Vocational School (1926), Consultant of Lithuanian Chamber of Agriculture (1927–1928), Head of Construction Department of Kaunas Municipality (1930–1938), Panevėžys City Engineer (1940) and Burgomaster (1941–1944). From 1949, the Reisonas family lived in Adelaide city, Australia. To his projects three monuments of independence were built in Lithuania – Monument of Independence in Šiauliai city, Podium of the Freedom Monument of Kaunas city and Roman Catholic Christ’s Resurrection Church in Kaunas city. Fourteen of buildings in Lithuania (in Kaunas and Šiauliai cities) designed by him are included in the list of cultural values of Lithuania. Early K. Reisonas’ projects are characterized by historism, elements of eclecticism and «brick style», later projects are characterized by austere rationalism, functionalism, adaptation to urban construction and cultural and historical context.
Дисертації з теми "Engineer-head"
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Романовський, Олександр Георгійович. "Теоретичні і методичні основи підготовки інженера у вищому навчальному закладі до майбутньої управлінської діяльності". Thesis, Інститут педагогіки і психології професійної освіти АПН України, 2001. http://repository.kpi.kharkov.ua/handle/KhPI-Press/23394.
Повний текст джерелаАнотація:
Дисертація на здобуття наукового ступеня доктора педагогічних наук за спеціальністю 13.00.04 – теорія і методика професійної освіти. – Інститут педагогіки і психології професійної освіти АПН України, Київ, 2001. Дисертація містить дослідження теоретико-методологічних, організаційних і навчально-методичних аспектів підготовки студентів технічних університетів до майбутньої управлінської діяльності. З урахуванням результатів аналізу структури і соціально-психологічних особливостей професійної діяльності сучасного інженера-керівника та світового досвіду підготовки управлінських кадрів запропоновано методологічні основи педагогічної системи такої підготовки і обґрунтовано її концепцію. Визначено та експериментально підтверджено цілі, принципи й умови ефективного функціонування педагогічної системи. Створено комплекс методичного забезпечення навчально-виховного процесу управлінської підготовки інженерів, яке сприяє реалізації діяльнісно-особистісного підходу.Thesis for the degree of the Doctor pedagogical sciences on a speciality 13.00.04 - the theory and a technique of vocational training. - Institute of pedagogics and psychology of vocational training of the Academy of Pedagogical sciences of Ukraine, Kiev, 2001. The thesis contains research of theoretical, methodological and organizational and methodical aspects of training of students of technical universities to the future administrative activity. In view of results of the analysis of structure and social - psychological features of professional work of the modern engineer-head and world experience of training of the administrative staff methodological bases of pedagogical system of such training are offered and its concept is proved. It is determined and the purposes, principles and conditions of effective functioning of pedagogical system are experimentally confirmed. The complex of methodical maintenance of teaching and educational process of administrative training of the engineers, promoting realization of activity and personal approaches is created.
Книги з теми "Engineer-head"
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Nigeria, Association of Professional Women Engineers of. Engr. Ebele Okeke, FNSE, FICE, OON, CFR: Trail blazer : first female Civil engineer, first female Head of the Civil Service of the Federation. Lagos, Nigeria]: NSE Publications, 2008.
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Head Stationary Engineer: Career Examination Series: C. National Learning Corp, 2002.
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Waglé, Swarnim, and Kanni Wignaraja, eds. The Great Upheaval. Cambridge University Press, 2022. http://dx.doi.org/10.1017/9781009224314.
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At the turn of the 21st Century, Asia pulled one billion people out of poverty in one generation, a meteoric rise suddenly stalled by the COVID-19 pandemic. This volume examines the strengths of the Asian-Pacific response to the pandemic and weaknesses that the region must re-engineer to rebound. It reimagines social and economic pathways to revamp production modes and networks to rekindle sustainable growth. Home to two-thirds of the world's population, the Asia-Pacific Region already accounts for close to half of all global output. By 2050 – after a detour of two centuries and a few pandemics – Asia-Pacific can again become a centrifugal economic and social force. This volume sets out options for policymakers to consider as we head into a new Asia-Pacific Century, one where economic strength will be necessary but insufficient by itself, as inclusion, resilience and sustainability – once seen as moral choices – become imperatives for the planet's future.
Частини книг з теми "Engineer-head"
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Reader, W. J. "‘At the head of all the new professions’: the engineer in Victorian society." In Business Life and Public Policy, 173–84. Cambridge University Press, 1986. http://dx.doi.org/10.1017/cbo9780511560712.009.
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Loos, Tamara. "Europe." In Bones Around My Neck. Cornell University Press, 2016. http://dx.doi.org/10.7591/cornell/9781501704635.003.0003.
Повний текст джерелаАнотація:
This chapter documents Prisdang's appointment to King Chulalongkorn's government, as he moved back and forth between Siam and Europe as he rose in the ranks from civil engineer to interpreter to ambassador. In him, however, what some considered brilliance others regarded as unmerited arrogance. The contradictory reactions his presence aroused in European and Siamese circles fueled his eventual expulsion from the center to the margins of Siam's political, social, and diplomatic arenas. His unnamed detractors who had influence with the king began to shred Prisdang's reputation, bit by bit over time, until he raised a gun to his head and considered pulling the trigger.
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Myler, Neil. "Building and Interpreting HAVE Sentences." In Building and Interpreting Possession Sentences. The MIT Press, 2016. http://dx.doi.org/10.7551/mitpress/9780262034913.003.0004.
Повний текст джерелаАнотація:
This chapter extends the analysis to HAVE sentences, arguing that HAVE is the form that BE takes when it is combined with a transitive Voice head. This approach correctly predicts the various readings exhibited by have in English and by HAVE verbs in other languages, including non-possessive uses such as causer HAVE, experiencer HAVE, and engineer HAVE. Cross-linguistic variation in the availability of such readings is discussed in terms of variation in how BE is spelled out. The analysis successfully extends to languages with more than one transitive HAVE verb, as is shown by a case study from Icelandic (based on Myler, Sigurðsson, and Wood 2014).
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Haw, Richard. "Across the Atlantic (1831)." In Engineering America, 73–92. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780190663902.003.0006.
Повний текст джерелаАнотація:
John and his band of emigrants set sail for the United States in May 1831. John kept a diary during the voyage. In its pages, we glimpse the young John “in full”: the science geek, the nature lover, the social animal, the intellectual omnivore, the natural philosopher, the strict organizer, the staunch champion of the steerage, and the comfortable member of the cabin. It is a startling portrait of a little known man, Johann Röbling—as distinct from John Roebling, the famous manufacturer, inventor, and engineer—the excited, hopeful young emigrant. The first thing the Mühlhausen Emigration Society did in the New World was head off in separate directions. The handful of followers that remained loyal to John spent two weeks fixing their priorities and principles (they sought to avoid the odious institution of slavery at all costs) in Philadelphia, before gathering themselves and moving off into the interior.
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Benedicto, Javier, and Adolfo Plasencia. "Galileo Programme: Planning Uncertainty and Imagining the Possible and the Impossible." In Is the Universe a Hologram? The MIT Press, 2017. http://dx.doi.org/10.7551/mitpress/9780262036016.003.0009.
Повний текст джерелаАнотація:
The engineer, Javier Benedicto, head of the Galileo Programme Department at ESA, describes in this dialogue the frustration felt by scientists who work in space agencies. The long-term nature of their projects means that those who envision and design a space mission are forced to leave the future generation to implement the mission as well as processing the results. He explains that although it is hard to believe, uncertainty also hovers over the Galileo space programme meaning they also have to consider that the impos∫sible could actually occur. He relates how in Galileo they ‘manufacture’ their own notion of ‘universal time’ that will be used worldwide and explains how they are working with this time, which is accurate to a nanofraction of a second. He goes on to explain how they managed to persuade the Russians (Glasnoss), Chinese (Beidou) and North Americans (GPS) to agree to cooperate and, at the same time, make their systems compatible with Galileo’s future GPS system for civilian use.
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Copeland, Jack. "Machine against Machine." In Colossus. Oxford University Press, 2006. http://dx.doi.org/10.1093/oso/9780192840554.003.0012.
Повний текст джерелаАнотація:
As explained in the preceding chapter, Tutte invented a way of finding the settings of the Tunny’s chi-wheels, but the rub was that his method seemed impractical. It involved calculations which, if done by hand, would consume a vast amount of time—probably as much as several hundred years for a single, long message, Newman once estimated. The necessary calculations were straightforward enough, consisting basically of comparing two streams made up of dots and crosses, and counting the number of times that each had a dot, or cross, in the same position. Today, of course, we turn such work over to electronic computers. When Tutte shyly explained his method to Newman, Newman suggested using high-speed electronic counters to mechanise the process. It was a brilliant idea. Within a surprisingly short time, Newman’s factory of monstrous electronic computers, dedicated to breaking Tunny, was affording a glimpse of the future. Electronic counters had been developed in Cambridge before the war. Used for counting emissions of subatomic particles, these had been designed by C. E. Wynn-Williams, then like Newman a Cambridge don. Newman knew of Wynn-Williams’ work, and in a moment of inspiration he saw that the same idea could be applied to the Tunny problem. Tutte invented his method in November 1942 and the following month Newman was given the job of developing the necessary machinery. Newman worked out the cryptanalytical requirements for the planned machine and called in Wynn-Williams to design the electronic counters. Wynn-Williams was by then involved in wartime research at the Telecommunications Research Establishment (TRE) in Malvern. Newman and TRE approached an expert on teleprinter equipment, F. O. Morrell, head of the telegraph and teleprinter group of the Post Office Research Station at Dollis Hill in North London, to engineer the other parts of the machine. Construction of Newman’s machine started in January 1943 and a prototype began operating in June of that year, in the newly formed Newmanry. The Newmanry consisted initially of Newman himself, Michie, two engineers, and 16 ‘Wrens’—members of the Women’s Royal Naval Service. The section was housed in a two-roomed hut, Hut 11, originally the first Bombe room.
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Greenberg, Joel. "The Enigma machine." In The Turing Guide. Oxford University Press, 2017. http://dx.doi.org/10.1093/oso/9780198747826.003.0018.
Повний текст джерелаАнотація:
Shortly after the end of the First World War, the German Navy learned that its encrypted communications had been read throughout the hostilities by both Britain and Russia. The German military realized that its approach to cipher security required a fundamental overhaul, and from 1926 different branches of the military began to adopt the encryption machine known as Enigma. By the start of the Second World War a series of modifications to military Enigma had made the machine yet more secure, and Enigma was at the centre of a remarkably effective military communications system. It would take some of the best minds in Britain—and before that, in Poland—to crack German military Enigma. The exact origins of the encryption machine that played such an important role in the Second World War are not entirely clear. In the early 1920s patent applications for a wheel-based cipher machine were filed by a Dutch inventor, Hugo Koch, as well as by a German engineer, Arthur Scherbius. In 1923, a company called Chiffrienmaschinen AG exhibited a heavy and bulky encryption machine at the International Postal Congress in Bern, Switzerland. This machine had a standard typewriter keyboard for input, and its design followed Scherbius’s original patent closely. Scherbius had named his machine ‘Enigma’, and this ‘Model A’ was the first of a long line of models to emerge. Models B, C, and D soon followed, and by 1927 Model D was selling widely for commercial use. A number of governments purchased Enigma machines in order to study them, and Edward Travis—the deputy head of Britain’s signals intelligence unit, the Government Code and Cypher School—bought one on behalf of the British government in the mid-1920s. In 1925, the German Navy decided to put Enigma into use the following year, despite having rejected one of Scherbius’s previous encryption mechanisms in 1918. Meanwhile, the German Army began to redesign Enigma, with the intention of strengthening its security. By 1928, Model G was in use, and in June 1930 Model I (Eins) became the standard version, deployed first by the army, then the navy in October 1934, and the air force in August 1935.
Тези доповідей конференцій з теми "Engineer-head"
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Boualem, Bilal, Damien Chablat, and Abdelhak Moussaoui. "Automatic Placement of the Human Head Thanks to Ergonomic and Visual Constraints." In ASME 2015 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/detc2015-46153.
Повний текст джерелаАнотація:
This article aims to create automatic placement and trajectory generation for the head and the eyes of a virtual mannequin. This feature allows the engineer using off-line programming software of mannequin to quickly verify the usability and accessibility of a visual task. An inverse kinematic model is developed taking into account the joint limits of the neck and the eyes as well as interference between the field of view and the environmental objects. This model uses the kinematic redundancy mechanism: the head and eyes. The resolution algorithm is presented in a planar case for educational reasons and in a spatial case.
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Gordon, Jeffrey, Florentina M. Gantoi, Som P. Singh, and Anand Prabhakaran. "Development of a Secondary Impact Protection System (SIPS) for Locomotive Crew." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6199.
Повний текст джерелаАнотація:
In this study, a Secondary Impact Protection System (SIPS) consisting of an airbag and a deformable knee bolster for use on a modern freight locomotive was developed and tested. During rail vehicle collisions, a modern locomotive designed to current crashworthiness requirements should provide sufficient survival space to the engineer in cab. However, without additional protection against secondary impacts, a locomotive engineer could be subjected to head, neck, and femur injuries that exceed the limits specified in the Federal Motor Vehicle Safety Standards (FMVSS 208). The SIPS study aimed to design a system that would control these injuries within the limiting criteria. Simulation results for the design concept showed that it would meet the FMVSS 208 criteria for the head, neck, chest, and femur, injuries and continuing to meet all existing functional requirements of the locomotive cab. A sled testing of the prototype showed that to optimize the SIPS, further airbag design modifications, characterization and testing are required.
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Muhlanger, Michelle P., Kristine Severson, Benjamin Perlman, Anand Prabhakaran, Som P. Singh, and Anand R. Vithani. "Prototype Design of an Engineer Collision Protection System." In 2012 Joint Rail Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/jrc2012-74073.
Повний текст джерелаАнотація:
This research program was sponsored by the Federal Railroad Administration (FRA) Office of Research and Development in support of the advancement of improved safety standards for passenger rail vehicles. In a train collision, the cab or locomotive engineer is in a vulnerable position at the leading end of the vehicle. As cars with increased crashworthiness are introduced into service, there is a greater potential to preserve the space occupied by the engineer following an accident. In particular, full-scale impact tests have demonstrated the engineer’s space can be preserved at closing speeds up to 30 mph. When sufficient survival space is preserved, the next objective is to protect the engineer from the forces and accelerations associated with secondary impacts between the engineer and the control cab. Given the hard surfaces and protruding knobs in a control cab, even a low speed collision can result in large, concentrated forces acting upon the engineer. Researchers have designed a passive (i.e., requiring no action by the operator) interior protection system for cab car and locomotive engineers. The occupant protection system will protect engineers from the secondary impact that occurs following a frontal train impact, when the engineer impacts the control console. The protection system will result in compartmentalization of a 95th percentile anthropomorphic test device (ATD), and measured injury criteria for the ATD’s head, chest, neck, and femur that are below those currently specified in Federal Motor Vehicle Safety Standard (FMVSS) 208 [1]. The system that has been developed to protect the engineer includes a specialized airbag and a knee bolster with energy absorbing honeycomb material and deformable brackets. Finite element and lumped mass-spring analyses show the effectiveness of the system in limiting the injury criteria to survivable limits. Component tests have measured the key characteristics of the airbag and the knee brackets and have provided test data necessary to validate the analyses. Two tests were conducted to validate the airbag model. A static deployment test of the airbag measured the inflation progression, the inflated shape and the internal pressure of the airbag. A drop tower test of the airbag measured the force-crush and energy absorbing characteristics of the airbag. The knee bolster assembly consists of two components. Separate quasi-static tests of the aluminum honeycomb and the knee bolster bracket measured the force-crush and energy absorbing characteristics. The component test results were used to improve the computer model and permit analysis of the entire system. This paper discusses the prototype design, including background research, baseline definition and prototype development. The initial prototype design is analyzed using computer models. The components are tested to verify and improve the computer models. The test and analysis results are presented. Future work is planned for fabrication of the cab desk and prototype system to be used in a sled test with a 95th percentile ATD.
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Seipp, Trevor G., Nathan Barkley, and Christopher Wright. "Ellipsoidal Head Rules: A Comparison Between ASME Section VIII, Divisions 1 and 2." In ASME 2017 Pressure Vessels and Piping Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/pvp2017-65858.
Повний текст джерелаАнотація:
In ASME Section VIII, Division 1, rules are provided for calculating the thickness of 2:1 ellipsoidal heads in UG-32. UG-32(c) also states that “an acceptable approximation of a 2:1 ellipsoidal head is a torispherical head with a spherical radius of 0.9D and a knuckle radius of 0.17D”. However, calculating the thickness of a torispherical head with those “equivalent” dimensions results in a thicker head. This result is inherently inconsistent, which starts to bring into question the so-called equivalency. Code Case 2260 further perpetuates this equivalency by providing alternative rules for calculating the thickness of torispherical heads, and then permitting the engineer to calculate 2:1 ellipsoidal heads implementing this 90-17 equivalency. Additionally, the calculation methodology for a 2:1 ellipsoidal head in ASME Section VIII, Division 2 uses the torispherical head calculation methodologies and directly implements this 90-17 equivalency. However, this calculation method results, for the same allowable stress basis, in a completely different thickness from the above three methods. This paper reviews the past 90+ years of work on this topic, and presents some theoretical treatment of the different head geometries. A review of the current Code rules is presented, with a comparison of results for several sizes. A survey of head fabricators is presented to show the actual geometries produced for use in ASME pressure vessels. Finally, conclusions regarding whether or not the 2:1 ellipsoidal head is in fact equivalent to the 90-17 torispherical head are presented, and recommendations for future revisions to both ASME Section VIII, Division1 and Division 2 are provided.
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Al-Hajji, Haider, and Abiola Onikoyi. "Well Integrity Solutions Using Intelligent Field Remote Surveillance and Monitoring Systems." In International Petroleum Technology Conference. IPTC, 2022. http://dx.doi.org/10.2523/iptc-22302-ea.
Повний текст джерелаАнотація:
Abstract Well Integrity Monitoring provides means to protect the people, environment, reputation and assets of oil and gas operations globally. While being a vital tool for preventing safety and economic mishaps in oil and gas wells, it is also one of the primary responsibilities of the Production Engineer. Three examples of technological advancements in the area of real-time data monitoring and intelligent-field visualization systems, which have largely enhanced the capabilities of the Production Engineer to monitor Well Integrity parameters across large fields are presented. The real-time data monitoring and intelligent-field visualization system functions based on a feedback loop system, which continuously monitors well integrity parameters such as pressure, temperature, voltage and current. The output from the probes installed in the well are passed to a Central Processing Unit where the electrical signal is processed, converted to well integrity parameters and compared with set points. Deviation are recorded and anomalies are flagged off for prompt intervention. Continuous real-time monitoring of Annuli Pressure, Well Head Pressure and Voltage/Current led to timely identification of Well Head Casing Leak, Failed Well Head Valve and corroded casing respectively in the three cases studied. The most significant new finding is that anomalies in other cases typically take up to one year to identify due to less frequent integrity survey practice adopted in fields where the intelligent-field technology is non-existent. This is important because timely intervention made possible by real-time monitoring systems safeguards corporation assets, reputation and the environment. The implemented Intelligent Field Remote Surveillance and Monitoring System has shown its significance in optimizing well integrity solutions in large fields, protecting people, enabling prompt intervention and saving the environment. To achieve this target, collaboration within several departments and organizations is required within an oil company. As such, the concept can only be successful if it is part of the corporate vision and is driven at a high level in any company.
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Giljen, Z. "Pressure Oscillations in Piva Hydro Power Plant Draft Tube: Case Studies." In ASME 2017 Fluids Engineering Division Summer Meeting. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/fedsm2017-69218.
Повний текст джерелаАнотація:
In this paper performed the analysis and comparison the measured values of pressure oscillations in the draft tube of Francis units obtained in tests from 1976 and 2009. HPP “Piva” has been operating since 1976. In July 1976, September 1976 and in October 1976, performed tests on Francis units HPP “Piva”, at different levels of head water elevations, reason for which measurements are repeated complexity of the observed problems, the excessive pressures oscillations in the unit’s draft tube. Also during 2009 performed measurements the pressure oscillations on the rim of the draft tube and at turbine head cover Francis units HPP “Piva”, as a supervising engineer I worked on these measurements. During 1976, team from Litostroj-Ljubljana performed the measurements and recording of pressures oscillations in the middle of draft tube (in direction of the unit’s axis), at 0.25 Ds distance from the draft tube’s rim, and at the mere rim of the draft tube. The most unfavourable results were obtained, on the measuring point at 0.25 Ds from the rim the draft tube. In order improve the performances of Francis turbines installed in the HPP “Piva” units, it is very important thoroughly investigate and eliminate the causes of increased pressure oscillations in the draft tube HPP “Piva” units.
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Zhang, Zhipeng, Xiang Liu, and Keith Holt. "Field Testing Plan for Positive Train Control Enforcement in Passenger Terminals." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8101.
Повний текст джерелаАнотація:
Abstract In the United States, a train moving onto a terminating track at a passenger terminal relies on the train engineer’s operation. Currently, there are no mechanisms installed at the U.S. passenger terminals that are able to automatically stop a train before reaching the end of the track if an engineer fails to do so. The engineer’s actions determine whether the train will safely stop before the end of the terminating track. Thus, incapacitated or inattentive engineer operation would result in end-of-track collisions, such as the New Jersey Transit train accident at Hoboken Terminal in 2016. Currently, PTC enforcement is not required in passenger terminals. In an ongoing project tasked by the Federal Railroad Administration, we study the cost-effectiveness and operational impact of possible PTC enforcement to prevent end-of-track collisions. Specifically, a Concept of Operations (ConOps) was developed to outline the proposed plans to implement two of the most widely used PTC types, namely the Advanced Civil Speed Enforcement System (ACSES) and Interoperable Electronic Train Management System (I-ETMS). This paper describes in-field testing of the ConOps in ACSES-type terminal. In the planned field test, a train equipped with one locomotive and at least one passenger coach would be tested on platform tracks in a selected passenger terminal. These are three major testing components, which are test equipment, test track, and recorded information for each test sequence. Firstly, in terms of equipment, a traffic cone will be placed on the track to simulate a bumping post. In ACSES system, two sets of transponders are programmed to require a positive stop within a specified distance and mounted to the cross ties at specified positions. Secondly, a yard track will be used to test the feasibility of this exercise at the beginning. Upon successfully completing the test multiple times, a series of tests will also be made on the studied platform track. Thirdly, each test run should record the distance from the head end of the test train and the traffic cone for each test run. In addition, ACSES system should also record the information on the ACSES display as it passes the first and second transponder set, respectively. Overall, the field tests presented in this paper, along with previous work in benefit-cost analysis and operational impact assessment, can contribute to an assessment of the proposed PTC implementation at stub-end terminals in the United States in order to effectively and efficiently prevent end-of-track collisions.
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Gordon, Jeffrey, Florentina M. Gantoi, Som P. Singh, and Anand Prabhakaran. "Secondary Impact Protection for Locomotive Engineers – Improved Airbag Design." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58523.
Повний текст джерелаАнотація:
Abstract Under the locomotive cab occupant protection research program sponsored by the Federal Railroad Administration (FRA), Sharma & Associates, Inc. (SA) developed a Secondary Impact Protection System (SIPS) for locomotive engineers. The system uses a large, automotive-style, passenger airbag in combination with a deformable knee bolster to provide the level of protection needed for the locomotive engineer, without compromising the normal operating environment and egress. A prior version of the system [1] was prototyped and tested in a dynamic sled test with a 23g crash pulse and was shown to meet most limiting human injury criteria defined in the Department of Transportation (DOT)’s Federal Motor Vehicle Safety Standards (FMVSS 208) [2] for the head, chest, neck, and femur. The system also showed marginal performance for the chest injury index and indicated potential for an improved airbag design to fully meet all requirements. In the current study, simulations with an optimized airbag and higher capacity inflator system showed that SIPS can provide excellent occupant protection for an unbelted locomotive occupant in a frontal crash. Sled testing of SIPS confirmed the performance, and the system successfully met all eleven (11) criteria of the FMVSS 208 standard [2]. The shape and position of the airbag module and its attachments to the desk were generally the same as those presented in previous research. The key changes that helped meet all criteria were the higher capacity inflators, knee bolster system brackets moved forward, thicker knee plate, higher volume airbag and additional vents.
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Schiller, Rafael Vergara, Csaba Pâkozdi, Carl Trygve Stansberg, Douglas Gustavo Takashi Yuba, and Daniel Fonseca de Carvalho e Silva. "Green Water on FPSO Predicted by a Practical Engineering Method and Validated Against Model Test Data for Irregular Waves." In ASME 2014 33rd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/omae2014-24084.
Повний текст джерелаАнотація:
This paper presents a series of numerical analyses performed with the potential theory-based Green Water engineer tool KINEMA3. KINEMA3 was designed to predict wave-induced impact loads on FPSOs in steep irregular waves, and for use in design load analysis. The purpose of the study presented herein is to validate KINEMA3 green water (deck overtopping) predictions in nonlinear irregular waves with results from model tests performed at the TPN (Tanque de Provas Numérico) laboratory at the University of São Paulo, Brazil. Comparisons are made for a selection of irregular wave cases, for two choices of anchoring conditions (free floating vessel and fixed vessel) and for three wave headings (180°, 225° and 270°: head, quartering and beam seas, respectively). KINEMA3 statistical green water predictions present a general good agreement with observations from the TPN model tests for all wave cases, headings and mooring conditions. Overall, observed trends for occurrence of green water and standard deviation/maximum of relative wave height are successfully reproduced by KINEMA3. In agreement with model test results, it is predicted that green water occurs more frequently for a free floating vessel and for beam seas. Additional comparisons between KINEMA3 predictions using different FPSO panel models (low-order and high-order models) present negligible differences with respect to green water estimates. The results presented herein demonstrate the robustness of the tool towards the prediction of green water for variable wave headings and sea states, and highlight the capability of KINEMA3 to be employed as an engineering-like tool for fast and multiple estimates of green water in early design studies. This work is a part of the research project “Green Water and Wave Impact on FPSO” carried out for and in cooperation with PETROBRAS.
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Jawad, Saad A., and Mohamed Ridha Baccouche. "Frontal Offset Crash: Smart Structure Solution." In ASME 2001 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2001. http://dx.doi.org/10.1115/imece2001/amd-25454.
Повний текст джерелаАнотація:
Abstract The majority of real world frontal collisions involve partial overlap of the vehicle front. Excessive, intrusion is usually generated on the impacted side subjecting occupants to higher contact injury risk compared with full frontal collision. The problem encountered by the front end design engineer is to address conflicting requirements of keeping the G-level in the full frontal crash within its permitted values, and minimizing intrusions in offset crash. Traditional solutions to this problem focus on the use of three forked and cross members to ensure continuity of the load path into the passenger compartment. The ideal structure for offset crash is to stiffen the impacted side of the structure, and transfer part of the load to the non-impacted side to even out the load on both sides. Smart hydraulic structure is proposed to meet these ideal requirements. Sample hydraulic “Smart Structures” were designed and tested for feasibility of crash under high-pressure and high-speed impact conditions. This research is attempting to find a solution to the design trade off faced by the designer for offset crash. A novel system of “Smart Structures” is introduced to support the function of the existing passive structure. The proposed “Smart Structures” consist of two independently controlled hydraulic cylinders integrated with the front-end rails. A ten-degrees of freedom, two-dimensional spring-mass-damper simulation model has been developed to study the dynamics of crash between two vehicles in head-on collisions. The model inputs mass, speed of both colliding vehicles, overlap ratio and deformation characteristics of both passive and “smart” structures. The model assumes that the two colliding structures geometrically interact with each other. Full simulations of various scenarios of offset crashes were investigated using “Smart Structures” integrated with the front rail members. Deployable “Smart Structures” have not been considered in this paper as this scenario was covered in previous publication (9). “Smart Structures” proved superior to the traditional passive structures by absorbing more energy for the same crush zone distance, stiffening the impacted side and stiffening the structure at high-speed impacts. The results are reduced intrusion for offset crashes while maintaining the permitted G-level in both full and offset crashes.