Ship Appearance Optimal Design on RCS Reduction Using Response Surface Method and Genetic Algor
船舶基础英语 unit 2 Principal Dimensions
Deadweight(DWT)
Deadweight is the max weight of cargo and personnel a ship can carry.
Gross tonnage (GT)
Gross tonnage is a function of the volume of all ship 's enclosed spaces.
Length Over all (LOA)
This length is known as the max horizontal distance from bow to stem Length between Perpendiculars.
Length between Perpendiculars (Lpp)
Trim 纵倾
The diference between the draught at the stem and the draught at the stem.
Air draught
It is the vertical distance from the extreme point to the surface of the water.
Net tonnage（NT）
It is the weight of the water that a ship displaces when it is floating
Draught/draft (T )
The draught at which a ship floats is simply the distance from the bottom of the ship to the design waterline.
Ian航行横向补给高架索张力及张力波动控制参数仿真
[ 6] 李军, 邢俊 文, 覃文 洁等. A DAM S实 例 教程 [ M ]. 北京: 北京理工大学出版社, 2002: 12~ 18
[ 7] 郑建荣. ADAM S- 虚拟样机技术入门 与提高 [ M ]. 北京: 机械工业出版社, 2001: 10~ 200
参考文献
[ 1] 陶尧森. 船 舶耐 波性 [ M ]. 上 海交 通大 学出 版社, 1985, 7
[ 2] D r. A ndrew S. E lliott. Effic ient M ode ling of Ex tens-i b le Cab les and Pu lley System s in ADAM S[ J]. ADAM S U sers C on feren ce
[ 8] 毛保全, 陈 云生, 敖 勇. 多刚 体动 力学 参数 优化 设 计 [ J]. 弹道学报, 1997, 9( 4): 29~ 33
( 上接第 71页 ) 对陀螺漂移进行卡尔曼滤波, 结果如上图, 很
好的消除了随机漂移对系统的影响。
5 结论
光纤陀螺的随机漂移通常由线路噪声和不确 定的环境因素引起。通过对光纤陀螺的漂移信号 进行分析和建模, 研究了一种减小光纤陀螺噪声的 有效建模方 法。由对光纤 陀螺的建模结 果可知, AR ( 4) 模型具有很好的效果。而 Ka lm an滤波器可 以有效地抑制光纤陀螺零漂数据 AR 模型中的随
[ 4] 王立冬, 张春熹. 光纤陀螺在惯 导系统 中的建 模及 其应用 [ J]. 中国惯性技术 学报, 2002, 4
6
Sh ip Electron iNo. 5)
船员英语基础考试题及答案
船员英语基础考试题及答案一、单选题（每题2分，共20分）1. What is the meaning of "port" in the context of navigation?A. Left sideB. Right sideC. Left side of a shipD. Right side of a ship答案：C2. Which of the following is NOT a type of maritime weather forecast?A. Gale warningB. Storm warningC. Sunny weatherD. Fog warning答案：C3. What does "dead in the water" mean?A. The ship is sinkingB. The ship is stationaryC. The ship is moving fastD. The ship is turning答案：B4. What is the abbreviation "LOA" used for?A. Length Over AllB. Length of ArrivalC. Length of AnchorD. Length of Approach答案：A5. In maritime communication, what does "Roger" mean?A. I understandB. I agreeC. I disagreeD. I don't understand答案：A6. What is the correct term for the lowest deck of a ship?A. Bridge deckB. Forecastle deckC. Main deckD. Upper deck答案：C7. What does "over the horizon" mean in maritime navigation?A. Beyond the visible horizonB. Just above the horizonC. Below the horizonD. Inside the horizon答案：A8. What is the meaning of "starboard"?A. Left side of a shipB. Right side of a shipC. The front part of a shipD. The back part of a ship答案：B9. Which of the following is NOT a navigational instrument?A. CompassB. SextantC. RadarD. Thermometer答案：D10. What does "underway" mean in the context of a ship?A. The ship is sailingB. The ship is dockedC. The ship is sinkingD. The ship is being repaired答案：A二、填空题（每题2分，共20分）1. The ________ is the part of the ship where the captain stands to navigate.答案：bridge2. The ________ is the highest point of a wave.答案：crest3. A ________ is a device used to measure the depth of water. 答案：sounding line4. The ________ is the part of the ship that is below the waterline.答案：hull5. The ________ is the part of the ship that is above the waterline.答案：superstructure6. The ________ is the horizontal distance from the bottom of the keel to the top of the mast.答案：height7. The ________ is the vertical distance from the waterlineto the highest point of the ship.答案：freeboard8. The ________ is the forward part of a ship.答案：bow9. The ________ is the rear part of a ship.答案：stern10. The ________ is the side of the ship that is opposite to the wind.答案：leeward三、判断题（每题2分，共20分）1. A ship's "beam" refers to its width. （）答案：正确2. The term "aground" means the ship is floating freely. （）答案：错误3. "Bearing" in navigation refers to the direction of a pointrelative to the ship. （）答案：正确4. "Clearing the harbor" means the ship is leaving the port. （）答案：正确5. "Man the lifeboats" is an order to prepare for abandoning ship. （）答案：正确6. "Down the hatch" is a phrase used when loading cargo ontoa ship. （）答案：正确7. "Full ahead" is an order to stop the ship. （）答案：错误8. "Hard aport" means to turn the ship to the left. （）答案：正确9. "Steady as she goes" means the ship is maintaining a steady course. （）答案：正确10. "All hands on deck" is an order to gather all crew members on the deck. （）答案：正确四、简答题（每题5分，共20分）1. What is the purpose of a life jacket on a ship?答案：A life jacket, also known as a personal flotation device (PFD), is designed to keep a person afloat in water and is a crucial safety equipment onboard a ship.2. Explain the role of a lookout on a ship.答案：A lookout is a crew member tasked with maintaining a visual and auditory watch for other vessels。
奥林巴斯光纤内窥镜标准系列说明书
OLYMPUS FIBERSCOPESStandard RangeOlympus Fiberscopes - Standard range - 6, 8 and 11mm diameter Flexible fiberscopes allow remote visual inspection to be carried out in areas where the route to the area of interest includes negotiating a series of bends or where the length of instrument required is outside the limits of a rigid borescope.The construction of an Olympus fiberscope is a specialized process, requiring a combination of advanced optical and mechanical technologies, resulting in a finished product with many highperformance design features:Interchangeable optical tip adaptors . The focus of the optical system is fixed, however, each inspection has different requirements with regard to depth of field and direction of view. For this reason, all standard model fiberscopes have interchangeable optical tip adaptors to provideversatility and are available in direct or side viewing configuration - just select the tip adaptor most suitable for the application. Separately, a diopter focus compensates for the individual s eyesight.Image size. The Olympus image size is larger than most other fiberscopes. Due to the optical quality, the image of an Olympus fiberscope can be magnifed and maintain a high resolution image.Tapered Flexibility. This feature provides graduated flexibility along the length of the insertion tube, making the insertion tube more flexible towards the distal end.Four layer insertion tube. The construction of the insertion tube (the part of the instrument inserted into the application area) is especially important to ensure reliability and durability, but without compromising flexibility. Olympus have excelled in this area, creating a design of four individual layers which together protect the internal components and provide fluid resistance.Four-way angulation. All models feature four-way angulation of the distal end, which aids insertion and maneuverability and helps to steer the tip towards the inspection area.The Series 5 range of industrial fiberscopes is available in a variety of diameters and workinglengths. All instruments feature an eyepiece which allows compatibility with a range of CCTV and Photographic adaptors so that the image normally seen through the eyepiece can be recorded for future reference and reporting./Olympus-IF2D5-12-Borescope.aspxTo buy, sell, rent or trade-in this product please click on the link below:Temperature:Insertion tube (in air): -10 to 80°C (14 to 176°F)Complete instrument (in air): -10 to 50°C (14 to 122°F)Pressure:Insertion tube at 10 to 30°C: 1 to 1.3 bar absoluteFluid resistance:The insertion tube can be immersed for short periods, and control body wiped with, the following chemicals: Water, 5% salt water, machine oil and light oilSmall DiameterOlympus Fiberscopes - Small diameter - 0.6, 2.4 and 4.1mm diameterIn some applications, the entry port size to the area of interest can be restricted and inserting a scope can be extremely difficult. This will often necessitate using an instrument of smaller diameter than conventional models.The Olympus range of small diameter fiberscopes is designed for these applications and are available in diameters 0.6, 2.4 and 4.1mm (0.02, 0.09 and 0.16") and lengths of up to 1.5m (4.9 ). All instruments feature a high resolution coherent fiberoptic bundle for image transmission and a separate channel of non-coherent fibers for illuminating the inspection area. To aid insertion and maneuverability once inside the entry port, all instruments feature a strong, reliable insertion tube construction and in the case of the 2.4mm and 4.1mm, two-way angulation helps steer the tip towards the target area. Additionally, 4.1mm diameter models have the Olympus Tapered Flexibility insertion tube design, which means that the insertion tube becomes gradually more flexible towards the distal end - a feature not normally associated with small diameter instruments. All instruments have ocular focus to ensure that the individual operator s eyesight is accommodated and can be attached to CCTV and photographic equipment to allow the images to be permanently recorded. To illuminate the inspection area, any one of the Olympus light sources can be used.The tables below show the models available and their specifications:Model Name Diameter Length TaperedFlexibilityAngulationDirection ofViewField ofViewDepth of Field Eyepiece styleIF6PD4-60.64mm(0.02")490mm(19.3")No No Direct58°1-50mm (0.03-2.0")32mmIF6PD4-110.64mm(0.02")990mm(39.0")No No Direct58°1-50mm (0.03-2.0")32mmIF2D5-6 2.4mm(0.09")600mm(23.6")No120° Up/Down Direct75°2-50mm (0.08-2.0")32mmIF2D5-12 2.4mm(0.09")1170mm(46.06")No120° Up/Down Direct75°2-50mm (0.08-2.0")32mmIF4D5-7 4.1mm(0.16")700mm(27.6")Yes120° Up/Down Direct65°5-60mm (0.2-2.4")OES StyleIF4D5-15 4.1mm(0.16")1500mm(59.0")Yes120° Up/Down Direct65°5-60mm (0.2-2.4")OES StyleIF4S5-7 4.1mm(0.16")700mm(27.6")Yes120° Up/Down Side (90°)60°4-40mm (0.16-1.6")OES StyleIF4S5-15 4.1mm(0.16")1500mm(59.0")Yes120° Up/Down Side (90°)60°4-40mm (0.16-1.6")OES StyleEnvironmental Specification:IF6PD4IF2D5IF4D5 / IF4S5 Temperature:Insertion tube (in air) Complete Instrument (in air)0 to 40°C(32 to 104°F)10 to 30°C(32 to 86°F)-10 to 80°C(14 to 176°F)-10 to 50°C(14 to 122°F)-10 to 80°C(14 to 176°F)-10 to 50°C(14 to 122°F)Pressure:Insertion tube at10-30°C1 to 1.3 bar absolute 1 to 1.3 bar absolute 1 to 1.3 bar absolute Fluid Resistance:The insertion tube can be immersed for short periods, and control body wiped with:Water Water Water5% salt watermachine oillight oilSpecial Feature FiberscopesThere are some RVI applications that cannot be satisfied by a standardmodel fiberscope. Olympus has always been at the forefront ofapplication solutions, and when a situation arises where a standardinstrument will not provide the desired results, then Olympus hasresponded with advice on optimal instrument use in that application.This occasionally results in the introduction of a special instrumentdesigned to meet that specific requirement - these are therefore knownas special feature fiberscopes. This is not to say, however, that theycannot be used in other applications. The information below describeseach model, together with its design application, but the specificationmay well suit a particular inspection you need to undertake.IF5D4X1-14:At 5.0mm (0.19") diameter and 1200mm (47") working length, thisinstrument was initially developed and approved for the Pratt &Whitney PT6 engine, but has since become used for the inspection ofmany small engines and fine diameter pipework. It features two-wayangulation, and interchangeable optical tip adaptors, allowing direct orside view, both supplied as standard with the instrument.IF7D3X3-26 / IF7D3X3-32:This 7.3mm (0.29") diameter instrument has been approved for use onthe F100 and JT-9D aircraft engines and features an internal channelfor introducing a working tool or guide hook into the inspection areato aid navigation around the engine. It features four-way angulation(130° up, down, left and right) and the optical system is set to a 66°field of view, fixed focus (depth of field 8mm to infinity).IF8D3X2-23:The JT-8D engine inspection can be particularly difficult and is mosteffectively undertaken using an instrument in conjunction with a guidetube. TheIF8D3X2-23 fiberscope has been designed for this inspection and has been specified with an 80° field of view and a unique angulation range - 185°up, 105° down, left and right. This is then used with the MD-999 guide tube to achieve angulation in eight different directions.Visit the Guide Tube section of the product information to see details of theMD-999.IF8D4X2-10:This instrument has been purpose-designed for use within the automotive industry, with an 8.5mm (0.33") diameter and 770mm (30") working length. It is a general diagnostic tool for trouble-shooting as well as analysis of specific problems. Typical areas of use include intake and exhaust valves, cylinders, transmission systems and areas within the chassis. Unlike other fiberscopes of this diameter, the IF8D4X2-10 has a 32mm diameter eyepiece, which allows it to be connected to the standard range of accessories associated with rigid borescopes.IF13D3-60:At 6050mm (19 ) length, the IF13D3-60 is the longest industrial fiberscope in production today. It is specifically designed for the visual inspection of plant such as pipes, boilers and heat exchangers, where the area of interest is some distance from the access point. It has four-way angulation of the distal end and is compatible with a wide range of 11mm diameter interchangeable optical tipadaptors, providing the user with a variety of fields of view and depth of field characteristics.Visit the Ultra-Long Videoscopes section for information on alternative long instruments.UV (Ultra Violet) FiberscopeGlass fibers used in borescopes and standard specification fiberscopes attenuate UV light and can only therefore be used to view the fluorescing images, not to transmit UV illumination. In order to transmit ultra-violet illumination and view the images with one instrument, a special feature fiberscope is required.The IF11D4-20UV fiberscope is available with or without an internal channel and features a quartz fiber bundle for effective ultra-violet illumination. The 11.3mm (0.44") diameter instrument is available in two lengths - 2.0m or 3.0m (6.6 or 9.8 ) and ,where specified, the internal channel can be used to introduce the dye and processing fluid necessary in this application.Please note that the UV fiberscope is only available as a special production item and is therefore subject to a longer delivery lead time.Olympus offers a special high power UV light source for use with this fiberscope for dye penetrant inspections.。
船舶与海洋工程专业专业英语词汇
船舶与海洋工程专业专业英语词汇1、A类a faired set of lines 经过光顺的一组型线 abaft 朝向船尾absence 不存在accommodation 居住(舱室)acquisition cost 购置（获取）成本activate 作动adopt 采用aegis 保护，庇护aerostatic 空气静力学的after perpendicular (a. p. ）艉柱ahead and astern 正车和倒车 air cushion vehicle 气垫船aircraft carrier 航空母舰airfoil 气翼，翼剖面，机面，方向舵airfoil 气翼，机翼alignment chock 组装校准用垫楔(或填料)allowance 公差，余(裕)量，加工裕量，补贴 American Bureau of Shipping (美国)船级社amidships 舯amidships 在舯部amphibious 两栖的angle of attack 攻角angle plate 角钢 anticipated loads encountered at sea在海上遭遇到的预期载荷antiroll fins 减摇鳍 appendage 附体appendage 附件，附体 appendage 附体artisan 技工 assembly line 装配(流水)线athwart ships 朝 (船)横向 at-sea replenishment 海上补给axiomatic 理所当然的，公理化的2、B类back up member 焊接垫板 backing structure 垫衬结构Bar 型材，材bar keel 棒龙骨，方龙骨，矩形龙骨barge 驳船 base line 基线base, base line 基线basic design 基本设计batten 压条，板条 be in short supply 供应短缺、俏销beam 船身最大宽，横梁beam 船宽，梁bench work 钳工 bevel 折角bid 投标 bidder 投标人(者)bilge 舭，舱底bilge 舭bilge keel 舭龙骨 bilge radius 舭半径bills of material 材料(细目)单 blast 喷丸(除锈)block coefficient 方形系数block coefficient 方形系数Board of Trade (英国)贸易厅 body plan 横剖面图body section 横剖图 Bonjean curve 邦戎曲线boom 吊杆 boundary layer 边界层bow line 前体纵剖线 bow thruster 艏侧推器bow wave 艏波boyant 浮力的bracket 轴支架，支架breadth extreme 最大宽，计算宽breadth moulded 型宽breakbulk 件杂货buckle 屈曲budget 预算，作预算buffer area 缓冲区building basin 船台 bulb plate 球头扁钢bulbous bow 球状船艏bulbous bow 球鼻艏bulk oil carrier 散装油轮bulk carrier 散装货船bulk carrier 散装货船 buoyancy 浮力buoyancy 浮力Bureau Veritas (法国)船级社burning machine 烧割机 butt weld 对缝焊接buttock 后体纵剖线by convention 按照惯例，按约定3、C类camber 梁拱capacity plan 舱容图capsize 倾覆capsizing moment 倾覆力矩captured-air-bubble vehicle 束缚气泡减阻船cargo capacity 载货量，货舱容量，舱容cargo cubic 货舱舱容，载货容积cargo handling 货物装卸 cargo owner 货主carpenter 木匠 carriage of grain cargoes 谷类货物输运机cascading of waves upon…海浪跌落于… casualty 事故，死伤，灾难catamaran 双体船categorize 分类centroid 形心，重心，质心，矩心 chine 舭，舷，脊chock 木楔 circumscribe 外接，外切circumsection 外切Coast Guard cuttle(美国）海岸警备队快艇commercial ship 营利用船commissary spaces 补给库舱室，粮食库common carrier 通用运输船compartment 舱室 concave 凹，凹的，拱conceive 设想，想象concept design 概念设计configuration 构形，配置configuration安排，构型，配置conspicuous 显着的，值得注意的containerized 集装箱化 contract design 合同设计contract design 合同设计 contracted scale 缩尺core box 型芯 corrosion 锈蚀，腐蚀couple 力矩，力偶crest (of wave) 波峰crew quarters 船员居住舱 Critical Path Method (CPM) 关键路径法cross section 横剖面 cross sectional area 横剖面面积cross-channel automobile ferries 横越海峡客车渡轮crucial element 重要因素cruiser stern 巡洋舰尾cruissing range 航程curvature 曲率curves of form 各船型曲线cushion of air 气垫4、D类damage stability 破损稳性 damp out 阻息，逐渐降低dead load 恒(静)载荷 deadweight 总载重量(吨)deballast 卸除压载(压舱)deck line at side 甲板边线deck camber 甲板梁拱deck wetness 甲板淹湿 deckhouse 舱面室，甲板室declivity 坡度，斜度 deep V hull 深V型船体deformation 变形 delivery 交船Department of Trade (英国)贸易部 deposit metallic plating 镀上金属镀层depth moulded 型深depth 船深depth 船深 design spiral 螺旋式设计destroyer 驱逐舰detail design 详细设计deviation 偏离，偏差 devious 曲折的diagram 图，原理图，设计图，流程图 dimension 尺度，元，维displacement 排水量distributed load 分布载荷division 站，划分，分隔do work 做功dock 泊靠draft 吃水draftsman 绘图员 drag 阻力Drainage 排(泄)水draught(=draft) 吃水，草图，设计图，牵引力drawing office 绘图室 dredge 挖泥船drift 飘移，偏航drilling rig 钻架 dry dock 干船坞5、E类eddy 旋涡electrohydraulic 电动液压的electroplater 电镀工 elevations 高度，高程，船型线图的侧面图、立视图，纵剖线图 enclosed fabrication shop 封闭式装配车间end on 端对准 endurance 续航力endurance 续航性 entrance 进流段 erection (船体)组装erection 装配，安装 expedient 权宜之计extrapolate 外插f. p. = forward perpendicular 艏柱fair 光顺 fair 光顺fastening 坚固件,紧固法fatigue 疲劳 feasibility study 可行性研究 fender 护舷ferry 渡轮，渡口，渡运航线ferry 轮渡(载运) fillet weld connection 贴角焊连接fine fast ship 纤细(细长)高速船 fine form 瘦长(细长)船形Flank 侧面, 侧翼, 侧攻flanking rudders 侧翼舵flare 外飘，外张flat of keel 平板龙骨fleets of vessels 船队 flexural 挠曲的float 浮动时间 floating drydock 浮船坞 flood 进水，泛滥floodable length curve 可浸长度曲线 flow pattern 流型，流线谱flow of materials 物流 flush 平贴，磨光forging 锻件，锻造 form coefficient 船形系数forming operation 成型加工 forward/after perpendicular 艏/艉柱forward/after shoulder 前/后肩 foundry casting 翻砂铸造 foundryman 铸造翻砂工 frame 船肋骨，框架，桁架frame 框架 freeboard 干舷freeboard 干舷freeboard 干舷freeboard deck 干舷甲板 freight rate 运费率fresh water 淡水 frictional resistance 摩擦阻力Froude number 傅汝德数full form 丰满船形full form ship 丰满船型 fullness 丰满度funnel 烟囱galley (船舰，飞机的)厨房Gantt Chart 施工进度表 general arrangement 总布置general arrangement 总布置 Germanischer Lloyd (德国)劳埃德船级社 girder 桁，梁gradient 梯度grating 格栅 Green Book (船级社)绿皮书 (登录快速远洋船) ground level building site 平地建造场 group technology 成组建造技术grouting 填缝、灌浆 guided-missile cruiser 导弹巡洋舰habitability 适居性half breadth plan 半宽图handling equipment 装卸设备 hard chine 尖舭headroom 净空高度heave 垂荡 heel 横倾heel 柱脚，踵材，底基，倾斜 hog 中拱hogging 中拱 hold 船舱hole 水流深凹处homogeneous cylinder 均质柱状体hopper barge (自动)倾卸驳 hostile sea 凶险的波浪hostile sea 汹涌波浪 hull block 船体垫块，船体支座 hull form 船形hull form 船形 HVAC (=heating, ventilating and cooling) 取暖，通风与冷却hydraulic mechanism 液压机构 hydrodynamic 水动力学的hydrofoil 水翼hydrostatic 水静力的icebreaker 破冰船icebreaker 破冰船identified as Essential Changes 标记作“必备变更项” immerse 浸入 immerse 浸没impact load 冲击载荷imperial unit 英制单位impression 模槽，型腔，印痕，印象in strake 内列板 in way of…在…处inboard profile 纵剖面图 In-depth analysis 深入研究initial stability at small angle of inclination 小倾角初稳性insulation 绝缘，隔离Intact stability 完整稳性Intergovernmental Maritime Consultative Organization 国际海事质询组织Intergovernmental Maritime Consultative Organization (IMCO) 国际政府间海事质询组织International Association of Classification Society (IACS) 国际船级社联合会International Convention for the Safety of Life at Sea (ICSOLAS) 海上生命安全性国际公约International Towing Tank Conference 国际船模试验水池会议intersection 交点，交叉，横断(切)intervening deck 居中甲板introduces a bill 提出一项议案 issue periodically 定期发布(公布)iterative process 选代过程jack 千斤顶 janitorial 勤杂工，房屋照管者joggle 折曲，榫接，弯合 joiner 安装工joiner 细木工(匠)joinery 细木工keel laying 开始船舶建造(原意为“铺设龙骨架”) Kips (= kilo-pounds) 千磅laborer 力工Land borne 陆基的，装在陆地的 landing craft 登陆艇large tank and sphere 大型油罐和球罐launch 发射，下水launching equipment（向水中）投放设备launching way (船舶)下水滑道 LCC(Large Crude Carrier）大型原油轮（载重10~20万吨）lead time 设计至投产、定货至交货的时间 legislation 立法length between perpendicular 两柱间长leveler 调平器，矫平机，矫直机life saving appliance 救生设备 life-cycle cost 生命周期成本lift fan 升力风扇lift offsets 量取型值Light ship weight 空船重量 lighter 港驳船likely 多半，可能line 型线liner 定期航班船liner trade 定期班轮营运业lines plan 型线图liquefied gas carrier 液化气运输船list 倾斜, 表living and utility spaces 居住与公用舱室Lloyd’s Machinery Certificate (LMC) 劳埃德(船舶)机械证书Lloyd’s Register of Shipping (英国)劳埃德船级社Lloyds Rules 劳埃德(船级社)规范LNG containment 液化天然气容器Load Line Regulation 载重线公约、规范load waterline 载重水线load waterplane 载重水线面loft floor 放样台full scale 全尺度loftman 放样工loftman 放样工longitudinal 纵向的longitudinal 纵向的，纵梁longitudinal prismatic coefficient 纵向棱形系数machinery vendor 机械(主机)卖方magnet gantry 磁力式龙门吊maiden voyage 处女航main shafting 主轴系major ship 大型船舶maneuverability 操纵性maritime 海事的，海运的，靠海的，沿海的mark out 划线，划记号marshal 调度mast 桅杆maximum beam amidships 舯最大宽member 部件merchant ship 商船metacenter 稳心metacentric height 稳心高metal plate bath 金属板电镀槽metal worker 金属工metric unit 公制单位midbody （船）中体middle line plane 中线面midship area coefficient 舯横剖面系数midship section 舯横剖面midship section coefficient 舯横剖面系数mill shape 轧钢厂型材module assembly 模块式组装mold loft floor (型线)放样间地板molded lines 型线molder 造型工mould loft 放样间moulded line 型线multihull vessel 多体船Multi-ship program 多种船型建造规划nautical mile 海里naval architect 造船师naval architecture 造船工程naval ship 军船naval architecture 造船学nearuniversal gear 准万向齿轮network flow 网络流程neutral equilibrium 中性平衡normal 法向，法向的，正交的normal force 法向力normal operating condition 常规(正常)运作工况notch 开槽，开凹口Off the shelf 成品的，畅销的，流行的off-center loading 偏移中心的装载offsets 型值offshore drilling 离岸钻井oil-rig 钻油架operational requirement 军事行动需求，运作要求orient 取向，定方位，调整orthogonal 正交的，矩形的out strake 外列板outboard profile 侧视图outfit 舾装outfitter 舾装工outfitting 舾装overall stability 总体稳性overhang 外悬overstocking 存货过剩owner’s staff 船东的雇(职)员paint priming 涂底漆Panama Canal 巴拿马运河panel line system 板材生产线系统parallel middle body 平行中体patternmaker 木模工payload 有效载荷permanent body 永久性组织机构perpendicular（船艏、艉）柱，垂直的，正交的pillar 支柱pin 钉，销pin jig 限位胎架pintle 销，枢轴pipe fitter 管装工pipe laying barge (海底) 铺管驳船piping 管路pitch 纵摇plan views 设计图planing hull 滑行船体pleasure ship 游乐用船Plimsoll line 普林索尔载重线polar-exploration craft 极地考察船Polaris (submarine) 北极星级(潜艇)port 左舷portable gate 移动式(可移动)闸门positive righting arm 扶正力臂power and lighting system 动力与照明系统preliminary design 初步设计preliminary/concept design 初步/概念设计pressure vessel 压力容器principal dimensions 主尺度prism 棱柱体prismatic coefficient 棱形系数procurement 采购，获得Program Evaluation and Review Technique 规划评估与复核法quartering sea 尾斜浪, 从船斜后方来的浪quay(横)码头，停泊所racking 倾斜，变形，船体扭转变形radiography X射线照相术，X射线探伤rake 倾角,倾斜ram pressure 速压头，冲压，全压力rectangle 矩形reenlistment 重征服役Registo Italiano Navale (意大利)船级社remedial action 补救措施reserve buoyancy 储备浮力reserve buoyancy 储备浮力residuary resistance 剩余阻力resultant 合力resultant 合力retract 收进revolving crane 旋转式(鹤)吊，转臂吊(车)Reynolds number 雷诺数rigger 索具装配工rigid side walls 刚性侧壁rise of floor 底升risk 保险对象，保险金额rivering warfare vessel 内河舰艇rivet 铆接，铆钉roll 横摇rolled angle butt (轧制)角钢焊接头roll-on/roll-off(RO-RO) 滚装rough sea 汹涌的波浪round of beam 梁拱rounded gunwale 修园的舷边rubber tile 橡皮瓦rudder post 舵柱rudder 舵rudder rate 舵率rudder stock 舵杆run 去流段Sag 中垂sagging 中垂scale 缩尺，尺度，尺scale model 缩尺船模scantling 材积sea keeping performance 耐波性能seasickness 晕船seaworthiness 适航性section 剖面，横剖面sections (铁、钢)型材，轧材self-induced 自身诱导的semi finished item 半精加工件semisubmersible drilling rig 半潜式钻井架set course 设定的航线set course 设定航线shaft bossing 轴包套shaft bracket 轴支架shear 剪切，剪力sheer aft 艉舷弧sheer forward 艏舷弧sheer drawing 剖面图sheer plane 纵剖面sheer profile 纵剖线sheer profile 纵剖图sheer(甲板)舷弧sheet metal work 钣金工，冷作工shell plating 船壳板shell 船壳板ship fitter 船舶装配工ship fitter 船体安装工ship fitter 舰船装配工ship form 船型ship Hydrodynamics 水动力学ship owner 船东shipping line 船运航线shipway (造)船台shipwright 船体装配工，造船工人shipyard 船厂shipyard 船厂shipyard schedule chart 船厂施工进度图shoring 支撑，支柱shoulder 船肩sideways 朝侧向six degrees of freedom 六自由度sizable 相当大的skirt（气垫船）围裙slamming 砰击，拍击slice 一部分，薄片sloping shipway 有坡度船台，滑道soft chine 圆舭spare part 备件specially prepared form 专门(特殊)加工的模板spectrum 谱speed-to-length ratio 速长比stability 稳性stable equilibrium 稳定平衡standard 规章starboard 右舷static equilibrium 静平衡statically determinant 静定的statistical 统计学(上)的steel marking 钢板划线steering gear 操纵装置steering gear 操纵装置，舵机stem 船艏stem contour 艏柱型线stern 艉stern frame 艉构架，艉框架stern wave 艉波stiffen 加劲，加强stiffener 肋骨strain 应变strake 船体列板stringent safety regulations 严格的安全规章structural alignment 结构校准，组合，组装strut 支柱，支撑构形subassembly (局部)分部装配subdivision 分舱sublet 转包，分包，转租submersible 潜器suction cup 吸盘Suez Canal Tonnage 苏伊士运河吨位限制summer load water line 夏季载重水线super cavitating propeller超空泡螺旋桨superintendent 监督管理人，总段长，车间主任superstructure 上层建筑supertanker 超级油轮supervision of the Society’s surveyor 船级社验船师的监造surface piercing 穿透水面的surface preparation and coating 表面加工处理与喷涂surge 纵荡surmount 顶上覆盖，越过survivability 生存力SWATCH(Small Waterplane Area Twin Hull) 小水线面双体船sway 横荡switchboard 控制台，开关板tabular freeboard 列成表格的干舷值tacker 定位搭焊工talking paper 讨论文件tangential viscous force 切向粘性力tanker 油轮tanker 油轮tantamount 等值的，相当的taper 弄细，变尖tee T形构件，三通管template 样板tensile stress 拉(张)应力The Register of Shipping of the People’s Republic of China 中国船舶检验局The Titanic 泰克尼克号(巨型邮轮)there is more shape to the shell 船壳板的形状较复杂titanic 巨大的to be craft oriented 与行业有关的，适应于行业性的to run the waterlines 绘制水线toed towards amidships 趾部朝向船舯ton gross=gross ton 长吨=1. 016公吨tonnage 吨位torque 扭矩torsio 扭转的trade 工种, 贸易trailer type transporter 拖车式载运车transfer sideways 横向移动transom (stern) 方尾transverse 横向的transverse bulkhead plating 横隔舱壁板transverse section 横剖面transverse stability 横稳性trawling 拖网trial 实船试验trim 纵倾trim 纵倾trim by the stern/bow 艉/艏倾trimaran 三体船trough 波谷tugboat 拖船tumble home(船侧)内倾Type A ship A类船U form U型U. S. Coast Guard 美国海岸警卫队ULCC(Ultra Large Crude Carrier）超级大型原油轮（载重量>40万吨）ultrasonic 超声波的\underwriter (海运)保险商undock 使船出坞upright position 正浮位置V shaped V型的ventilation and air conditioning diagram 通风与空调敷设设计图vertical prismatic coefficient 垂向棱形系数vertical prismatic coefficient 垂向棱形系数vicinity 邻近，附近villain 坏人，罪魁viscosity 粘性VLCC(Very Large Crude Carrier）巨型（原）油轮（载重量>20万吨）V-sectionV型剖面wash 下洗 ,艉流water line 水线waterborne 浮于水上的，水基的waterplane 水线面waterplane area coefficient 水线面积系数watertight integrity 水密完整性wave pattern 波型wavemaking resistance 兴波阻力weather deck 露天甲板weld inspection 焊缝检测welder 焊工weldment 焊件，焊接装配wetted surface 湿面积wing shaft 侧轴yacht 快艇yard issue 船厂开工任务发布书yaw 艏摇yaw 艏摇，摇艏。
低频活动漂浮潜水船声探测系统（LFATS）说明书
LOW-FREQUENCY ACTIVE TOWED SONAR (LFATS)LFATS is a full-feature, long-range,low-frequency variable depth sonarDeveloped for active sonar operation against modern dieselelectric submarines, LFATS has demonstrated consistent detection performance in shallow and deep water. LFATS also provides a passive mode and includes a full set of passive tools and features.COMPACT SIZELFATS is a small, lightweight, air-transportable, ruggedized system designed specifically for easy installation on small vessels. CONFIGURABLELFATS can operate in a stand-alone configuration or be easily integrated into the ship’s combat system.TACTICAL BISTATIC AND MULTISTATIC CAPABILITYA robust infrastructure permits interoperability with the HELRAS helicopter dipping sonar and all key sonobuoys.HIGHLY MANEUVERABLEOwn-ship noise reduction processing algorithms, coupled with compact twin line receivers, enable short-scope towing for efficient maneuvering, fast deployment and unencumbered operation in shallow water.COMPACT WINCH AND HANDLING SYSTEMAn ultrastable structure assures safe, reliable operation in heavy seas and permits manual or console-controlled deployment, retrieval and depth-keeping. FULL 360° COVERAGEA dual parallel array configuration and advanced signal processing achieve instantaneous, unambiguous left/right target discrimination.SPACE-SAVING TRANSMITTERTOW-BODY CONFIGURATIONInnovative technology achievesomnidirectional, large aperture acousticperformance in a compact, sleek tow-body assembly.REVERBERATION SUPRESSIONThe unique transmitter design enablesforward, aft, port and starboarddirectional transmission. This capabilitydiverts energy concentration away fromshorelines and landmasses, minimizingreverb and optimizing target detection.SONAR PERFORMANCE PREDICTIONA key ingredient to mission planning,LFATS computes and displays systemdetection capability based on modeled ormeasured environmental data.Key Features>Wide-area search>Target detection, localization andclassification>T racking and attack>Embedded trainingSonar Processing>Active processing: State-of-the-art signal processing offers acomprehensive range of single- andmulti-pulse, FM and CW processingfor detection and tracking. Targetdetection, localization andclassification>P assive processing: LFATS featuresfull 100-to-2,000 Hz continuouswideband coverage. Broadband,DEMON and narrowband analyzers,torpedo alert and extendedtracking functions constitute asuite of passive tools to track andanalyze targets.>Playback mode: Playback isseamlessly integrated intopassive and active operation,enabling postanalysis of pre-recorded mission data and is a keycomponent to operator training.>Built-in test: Power-up, continuousbackground and operator-initiatedtest modes combine to boostsystem availability and accelerateoperational readiness.UNIQUE EXTENSION/RETRACTIONMECHANISM TRANSFORMS COMPACTTOW-BODY CONFIGURATION TO ALARGE-APERTURE MULTIDIRECTIONALTRANSMITTERDISPLAYS AND OPERATOR INTERFACES>State-of-the-art workstation-based operator machineinterface: Trackball, point-and-click control, pull-down menu function and parameter selection allows easy access to key information. >Displays: A strategic balance of multifunction displays,built on a modern OpenGL framework, offer flexible search, classification and geographic formats. Ground-stabilized, high-resolution color monitors capture details in the real-time processed sonar data. > B uilt-in operator aids: To simplify operation, LFATS provides recommended mode/parameter settings, automated range-of-day estimation and data history recall. >COTS hardware: LFATS incorporates a modular, expandable open architecture to accommodate future technology.L3Harrissellsht_LFATS© 2022 L3Harris Technologies, Inc. | 09/2022NON-EXPORT CONTROLLED - These item(s)/data have been reviewed in accordance with the InternationalTraffic in Arms Regulations (ITAR), 22 CFR part 120.33, and the Export Administration Regulations (EAR), 15 CFR 734(3)(b)(3), and may be released without export restrictions.L3Harris Technologies is an agile global aerospace and defense technology innovator, delivering end-to-endsolutions that meet customers’ mission-critical needs. The company provides advanced defense and commercial technologies across air, land, sea, space and cyber domains.t 818 367 0111 | f 818 364 2491 *******************WINCH AND HANDLINGSYSTEMSHIP ELECTRONICSTOWED SUBSYSTEMSONAR OPERATORCONSOLETRANSMIT POWERAMPLIFIER 1025 W. NASA Boulevard Melbourne, FL 32919SPECIFICATIONSOperating Modes Active, passive, test, playback, multi-staticSource Level 219 dB Omnidirectional, 222 dB Sector Steered Projector Elements 16 in 4 stavesTransmission Omnidirectional or by sector Operating Depth 15-to-300 m Survival Speed 30 knotsSize Winch & Handling Subsystem:180 in. x 138 in. x 84 in.(4.5 m x 3.5 m x 2.2 m)Sonar Operator Console:60 in. x 26 in. x 68 in.(1.52 m x 0.66 m x 1.73 m)Transmit Power Amplifier:42 in. x 28 in. x 68 in.(1.07 m x 0.71 m x 1.73 m)Weight Winch & Handling: 3,954 kg (8,717 lb.)Towed Subsystem: 678 kg (1,495 lb.)Ship Electronics: 928 kg (2,045 lb.)Platforms Frigates, corvettes, small patrol boats Receive ArrayConfiguration: Twin-lineNumber of channels: 48 per lineLength: 26.5 m (86.9 ft.)Array directivity: >18 dB @ 1,380 HzLFATS PROCESSINGActiveActive Band 1,200-to-1,00 HzProcessing CW, FM, wavetrain, multi-pulse matched filtering Pulse Lengths Range-dependent, .039 to 10 sec. max.FM Bandwidth 50, 100 and 300 HzTracking 20 auto and operator-initiated Displays PPI, bearing range, Doppler range, FM A-scan, geographic overlayRange Scale5, 10, 20, 40, and 80 kyd PassivePassive Band Continuous 100-to-2,000 HzProcessing Broadband, narrowband, ALI, DEMON and tracking Displays BTR, BFI, NALI, DEMON and LOFAR Tracking 20 auto and operator-initiatedCommonOwn-ship noise reduction, doppler nullification, directional audio。
船舶与海洋工程专业常用词汇英汉对照汇总
IMO(Intergovernmental Maritime Organization)国际海事组织IMCO(Intergovernmental Maritime Consultative Organization)国际海事质询组织International Towing Tank Conference (ITTC) 国际船模试验水池会议International Association of Classification Society (IACS) 国际船级社协会ABS(American Bureau of Shipping) 美国船级社BV(Bureau Veritas) 法国船级社Lloyd's Register of shipping 英国劳埃德船级社RINA(Registo Italiano Navade) 意大利船级社Load Line Convention 载重线公约Lloyd's Rules 劳埃德规范Register （船舶）登录簿，船名录Green Book 绿皮书，19世纪英国另一船级社的船名录，现合并与劳埃德船级社，用于登录快速远洋船Supervision of the Society's surveyor 船级社验船师的监造书Merchant Shipbuilding Return 商船建造统计表BSRA 英国船舶研究协会HMS 英国皇家海军舰艇CAD(computer-aided design) 计算机辅助设计CAE(computer-aided manufacturing) 计算机辅助制造CAM(computer-aided engineering) 计算机辅助工程CAPP(computer -aided process planning) 计算机辅助施工计划制定IAGG(interactive computer graphics) 交互式计算机图像技术a faired set of lines 经过光顺处理的一套型线a stereo pair of photographs 一对立体投影相片abaft 朝向船体abandonment cost 船舶废置成本费用accommodation 居住（舱室）accommodation ladder 舷梯adjust valve 调节阀adjustable-pitch 可调螺距式admiralty 海军部advance coefficient 进速系数aerostatic 空气静力学的aft peak bulkhead 艉尖舱壁aft peak tank 艉尖舱aileron 副鳍air cushion vehicle 气垫船air diffuser 空气扩散器air intake 进气口aircraft carrier 航空母舰air-driven water pump 气动水泵airfoil 气翼，翼剖面，机面，方向舵alignment chock 组装校准用垫楔aluminum alloy structure 铝合金结构amidships 舯amphibious 两栖的anchor arm 锚臂anchor chain 锚链anchor crown 锚冠anchor fluke 锚爪anchor mouth 锚唇anchor recess锚穴anchor shackle 锚卸扣anchor stock 锚杆angle bar/plate 角钢angle of attack 攻角angled deck 斜角甲板anticipated loads encountered at sea 在波浪中遭遇到的预期载荷anti-pitching fins 减纵摇鳍antiroll fins 减摇鳍anti-rolling tank 减摇水舱appendage 附体artisan 技工assembly line 装配流水线at-sea replenishment 海上补给augment of resistance 阻力增额auxiliary systems 辅机系统auxiliary tank 调节水舱axial advance 轴向进速backing structure 垫衬结构back-up member 焊接垫板balance weight 平衡锤ball bearing 滚珠轴承ball valve 球阀ballast tank 压载水舱bar 型材bar keel 棒龙骨，方龙骨，矩形龙骨barge 驳船base line 基线basic design 基本设计batten 压条，板条beam 船宽，梁beam bracket 横梁肘板爱beam knee 横梁肘板bearing 轴承bed-plate girder 基座纵桁bending-moment curves 弯矩曲线Benoulli's law 伯努利定律berth term 停泊期bevel 折角bidder 投标人bilge 舭，舱底bilge bracket 舭肘板bilge radius 舭半径bilge sounding pipe 舭部边舱水深探管bitt 单柱系缆桩blade root 叶跟blade section 叶元剖面blast 喷丸block coefficient 方形系数blue peter 出航旗boarding deck 登艇甲板boat davit 吊艇架boat fall 吊艇索boat guy 稳艇索bobstay 首斜尾拉索body plan 横剖面图bolt 螺栓，上螺栓固定Bonjean curve 邦戎曲线boom 吊杆boss 螺旋桨轴榖bottom side girder 旁底桁bottom side tank 底边舱bottom transverse 底列板boundary layer 边界层bow line 前体纵剖线bow wave 艏波bowsprit 艏斜桅bow-thruster 艏侧推器box girder 箱桁bracket floor 框架肋板brake 制动装置brake band 制动带brake crank arm 制动曲柄brake drum 刹车卷筒brake hydraulic cylinder 制动液压缸brake hydraulic pipe 刹车液压管breadth extreme 最大宽，计算宽度breadth moulded 型宽breakbulk 件杂货breasthook 艏肘板bridge 桥楼，驾驶台bridge console stand 驾驶室集中操作台buckle 屈曲buffer spring 缓冲弹簧built-up plate section 组合型材bulb plate 球头扁钢bulbous bow 球状船艏，球鼻首bulk carrier 散货船bulk oil carrier 散装油轮bulkhead 舱壁bulwark 舷墙bulwark plate 舷墙板bulwark stay 舷墙支撑buoy tender 航标船buoyant 浮力的buoyant box 浮箱butt weld 对缝焊接butterfly screw cap 蝶形螺帽buttock 后体纵剖线by convention 按照惯例，按约定cable ship 布缆船cable winch 钢索绞车camber 梁拱cant beam 斜横梁cant frame 斜肋骨cantilever beam 悬臂梁capacity plan 舱容图capsize 倾覆capsizing moment 倾覆力臂captain 船长captured-air-bubble vehicle 束缚气泡减阻船cargo cubic 货舱舱容，载货容积cargo handling 货物装卸carriage 拖车，拖架cast steel stem post 铸钢艏柱catamaran 高速双体船，双体的cavitation 空泡cavitation number 空泡数cavitation tunnel 空泡水筒center keelson 中内龙骨centerline bulkhead 中纵舱壁centroid 型心，重心，质心，矩心chain cable stopper 制链器chart 海图charterer 租船人chief engineer 轮机长chine 舭，舷，脊chock 导览钳CIM(computer integrated manufacturing) 计算机集成组合制造circulation theory 环流理论classification society 船级社cleat 系缆扣clipper bow 飞剪型船首clutch 离合器coastal cargo 沿海客货轮cofferdam 防撞舱壁combined cast and rolled stem 混合型艏柱commercial ship 营利用船commissary spaces 补给库舱室，粮食库common carrier 通用运输船commuter 交通船compartment 舱室compass 罗经concept design 概念设计connecting tank 连接水柜constant-pitch propeller 定螺距螺旋桨constraint condition 约束条件container 集装箱containerized 集装箱化contract design 合同设计contra-rotating propellers 对转桨controllable-pitch 可控螺距式corrosion 锈蚀，腐蚀couple 力矩，力偶crane 克令吊，起重机crank 曲柄crest (of wave) 波峰crew quarters 船员居住舱criterion 判据，准则Critical Path Method 关键路径法cross-channel automobile ferries 横越海峡车客渡轮cross-sectional area 横剖面面积crow's nest 桅杆瞭望台cruiser stern 巡洋舰尾crussing range 航程cup and ball joint 球窝关节curvature 曲率curves of form 各船形曲线cushion of air 气垫damage stability 破损稳性damper 缓冲器damping 阻尼davit arm 吊臂deadweight 总载重量de-ballast 卸除压载deck line at side 甲板边线deck longitudinal 甲板纵骨deck stringer 甲板边板deck transverse 强横梁deckhouse 舱面室，甲板室deep v hull 深v型船体delivery 交船depth 船深derrick 起重机，吊杆design margin 设计余量)design spiral 设计螺旋循环方式destroyer 驱逐舰detachable shackle 散合式连接卸扣detail design 详细设计diagonal stiffener 斜置加强筋diagram 图，原理图，设计图diesel engine 柴油机dimensionless ratio 无量纲比值displacement 排水量displacement type vessel 排水型船distributed load 分布载荷division 站，划分，分隔do work 做功dock 泊靠double hook 山字钩double iteration procedure 双重迭代法double roller chock 双滚轮式导览钳double-acting steam cylinder 双向作用的蒸汽气缸down halyard 降帆索draft 吃水drag 阻力，拖拽力drainage 排水draught 吃水，草图，设计图，牵引力爱dredge 挖泥船drift 漂移，偏航drilling rig 钻架drill ship 钻井船drive shaft 驱动器轴driving gear box 传动齿轮箱driving shaft system 传动轴系dry dock 干船坞ducted propeller 导管螺旋桨dynamic supported craft 动力支撑型船舶dynamometer 测力计，功率计e.h.p 有效马力eccentric wheel 偏心轮echo-sounder 回声探深仪eddy 漩涡eddy-making resistance 漩涡阻力efficiency 供给能力，供给量electrohydraulic 电动液压的electroplater 电镀工elevations 高度，高程，船型线图的侧面图，立视图，纵剖线图，海拔empirical formula 经验公式enclosed fabrication shop 封闭式装配车间enclosed lifeboat 封闭式救生艇end open link 末端链环end shackle 末端卸扣endurance 续航力，全功率工作时间engine room frame 机舱肋骨engine room hatch end beam 机舱口端梁ensign staff 船尾旗杆entrance 进流段erection 装配，安装exhaust valve 排气阀expanded bracket 延伸肘板expansion joint 伸缩接头extrapolate 外插fair 光顺faised floor 升高肋板fan 鼓风机fatigue 疲劳feasibility study 可行性研究feathering blade 顺流变距桨叶fender 护舷ferry 渡轮，渡运航线fillet weld connection 贴角焊连接fin angle feedback set 鳍角反馈装置fine fast ship 纤细高速船fine form 瘦长船型finite element 有限元fire tube boiler 水火管锅炉fixed-pitch 固定螺距式flange 突边，法兰盘flanking rudders 侧翼舵flap-type rudder 襟翼舵flare 外飘，外张flat of keel 平板龙骨fleets of vessels 船队flexural 挠曲的floating crane 起重船floodable length curve 可进长度曲线flow of materials 物流flow pattern 流型，流线谱flush deck vessel 平甲板型船flying bridge 游艇驾驶台flying jib 艏三角帆folding batch cover 折叠式舱口盖folding retractable fin stabilizer 折叠收放式减摇鳍following edge 随边following ship 后续船foot brake 脚踏刹车fore peak 艏尖舱forged steel stem 锻钢艏柱forging 锻件，锻造forward draft mark 船首水尺forward/after perpendicular 艏/艉柱forward/after shoulder 前/后肩foundry casting 翻砂铸造frame 船肋骨，框架，桁架frame spacing 肋骨间距freeboard 干舷freeboard deck 干舷甲板freight rate 运费率fresh water loadline 淡水载重线frictional resistance 摩擦阻力Froude number 傅汝德数fuel/water supply vessel 油水供给船full form丰满船型full scale 全尺度fullness 丰满度funnel 烟囱furnishings 内装修gaff 纵帆斜桁爱gaff foresail 前桅主帆gangway 舷梯gantt chart 甘特图gasketed openings 装以密封垫的开口general arrangement 总布置general cargo ship 杂货船generatrix 母线geometrically similar form 外形相似船型girder 桁梁，桁架girder of foundation 基座纵桁governmental authorities 政府当局，管理机构gradient 梯度graving dock 槽式船坞gross ton 长吨（1.016公吨，short for GT）group technology 成组建造技术guided-missile cruiser 导弹巡洋舰gunwale 船舷上缘gunwale angle 舷边角钢gunwale rounded thick strake 舷边圆弧厚板guyline 定位索gypsy 链轮gyro-pilot steering indicator 自动操舵操纵台gyroscope 回转仪half breadth plan 半宽图half depth girder 半深纵骨half rounded flat plate 半圆扁钢hard chine 尖舭hatch beam sockets 舱口梁座hatch coaming 舱口围板hatch cover 舱口盖（板）hatch cover rack 舱口盖板隔架hatch side cantilever 舱口悬臂梁hawse pipe 锚链桶hawsehole 锚链孔heave 垂荡heel 横倾heel piece 艉柱根helicoidal 螺旋面的，螺旋状的hinge 铰链hinged stern door 艉部吊门hog 中拱hold 船舱homogeneous cylinder 均质柱状体hopper barge 倾卸驳horizontal stiffener 水平扶强材hub 桨毂，轴毂，套筒hull form 船型，船体外形hull girder stress 船体桁应力HV AC(heating ventilating and cooling) 取暖，通风与冷却hydraulic mechanism 液压机构hydrodynamic 水动力学的hydrofoil 水翼hydrostatic 水静力的icebreaker 破冰船immerse 浸水，浸没impact load 冲击载荷imperial unit 英制单位in strake 内列板inboard profile 纵剖面图incremental plasticity 增量塑性independent tank 独立舱柜initial stability at small angle of inclination 小倾角初稳性inland waterways vessel 内河船inner bottom 内底in-plane load 面内载荷intact stability 完整稳性intercostals 肋间的，加强的intersection 交点，交叉，横断（切）inventory control 存货管理iterative process 迭代过程jack 船首旗jack 千斤顶joinery 细木工keel 龙骨keel laying 开始船舶建造kenter shackle 双半式连接链环Kristen-Boeing propeller 正摆线推进器landing craft 登陆艇launch 发射，下水launch 汽艇launching equipment （向水中）投放设备leading edge 导缘，导边ledge 副梁材length overall 总长leveler 调平器，矫平机life saving appliance 救生设备lifebuoy 救生圈lifejacket 救生衣lift fan 升力风扇lift offsets 量取型值light load draft 空载吃水lightening hole 减轻孔light-ship 空船limbers board 舭部污水道顶板liner trade 定期班轮营运业lines 型线lines plan 型线图Linnean hierarchical taxonomy 林式等级式分类学liquefied gas carrier 液化气运输船liquefied natural gas carrier 液化天然气船liquefied petroleum gas carrier 液化石油气船liquid bulk cargo carrier 液体散货船liquid chemical tanker 液体化学品船living and utility spaces 居住与公用舱室load line regulations 载重线公约，规范load waterplane 载重水线面loft floor 放样台longitudinal (transverse) 纵（横）稳心高longitudinal bending 纵总弯曲longitudinal prismatic coefficient 纵向棱形系数longitudinal strength 总纵强度longitudinally framed system 纵骨架式结构luffing winch 变幅绞车machinery vendor 机械（主机）卖方magnet gantry 磁力式龙门maiden voyage 处女航main impeller 主推叶轮main shafting 主轴系major ship 大型船舶maneuverability 操纵性manhole 人孔margin plate 边板mark disk of speed adjusting 速度调整标度盘mast 桅杆mast clutch 桅座matrix 矩阵merchant ship 商船metacenter 稳心metacentric height 稳心高metal plate path 金属板电镀槽metal worker 金属工metric unit 公制单位middle line plane 中线面midship section 舯横剖面midship section coefficient 中横剖面系数ML 物资清单，物料表model tank 船模试验水池monitoring desk of main engine operation 主机操作监视台monitoring screen of screw working condition 螺旋桨运转监视屏more shape to the shell 船壳板的形状复杂mould loft 放样间multihull vessel 多体船multi-purpose carrier 多用途船multi-ship program 多种船型建造规划mushroom ventilator 蘑菇形通风桶mutually exclusive attribute 相互排它性的属性N/C 数值控制nautical mile 海里naval architecture 造船学navigation area 航区navigation deck 航海甲板near-universal gear 准万向舵机，准万向齿轮net-load curve 静载荷曲线neutral axis 中性轴，中和轴neutral equilibrium 中性平衡non-retractable fin stabilizer 不可收放式减摇鳍normal 法向的，正交的normal operating condition 常规运作状况nose cone 螺旋桨整流帽notch 开槽，开凹口oar 橹，桨oblique bitts 斜式双柱系缆桩ocean going ship 远洋船off-center loading 偏离中心的装载offsets 型值offshore drilling 离岸钻井offshore structure 离岸工程结构物oil filler 加油点oil skimmer 浮油回收船oil-rig 钻油架on-deck girder 甲板上桁架open water 敞水optimality criterion 最优性准则ore carrier 矿砂船orthogonal 矩形的orthogonal 正交的out strake 外列板outboard motor 舷外机outboard profile 侧视图outer jib 外首帆outfit 舾装outfitter 舾装工outrigger 舷外吊杆叉头overall stability 总体稳性overhang 外悬paddle 桨paddle-wheel-propelled 明轮推进的Panama Canal 巴拿马运河panting arrangement 强胸结构，抗拍击结构panting beam 强胸横梁panting stringer 抗拍击纵材parallel middle body 平行中体partial bulkhead 局部舱壁payload 有效载荷perpendicular 柱，垂直的，正交的photogrammetry 投影照相测量法pile driving barge 打桩船pillar 支柱pin jig 限位胎架pintle 销，枢轴pipe fitter 管装工pipe laying barge 铺管驳船piston 活塞pitch 螺距ipitch 纵摇plan views 设计图planning hull 滑行船体Plimsoll line 普林索尔载重线polar-exploration craft 极地考察船poop 尾楼port 左舷port call 沿途到港停靠positive righting moment 正扶正力矩power and lighting system 动力与照明系统precept 技术规则preliminary design 初步设计pressure coaming 阻力式舱口防水挡板principal dimensions 主尺度Program Evaluation and Review Technique 规划评估与复核法progressive flooding 累进进水project 探照灯propeller shaft bracket 尾轴架爱propeller type log 螺旋桨推进器测程仪PVC foamed plastic PVC泡沫塑料quadrant 舵柄quality assurance 质量保证quarter 居住区quarter pillar 舱内侧梁柱quartering sea 尾斜浪quasi-steady wave 准定长波quay 码头，停泊所quotation 报价单racking 倾斜，变形，船体扭转变形radiography X射线探伤rake 倾斜raked bow 前倾式船首raster 光栅refrigerated cargo ship 冷藏货物运输船regulating knob of fuel pressure 燃油压力调节钮reserve buoyancy 储备浮力residuary resistance 剩余阻力resultant 合力reverse frame 内底横骨Reynolds number 雷诺数right-handed propeller 右旋进桨righting arm 扶正力臂，恢复力臂rigid side walls 刚性侧壁rise of floor 底升riverine warfare vessel 内河舰艇rivet 铆接，铆钉roll 横摇roll-on/roll-off (Ro/Ro) 滚装rotary screw propeller 回转式螺旋推进器9 rounded gunwale 修圆的舷边rounded sheer strake 圆弧舷板rubber tile 橡皮瓦rudder 舵rudder bearing 舵承rudder blade 舵叶rudder control rod 操舵杆rudder gudgeon 舵钮rudder horn 挂舵臂rudder pintle 舵销rudder post 舵柱rudder spindle 舵轴rudder stock 舵杆rudder trunk 舵杆围井run 去流段sag 中垂salvage lifting vessel 救捞船scale 缩尺，尺度schedule coordination 生产规程协调schedule reviews 施工生产进度审核screen bulkhead 轻型舱壁Sea keeping performance 耐波性能sea spectra 海浪谱sea state 海况seakeeping 适航性seasickness 晕船seaworthness 适航性seaworthness 适航性section moulus 剖面模数section 剖面，横剖面self-induced 自身诱导的self-propulsion 自航semi-balanced rudder 半平衡舵semi-submersible drilling rig 半潜式钻井架shaft bossing 轴榖shaft bracket 轴支架shaft coupling 联轴节shear 剪切，剪力shear buckling 剪切性屈曲shear curve 剪力曲线sheer 舷弧sheer aft/forward 艉/艏舷弧sheer drawing 剖面图sheer plane 纵剖面sheer profile 总剖线，纵剖图shell plating 船壳板ship fitter 船舶装配工ship hydrodynamics 船舶水动力学shipway/slipway 船台shipyard 船厂shrouded screw 有套罩螺旋桨，导管螺旋桨side frame 舷边肋骨side keelson 旁内龙骨side plate 舷侧外板side stringer 甲板边板single-cylinder engine 单缸引擎sinkage 升沉six degrees of freedom 六自由度skin friction 表面摩擦力skirt （气垫船）围裙slamming 砰击sleeve 套管，套筒，套环slewing hydraulic motor 回转液压马达slice 一部分，薄片sloping shipway 有坡度船台sloping top plate of bottom side tank 底边舱斜顶板sloping bottom plate of topside tank 顶边舱斜底板soft chine 圆舭sonar 声纳spade rudder 悬挂舵spectacle frame 眼睛型骨架speed-to-length ratio 速长比sponson deck 舷伸甲板springing 颤振stability 稳性stable equilibrium 稳定平衡starboard 右舷static equilibrium 静平衡steamer 汽轮船steering gear 操纵装置，舵机stem 船艏stem contour 艏柱型线stern 船艉stern barrel 尾拖网滚筒stern counter 尾突体stern ramp 尾滑道，尾跳板爱stern transom plate 尾封板stern wave 艉波stiffen 加劲，加强stiffener 扶强材，加劲杆straddle 跨立，外包式叶片strain 应变strake 船体列板streamline 流线streamlined casing 流线型套管strength curves 强度曲线strength deck 强力甲板stress concentration 应力集中structural instability 结构不稳定性strut 支柱，支撑构型subassembly 分部装配subdivision 分舱submerged nozzle 浸没式喷口submersible 潜期suction back of a blade 桨叶片抽吸叶背Suez Canal tonnage 苏伊士运河吨位限制summer load water line 夏季载重水线superintendent 监督管理人，总段长，车间主任superstructure 上层建筑supper cavitating propeller 超空泡螺旋桨surface nozzle 水面式喷口surface piercing 穿透水面的surface preparation and coating 表面预处理与喷涂surge 纵荡sway 横荡yaw 首摇surmount 顶上覆盖，越过swage plate 压筋板swash bulkhead 止荡舱壁SWATH (Small Waterplane Area Twin Hull) 小水线面双体船tail-stabilizer anchor 尾翼式锚talking paper 讨论文件tangential 切向的，正切的tangential viscous force 切向粘性力tanker 油船tender 交通小艇timber carrier 木材运输船tugboat 拖船tee T型构件，三通管tensile stress 拉（张）应力thermal effect 热效应throttle valve 节流阀throughput 物料流量thrust 推力thruster 推力器，助推器tip of a blade 桨叶叶梢toed towards amidships 趾部朝向船舯tonnage 吨位torpedo 鱼雷torque 扭矩trailing edge 随边transom stern 方尾transverse bulkhead plating 横隔舱壁板transverse section 横剖面transverse stability 横稳性trawling 拖网trial 实船试验trim 纵倾trim by the stern/bow 艉/艏倾trimaran 三体的tripping bracket 防倾肘板trough 波谷tumble home （船侧）内倾tunnel wall effect 水桶壁面效应turnable blade 可转动式桨叶turnable shrouded screw 转动导管螺旋桨tweendeck cargo space 甲板间舱tweendedk frame 甲板间肋骨two nodded frequency 双节点频率LCC 大型原油轮ULCC 超级大型原油轮VLCC 巨型原油轮ultrasonic 超声波的underwriter （海运）保险商unsymmetrical 非对称的upright position 正浮位置vapor pocket 气化阱ventilation and air conditioning diagram 通风与空调铺设设计图Venturi section 文丘里试验段vertical prismatic coefficient 横剖面系数vertical-axis(cycloidal)propeller 直叶（摆线）推进器vessel component vender 造船部件销售商viscosity 粘性V oith-Schneider propeller 外摆线直翼式推进器vortex 梢涡v-section v型剖面wake current 伴流，尾流water jet 喷水（推进）管water plane 水线面watertight integrity 水密完整性wave pattern 波形wave suppressor 消波器，消波板wave-making resistance 兴波阻力weather deck 露天甲板web 腹板web beam 强横梁web frame 腹肋板welder 焊工wetted surface 湿表面积winch 绞车windlass 起锚机wing shaft 侧轴wing-keel 翅龙骨（游艇）working allowance 有效使用修正量worm gear 蜗轮，蜗杆yacht 快艇yard issue 船厂开工任务发布书yards 帆桁--。
翻译
随着复合材料在飞机结构上的广泛应用，夹层复合材料圆柱壳在压扭载荷下的稳定性特性，成为设计人员十分关注的一个问题。
圆柱壳结构在船舶与海洋工程结构物中越来越得到广泛的利用，但由于外载荷的多样化，使其圆柱壳结构的应力强度与稳定性分析仍然是一个具有重要意义的研究课题。
为此，本文从数值计算及试验研究方面对夹层复合材料圆柱壳在压扭载荷下的屈曲进行了分析。
主要针对圆柱壳在各种非均匀载荷作用下，以及不同直径.长度的圆柱壳结构型式，进行了应力强度和稳定性分析与研究，并结合通用有限元软件ANSYS对圆柱壳结构进行建模，并进行屈曲对比分析。
主要的工作如下：1）了解圆柱壳结构应用和受力特点；2）从理论上理解与分析圆柱壳在各种非均匀载荷下稳定性理论。
3）熟悉掌握多层板壳结构的力学特性，掌握结构屈曲分析基本理论；4）对不同纵横均匀外压作用下圆柱壳稳定性进行了理论分析，得出不同纵横均匀外压作用下圆柱壳的稳定性的规律，并绘制了几何参数变化的稳定性曲线。
5）分析不同铺层方式对结构稳定性的影响，柱壳几何尺寸对屈曲特性的影响；关键词：夹层圆柱壳；非线性；有限元；屈曲；复合材料；稳定性；均匀载荷前边两部分是网上直接翻得，很垃圾，没什么用。
后边对每一句进行翻译，括号里小字是参考的一些例子，红色字体是翻译出来的句子。
百度翻译第一段：(1)With the wide application of composite materials in aircraft structure,（2）stability of sandwich composite cylindrical shells under torsional load, become a problem of great concern to design personnel.(3)Cylindrical shell structures are in ship and ocean engineering structures in the more widely used,(4)but due to various external loads, the cylindrical shell structure analysis of stress intensity and stability is still a very important research topic.第二段（1）Therefore, this article has carried on the analysis to the buckling of laminated composite cylindrical shells under torsional loadunder pressure from the numerical calculation and experimentalstudy of the.（2）Mainly for the cylindrical shell under nonuniform loading, and different diameter cylindrical shell structure length, the analysisand study of stress and strength and stability, combined withthe finite element software ANSYS to model the structure ofcylindrical shell, and buckling analysis.（3）The main work is as follows:1) understand the application of cylindrical shell structure and force characteristics;2) understanding and analysis of cylindrical shells under nonuniform load stability theory.3) familiar with the mechanical properties of multilayer plate-shell structure, master the basic theory of structural buckling analysis;4) of different lateral uniform external pressure stability of cylindrical shell under has carried on the theoretical analysis, the stability of the cylindrical shell under uniform external pressure of different aspect of the law, and the geometrical parameters of the stability curve.5) the different influence of stacking methods on the structure stability analysis, influence of cylindrical geometry on the buckling characteristics;Keywords: sandwich cylindrical shell; nonlinear; finite element; buckling; composite material; stability; uniform load有道翻译With the widely application of the composite materials in aircraft structure, laminated composite cylindrical shells under torsional load pressure stability characteristics, become one of the focuses of the designer a problem. Cylindrical shell structure in ship and ocean engineering structure is more and more widely used, but due to the diversification of external load, the stress intensity and stability analysis of cylindrical shell structure is still a significant research subject.Therefore, this article from the numerical calculation and experimental study of laminated composite cylindrical shells under torsional load pressure of buckling is analyzed. Mainly for cylindrical shells under various under non-uniform loading, and different diameter. The length of the cylindrical shell structure, the stress intensity and stability analysis and research, combined with the general finite element software ANSYS to model of cylindrical shell structure, and buckling analysis. The main work is as follows:1) understand the application and mechanical characteristics of cylindrical shell structure;2) theoretically understanding and analysis of all kinds of cylindrical shell under nonuniform load stability theory.3) be familiar with master the mechanical properties of laminated shell structure, master the basic theory of structural buckling analysis;4) with different vertical and horizontal stability of cylindrical shell under uniform external pressure are analyzed in theory, different vertical and horizontal cylindrical shell under uniform external pressure stability of law, and draw the geometry parameters of stability curve.5) analysis of the influence of different layer method for structural stability, column shell geometry size effect on the buckling characteristics;Key words: laminated cylindrical shell; Nonlinear; Finite element; Buckling; Composite materials; Stability; Uniform load查词：复合材料composite materials夹层复合材料sandwich composite圆柱壳结构cylindrical shell船舶与海洋工程结构物Ship and ocean engineering structures研究课题research topic. 或research subject数值计算numerical calculation屈曲buckling数值和实验numerically and experimentally在非均匀载荷下Under non-uniform load圆柱壳结构型式Cylindrical shell structure应力强度和稳定性Stress intensity and stability对比分析contrastive analysis柱壳结构Cylindrical shell structure受力特点loading features稳定性理论theory of stability 或stability theory几何尺寸geometrical sizes第一段非定载荷作用下夹层柱壳的稳定性分析The stability analysis of sandwich composite cylindrical shells under unsteady load.(1) As the composite is widely used in aircraft structure,(2)The problem of stability of sandwich composite cylindricalshells under torsional load are concerned by lots of engineers. ∙(1.随着复合材料在工业领域的广泛应用，复合材料板壳结构的稳定性特性，包括屈曲和后屈曲特性，成为设计人员十分关注的一个问题。
【设计】船舶专业英语课文翻译
【关键字】设计Chapter 1 Ship Design（船舶设计）Lesson 2 Ships Categorized（船舶分类）2.1 Introduction（介绍）The forms a ship can take are innumerable. 一艘船能采用的外形是不可胜数的A vessel might appear to be a sleek seagoing hotel carrying passengers along to some exotic destination; a floating fortress bristling with missile launchers; 。
or an elongated box transporting tanks of crude oil and topped with complex pipe connections. 一艘船可以看做是将乘客一直运送到外国目的地的优美的远航宾馆。
竖立有导弹发射架的水面堡垒及甲板上铺盖有复杂管系的加长罐装原油运输轮None of these descriptions of external appearance, however, does justice to the ship system as a whole and integrated unit所有这些外部特点的描述都不能说明船舶系统是一个总的集合体self-sufficient,seaworthy, and adequately stable in its function as a secure habitat for crew and cargo. ——船员和货物的安全性功能：自给自足，适航，足够稳定。
This is the concept that the naval architect keeps in mind when designing the ship and that provides the basis for subsequent discussions, not only in this chapter but throughout the entire book.这是一个造船工程师设计船舶使必须记住的、能为以后讨论提供根据的观念，不仅涉及本章也贯穿全书。
邮轮实用英语C1L5OrderingSou
Growth and Evolution
Current Trends
The History and Development of Practical English for Cruise Lines
C1L5 Orderingsou Course Outline for Cruise Practical English
01
Practical English for cruise ships refers to the specific type of English used by crew members and passengers onboard a cruise ship. This language is tailored to the unique environment and requirements of the cruise industry.
Teaching methods and means
01
Classroom instruction: face-to-face interaction with the teacher.
Online resources: access to a digital learning platform with additional exercises, videos, and podcasts.
03
Each module includes theory, practice, and role-playing activities.
04
The final exam assesses students' ability to apply the language learned in real-life situations.
Lecture 3 Ship Form and Performance
Lpp = 23.5m
Bmld = 6.25m
Tmld = 4m
Cb
= 0.157
Cm
= 0.305
Cp
= 0.515
Ship knowledge
Lecture 3 Ship Form and performance
5. Lines plan
A ship is finer with small coefficients, when the water lines, ordinates（坐标） and bottocks are more wdely spaced. For a rectangular, only one water line, one ordinate and one bottock is needed to describe its shape.
Ship knowledge
Lecture 3 Ship Form and Performance
1. Shipwise and ship types 2. Ship design 3. Ship form & performance 4. The building of a ship 5. Forces on a ship 6. Ship structure 7. Ship propulsion 8. Ship vibration & noise 9. Ship stability 10. Offshore structures
Ship knowledge
Lecture 3 Ship Form and performance
3. Volumes and weights Gross Tonnage（总吨位）
GT is the ship’s volume in cubic meters below the main deck and the enclosed（封闭） spaces above the main deck.
船舶设计专业英语
Lesson FourShip DesignThe design of a ship involves a selection of the features of form, size, proportions, and other factors which are open to choice, in combination with those features which are imposed by circumstances beyond the control of the design naval architect. 船舶的设计包括对船型特征，尺度比和比例的选择以及一些非约束条件的选择和那些不受船舶设计师控制的外部环境决定的约束条件的选择。
Each new ship should do some things better than any other ship. 每一新设计的船舶都应有一些在其他船舶中找不到的试用其本身的独到之处。
This superiority must be developed in the evolution of the design, in the use of the most suitable materials, to the application of the best workmanship, and in the application of the basic fundamentals of naval architecture and marine engineering. 这种优势必须在设计的发展演化中，在使用最合适的材料,达到最佳的工艺质量中,以及应用船舶海洋工程的基本原理中得以发展。
As ships have increased in size and complexity, plans for building them have became mare detailed and more varied. 随着船舶发展的大型化和复杂化，船舶的建造方案也变得多变而且越发复杂。
基于有向图规划的船舶物流运输最优路径选取算法
基于有向图规划的船舶物流运输最优路径选取算法张春阁(呼伦贝尔职业技术学院，内蒙古呼伦贝尔 021000)摘要: 传统的船舶物流运输最优路径选取算法的运行效率低，为了解决这个问题，提出基于有向图规划的船舶物流运输最优路径选取算法。
利用有向图规划法，确定有向图规划船舶物流运输路径冲突分流点，采用深度优先遍历算法，获取船舶物流运输最优路径。
为突出算法优势，在经典算法基础上，对其做出改进，在算法结束后，逆序打印每一条路径，选取最优路径，由此，完成基于有向图规划的船舶物流运输最优路径选取算法的设计。
在实验中，采用有向图作为实验样本，对2种算法进行对比实验.实验结果显示，所提算法相比传统的船舶物流运输最优路径选取算法运行效率更高。
关键词：有向图规划；船舶物流运输；最优路径；分流点中图分类号：U691.3 文献标识码：A文章编号： 1672 – 7649(2019)9A – 0205 – 03 doi：10.3404/j.issn.1672 – 7649.2019.09A.069Optimal route selection algorithms for ship logistics transportation basedon directed graph programmingZHANG Chun-ge(Hulunbuir Vocational and Technical College, Hulunbuir 021000, China)Abstract: In order to solve the problem of inefficient operation of traditional ship logistics transportation optimal path selection algorithm, a ship logistics transportation optimal path selection algorithm based on directed graph planning is pro-posed. Directed graph programming method is used to determine the conflict diversion points of ship logistics transportation path. The depth-first traversal algorithm is used to obtain the optimal route of ship logistics transportation. In order to high-light the advantages of the algorithm, an improvement is made on the basis of the classical algorithm. After the algorithm is finished, each path is printed in reverse order to select the optimal one. The optimal route selection algorithm for ship logist-ics transportation based on directed graph planning is designed. In the experiment, directed graph programming is used as the experimental sample to compare the two algorithms. The experimental results show that the proposed algorithm is more effi-cient than the traditional ship logistics transportation optimal path selection algorithm.Key words: directed graph planning；ship logistics transportation；optimal route；divergence point0 引 言现代物流的快速发展，引发的相关问题越来越多。
iacs船舶建造与修理质量标准英文
iacs船舶建造与修理质量标准英文IACS stands for International Association of Classification Societies and is responsible for establishing quality standards in shipbuilding and repair. The IACS maintains strict rules and regulations that cover a wide range of activities involved in the construction and repair of ships, including design, construction, equipment, testing, inspection, and documentation. These quality standards are based on internationally recognized best practices and are intended to ensure that ships are built to the highest standards of safety and reliability. IACS quality standards are regularly updated to reflect the latest advances in technology, materials, and practices, and are enforced through regular inspections and audits. Shipbuilders and repair yards that meet IACS quality standards can obtain certification from one or more classification societies, which is considered a mark of quality and trustworthiness in the maritime industry. In addition to establishing quality standards for shipbuilding and repair, the IACS also provides technical expertise, advice, and support to ship owners, shipbuilders, and other stakeholders in the maritime industry. Through its work, the IACS contributes to the safety and sustainability of the global shipping industry, helping to ensure thatships are built and maintained to the highest standards of safety, environmental responsibility, and efficiency.IACS是国际船级社协会的缩写，负责制定船舶建造和修理质量标准。
单船拖捞器材设计与选择指南说明书
1INTRODUCTIONSingle-boat trawling is an efficient, proactive and flexible way of fishing, which is one of the most im-portant practices of world’s marine fisheries. Otter board is main trawl accessories, to designing and producing good performance otter board not only af-fect the fishery harvesting and economic benefit of the single boat trawl but also eco-energy of trawling. Fisheries developed foreign countries have devel-oped varieties of high-performance otter board which used in large pelagic single-boat trawling, broadly divided into the following forms, vertical V-type curved otter board, rectangular V-type curved otter board, curved vertical SLAT otter board, verti-cal V-type double-wing otter board, large slotted ot-ter board, high-performance jet otter board etc. Be-cause of the domestic offshore trawling ship types and power, nets sizes are different, and when design-ing and using otter board have not in view of the type, it is effected on harvesting benefit, energy sav-ing and consumption reducing. Besides, high seas large-scale trawling is most dependent on foreign designed or improved, it is impacted on improve-ment of nets. Therefore, it is necessary to researched on hydrodynamic performance of the foreign ad-vanced otter board, and offered help to the design and improvement of the otter board, and realized the localization of the otter board (Helm J D et al, 2003). Scholars at home and abroad did many studies on the hydrodynamic performance of various otter boards through the method of model experiment re-search. The Japanese scholars studied hydrodynamic performance of the double-wing otter board in dif-ferent aspect ratio and guide plate curvature, con-cluded that rectangular “V” style otter board is better than the rectangle (Wei Z G et al, 2011) (Pan B et al, 2009). Domestic scholars Xu Baosheng etc did the production test and drew a conclusion that rectangu-lar “V” style curved otter board is better than the “V” style otter board in the expansivity and efficien-cy. Guan Changtao and Xu Baosheng etc did the pneumatic model experiment on performance of the foreign advanced otter board and discovered that the high aspect ratio vertical type otter board is optimal in the comprehensive performance (Schreier H W et al, 2004) (Sutton M A et al, 2008), of which Guan Changtao researched the high aspect ratio vertical SLAT type otter board (Sutton M A et al, 2008). But almost all of the research is done through the sink or wind tunnel experiments, the experimental method is complex and the manpower cost huge. Computa-tional fluid dynamics numerical simulation method which arose in the last century 60s to quantitatively measured the flow field numerical solution, the pa-per concluded flow field of high aspect ratio vertical SLAT type otter board by this method (Larsson L et al, 2004).High aspect ratio vertical SLAT type otter board is widely used in the middle or bottom single boat trawl, it has the advantages of well expansivity, wide range of the attack angle and stable dragging, aspect ratio is generally greater than 1.0 while the larger is above 2.0.The Numerical Simulation of High Aspect Ratio Vertical SLAT Type Otter BoardJunting Yuan, Junchi Ma, Qi Li, Xuchang Ye & Shiming WangCollege of Engineering Science and Technology Shanghai Ocean University, Shanghai, 201306, ChinaABSTRACT: Fluid simulation software FLUENT was used to study the flow distribution of vertical SLAT type otter board, when the SLAT angle (θ) ranging from 28 to 40 degree, and analyzed the relationship be-tween SLAT angle and lift coefficient, drag coefficient, lift-to-drag ratio. Simulated the flow distribution in different attack angles (α) when the velocity at 1.54 m/s, analyzed the relationship between attack angles and lift coefficient, drag coefficient, lift-to-drag ratio. Also simulated the dynamics parameters when the velocity changing from 0.51 to 2.57 m/s, analyzed the relationship between Reynolds and lift coefficient, drag coeffi-cient, lift-to-drag ratio. Aimed at provided theoretical help for the design and improvement of the otter board. KEYWORD: vertical SLAT type otter board; numerical simulation; hydrodynamic performance4th International Conference on Mechanical Materials and Manufacturing Engineering (MMME 2016)© 2016. The authors - Published by Atlantis Press24The physical model used in the research is high aspect ratio vertical SLAT type otter board which designed by East China Sea China Fisheries Re-search Institute(Fig.1). The basic parameters for the otter board as bellow, wing span (l) length is 6065 mm, chord (b) length is 1845 mm, aspect ratio (λ) is 2.745, seam width is 245 mm, thickness is 30 mm , weighs is 3267 kg.Fig.1 Sketch map of the otter board2NUMERICAL SIMULATION STUDIESAnalyzed the lift and drag coefficient (Cl&Cd) and lift-to-drag ratio (K) while SLAT angle (θ) ranging from 28 to 40 degree, stream speed is 1.54m/s (tow-ing speed is 3kn), attack angle is 20 degree. Ana-lyzed the hydrodynamic performance of otter board under different attack angles (α) while stream speed is 1.54m/s. Analysis the effect of Reynolds on the otter board while attack angle is 20 degree.3FLUENTComputational fluid dynamics mathematical model is a series of partial differential equations. Its basic way is discretizing the fluid region, establishing the algebraic equations based on the certain principles, then solving the algebraic equations and getting the approximate solution of unknown variables. FLU-ENT software is adopted in the finite volume meth-od, which is dividing the computational domain into a series of control volume, and each control volume has a node as representative, getting integral of the control equation and exporting the discrete equations (Larsson L et al, 2004).4CALCULATION MODEL OF OTTER BOARD 4.1Established physical model of otter boardThe 3D model of otter board with the proportion of 1:1 was established in SolidWorks. The Q345B high-tensile structural steel was used and the .x_t format was exported what can be read by Gambit.Fig.2.1 Solidworks 3D model4.2The grid division and boundary definition Usually the flume experiment is used to analysis the state of the flow field of otter board in the water. The flume model is established to analysis the the external flow problem during numerical simulation. Flume boundary should be far away from the otter board, however that is impossible for simulation, so usually the boundary is setted for a distance as 10 times as the length of wing chord. The flume was es-tablished at the size of 4×8×10(m3). Boolean sub-traction operation wae used to subtract volume of ot-ter board from flume, the results obtained is the part that required for solution. As the method of region-volume-meshing 0.1 m interval size was used near the otter board and 0.2 m interval size was used in the rest. Using this method can make the grid close to the otter board dense and then solution precision can be improved. Tet/Hybrid from Elements was chosen as the type of grid division, which grid is mainly including tetra, then hexahedral grid, cone and wedge in the appropriate position. TGrid was chosen as the method of grid division to divide body into tetra units, then hexahedral, cone and wedge in the appropriate position. The inlet boundary was set as VELOCITY_INLET, flued velocity was constant, and the velocity magnitude was 1.54(m/s), outlet boundary used OUTFLOW, otter board surface used WALL boundary conditions, that was no smooth moving boundary conditions by default, Near-WALL Treatment used Standard WALL Functions, the rest was WALL by default, Operating Condi-tions was atmospheric pressure 101325 PASCAL by default (Larsson L et al, 2004) (Zhou Z B et al, 2011).25Fig.2.2 Solve model of flume4.3Solver selection and SettingsThe segregated solver what was suitable for the in-compressible or micro-compressible fluid was usedto solved these case. Turbulence viscosity coeffi-cient method (vortex model) was chosen fromReynolds as the turbulence numerical simulationmethod. The standard k-εmodel was used to cal-culated the turbulent stress by isotropic turbulencedynamic viscosity. The standard SIMPLE algorithmwas used in pressure-velocity coupling. Second Or-der Upwind was used in the discrete format, whichis mainly suitable for 3d tetrahedron grid and com-plex flow.5RESULTS AND DISCUSSIONAnalyzed relationship between SLAT angle and liftcoefficient, drag coefficient, lift-to-drag ratio at at-tack angle is 20 degree at inflow velocity is 1.54m/swhen SLAT angle (α) changing. Analyzed flow field at inflow velocity is 1.54m/s at SLAT angle is 35 degree when attack angle (α) is changing. Ana-lyzed relationship between Reynolds and lift coeffi-cient (Cl), drag coefficient (Cd), lift-to-drag ratio (K) at attack angle is 20 degree when inflow velocity is changing.5.1Flow regime analysis of changes SLAT angles Fig.3.1 is the contours of static pressure in cross sec-tion of otter board at the 1.2m depth of flume under different SLAT angles (θ), it is observed that the pressure field distribution of otter board was con-sistent, the upwind side (Fig.3.1 right) was positive pressure and the downwind side (Fig.3.1 left) was negative pressure. There was pressure difference be-tween them, which is help otter board expand out-ward. The pressure at the leading edge (Fig.3.1 down) of the upwind side was low and the trailing edge (Fig.3.1 up) was high while the pressure at the leading edge of the downwind side was high and that at the trailing edge was low. The pressure difference between the upwind side and the downwind generat-ed torque around the Z axis. This torque could adjust the expansion range of otter board cooperated with different hole position of wrap board (Meng L B et al, 2007).Fig.3.1 Contours of Static Pressure (pascal)5.2Force analysis of changes SLAT anglesWhile the SLAT angle ranged from 28 to 40 degree, lift (R1) and drag (Rd) was read from “Report” menu in FLUENT software. The lift and drag coeffi-cient of otter board under different SLAT angles were solved according to the lift coefficient formula (1) and the drag coefficient formula (2), then solved lift-to-drag ratio according to the formula 3, where “ρ” represents the density of water, “s” represents the area of otter board and “v” represents the inflow velocity. Figure 3.2 is curve of SLAT angle (θ) and lift-to-drag ratio K of otter board under different26SLAT angles (θ).d ldd l l C C K sv R C sv R C ===2222ρρ)3()2()1(Fig.3.2a Curve of SLAT angle and lift-to-drag ratioFig.3.2b Curve of SLAT angle and lift coefficientFigure 3.2a is the curve of SLAT angle (θ) and lift-to-drag ratio (K). It can be seen that lift-to-drag ratio increased when θ increasing from 28 to 35 degree, and K reached the maximum value approxi-mately 2.87 when θ is 35 degree. As SLAT angle (θ) increased lift-to-drag (K) decreased gradually when θ is greater than 35 degree. Also it can be seen that the value of lift-to-drag ratio (K) approxi-mately 2.77 to 2.79 when θ ranging from 30 to 34 degree, indicated that otter board could keep high ef-ficiency in this range, while curve of SLAT angle and lift coefficient dropped rapidly when θ is greater than 35 degree, indicated that efficiency of otter board dropped rapidly when θ at a high value. Still it can be seen that the value of lift-to-drag ratio (K) approximately 2.69 to 2.87 when θ ranging from 28 to 40 degree, indicated that otter board could keep high efficiency when SLAT angle of the commonly used range. Figure 3.2b is curve of SLAT angle and lift coefficient, basically accorded with the curve of the curve of SLAT angle (θ) and lift-to-drag ratio (K), although lift coefficient appeared acertain fluctuation within the range from 30 to 34 degree, but the overall is still keep rising trend, and K reached the maximum value approximately 1.84 when θ is 35 degree.5.3 Hydrodynamic performance analysis ofchanges attack angles We often use lift-to-drag ratio which is the ratio of lift coefficient and drag coefficient to evaluate the expansion performance of otter board, the greater the ratio the greater the lift and the smaller of drag, also the efficiency of otter board is higher. Therefore lift-to-drag ratio is one of the main evaluation index of evaluating otter board performance. Observed the change of the pressure field at inflow velocity is 1.54m/s at SLAT angle is 35 degree when changing attack angles. Figure 3.3 is curve of attack angle and lift coefficient, drag coefficient, lift-to-drag ratio when the inflow velocity and SLAT angle is con-stant. It can be seen that lift coefficient and drag co-efficient showed a trend of increasing when the at-tack angle within the range from 0 to 35 degree, but the changes of the lift-to-drag ratio is different, the lift-to-drag ratio increased when attack angle in the range from 0 to 10 degree, and lift-to-drag ratio reached an extremum value when the attack angle is 10 degree, and the lift-to-drag ratio showed a trend of decrease within the range from 10 to 35 degree, indicated that the performance of otter board is when attack angle is 10 degree. Values of curve kept be-tween 2.77 and 2.87 when attack angles within the range from 5 to 20 degree, that is to say the SLAT otter boards has a wide range of the attack angle compared with other otter boards (Sutton M A et al,2008).Fig.3.3 Curve of attack angle and lift coefficient, drag coeffi-cient, lift-to-drag ratio5.4 The influence of Reynolds on the state of flowfield around the otter board To Study the numerical simulation of otter board be-longs to the classic case that is flow around cylinder in CFD, Reynolds plays a decisive role in flow around cylinder case, with the increase of Reynolds, and the viscous incompressible fluid flow around the27cylinder can appear a variety of different flow state. In the small Reynolds number, flow is constant. With the increase of Reynolds number, a pile of trailing vortex will be shown after the cylinder. When Reynolds number is larger, the instability first appear in the wake flue, and also appeared a periodic oscillation in it, and then attached vortex shedding in wake flue alternately, and formed the Karman vortex street. With the further increase of Reynolds number, flow is becoming more and more complicated. In practical calculation, we observe the change of Reynolds number by changing inflow velocity. For-mula 4 is design formula of Reynolds when otter board by flow, where “v ” represents the inflow ve-locity, “l ” represents wing chord, and “ν” repre-sents the kinematic viscosity. Reynolds was ob-tained by formula 4, and its value changed within the range from 938 to 4727, at this point Reynolds in SCHAZ, while boundary layer is laminar separation, and the wake was turbulent vortex street (Pan B et al, 2009).νvl =Re )4( Figure 3.4 is curve of Reynolds and lift coefficient, drag coefficient, lift-to-drag when the Reynolds number, was 938, 1895, 2833, 3789, 4727 respec-tively. Can be seen from the diagram that the slopeof the K-Re curve was greater when Re < 3000,while curve slope was smaller when Re > 3000, in-dicated that lift-to-drag ratio increased slowly whenReynolds number is too large. When Reynolds num-ber increased within the range from 938 to 4727,Re Cl -curve was increased quickly than Re Cd -curve, and the slope of Re Cl -curve in-creasing continually, indicated that increased the ve-locity have an obvious effect on improving the lift coefficient, we can improve the towing speed appro-priately to increase the hydrodynamic performanceof the otter board in practical application.Fig.3.4 Curve of Reynolds and lift coefficient, drag coefficient, lift-to-drag ratio6 CONCLUSIONChanging SLAT angle had an effect on the hydro-dynamic performance of SLAT otter board. Whilethe lift-drag ratio and lift coefficient of otter board were reached maximum value when SLAT is 35 de-gree, and the otter board had highest efficiency in this time.SLAT otter board had a wide range of working at-tack angle, lift-to-drag ratio could kept a greater val-ue when attack angles within the range from 5 to 20 degree, while the lift-to-drag ratio reached a max-imum value when attack angle is 10 degree, and the hydrodynamic performance of the otter board was best at this time.The boundary layer is laminar separation when ot-ter board working in common towing speed, and the wake was turbulent vortex street. It could increase the hydrodynamic performance of the otter board when improved the towing speed appropriately. ACKNOWLEDGEMENTS[1] State Oceanic Administration in 2013 marine re-newable energy projects (SHME2013JS01);[2] Shanghai 2014 outstanding technical leader pro-ject (14XD1424300);[3] Shanghai combining military and civilian pro-jects “Large-scale self-powered ocean observationalfloats industrial demonstration and extension”. REFERENCES Helm J D, Sutton M A, McNeill S R. Deformations in wide,center - notched, thin panel, part I: three dimensional shapeand deformation measurements by computer vision[J]. Opti-cal Engineering, 2003, 42(5): 1293-1305. Larsson L, Sjodahl M, Thuvander F. Microscopic 3-D defor-mation field measurements using digital speckle photog-raphy[J]. Optics and Lasers in Engineering, 2004, 41: 767-777. Meng L B, Jin G C, Yao X F. Application of iteration and fi-nite element smoothing technique for deformation and strain measurement of digital speckle correlation[J]. Optics and Lasers in Engineering, 2007, 45(1): 57-63.Pan B, Asundi A, Xie H M, et al. Digital image correlation us-ing iterative least squares and pointwise Ieast squares for de-formation field and strain field measurements[J]. Optics and Lasers in Engineering, 2009, 47(7-8): 865-874.Pan B, Xie H M, Yan L, et al. Accurate measurement of satel-lite antenna surface using 3D digital image correlation tech-nique[J]. Strain, 2009, 45: 194-200.Schreier H W, Garcia D, Sutton M A. Advances in light micro-scope stereo vision[J]. Society for Experimental Mechanics, 2004, 44(3): 278-287.Sutton M A, Yan J H, Tiwari V. The effect of out-of-plane mo-tion on 2D and 3D digital image correlation measure-ments[J]. Optics and Lasers in Engineering, 2008, 46(10): 746-757.Wei Z G, Deng X M, Sutton M A., et al. Modeling of mixed-mode crack growth in ductile thin sheets under combined in-plane and out-of-plane loading. Engineering Fracture Me-chanics, 2011, 78(17): 3082-3101.28Zhou Z B, Chen P W, Huang F L, et al. Experimental study on the micro mechanical behavior of a PBX stimulant using SEM and digital image correlation method[J]. Optics and Lasers in Engineering, 2011, 49(3): 366-70.29。
介绍海运运输方式英语作文
Maritime transportation,commonly referred to as sea freight,is one of the oldest and most widely used modes of transport in the world.It involves the movement of goods and passengers across bodies of water,typically oceans and seas,using various types of vessels such as cargo ships,tankers,and container ships.Here is an introduction to this significant mode of transport:Historical Significance:Maritime transport has been a cornerstone of global trade for centuries.It was the primary means of moving goods and people across long distances before the advent of air travel and modern land transportation.The development of maritime routes and the expansion of shipbuilding technologies have played a crucial role in shaping the worlds economy and cultural exchanges.Types of Vessels:1.Cargo Ships:These are designed to carry general cargo,which can include a wide range of items from raw materials to manufactured goods.2.Tankers:Specialized for the transportation of liquids,particularly oil and chemicals.3.Container Ships:Carry standardized shipping containers,which are easy to load and unload,making them highly efficient for bulk cargo transport.4.Rollon/Rolloff RoRo Vessels:Allow vehicles and other wheeled cargo to be driven on and off the ship on their own power.5.Ferries:Primarily used for the transportation of passengers and their vehicles across bodies of water.Advantages of Maritime Transport:1.CostEffectiveness:Sea freight is generally cheaper than air freight,making it ideal for bulk goods and longdistance transport.2.Capacity:Ships can carry massive amounts of cargo,making them suitable for largescale trade.3.Reliability:Established shipping lanes and schedules provide a predictable and reliable service.4.Low Carbon Footprint:Sea transport has a lower carbon footprint compared to air transport,making it a more environmentally friendly option.Disadvantages of Maritime Transport:1.Slower Speeds:Ships are slower than air and land transport,which can be a disadvantage for timesensitive goods.2.Limited Accessibility:Not all locations have direct access to a seaport,which may require additional transportation to reach the final destination.3.Weather Dependent:Sea transport can be affected by weather conditions,leading todelays and potential damage to cargo.Modern Developments:The maritime industry is continuously evolving with the introduction of advanced technologies such as automation,improved navigation systems,and the use of cleaner fuels to reduce environmental impact.Additionally,the expansion of global trade has led to the development of larger and more efficient vessels.Regulations and Safety:International maritime transport is governed by a set of laws and regulations,primarily overseen by the International Maritime Organization IMO,which ensures safety,security, and environmental protection standards are met.Conclusion:Maritime transport remains a vital component of the global supply chain,offering a costeffective and reliable means of moving goods around the world.As the industry continues to innovate and adapt to changing demands,its importance in facilitating international trade is unlikely to diminish.。
帆船游艇设计
17th INTERNATIONAL SHIP AND Array OFFSHORE STRUCTURES CONGRESS16-21 AUGUST 2009SEOUL, KOREAVOLUME 2COMMITTEE V.8SAILING YACHT DESIGNMandateConcern for the structural design of sailing yachts and other craft. Consideration shall be given to the materials selection, fabrication techniques and design procedures for yacht hull, rig and appendage structures. The role of standards, safety and reliability in the design and production processes should be addressed. Attention should be given to fluid-structure interaction effects on hulls, rigs and appendages and their influence on structural design.MembersChairman : A. ShenoiR. BeckD. BooteP. DaviesA. HageD. HudsonK. KageyamaJ. A. KeuningP. MillerL. Sutherland433ISSC Committee V.8: Sailing Yacht Design 435 CONTENTS437............................................................................................... 1. INTRODUCTIONQUESTIONNAIRE (439)2. THE440 ................................................................................................................. 3. HULLS3.1 Loadings and Methods of Assessment (440)3.2 Structural Responses and Methods (443)3.3 Rules and Design Standards (446)3.4 Materials Selection Criteria (448)3.5 Structural Arrangement (449)3.6 Production Methods (452)RIGGING (456)AND4. MAST4.1 The Arrangement (456)4.2 Materials Selection Criteria and Production Methods (458)4.3 Loadings (461)4.4 Structural Responses and Methods (464)4.5 Rules and Design Standards (470)...................................................................................................470 5. APPENDAGES5.1 Arrangements: (470)5.2 Material Selection Criteria (474)5.3 Connections and attachments. (476)5.4 Loadings and Load assessments. (479)5.5 Appendage structural response and methods (481)482................................................................................................. 6. CONCLUSIONSREFERENCES (489)1.INTRODUCTIONThe history of yachts goes back a long way. The first appearances were in the 1600’s when wealthy Dutch merchants built and sailed small and relatively fast boats called “jacht” especially for pleasure. The real building and use of yachts sprung into life at the end of the 1800’s. In the context of the present report we will restrict our self to the period starting a little before the Second World War up to the present day.Originally “jachts” were built in wood and in construction quite similar to what was customary in the normal shipbuilding of that time. The hull was single (massive) planking connected to closely spaced wooden frames. The frames were connected to wooden floors and those to the bottom planking. In the early days many yachts still had flat or slightly curved bottoms. At the upper side the frames were connected to the deck beams on which the deck planking was laid. Longitudinal stringers were mostly absent. Later when yachts got keels the construction changed. The sections became rather more V shaped asking for different construction techniques. The stem beam, the keel beam and the stern beam were introduced, which functioned also as longitudinal stiffeners, to which the frames were connected, which in turn were connected by the floors. The difficulties and weaknesses in the available connecting techniques of that time however posed a serious limit on the achievable overall strength and in more in particular the overall rigidity of the yacht hull structure. All wooden construction was only to return in yacht building after the 1970’s, when new and serious bonding techniques became available, such as the epoxy resins, together with new wood laminating techniques.So in the 1930’s the new “composite” construction technique came into force, in which the keel, stem, stern, frames, beams and floors were all constructed in steel (and bolted or riveted, later welded together) to which the still wooden hull and deck planking was connected. This was a big improvement but still rather heavy.Still later the completely steel hull came into play in which now in the composite d construction also the wooden hull planking and later also the wooden deck planking was replaced by steel and all were riveted or welded together. This yields a sound and stiff construction for the hull.This construction technique, using either steel or aluminium, lasts till today and is mostly favored for the bigger yachts or for yachts with high demands on resistance against external local loads, such as yachts designed for use on long ocean voyages or in the arctic regions.After the 1950’s the new construction material “glass reinforced polyester” saw the light in yacht building. First it enabled series production of yachts bringing theownership to a wider public. Then the introduction of the more general “fibre reinforced resin” materials and construction techniques brought a complete revolution in the construction of yachts. First the material was used in constructions quite similar to the traditional construction in wood: i.e. with frames, girders, floors, beams and the lot. Common practice was also the use of solid and rather thick laminates to overcome the lack of stiffness of the new material. It took some time for the industry to realize the full potential of the new material and to grow to more adapted and mature construction techniques. Monolith hull and deck constructions were introduced with integrated stiffeners. To be followed shortly by the very light weight and very stiff sandwich construction technique using a low density foam or wood as core material and very thin inner and outer laminates only. For 15 years now also the use of very high quality fibres with astonishing mechanical properties, such as aramid and in particular carbon fibre, has revolutionized the construction of high performance yachts again and enormous gains in overall weight, strength and stiffness have been achieved.These are all fields in which the yacht building industry became the front runner, and many developments originated from the yacht building industry experiments. The yacht building industry also became the one which was confronted with the associated problems and challenges first.A similar development can be noted in the evolution of the rig. In the early day’s wood as construction material was the norm. Dimensions and the layout of the yacht rig were restricted by the available lengths of wood till adequate connecting techniques (gluing) became available. Still the wooden mast was rather voluminous and therefore heavy. All of this had a serious negative effect on the performance of a sailing boat.In the 1930’s aluminium alloys became available as construction material for masts became available and this introduced the possibilities for much lighter and slender masts. Also the stiffness of the mast could be improved as well as the quantity and the layout of the rigging.From the 1980’s onwards the composite mast was introduced. Originally they were constructed in the more traditional material glass fibre reinforced polyesters such as in the so called Freedom rig. For over 25 years now carbon fibre and epoxy resin have been introduced for mast construction. In combination with very high tech production techniques this has enabled a revolution in mast weight, stiffness and performance Also masts and rigs have been produced like the Dyna Rig, that would not have been possible in any other material.This is the first time that this subject of yacht design has been broached in an ISSC forum. Consequently, a slightly wider search of literature and background references has been made with regard to hull structure, masts and rigging and appendages and keels. It has also been necessary in some areas to elaborate on the topics and themes in a fundamental manner. This examination of literature has been backed up with consultations with leading industrial houses in design and construction of yachts and rigging.2.THE QUESTIONNAIREGiven that this topic of sailing yacht design is one of increasing industrial interest, recognising that there was a high likelihood of literature in the open domain in the concerned disciplines being sparse and noting that considerable empirical wisdom resides amongst industrialists, it was decided to consult industrial colleagues through a questionnaire. The principal purpose of the questionnaire was to record factual information about a range of issues such the types of boats being built, the materials and methods of construction, design codes used and the product/production models deployed for construction.The information received about the current status vis-à-vis industrial practice is recorded in Tables 1 and 2 (see end of Report).Table 1 indicates that, amongst the businesses that responded, most were concerned with racing/cruising/mega yachts and used a wide variety of polymer composite materials, metals and wood. Caution though needs to be exercised in deciphering the details. The questions posed were general in nature; they were not specific in terms of, for instance, the functionality and whether the materials were used in a structural, aesthetic or secondary purpose. For example, wood was mentioned by several industrialists as a material used by them. It is well known though that there are very few boats or even structural members in boats that are constructed of wood. Equally, though many industrialists mentioned that they used or specified polyester, vinyl ester, epoxy and phenolic resins, it is likely that most used just one or two varieties in large quantities, with the other resin types being used for specialist applications.Table 2 also is abbreviated and needs to be interpreted with care. For instance, the codes listed in the table are the ones we know for certain refer to materials and structural standards. The industrialists also\listed ‘design codes’ from the American Boat and Yacht Council (ABYC), ICLL, IMO, Marine and Coastguard Agency of the UK government and USCG rules. Some, such as IMO regulations, are simply not applicable to small craft and may have been listed as being among the regulations used by that company, presumably for larger vessels. Others, such as ABYC, whilst having some structural relevance for minor items, may have been listed for electrical and engineering installation purposes. As in the previous table, many industrialists listed a wide variety of composites processing and production techniques amongst the approaches they used. Again, this may be because many of the organisations who responded to the questionnaire were designers and consultants rather than builders of series production yachts. This may also explain for some terminological issues. For instance, some industrialists referred to the use of resin transfer moulding (RTM) for building yachts or their structures. This is difficult to reconcile because, firstly, RTM is most effective and efficient for large production runs, which are not found in mega and racing yacht fields, and, secondly, in the context of series production, the expense and down time is likely to make it impractical for economic production.Notwithstanding these relatively minor comments, Tables 1 and 2 provide a collated set of information about the current state of art in industrial practice.3.HULLS3.1Loadings and Methods of AssessmentDetermining the design loads for the hull is a difficult problem. There are many different loads that must be properly accounted for. Similar to ships, the hull is subject to hydrostatic pressure along with dynamic loads due to waves, slamming, grounding and collisions. Unlike ships, sailing yacht hulls are also subject to sailing loads due to the sails and rigging. The mast(s) is in compression and the stays and shrouds are in tension, leading to large longitudinal and transverse bending moments on the hull. Complicating the loading and stress distribution is the fact that sailing yachts can have up to 60% of their weight concentrated at the keel attachment point which is often near the base of the mast; for IACC boats the ballast ratio is over 80%. In addition the loading is often asymmetrical due to the heel of the yacht and the sails being to one side. The loads experienced by a sailing yacht are illustrated in Figure 1.Figure 1: Forces on a sailing yacht (Larsson, 2007).Yachts can also be subject to large loads while being put into and removed from the water. Boats up to approximately 10m in length are often put on trailers where the hull is supported by a few rollers as point loads. Larger yachts are put into and removed from the water using travel-lifts and slings that normally support the hull in only two places. The loads from trailers (if appropriate) and travel-lift slings depend only on the weight of the hull and are easily predicted. They must be checked during the design stage and for some yachts could be the critical design load for the hull scantlings.Sailing yachts are also subjected to impact loadings arising from a large range of possible impact events, from collisions with other craft or floating debris and grounding to everyday docking bumps and objects dropped onto decks or inside the hull. Impact damage may of course be dangerous because a breach may lead immediately to the loss of the vessel, but also because less severe damage may significantly weaken the vessel’s structure. Further, damage may grow with cyclic loadings leading to a catastrophic failure under normal loading.The hydrostatic loads in calm water are easily determined, but typically they are not the critical design loads. The real challenge is in predicting the hydrodynamic and rigging loads on the hull due to sailing, particularly in extreme conditions. Rigging loads are discussed in Section 4 and hence will not be further mentioned in this section. Design hydrodynamic loads will be the main focus of this section.There are a limited number of studies into predicting analytically the loads on sailing yacht hulls. Recently, various nonlinear methods have been developed to predict the design loads for ships operating in a seaway. For example, the ISSC committee report (2000) on “Extreme Hull Girder Loading” reports on nonlinear time-domain codes that can determine the nonlinear loading on a ship. An overview of nonlinear methods for a ship at forward speed is given by Beck and Reed (2001). Alford and Troesch (2008) present a method to create a wave amplitude time history with a specified extreme wave height that can be used in a nonlinear, time-domain ship motions code.A great deal of research has also gone into predicting pressure loading due to water impact that may have direct application to the analytic prediction of loading on yacht hulls. Korobkin (2004) gives an overview of various water impact models that have been developed. Most water impact theories are for a constant velocity, vertical entry. Sailing yachts are often heeled and the theories must be modified for asymmetric sections. Judge et al. (2003) present results for wedges entering the water at oblique angles. Since water impact happens on an extremely short time scale and the pressure peak is localised near the spray root line and travels very fast across a given panel, the elastic response of the local hull structure becomes important (see for example Faltinsen, 2000). Ideally, the plating and stiffeners in areas susceptible to slamming would be designed using hydroelastic analysis that takes into account both the hydrodynamics and structural dynamics of the problem.An alternative approach to predicting the dynamic pressure loadings due to water impact and attempting to apply these directly to a hull structural model is to use the concept of an equivalent uniform static (or effective) pressure. These correspond to the pressures which, if applied to a particular structural component in a static manner, will result in the same maximum deformation and maximum stress as produced by the actual dynamic loading (Allen and Jones, 1978). Such an approach is also common for high speed motor vessels. Obtaining such an equivalent uniform static pressure using experimental data for an array of pressure transducers over a model, or full-scale, hull is difficult due to the non-uniform distribution of pressure over the hull following aslam and the very short time period associated with the event.Realistically, many designs are undertaken using static analysis with such a slamming design pressure and reduction factors to account for location, panel size, structural dynamics and type of boat. The slamming design pressure typically depends on the size and speed of the yacht. Joubert (1982) analysed 7 actual yacht failures or large plastic deformations that occurred when beating to windward in gale force winds. Using a knowledge of the hull structure, Joubert was able to hind cast the slamming loads that would be necessary to cause the damage. Using four different analysis techniques (linear theory, membrane stresses, plastic deformation analysis, and plastic limit theory with large deformations) he found widely differing pressure predictions. Joubert’s final conclusion was that although the data is sparse the bottom panel loads on 40 foot length yachts beating in a gale may involve slamming pressures as great as 80 psi.Attempts have been made to use model scale experimental data to obtain the average load on a representative panel area of the hull bottom involved in a slam impact. Such an average load may be obtained through the use of ‘slam patches’. These are panels, representative in area of a full-scale hull panel, of high stiffness cut out of a hull model and attached to a load cell via a rigid strut. The load cell then records the average external pressure load acting on the panel. Such a technique, first used for motor vessels (Purcell et al, 1988), was applied to an Open 60’ yacht by Manganelli et al (2003). Through extensive experimentation they found equivalent slamming design pressures for the yacht travelling in waves in both upright and heeled conditions. An analytical method developed for comparison to the experimental data including hydroelastic structural effects indicates good agreement. No comparisons to pressures predicted (or used) by Classification Society rules are presented.Other research specifically directed towards the prediction of sailing yacht loads may be found in Boote et al. (1985) who examined a finite element model and a classical longitudinal strength approach to an aluminium 12m yacht in calm water. They also discuss full scale trials, although little data is presented. Ward (1985) analysed the dynamic stresses in a beam due to a slamming like pressure peak travelling across the beam. This simplified problem has direct application to the impact forces on the bow sections of a yacht sailing to windward. Ward finds similar tends as used in the ABS empirical impact reduction factors.An extensive hydroelastic analysis of a WOR 60 yacht was conducted by Louarn and Temarel (1999). Using a combination of finite element analysis for the structure and linear potential flow theory for the hydrodynamic loads, they found that the largest stresses were in the vicinity of the hull to keel joint area. The effects of heel and rigging loads were included in the analysis.3.2 Structural Responses and MethodsLoading results in structural deformation and material stress and for marine applications the most critical can be grouped as global bending or torsion, panel flexure and joints. As discussed in the section on hull material selection the most common materials used today are composites and the method to analyse the stresses in a composite structures are critical to the accuracy of failure prediction. The reason for these becoming the most critical relate to the ability to tailor laminate performance and the inherent weakness of the matrix as an adhesive. Numerous analysis techniques, ranging from simple empirical "rules-of-thumb", to classification society rules, and to advanced numerical modelling through finite element analysis (FEA) are used. The selection of the appropriate method largely depends on the design complexity and owner's requirements and budget. With the increasing power of the personal computer and the wider availability of sophisticated analysis software, more small craft designers are acquiring and applying advanced methods.Traditional Classification Society rules and codes for sailing craft, reflecting common practice, used isotropic beam and plate equations combined with empirical factors to resolve the loads in to the structure (Curry, 1989). Analysis was strictly linear and material ‘knock down’ factors based on fatigue and other uncertainties were combined to produce minimum required scantlings (see Figure 2). Due to the small size of most sailing yachts the primary analysis focused on plate and framing analysis in response to hydrostatic pressure loading. As this analysis usually resulted in relatively large scantlings, global hull girder bending due to waves was largely ignored. Rig loads, particularly forestay and backstay loading, combined with the keel loading could produce sufficient global hull girder bending to cause deck buckling and was included in shallow depth racing yachts. With regards to America’s Cup Class yachts, which have a narrow hull, heavy ballast and tall sail plan, the bending moment is large and the load in the midship region may be over 100kNm. The bending moment is then the dominant load in determining suitable hull scantlings (Figure 3). Composite materials were treated as isotropic with a single modulus and the strength determined fromtesting (Gibbs and Cox, 1960).Figure 2: Example of simplified section of hull girder section (Larsson and Eliasson,2007).Figure 3: Bending moment diagram for an America`s Cup Class yacht (Larsson, 2007). In recent decades the trend toward lighter hull skins of composites required ply stresses to be correctly analysed. One approach is a modification of the isotropic beam and plate method where laminated plate theory (also called classical lamination theory) is used to resolve the multiple ply stack into a blended isotropic material of equivalent stiffness. This is then used in the isotropic plate theory to determine a maximum plate strain. The strain is then applied back through the laminated plate theory to predict ply stress. This approach works well with balanced, symmetric laminates of predominantly woven and mat materials and was an easy fit to the empirical scantling rules.When the laminates include significant unidirectional laminates, or are unbalanced or asymmetric the blended plate theory does not produce acceptable results as the isotropic plate analysis cannot predict an accurate strain field. In this case loads have to be resolved in to forces and moments that may be directly analysed using laminated plate theory. Due to the complexity involved in resolving these forces and moments two approaches may commonly be followed. In the first case a “worst case” loading location is found and the laminate developed. Typically this would be in the slamming area on the centreline. This laminate would then be applied to the entire hull, or would be tapered slightly above the normal heeled waterline. Localised reinforcements would be applied for point loads such as chainplates and the mast and keel foundations. The second approach uses classical orthotropic plate theory as traditionally applied to large vessel plate and beam calculations.To maximise laminate tailoring, however, a resolution of all the loading is required. The current method practiced is through the use of global hull finite element analysis (FEA). Predominantly used only in the domain of high performance vessels, its use has been documented from dinghies (Riber, 1993) to small (Miller, 2000) and large cruising (Miller, 2003) and racing yachts (Hamilton and Patterson, 1992). An example for an America’s Cup Class yacht is shown in Figure 4. Typical FEA of hull structures uses linear analysis, however in places where large deformations or non-Hookean material properties are possible, then geometric or material non-linear analysis must be used. Typical examples include snap-through buckling and thick core materials, respectively. A finite element analysis with shell elements, which is currently the mostcommonly used, does not work well for estimating the core strength of sandwich panels accurately. For dynamic response to events such as slamming especially, confirmation through physical testing is necessary. In the DNV rules, the test method is provided in order to predict the slamming impact speed of sandwich panels (Lake, Eaglen, Janes. and Battley, 2007).Figure 4: Example of finite element analysis for an America's Cup Class yacht (Uzawa,2001).Composites are susceptible to out of plane damage due to impact loadings (Abrate, 1998) and such damage may be especially dangerous since it will probably be mostly internal delamination and remain undetected. Impact response is dependent on many impact and material parameters (Sutherland and Guedes Soares, 2003), and the impact behaviour of GRP is complex (internal delamination, fibre failure, perforation, membrane, bending & shear effects, indentation etc) (Sutherland and Guedes Soares, 2006, 2007) it is very difficult to define exactly what we mean by impact behaviour or even which type of impact behaviour is ‘good’. Firstly, which impact event should we consider? The response will vary greatly depending on which impact event we are considering. For example, one material/structural arrangement could well excel for a slow, head-on collision with a dock side, but be very fragile to a fast, oblique impact with a small, sharp floating object. The response to repeated water impact may well be a completely different case again, and specific tests have been developed to simulate this (Choqueuse et al. 1999, Downs-Honey et al 2006). Secondly, should the material/structural arrangement absorb the impact energy, or be resistant to penetration, or be resistant to impact damage? These are often mutually exclusive. For example, a Kevlar bullet-proof material (which is designed to absorb the impact energy of a projectile by suffering terminal damage in a one-time catastrophic event) would very quickly become structurally useless if used to construct a yacht deck (which is constantly subjected to minor impacts such as heavy foot-falls and equipment drops). Figure 5 shows how impact loads can be included in a multi-hull FE model (Casari et al 2008).Figure 5: FE modelling of impact3.3Rules and Design StandardsThe traditional approach to designing a yacht hull structure is to use a classification society’s rules such as Lloyd’s Register (LR) or the American Bureau of Shipping (ABS). The International Standards Organisation (ISO) is developing a new standard (12215) that is mandatory for all boats less than 24m in length which will be sold in the European Union (mandated through CE directives). The importance of the European market to most yacht builders means that the ISO standards are becoming a universal standard. These are a complete set of rules inherent to motor and sailing yachts. The ISO standards philosophy, similar to Classification Societies semi-empirical rules, consists in differentiating motor from sailing yachts in the design loads calculation and structures inherent to the vessels. Larsson and Eliasson (2007) discuss the ISO rules so far as they have been developed. In essence, the scantling rules define different pressure loads to be applied to various parts of the structure such as the bottom, topsides, deck, cabin sides, etc. The different parts of the hull are further subdivided as necessary. For instance, the highest pressure loads are associated with the forebody bottom where slamming damage is most likely to occur. It should be noted that the design pressures should only be used with the scantling rules for which they were developed because the two are a compatible pair. Typically, a base pressure (or head) is defined that depends on the size of the yacht. The base pressure is then modified by correction factors to arrive at the design pressure for a given plating location. The correction factors depend on such factors as location of the panel, whether or not the panel will be subject to slamming pressures, and the size and aspect ratio of the panel. The design pressures are then put into formulae including the design stresses to arrive at the required minimum panel thicknesses. Once the plating thickness are determined, the stiffener sizes and bulkhead sizes can be determined based on the associated panel loadings and stiffener spacings. The scantling determination of structural components is performed with a unique procedure for motor and sailing yachts, independently from the construction material. The rules also specify design loads for the determination of keel and rudder scantlings as well as hatches, ports, doors, etc.The American Bureau of Shipping in 1986 published the “Guide for Building and Classing Offshore Racing Yachts” (ABS, 1994) with application to yachts up to 30.5 metres with plan approval. The Guide was updated in 1994 and in 1997 became limited。
壳舾涂一体化英文缩写
壳舾涂一体化英文缩写The integrated hull, machinery, and coating (IMC) is a concept in the shipbuilding industry that refers to the integration of hull structure, marine equipment, and protective coatings into a single, highly efficient, and reliable system. This integration is designed to optimize the performance, safety, and durability of the ship while reducing overall costs and maintenance requirements.The hull structure is the backbone of the ship, providing the necessary shape and strength to support the vessel's operations. The machinery, on the other hand, refers to the engines, propellers, and other equipment that power and control the ship's movement. The protective coatings, known as hull paint, are applied to the hull's surface to prevent corrosion, fouling, and other forms of damage.The integration of these three components into a single system is crucial for ensuring the ship's overallperformance and safety. By optimizing the design and construction of the hull, machinery, and coatings, shipbuilders can create vessels that are more efficient, reliable, and durable. This integration also helps toreduce the overall cost of ship ownership and maintenanceby minimizing the need for repairs and replacements.One of the key benefits of IMC is the ability to optimize the design and construction of the hull, machinery, and coatings based on the specific requirements of theship's operation. For example, the hull design can be tailored to reduce drag and improve fuel efficiency, while the machinery can be selected to provide the necessarypower and control while minimizing noise and vibration. Similarly, the selection of protective coatings can bebased on the specific environmental conditions that theship will encounter during its service life.IMC also involves the use of advanced materials and technologies to enhance the performance and durability of the ship's hull, machinery, and coatings. For example,high-strength steels and composite materials can be used tocreate lighter, stronger hulls that are more resistant to corrosion and fouling. Similarly, advanced coating technologies can provide better protection against environmental damage while also improving the ship's hydrodynamic performance.In addition to its benefits in terms of performance and durability, IMC also has the potential to reduce the environmental impact of shipping. By optimizing the design and construction of ships to reduce fuel consumption and emissions, shipbuilders can help to mitigate the impact of shipping on climate change and air pollution.Overall, the integrated hull, machinery, and coating (IMC) concept represents a significant advancement in shipbuilding technology. By integrating the hull structure, marine equipment, and protective coatings into a single, highly efficient, and reliable system, shipbuilders can create vessels that are optimized for performance, safety, and durability while reducing overall costs and maintenance requirements. The use of advanced materials and technologies further enhances the ship's performance anddurability while also reducing its environmental impact. As the shipping industry continues to evolve and face new challenges, the IMC concept will play a crucial role in ensuring the safe, efficient, and sustainable operation of vessels worldwide.。