船舶专业外文翻译--船舶设计优化
船舶设计英文翻译
商船类型杂贷船杂货船的船内空间沿纵向被横舱壁分隔成一系列舱容大致相等的货舱，其舱壁间距为40～70英尺。
垂线间长约为500英尺的船舶一般分成七个货舱。
垂直方向上，最上层连续甲板(主甲板或强力甲板)以下的舱壁用一、二层甲扳分隔开。
内底和最下层甲扳之间的空间称为货舱，其空间高度限制在18英尺以内，为的是使货物压损减少到最小程度。
每层甲板间(称为甲板间舱)高度通常为9~10英尺。
大多数杂货船，除了有上述的双层底舱以外，还设有深舱，用作存放燃油、压截水或如胶乳、椰子油或食用油这一类液体货物。
货物是通过每一个货舱上方甲板的矩形大开口(舱口)来进行装卸的。
一般采用机动的舱口盖来关闭舱口．甲板间舱的舱口盖结构应该足够牢固，以便使它能够承受压在其上面的货物。
顶舱盖应该水密。
甲板间舱的空间一般适宜于装卸件杂货物或用贷盘托运的货物。
通常载货舱在每一层甲板上设有一个舱口，其宽度为船宽的35~50％，长度为舱长的50~60％。
为了加快货物装卸速度，舱口布置的倾向是越来越宽或横向有多个并排舱口，而且舱口也变得更长。
横向采用并排多只舱口布置(例如，三只舱口并排)，可以提高位于甲板下面的集装箱的装卸效率。
码头和船舶之间件杂货物的装卸通常是通过安装在船舶甲板上的吊货杆来进行的。
吊杆的起落靠从桅杆或吊杆柱通到吊杆顶端的可调节索具来进行控制，而另一根绳索从绞车到每一吊杆的顶端绕过滑轮在吊货钩处终止。
起货可以用一根吊杆(通常用来吊10吨以上的重贷)；快速装卸时，可采用一对联台吊杆，一吊杆端在舱口的上方，另一吊杆端在码头上方。
这种货物装卸怍业称为双杆联台操作，一般用于10吨以下的货物。
大多数安装有吊杆的件杂货船在每一舱口端都设有一对吊杆以加速货物装卸。
通常把货物一起堆在一只大网袋里，网袋出空后又返回进行下一次装卸。
尺寸几乎相同的包装货物可堆在货盘上，而后整个货盘被吊殉船上。
吊起的货物通过舱口降下，然后从同袋里或货盘上卸货，每一组货物的理货工人一件件分别贮存好。
船舶设计外文文献翻译
外文文献翻译（译成中文1000字左右）：【主要阅读文献不少于5篇，译文后附注文献信息，包括：作者、书名（或论文题目）、出版社（或刊物名称）、出版时间（或刊号）、页码。
提供所译外文资料附件（印刷类含封面、封底、目录、翻译部分的复印件等，网站类的请附网址及原文】Ships Typed According to Means of Physical SupportThe mode of physical support by which vessels can be categorized assumes that the vessel is operating under designed conditions. Ships are designed to operate above, on, or below the surface of the sea, so the air-sea interface will be used as the reference datum. Because the nature of the physical environment is quite different for the three regions just mentioned, the physical characteristics of ships designed to operate in those regions can be diverse.Aerostatic SupportThere are two categories of vessels that are supported above the surface of the sea on a self-induced cushion of air. These relatively lightweight vehicles are capable of high speeds, since air resistance is considerably less than water resistance, and the absence of contact with small waves combined with flexible seals reduces the effects of wave impact at high speed. Such vessels depend on lift fans to create a cushion oflow-pressure air in an underbody chamber. This cushion of air must be sufficient to support the weight of the vehicle above the water surface.The first type of vessel has flexible “skirts” that entirely surround the air cushion and enable the ship to rise completely above the sea surface. This is called an air cushion vehicle (ACV), and in a limited sense it is amphibious.The other type of air-cushion craft has rigid side walls or thin hulls that extend below the surface of the water to reduce the amount of air flow required to maintain the cushion pressure. This type is called a captured-air-bubble vehicle (CAB). It requires less lift-fan power than an ACV, is more directionally stable, and can be propelled by water jets or supercavitating propellers. It is not amphibious, however, and has not yet achieved the popularity of the ACVs, which include passenger ferries, cross-channel automobile ferries, polar-exploration craft, landing craft, and riverine warface vessels. Hydrodynamic SupportThere are also two types of vessels that depend on dynamic support generated by relatively rapid forward motion of specially designed hydrodynamic shapes either on or beneath the surface of the water. A principle of physics states that any moving object that can produce an unsymmetrical flow pattern generates a lift force perpendicular to the direction of motion. Just as an airplane with (airfoil) produces lift when moving through the air, a hydrofoil, located beneath the surface and attached bymeans of a surface piercing strut, can dynamically support a vessel’s hull above the water.Planning hulls are hull forms characterized by relatively flat bottoms and shallowV-sections (especially forward of amidships) that produce partial to nearly full dynamic support for light displacement vessels and small craft at higher speeds. Planning craft are generally restricted in size and displacement because of the required power-to-weight ratio and the structural stresses associated with traveling at high speed in waves. Most planning craft are also restricted to operations in reasonably clam water, although some “deep V” hull forms are capable of operation in rough water.Hydrostatic SupportFinally, there is the oldest and most reliable type of support, hydrostatic support. All ships, boats, and primitive watercraft up to the twentieth century have depended upon the easily attained buoyant force of water for their operation.This hydrostatic support, commonly recognized as flotation, can be explained by a fundamental physical law that the ancient philosopher-mathematician Archimedes defined in the second century B.C. Archimedes’ Principle states that a body immersed in a liquid is buoyed up (or acted upon) by a force equal to the weight of the liquid displaced. This principle applies to all vessels that float (or submerge) in water---salt or fresh. And from this statement the name of the ships in the category are derived; they are generally called displacement hulls.Although this ship type is very familiar, its subcategories warrant special discussion. For example, in some vessels reasonably high speed must be combined with the ability to carry light cargo or to move more comfortably in rough water than a planning hull. High-speed planning-hull characteristics can be modified to produce a semidisplacement hull or semiplaning hull. These compromise craft, of course not as fast as full-planing hulls but faster than conventional displacement hull, must have more power and less weight than the latter. Such types are obviously the result of “tradeoffs.”The example cited above lies between clear-cut physically defined categories----it is not a good example of a variation of a true displacement-type ship. The latter must be recognized primarily as a displacement vessel, and its variations depend primarily on the distribution of buoyant volume----the extent of the depth and breadth of the hull below the water.The most ubiquitous type of displacement ship can be generally classified as the common carrier, a seagoing vessel. It may be employed for passenger service, light cargo-carrying, fishing by trawling or for hundreds of other tasks that do not require exceptional capacity, speed, submergence, or other special performance. It is the most common and easily recognizable type of ship, with moderate displacement, moderate speeds, moderate to large lengths, and moderate capacities. It usually embodies the maximum in cruising range and seaworthiness. It is the “ship for all seasons.” It is the standard to which all other ship classifications in the displacement category may be referred.The closest relative to this standard vessel, which plays a crucial role not only in world commerce but in the survival of the industrial world as well, is the bulk, oil carrier, the tanker, or supertanker. These terminologies are common but unspecific, and in this discussion they are inadequate, for what was called a supertanker several years ago is today not a supertanker. The industry itself has created a far more explicit nomenclature. Based upon the index of 1000000 tons oil cargo capacity, the size categories are LCC (large crude carrier), VLCC (very large crude carrier), and ULCC (ultra large crude carrier). Any tanker greater than 100000 tons but less than 200000 is a LCC, those between 200000 and 400000 are VLCCs, and those over 400000 are ULCCs. The current necessity for these designations becomes clear when we realize that before 1956 there were no tankers larger than 50000 tons, and not until the early sixties were any ships built larger than 100000 tons. In 1968 the first ship over 300000 tons was built. With their bulk and enormous capacity (four football fields can be placed end to end on one of their decks), these ships are designed and built to be profit-makers, enormously long, wide, and deep, carrying thousands of tons of crude oil per voyage at the least cost. Few of these elephantine tankers have more than one propeller shaft of rudder. Their navigation bridges are nearly one quarter of a mile from their bows. Their top service speed is so low that a voyage from an Arabian oil port to a European destination normally takes two months.Such vessels belong to a category of displacement ship that has a great range of buoyant support. They have a very large and disproportionate hull volume below the surface when fully loaded. Indeed, the cargo weight far exceeds the weight of the ship itself. The draft or depth of water required for a fully loaded VLCC runs to 50 or 60 feet and the ULCC may be 80 feet. Such ships belong in the exclusive category of displacement vessels called deep displacement ships.There exists another type of displacement hull with extreme draft. However, it is similarity to the crude-oil carrier of the preceding discussion goes no further than that. This type of vessel is called the SWATH( small waterplane area twin hull). Briefly, this rather rare breed of ship is designed for relatively high speed and stable platform in moderately rough water. Its future is problematical, but the theory of placing the bulk of the displacement well below the surface and extending the support to the above-water platform or deck through the narrow waterline fins or struts is sound. Twin hulls connected by an upper platform provide the necessary operating stability. The most significant class of displacement hull for special application is the sub marine, a vessel for completely submerged operation. The nature of the submarine and a description of her various operational attitudes, both static and dynamic, is covered in subsequent chapters. It is only necessary here to emphasize that submerisible vessels are specifically displacement vessels applying the theory of Archimedes’ Principle and all that it implies.Multihull VesselsThere is one other type of hull in common use that has not yet been mentioned, primarily because it fits into none of the categories described but rather can exist comfortably in any. This craft is the so-called multihull vessel----the catamaran andthe trimaran. These vessels are most frequently displacement hulls in their larger sizes, such as the SWATH mentioned above, or more conventionally, ocean research vessels requiring stable platforms and protected areas for launching equipment. There are also the twin-hulled CAB vessels mentioned earlier and high-speed planning catamarans. Actually, the multihull ship is an adaptation of any of the basic hull categories to a special application that requires exceptional transverse stability and/ or the interhull working area.中文翻译：按照物理支撑方式而划分的船舶类型就船舶分类而言，物理支撑形式是基本于船舶在设计情况下进行的假定。
船舶设计论文中英文外文翻译文献
船舶设计论文中英文外文翻译文献XXX shipbuilding。
with a single large container vessel consisting of approximately 1.5 n atomic components in a n hierarchy。
this n is considered a XXX involves a distributed multi-agent n that runs on top of PVM.2 XXXShip XXX process。
as well as the final product's performance and safety。
nal design XXX-consuming and often fail to consider all the complex factors XXX。
there is a need for a more XXX designers.3 The Role of HPCN in Ship Design nHPCN。
or high-performance computing and orking。
has the potential to XXX utilizing the massive parallel processing power of HPCN。
designers XXX changes。
cing the time and cost of thedesign process。
nally。
HPCN can handle the complex XXX。
XXX.4 XXX XXX of the HPCN n Support ToolThe XXX ship designers is implemented as a distributed multi-agent n that runs on top of PVM。
船舶专业外文文献
Spatial scheduling for large assembly blocks inshipbuildingAbstract：This paper addresses the spatial scheduling problem （SPP）for large assembly blocks，which arises in a shipyard assembly shop。
The spatial scheduling problem is to schedule a set of jobs, of which each requires its physical space in a restricted space。
This problem is complicated because both the scheduling of assemblies with different due dates and earliest starting times and the spatial allocation of blocks with different sizes and loads must be considered simultaneously。
This problem under consideration aims to the minimization of both the makespan and the load balance and includes various real-world constraints，which includes the possible directional rotation of blocks，the existence of symmetric blocks, and the assignment of some blocks to designated workplaces or work teams. The problem is formulated as a mixed integer programming (MIP）model and solved by a commercially available solver. A two-stage heuristic algorithm has been developed to use dispatching priority rules and a diagonal fill space allocation method，which is a modification of bottom-left-fill space allocation method。
船舶专业英文词汇
船舶专业英文词汇
CAE(computer-aided manufacturing) 计算机辅助制造 CAM(computer-aided engineering) 计算机辅助工程 camber 梁拱 cant beam 斜横梁 cant frame 斜肋骨 cantilever beam 悬臂梁 capacity plan 舱容图 CAPP(computer –aided process planning) 计算机辅助施工计划制定 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 catamaran 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
/ShowPost.asp?ThreadID=519（第 1／31 页）2007-2-5 20:33:21
(完整版)船舶专业英语(课文+翻译)
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。
船舶设计外文翻译---船舶最大下沉量
The Maximum Sinkage of a ShipT. P. Gourlay and E. O. TuckDepartment of Applied Mathematics, TheUniversity of Adelaide, AustraliaA ship moving steadily forward in shallow water of constant depth h is usually subject to downward forces and hence squat, which is a potentially dangerous sinkage or increase in draft. Sinkage increases with ship speed, until it reaches a maximum at just below the critical speedHere we use both a linear transcritical shallow-water equation and a fully dispersive finite-depth theory to discuss the flow near that critical speed and to compute the maximum sinkage, trim angle, and stern displacement for some example hulls.IntroductionFor a thin vertical-sided obstruction extending from bottom to top of a shallow stream of depth h and infinite width, Michell (1898) showed that the small disturbance velocity potential φ(x,y)satisfies the linearized equation of shallow-water theory(SWT)yy 0xx βφ + φ= (1)Where 2F h β=1-, with F =U /h x -wise stream velocity U and water depth h . This is the same equation that describes linearized aerodynamic flow past a thin airfoil (see e.g., Newman 1977 p. 375), with F h replacing the Mach number. For a slender ship of a general cross-sectionalshape, Tuck (1966) showed that equation (1) is to be solved subject to a body boundary condition of the form'US ()(x,0)=2y x h ±Φ± (2)where S(x) is the ship’s submerged cross -section area at station x . The boundary condition (2) indicates that the ship behaves in the (x ,y) horizontal plane as if it were a symmetric thin airfoil whose thickness S(x)/h is obtained by averaging the ship’s cross -section thickness over the water depth. There are also boundaryconditions at infinity, essentially that the disturbance velocity ∇Φ vanishes in subcritical flow(0β<).As in aerodynamics, the solution of (1) is straightforward for either fully subcritical flow (where it is elliptic) or fully supercritical flow (where it is hyperbolic). In either case, the solutionhas a singularity as 0β→, or F 1h →.In particular the subcritical (positive upward) force isgiven by Tuck (1966) as2F =B'(x)S'()log dxd x ξξξ- (3)with B(x) the local beam at station x . Here and subsequently the integrations are over the wetted length of the ship, i.e.,22L L X -<<where L is the ship’s waterline length. This force F is usually negative, i.e., downward, and for a fore-aft symmetric ship, theresulting midship sinkage is given hydrostatically by22S V s C L ⎛⎫= ⎪⎝⎭ (4) where ()V S x dx =⎰is the ship’s displaced volume, and2'()'()log 2s W L C dxd B x S x A Vξξξπ=-⎰⎰ (5) where ()w A B x dx =⎰is the ship’s waterplane area. The nondimensional coefficient 1.4s C ≈ has been shown by Tuck &Taylor(1970) to be almost a universal constant, depending only weakly on the ship’s hull shape.Hence the sinkage appears according to this linear dispersionless theory to tend to infinity as 1h F →.However, in practice, there are dispersive effects near 1h F = which limit the sinkage, and which cause it to reach a maximum value at just below the critical speed.Accurate full-scale experimental data for maximum sinkage are scarce. However,, according to linear inviscid theory, the maximum sinkage is directly proportional to the ship length for a given shape of ship and depth-to-draft ratio (see later). This means that model experiments for maximum sinkage (e.g., Graff et al 1964) can be scaled proportionally to length to yield full-scale results, provided the depth-to-draft ratio remains the same.The magnitude of this maximum sinkage is considerable. For example, the Taylor Series A3 model studied by Graff et al (1964) had a maximum sinkage of 0.89% of the ship length for the depth-to-draft ratio h/T = 4.0. This corresponds to a midship sinkage of 1.88 meters for a 200 meter ship. Experiments on maximum squat were also performed by Du & Millward (1991) using NPL round bilge series hulls. They obtained a maximum midship sinkage of 1.4% of the ship length for model 150B with h/T =2.3. This corresponds to 2.8 meters midship sinkage for a 200 meter ship. Taking into account the fact that there is usually a significant bow-up trim angle at the speed where the maximum sinkage occurs, the downward displacement of the stern can be even greater, of the order of 4 meters or more for a 200-meter long ship.It is important to note that only ships that are capable of traveling at transcritical Froude numbers will ever reach this maximum sinkage. Therefore, maximum sinkage predictions will be less relevant for slower ships such as tankers or bulk carriers. Since the ships or catamarans that frequently travel at transcritical Froude numbers are usually comparatively slender, we expect that slender-body theory will provide good results for the maximum sinkage of these ships.For ships traveling in channels, the width of the channel becomes increasingly importantaround 1h F =when the flow is unsteady and solitons are emitted forward of the ship (see e.g.,Wu& Wu 1982). Hence experiments performed in channels cannot be used to accurately predict maximum sinkage for ships in open water. The experiments of Graff et al were done in a wide tank, approximately 36 times the model beam, and are the best results available with which to compare an open-water theory. However, even with this large tank width, sidewalls still affect the flow near 1h F =, as we shall discuss.Transcritical shallow-water theory (TSWT)It is not possible simply to set ‚0β= in (1) in order to gain useful information about the flow near 1h F =. As with transonic aerodynamics, it is necessary to include other terms that have been neglected in the linearized derivation of SWT (1).An approach suggested by Mei (1976) (see also Mei & Choi,1987) is to derive an evolution equation of Korteweg-de Varies (KdV) type for the flow near 1h F =. The usual one-dimensional forms of such equations contain both nonlinear and dispersive terms. It is not difficult to incorporate the second space dimension y into the derivation, resulting in a two-dimensional KdV equation, which generalizes (1) by adding two terms to give231h 03xx yy X XX xxxx U βΦ+Φ-ΦΦ+Φ= (6) The nonlinear term in X XX ΦΦbut not the dispersive term inxxxx Φwas included by Lea & Feldman (1972). Further solutions of this nonlinear but nondispersive equation were obtained by Ang (1993) for a ship in a channel. Chen & Sharma (1995) considered the unsteady problem of soliton generation by a ship in a channel, using the Kadomtsev-Petviashvili equation, which is essentially an unsteady version of equation (6). Although they concentrated on finite-width domains, their method is also applicable to open water, albeit computationally intensive. Further nonlinear and dispersive terms were included by Chen (1999), allowing finite-width results to be computed over a larger range of Froude numbers.Mei (1976) considered the full equation (6) in open water and provided an analytic solution for the linear case where the term X XX ΦΦis omitted. He showed that for sufficiently slender ships the nonlinear term in equation (6) is of less importance than the dispersive term and can be neglected; also that the reverse is true for full-form ships where the nonlinear term is dominant. This is also discussed in Gourlay (2000).As stated earlier, most ships that are capable of traveling at transcritical speeds are comparatively slender. For these ships it is dispersion, not nonlinearity, that limits the sinkage in open water. Nonlinearity is usually included in one-dimensional KdV equations by necessity, as a steepening agent to provide a balance to the broadening effect of the dispersive term in xxxx Φ.Inopen water, however, there is already an adequate balance with the two-dimensional term in yyΦ.This is in contrast to finite-width domains, which tend to amplify transcritical effects and cause the flow to be more nearly unidirectional. Hence nonlinearity becomes important in finite-width channels to such an extent that steady flow becomes impossible in a narrow range of speeds close to critical (see e.g., Constantine 1961, Wu & Wu 1982).Therefore, for slender ships in shallow water of large or in finite width, we can solve for maximum squat using the simple transcritical shallow-water (TSWT) equation0xx yy xxxx βγΦ+Φ+Φ= (7) (Writing23h γ=), subject to the same boundary condition (2). The term in ƒ provides dispersion that was absent in the SWT,and limits the maximum sinkage.ConclusionsWe have used two slender-body methods to solve for the sinkage and trim of a ship traveling at arbitrary Froude number, including the transcritical region.The transcritical shallow water theory (TSWT) developed by Mei (1976) has been extended and exploited numerically, using numerical Fourier transform methods to give sinkage and trim via a double numerical integration. This theory has also been extended to the case of a ship moving in a channel of finite width; however, the numerical difficulty in computing the resulting force integral, and its limited validity, mean that the open-water theory is more practically useful.The finite-depth theory (FDT) developed by Tuck & Taylor (1970) has also been improved and used for general hull shapes. This theory gives a sinkage force and trim moment that are slightly oscillatory in h F . Since the theory involves summing infinite-depth and finite-depthcontributions, both of which vary with 2U at high Froude numbers, any error will growapproximately quadratically with U . Therefore we cannot use this theory at large supercritical Froude numbers. Also, the difficulty in finding the infinite-depth contributions numerically, as well as the extra numerical integration needed to compute the force and moment, make the FDT slightly more dif. cult to implement than TSWT.In practice, scenarios in which ships are at risk of grounding will normally have h/L <0.125. Since the TSWT is a shallow water theory and it works well at h/L = 0.125, we expect that it will give even better results at smaller, practically useful values of h=L . Also, since the TSWT and FDT give almost identical results for h/L <0.125, and the TSWT is a much simpler theory, we recommend it as a simple and accurate method for predicting transcritical squat in open water.备注：T.P.Gourlay and E.O.Tuck ．The Maximum Sinkage of a ship[J]．Jourmal of Ship Research ，2001．50~58<文献翻译二：译文>船舶最大下沉量T. P. Gourlay and E. O. Tuck澳大利亚阿德莱德大学一艘在等深为h 的浅水中平稳前行的船舶通常趋向于受到向下的合力并产生船体下沉,处我们同时利用”线性跨临界浅水方程”和”完全分散限深理论”研究典型船体在接近临界速度时的水流和计算这些船体的最大下沉量、纵倾角和船尾位移。
船舶专业英文词汇
船舶专业英文词汇船舶专业英语词汇（按照字母顺序排列）（一）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American Bureau of Shipping 美国船级社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 角钢angle of attack 攻角angle plate 角钢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baseline 基线basic design 基本设计batten 压条，板条beam 船宽，梁beam bracket 横梁肘板beam knee 横梁肘板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BSRA 英国船舶研究协会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Bureau Veritas 法国船级社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，按约定船舶专业英语词汇（按照字母顺序排列）（二）cable ship 布缆船cable winch 钢索绞车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camber 梁拱cant beam 斜横梁cant frame 斜肋骨cantilever beam 悬臂梁capacity plan 舱容图CAPP(computer –aided process planning) 计算机辅助施工计划制定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catamaran 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dredge 挖泥船drift 漂移，偏航drilling rig 钻架drillship 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，功率计船舶专业英语词汇（按照字母顺序排列）（三）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/afer perpendicular 艏艉柱forward/after shoulder 前/后肩foundry casting 翻砂铸造frame 船肋骨，框架，桁架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gross ton 长吨（1.016公吨）group technology 成祖建造技术GT 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 回转仪船舶专业英语词汇（按照字母顺序排列）（四）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HMS 英国皇家海军舰艇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IAGG(interactive computer graphics) 交互式计算机图像技术icebreaker 破冰船icebreaker 破冰船IMCO(Intergovernmental Maritime Consultative Organizatio n) 国际海事质询组织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International Association of Classification Society (IACS) 国际船级社联合会International Towing Tank Conference (ITTC) 国际船模试验水池会议intersection 交点，交*，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 equipmeng （向水中）投放设备LCC 大型原油轮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list 倾斜living and utility spaces 居住与公用舱室Lloyd’s Register of shipping 劳埃德船级社Llo yd’s Rules 劳埃德规范Load Line Convention 载重线公约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 纵向菱形系数longitudinal strength 纵总强度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 磁力式龙门吊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maritime 海事的，海运的，靠海的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Merchant Shipbuilding Return 商船建造统计表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 相互排它性的属性船舶专业英语词汇（按照字母顺序排列）（五）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*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pitch 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 报价单船舶专业英语词汇（按照字母顺序排列）（六）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Register （船舶）登录簿，船名录Registo Italiano Navade 意大利船级社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 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sectiongs 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shear 剪切，剪力shear buckling 剪切性屈曲shear curve 剪力曲线sheer 舷弧sheer aft 艉舷弧sheer drawing 剖面图sheer forward 艏舷弧sheer plane 纵剖面sheer profile 总剖线sheer profile 纵剖图shell plating 船壳板ship fitter 船舶装配工ship hydrodynamics 船舶水动力学shipway 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slopint bottom plate of topside tank 定边舱斜底板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Supervision of the Society’s surveyor 船级社验船师的监造书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 表面加工处理与喷涂surge 纵荡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sway 横荡船舶专业英语词汇（按照字母顺序排列）（七）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tee T型构件，三通管tender 交通小艇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timber carrier 木材运输船tip of a blade 桨叶叶梢tip vortex 梢涡toed towards amidships 趾部朝向船舯tonnage 吨位torpedo 鱼雷torque 扭矩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tugboat 拖船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ULCC 超级大型原油轮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VLCC 巨型原油轮Voith-Schneider propeller 外摆线直翼式推进器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yaw 首摇。
船舶设计论文中英文外文翻译文献
中英文外文翻译文献Ship Design OptimizationThis contribution is devoted to exploiting the analogy between a modern manufacturing plant and a heterogeneous parallel computer to construct a HPCN decision support tool for ship designers. The application is a HPCN one because of the scale of shipbuilding - a large container vessel is constructed by assembling about 1.5 million atomic components in a production hierarchy. The role of the decision support tool is to rapidly evaluate the manufacturing consequences of design changes. The implementation as a distributed multi-agent application running on top of PVM is described1 Analogies between Manufacturing and HPCNThere are a number of analogies between the manufacture of complex products such as ships, aircraft and cars and the execution of a parallel program. The manufacture of a ship is carried out according to a production plan which ensures that all the components come together at the right time at the right place. A parallel computer application should ensure that the appropriate data is available on the appropriate processor in a timely fashion.It is not surprising, therefore, that manufacturing is plagued by indeterminacy exactly as are parallel programs executing on multi-processor hardware. This has caused a number of researchers in production engineering to seek inspiration in otherareas where managing complexity and unpredictability is important. A number of new paradigms, such as Holonic Manufacturing and Fractal Factories have emerged [1,2] which contain ideas rather reminiscent of those to be found in the field of Multi- Agent Systems [3, 4].Manufacturing tasks are analogous to operations carried out on data, within the context of planning, scheduling and control. Also, complex products are assembled at physically distributed workshops or production facilities, so the components must be transported between them. This is analogous to communication of data between processors in a parallel computer, which thus also makes clear the analogy between workshops and processors.The remainder of this paper reports an attempt to exploit this analogy to build a parallel application for optimizing ship design with regard to manufacturing issues.2 Shipbuilding at Odense Steel ShipyardOdense Steel Shipyard is situated in the town of Munkebo on the island of Funen. It is recognized as being one of the most modern and highly automated in the world. It specializes in building VLCC's (supertankers) and very large container ships. The yard was the first in the world to build a double hulled supertanker and is currently building an order of 15 of the largest container ships ever built for the Maersk line. These container ships are about 340 metres long and can carry about 7000 containers at a top speed of 28 knots with a crew of 12.Odense Steel Shipyard is more like a ship factory than a traditional shipyard. The ship design is broken down into manufacturing modules which are assembled and processed in a number of workshops devoted to, for example, cutting, welding and surface treatment. At any one time, up to 3 identical ships are being built and a new ship is launched about every 100 days.The yard survives in the very competitive world of shipbuilding by extensive application of information technology and robots, so there are currently about 40 robots at the yard engaged in various production activities. The yard has a commitment to research as well, so that there are about 10 industrial Ph.D. students working there, who are enrolled at various engineering schools in Denmark.3 Tomorrow's Manufacturing SystemsThe penetration of Information Technology into our lives will also have its effect in manufacturing industry. For example, the Internet is expected to become thedominant trading medium for goods. This means that the customer can come into direct digital contact with the manufacturer.The direct digital contact with customers will enable them to participate in the design process so that they get a product over which they have some influence. The element of unpredictability introduced by taking into account customer desires increases the need for flexibility in the manufacturing process, especially in the light of the tendency towards globalization of production. Intelligent robot systems, such as AMROSE, rely on the digital CAD model as the primary source of information about the work piece and the work cell [5,6].This information is used to construct task performing, collision avoiding trajectories for the robots, which because of the high precision of the shipbuilding process, can be corrected for small deviations of the actual world from the virtual one using very simple sensor systems. The trajectories are generated by numerically solving the constrained equations of motion for a model of the robot moving in an artificial force field designed to attract the tool centre to the goal and repell it from obstacles, such as the work piece and parts of itself. Finally, there are limits to what one can get a robot to do, so the actual manufacturing will be performed as a collaboration between human and mechatronic agents.Most industrial products, such as the windmill housing component shown in Fig. 1, are designed electronically in a variety of CAD systems.Fig. 1. Showing the CAD model for the housing of a windmill. The model, made using Bentley Microstation, includes both the work-piece and task-curve geometries.4 Today's Manufacturing SystemsThe above scenario should be compared to today's realities enforced by traditional production engineering philosophy based on the ideas of mass production introduced about 100 years ago by Henry Ford. A typical production line has the same structure as a serial computer program, so that the whole process is driven by production requirements. This rigidity is reflected on the types of top-down planning and control systems used in manufacturing industry, which are badly suited to both complexity and unpredictability.In fact, the manufacturing environment has always been characterized by unpredictability. Today's manufacturing systems are based on idealized models where unpredictability is not taken into account but handled using complex and expensive logistics and buffering systems.Manufacturers are also becoming aware that one of the results of the top-down serial approach is an alienation of human workers. For example, some of the car manufacturers have experimented with having teams of human workers responsible for a particular car rather than performing repetitive operations in a production line. This model in fact better reflects the concurrency of the manufacturing process than the assembly line.5 A Decision Support Tool for Ship Design OptimizationLarge ships are, together with aircraft, some of the most complex things ever built. A container ship consists of about 1.5 million atomic components which are assembled in a hierarchy of increasingly complex components. Thus any support tool for the manufacturing process can be expected to be a large HPCN application.Ships are designed with both functionality and ease of construction in mind, as well as issues such as economy, safety, insurance issues, maintenance and even decommissioning. Once a functional design is in place, a stepwise decomposition of the overall design into a hierarchy of manufacturing components is performed. The manufacturing process then starts with the individual basic building blocks such as steel plates and pipes. These building blocks are put together into ever more complex structures and finally assembled in the dock to form the finished ship.Thus a very useful thing to know as soon as possible after design time are the manufacturing consequences of design decisions. This includes issues such as whether the intermediate structures can actually be built by the available production facilities, the implications on the use of material and whether or not the production can be efficiently scheduled [7].Fig.2. shows schematically how a redesign decision at a point in time during construction implies future costs, only some of which are known at the time. Thus a decision support tool is required to give better estimates of the implied costs as early as possible in the process.Simulation, both of the feasibility of the manufacturing tasks and the efficiency with which these tasks can be performed using the available equipment, is a very compute-intense application of simulation and optimization. In the next section, we describe how a decision support tool can be designed and implemented as a parallel application by modeling the main actors in the process as agents.Fig.2. Economic consequences of design decisions. A design decision implies a future commitment of economic resources which is only partially known at design time.6 Multi-Agent SystemsThe notion of a software agent, a sort of autonomous, dynamic generalization of an object (in the sense of Object Orientation) is probably unfamiliar to the typical HPCN reader in the area of scientific computation. An agent possesses its own beliefs, desires and intentions and is able to reason about and act on its perception of other agents and the environment.A multi-agent system is a collection of agents which try to cooperate to solve some problem, typically in the areas of control and optimization. A good example is the process of learning to drive a car in traffic. Each driver is an autonomous agent which observes and reasons about the intentions of other drivers. Agents are in fact a very useful tool for modeling a wide range of dynamical processes in the real world, such as the motion of protein molecules [8] or multi-link robots [9]. For other applications, see [4].One of the interesting properties of multi-agent systems is the way global behavior of the system emerges from the individual interactions of the agents [10]. The notion of emergence can be thought of as generalizing the concept of evolution in dynamical systems.Examples of agents present in the system are the assembly network generator agent which encapsulates knowledge about shipbuilding production methods for planning assembly sequences, the robot motion verification agent, which is a simulator capable of generating collision-free trajectories for robots carrying out their tasks, the quantity surveyor agent which possesses knowledge about various costs involved in the manufacturing process and the scheduling agent which designs a schedule for performing the manufacturing tasks using the production resources available.7 Parallel ImplementationThe decision support tool which implements all these agents is a piece of Object- Oriented software targeted at a multi-processor system, in this case, a network of Silicon Graphics workstations in the Design Department at Odense Steel Shipyard. Rather than hand-code all the communication between agents and meta-code for load balancing the parallel application, abstract interaction mechanisms were developed. These mechanisms are based on a task distribution agent being present on each processor. The society of task distribution agents is responsible for all aspects of communication and migration of tasks in the system.The overall agent system runs on top of PVM and achieves good speedup andload balancing. To give some idea of the size of the shipbuilding application, it takes 7 hours to evaluate a single design on 25 SGI workstations.From：Applied Parallel Computing Large Scale Scientific and Industrial Problems Lecture Notes in Computer Science, 1998, Volume 1541/1998, 476-482, DOI: 10.1007/BFb0095371 .中文翻译：船舶设计优化这一贡献致力于开拓类比现代先进制造工厂和一个异构并行计算机,构建了一种HPCN 决策支援工具给船舶设计师。
船舶与海洋工程 英语
船舶与海洋工程英语船舶与海洋工程涉及到设计、建造和运营各种类型的船舶以及与海洋资源开发和保护相关的工程。
以下是有关船舶与海洋工程的一些英语词汇和短语：1. Ship Design and Construction:- Naval architecture - 船舶设计- Shipbuilding - 船舶建造- Hull design - 船体设计- Marine engineering - 海洋工程2. Ship Types:- Cargo ship - 货船- Container ship - 集装箱船- Passenger ship - 客船- Oil tanker - 油轮- Fishing vessel - 渔船- Naval ship - 军舰3. Maritime Safety:- Navigation safety - 航行安全- Collision avoidance - 避碰- Search and rescue - 搜救- Emergency response - 应急响应4. Offshore Engineering:- Offshore platform - 海上平台- Subsea engineering - 海底工程- Offshore drilling - 海上钻探- Floating production storage and offloading (FPSO) - 浮式生产储油船5. Oceanography:- Ocean currents - 海洋流- Tidal energy - 潮汐能- Marine ecology - 海洋生态学- Underwater exploration - 水下探测6. Marine Resources:- Fisheries management - 渔业管理- Aquaculture - 水产养殖- Deep-sea mining - 深海矿业- Renewable ocean energy - 可再生海洋能源7. Environmental Protection:- Marine pollution control - 海洋污染控制- Oil spill response - 油污应急响应- Marine conservation - 海洋保护- Sustainable maritime practices - 可持续海洋实践8. International Maritime Organizations:- International Maritime Organization (IMO) - 国际海事组织- International Hydrographic Organization (IHO) - 国际海洋测绘组织- International Maritime Satellite Organization (INMARSAT) - 国际海事卫星组织这些词汇和短语涵盖了船舶与海洋工程领域的一些关键方面，可以作为学习和讨论的起点。
船舶专业外文文献
Spatial scheduling for large assembly blocks inshipbuildingAbstract: This paper addresses the spatial scheduling problem (SPP) for large assembly blocks, which arises in a shipyard assembly shop. The spatial scheduling problem is to schedule a set of jobs, of which each requires its physical space in a restricted space. This problem is complicated because both the scheduling of assemblies with different due dates and earliest starting times and the spatial allocation of blocks with different sizes and loads must be considered simultaneously. This problem under consideration aims to the minimization of both the makespan and the load balance and includes various real-world constraints, which includes the possible directional rotation of blocks, the existence of symmetric blocks, and the assignment of some blocks to designated workplaces or work teams. The problem is formulated as a mixed integer programming (MIP) model and solved by a commercially available solver. A two-stage heuristic algorithm has been developed to use dispatching priority rules and a diagonal fill space allocation method, which is a modification of bottom-left-fill space allocation method. The comparison and computational results shows the proposed MIP model accommodates various constraints and the proposed heuristic algorithm solves the spatial scheduling problems effectively and efficiently.Keywords: Large assembly block; Spatial scheduling; Load balancing; Makespan; Shipbuilding1. IntroductionShipbuilding is a complex production process characterized by heavy and large parts, various equipment, skilled professionals, prolonged lead time, and heterogeneous resource requirements. The shipbuilding process is divided into sub processes in the shipyard, including ship design, cutting and bending operations, block assembly, outfitting, painting, pre-erection and erection. The assembly blocks are called the minor assembly block, the sub assembly block, and the large assembly block according to their size and progresses in the course of assembly processes. This paper focuses on the spatial scheduling problem of large assembly blocks in assembly shops. Fig. 1 shows a snapshot of large assembly blocks in a shipyard assembly shop.Recently, the researchers and practitioners at academia and shipbuilding industries recently got together at “Smart Production Technology Forum in Shipbuilding and Ocean Plant Industries” to recognize that there are various spatial scheduling problems in every aspect of shipbuilding due to the limited space, facilities, equipment, labor and time. The SPPs occur in various working areas such as cutting and blast shops, assembly shops, outfitting shops, pre-erection yard, and dry docks. The SPP at different areas has different requirements and constraintsto characterize the unique SPPs. In addition, the depletion of energy resources on land put more emphasis on the ocean development. The shipbuilding industries face the transition of focus from the traditional shipbuilding to ocean plant manufacturing. Therefore, the diversity of assembly blocks, materials, facilities and operations in ship yards increases rapidly.There are some solution providers such as Siemens™and Dassult Systems™to provide integrated software including product life management, enterprise resource planning system, simulation and etc. They indicated the needs of efficient algorithms to solve medium- to large-sized SPP problems in 20 min, so that the shop can quickly re-optimize the production plan upon the frequent and unexpected changes in shop floors with the ongoing operations on exiting blocks intact.There are many different applications which require efficient scheduling algorithms with various constraints and characteristics (Kim and Moon, 2003, Kim et al., 2013, Nguyen and Yun, 2014 and Yan et al., 2014). However, the spatial scheduling problem which considers spatial layout and dynamic job scheduling has not been studied extensively. Until now, spatial scheduling has to be carried out by human schedulers only with their experiences and historical data. Even when human experts have much experience in spatial scheduling, it takes a long time and intensive effort to produce a satisfactory schedule, due to the complexity of considering blocks’ geometric shapes, loads, required facilities, etc. In practice, spatial scheduling for more than a six-mon th period is beyond the human schedulers’ capacity. Moreover, the space in the working areas tends to be the most critical resource in shipbuilding. Therefore, the effective management of spatial resources through automation of the spatial scheduling process is a critical issue in the improvement of productivity in shipbuilding plants.A shipyard assembly shop is consisted of pinned workplaces, equipment, and overhang cranes. Due to the heavy weight of large assembly block, overhang cranes are used to access any areas over other objects without any hindrance in the assembly shop. The height of cranes can limit the height of blocks that can be assembled in the shop. The shop can be considered as a two-dimensional space. The blocks are placed on precisely pinned workplaces.Once the block is allocated to a certain area in a workplace, it is desirable not to move the block again to different locations due to the size and weight of the large assembly blocks. Therefore, it is important to allocate the workspace to each block carefully, so that the workspace in an assembly shop can be utilized in a most efficient way. In addition, since each block has its due date which is pre-determined at the stage of ship design, the tardiness of a block assembly can lead to severe delay in the following operations. Therefore, in the spatial scheduling problem for large assembly blocks, the scheduling of assembly processes for blocks and the allocation of blocks to specific locations in workplaces must be considered at the same time. As the terminology suggests, spatial scheduling pursues the optimal spatial layout and the dynamic schedule which can also satisfy traditional scheduling constraints simultaneously. In addition, there are many constraints or requirements which are serious concerns on shop floors and these complicate the SPP. The constraints or requirements thisstudy considered are explained here: (1) Blocks can be put in either directions, horizontal or vertical. (2) Since the ship is symmetric around the centerline, there exist symmetric blocks. These symmetric blocks are required to be put next to each other on the same workplace. (3) Some blocks are required to be put on a certain special area of the workplace, because the work teams on that area has special equipment or skills to achieve a certain level of quality or complete the necessary tasks. (4) Frequently, the production plan may not be implemented as planned, so that frequent modifications in production plans are required to cope with the changes in the shop. At these modifications, it is required to produce a new modified production plan which does not remove or move the pre-existing blocks in the workplace to complete the ongoing operations. (5) If possible at any time, the load balancing over the work teams, i.e., workplaces are desirable in order to keep all task assignments to work teams fair and uniform.Lee, Lee, and Choi (1996) studied a spatial scheduling that considers not only traditional scheduling constraints like resource capacity and due dates, but also dynamic spatial layout of the objects. They used two-dimensional arrangement algorithm developed by Lozano-Perez (1983) to determine the spatial layout of blocks in shipbuilding. Koh, Park, Choi, and Joo (1999) developed a block assembly scheduling system for a shipbuilding company. They proposed a two-phase approach that includes a scheduling phase and a spatial layout phase. Koh, Eom, and Jang (2008) extended their precious works (Koh et al., 1999) by proposing the largest contact area policy to select a better allocation of blocks. Cho, Chung, Park, Park, and Kim (2001) proposed a spatial scheduling system for block painting process in shipbuilding, including block scheduling, four arrangement algorithms and block assignment algorithm. Park et al. (2002) extended Cho et al. (2001) utilizing strategy simulation in two consecutive operations of blasting and painting. Shin, Kwon, and Ryu (2008) proposed a bottom-left-fill heuristic method for spatial planning of block assemblies and suggested a placement algorithm for blocks by differential evolution arrangement algorithm. Liu, Chua, and Wee (2011) proposed a simulation model which enabled multiple priority rules to be compared. Zheng, Jiang, and Chen (2012) proposed a mathematical programming model for spatial scheduling and used several heuristic spatial scheduling strategies (grid searching and genetic algorithm). Zhang and Chen (2012) proposed another mathematical programming model and proposed the agglomeration algorithm.This study presents a novel mixed integer programming (MIP) formulation to consider block rotations, symmetrical blocks, pre-existing blocks, load balancing and allocation of certain blocks to pre-determined workspace. The proposed MIP models were implemented by commercially available software, LINGO®and problems of various sizes are tested. The computational results show that the MIP model is extremely difficult to solve as the size of problems grows. To efficiently solve the problem, a two-stage heuristic algorithm has been proposed.Section 2 describes spatial scheduling problems and assumptions which are used in this study. Section 3 presents a mixed integer programming formulation. In Section 4, a two-stage heuristic algorithm has been proposed, including block dispatching priority rules and a diagonal fill space allocation heuristic method, which is modified from the bottom-left-fill space allocation method. Computational results are provided in Section 5. The conclusions are given in Section 6.2. Problem descriptionsThe ship design decides how to divide the ship into many smaller pieces. The metal sheets are cut, blast, bend and weld to build small blocks. These small blocks are assembled to bigger assembly blocks. During this shipbuilding process, all blocks have their earliest starting times which are determined from the previous operational step and due dates which are required by the next operational step. At each step, the blocks have their own shapes of various sizes and handling requirements. During the assembly, no block can overlap physically with others or overhang the boundary of workplace.The spatial scheduling problem can be defined as a problem to determine the optimal schedule of a given set of blocks and the layout of workpla ces by designating the blocks’ workplace simultaneously. As the term implies, spatial scheduling pursues the optimal dynamic spatial layout schedule which can also satisfy traditional scheduling constraints. Dynamic spatial layout schedule can be including the spatial allocation issue, temporal allocation issue and resource allocation issue.An example of spatial scheduling is given in Fig. 2. There are 4 blocks to be allocated and scheduled in a rectangular workplace. Each block is shaded in different patterns. Fig. 2 shows the 6-day spatial schedule of four large blocks on a given workplace. Blocks 1 and 2 are pre-existed or allocated at day 1. The earliest starting times of blocks 3 and 4 are days 2 and 4, respectively. The processing times of blocks 1, 2 and 3 are 4, 2 and 4 days, respectively.The spatial schedule must satisfy the time and space constraints at the same time. There are many objectives in spatial scheduling, including the minimization of makespan, the minimum tardiness, the maximum utilization of spatial and non-spatial resources and etc. The objective in this study is to minimize the makespan and balance the workload over the workspaces.There are many constraints for spatial scheduling problems in shipbuilding, depending on the types of ships built, the operational strategies of the shop, organizational restrictions and etc. Some basic constraints are given as follows; (1) all blocks must be allocated on given workplaces for assembly processes and must not overstep the boundary of the workplace; (2) any block cannot overlap with other blocks; (3) all blocks have their own earliest starting time and due dates; (4) symmetrical blocks needs to be placed side-by-side in the same workspace. Fig. 3 shows how symmetrical blocks need to be assigned; (5) some blocks need to be placed in the designated workspace; (6) there can be existing blocks before the planning horizon;(7) workloads for workplaces needs to be balanced as much as possible.In addition to the constraints described above, the following assumptions are made.(1) The shape of blocks and workplaces is rectangular.(2 )Once a block is placed in a workplace, it cannot be moved or removed from its location until the process is completed.(3 ) Blocks can be rotated at angles of 0° and 90° (see Fig. 4).(4) The symmetric blocks have the same sizes, are rotated at the same angle and should be placedside-by-side on the same workplace.(5) The non-spatial resources (such as personnel or equipment) are adequate.3. A mixed integer programming modelA MIP model is formulated and given in this section. The objective function is to minimize makespan and the sum of deviation from average workload per workplace, considering the block rotation, the symmetrical blocks, pre-existing blocks, load balancing and the allocation of certain blocks to pre-determined workspace.A workspace with the length LENW and the width WIDW is considered two-dimensional rectangular space. Since the rectangular shapes for the blocks have been assumed, a block can be placed on workspace by determining (x, y) coordinates, where 0 ⩽x ⩽LENW and0 ⩽y ⩽WIDW. Hence, the dynamic layout of blocks on workplaces is similar totwo-dimensional bin packing problem. In addition to the block allocation, the optimal schedule needs to be considered at the same time in spatial scheduling problems. Z axis is introduced to describe the time dimension. Then, spatial scheduling problem becomes a three-dimensional bin packing problem with various objectives and constraints.The decision variables of spatial scheduling problem are (x, y, z) coordinates of all blocks within a three-dimensional space whose sizes are LENW, WIDW and T in x, y and z axes, where T represents the planning horizon. This space is illustrated in Fig. 5.In Fig. 6, the spatial scheduling of two blocks into a workplace is illustrated as an example. The parameters p1 and p2 indicate the processing times for Blocks 1 and 2, respectively. As shown in z axis, Block 2 is scheduled after Block 1 is completed.4. A two-stage heuristic algorithmThe computational experiments for the MIP model in Section 3 have been conducted using a commercially available solver, LINGO®. Obtaining global optimum solutions is very time consuming, considering the number of variables and constraints. A ship is consisted of more than 8 hundred large blocks and the size of problem using MIP model is beyond today’s computational ability. A two-stage heuristic algorithm has been proposed using the dispatching priority rules and a diagonal fill method.4.1. Stage 1: Load balancing and sequencingPast research on spatial scheduling problems considers various priority rules. Lee et al. (1996) used a priority rule for the minimum slack time of blocks. Cho et al. (2001) and Park et al. (2002) used the earliest due date. Shin et al. (2008) considered three dispatching priority rules for start date, finish date and geometric characteristics (length, breadth, and area) of blocks. Liu and Teng (1999) compared 9 different dispatching priority rules including first-come first-serve, shortest processing time, least slack, earliest due date, critical ratio, most waiting time multiplied by tonnage, minimal area residue, and random job selection. Zheng et al. (2012) used a dispatching rule of longest processing time and earliest start time.Two priority rules are used in this study to divide all blocks into groups for load balancing and to sequence them considering the due date and earliest starting time. Two priority rules are streamlined to load-balance and sequence the blocks into an algorithm which is illustrated in Fig. 7. The first step of the algorithm in this stage is to group the blocks based on the urgency priority. The urgency priority is calculated by subtracting the earliest starting time and the processing time from the due date for each block. The smaller the urgency priority, the more urgent the block needs to bed scheduled. Then all blocks are grouped into an appropriate number of groups for a reasonable number of levels in urgency priorities. Let g be this discretionary number of groups. There are g groups of blocks based on the urgency of blocks. The number of blocks in each group does not need to be identical.Blocks in each group are re-ordered grouped into as many subgroups as workplaces, considering the workload of blocks such as the weight or welding length. The blocks in each subgroup have the similar urgency and workloads. Then, these blocks in each subgroup are ordered in an ascending order of the earliest starting time. This ordering will be used to block allocations in sequence. The subgroup corresponds to the workplace.If block i must be processed at workplace w and is currently allocated to other workplace or subgroup than w, block i is swapped with a block at the same position of block i in an ascending order of the earliest starting time at its workplace (or subgroup). Since the symmetric blocks must be located on a same workplace, a similar swapping method can be used. One of symmetric blocks which are allocated into different workplace (or subgroups) needs to be selected first. In this study, we selected one of symmetric blocks whichever has shown up earlier in an ascending order of the earliest starting time at their corresponding workplace (or subgroup). Then, the selected block is swapped with a block at the same position of symmetric blocks in an ascending order of the earliest starting time at its workplace (or subgroups).4.2. Stage 2: Spatial allocationOnce the blocks in a workplace (or subgroup) are sequentially ordered in different urgency priority groups, each block can be assigned to workplaces one by one, and allocated to a specific location on a workplace. There has been previous research on heuristic placement methods. The bottom-left (BL) placement method was proposed by Baker, Coffman, and Rivest (1980) and places rectangles sequentially in a bottom-left most position. Jakobs (1996) used a bottom-left method that is combined with a hybrid genetic algorithm (see Fig. 8). Liu and Teng (1999) developed an extended bottom-left heuristic which gives priority to downward movement, where the rectangles is only slide leftwards if no downward movement is possible. Chazele (1983) proposed the bottom-left-fill (BLF) method, which searches for lowest bottom-left point, holes at the lowest bottom-left point and then place the rectangle sequentially in that bottom-left position. If the rectangle is not overlapped, the rectangle is placed and the point list is updated to indicate new placement positions. If the rectangle is overlapped, the next point in the point list is selected until the rectangle can be placed without any overlap. Hopper and Turton (2000) made a comparison between the BL and BLF methods. They concluded that the BLF method algorithm achieves better assignment patterns than the BL method for Hopper’s example problems.Spatial allocation in shipbuilding is different from two-dimensional packing problem. Blocks have irregular polygonal shapes in the spatial allocation and blocks continuously appear and disappear since they have their processing times. This frequent placement and removal of blocks makes BLF method less effective in spatial allocation of large assembly block.In order to solve these drawbacks, we have modified the BLF method appropriate to spatial scheduling for large assembly blocks. In a workplace, since the blocks are placed and removed continuously, it is more efficient to consider both the bottom-left and top-right points of placed blocks instead of bottom-left points only. We denote it as diagonal fill placement (see Fig. 9). Since the number of potential placement considerations increases, it takes a bit more time to implement diagonal fill but the computational results shows that it is negligible.The diagonal fill method shows better performances than the BLF method in spatial scheduling problems. When the BLF method is used in spatial allocation, the algorithm makes the allocation of some blocks delayed until the interference by pre-positioned blocks are removed. It generates a less effective and less efficient spatial schedule. The proposed diagonal fill placement method resolve this delays better by allocating the blocks as soon as possible in a greedy way, as shown in Fig. 10. The potential drawbacks from the greedy approaches is resolved by another placement strategy to minimize the possible dead spaces, which will be explained in the following paragraphs.The BLF method only focused on two-dimensional bin packing. Frequent removal and placement of blocks in a workspace may lead to accumulation of dead spaces, which are small and unusable spaces among blocks. A minimal possible-dead space strategy has been used along with the BLF method. Possible-dead spaces are being generated over the spatial scheduling and they have less chance to be allocated for future blocks. The minimal possible-dead space strategy minimizes the potential dead space after allocating the following blocks (Chung, 2001 and Koh et al., 2008) by considering the 0° and 90° rotation of the block and allocating the following block for minimal possible-dead space. Fig. 11 shows an example of three possible-dead space calculations using the neighbor block search method. When a new scheduling block is considered to be allocated, the rectangular boundary of neighboring blocks and the scheduling blocks is searched. This boundary can be calculated by obtaining the smallest and the largest x and y coordinates of neighboring blocks and the scheduling blocks. Through this procedure, the possible-dead space can be calculated as shown in Fig. 11. Considering the rotation of the scheduling blocks and the placement consideration points from the diagonal fill placement methods, the scheduling blocks will be finally allocated.In this two-stage algorithm, blocks tend to be placed adjacent to one of the alternative edges and their assignments are done preferentially to minimize fractured spaces.5. Computational resultsTo demonstrate the effectiveness and efficiency of the proposed MIP formulation and heuristicalgorithm, the actual data about 800+ large assembly blocks from one of major shipbuilding companies has been obtained and used. All test problems are generated from this real-world data.All computational experiments have been carried out on a personal computer with a Intel®Core™i3-2100 CPU @ 3.10 GHz with 2 GB RAM. The MIP model in Section 3 has been programmed and solved using LINGO® version 10.0, a commercially available software which can solve linear and nonlinear models. The proposed two-stage heuristic algorithm has been programmed in JAVA programming language.Because our computational efforts to obtain the optimal solutions for even small problems are more than significant, the complexity of SPP can be recognized as one of most difficult and time consuming problems.Depending on the scalin g factor α in objective function of the proposed MIP formulation, the performance of the MIP model varies significantly. Setting α less than 0.01 makes the load balancing capability to be ignored from the optimal solution in the MIP model. For computational experiments in this study, the results with the scaling factor set to 0.01 is shown and discussed. The value needs to be fine-turned to obtain the desirable outcomes.Table 1 shows a comparison of computational results and performance between the MIP models and two-stage heuristic algorithm. As shown in Table 1, the proposed two-stage heuristic algorithm finds the near-optimal solutions for medium and large problems very quickly while the optimal MIP models was not able to solve the problems of medium or large sizes due to the memory shortage on computers. It is observed that the computational times for the MIP problems are rapidly growing as the problem sizes increases. The test problems in Table 1 have 2 workplaces.Table 1.Computational results and performance between the MIP models and two-stage heuristic algorithm.The MIP model Two-stage heuristic algorithm Number of blocksOptimal solution Time (s) Best known solution Time (s)10 12.360 1014.000 12.360 0.02620 22.380a 38250.000 21.380 0.07830 98.344a 38255.000 30.740 0.218The MIP model Two-stage heuristic algorithm Number of blocksOptimal solution Time (s) Best known solution Time (s)50 ––53.760 0.719100 ––133.780 2.948200 ––328.860 12.523300 ––416.060 40.154400 ––532.360 73.214Best feasible solution after 10 h in Global Solver of LINGO®.Full-size tableTable optionsView in workspaceDownload as CSVThe optimal solutions for test problems with more than 50 blocks in Table 1 have been not obtained even after 24 h. The best known feasible solutions after 10 h for the test problems with 20 blocks and 30 blocks are reported in Table 1. It is observed that the LINGO®does not solve the nonlinear constraints very well as shown in Table 1. For very small problem with 10 blocks, the LINGO®was able to achieve the optimal solutions. For slightly bigger problems, the LINGO®took significantly more time to find feasible solutions. From this observation, the approaches to obtain the lower bound through the relaxation method and upper bounds are significant required in future research.In contrary, the proposed two-stage heuristic algorithm was able to find the good solutions very quickly. For the smallest test problem with 10 blocks, it was able to find the optimal solution as well. The computational times are 1014 and 0.026 s, respectively, for the MIP approach and the proposed algorithm. Interestingly, the proposed heuristic algorithm found significantly better solutions in only 0.078 and 0.218 s, respectively, for the test problems with 20 and 30 blocks. For these two problems, the LINGO®generates the worse solutions than the heuristics after 10 h of computational times. Th e symbol ‘–’ in Table 1 indicates that the Global Solver of LINGO® did not find the feasible solutions.Another observation on the two-stage heuristic algorithms is the robust computational times. The computation times does not change much as the problem sizes increase. It is because the simple priority rules are used without considering many combinatorial configurations.Fig. 12 shows partial solutions of test problems with 20 and 30 blocks on 2 workplaces. The purpose of Fig. 12 is to show the progress of production planning generated by the two-stage heuristic algorithm. Two workplaces are in different sizes of (40, 30) and (35, 40),respectively.6. ConclusionsAs global warming is expected to open a new way to transport among continent through North Pole Sea and to expedite the oceans more aggressively, the needs for more ships and ocean plants are forthcoming. The shipbuilding industries currently face increased diversity of assembly blocks in limited production shipyard. Spatial scheduling for large assembly blocks holds the key role in successful operations of the shipbuilding companies.The task of spatial scheduling takes place at almost every stage of shipbuilding processes and the large assembly shop is one of the most congested operational areas in today’s shipbuilding. It is also known that the spatial scheduling problem has been the major source of the bottleneck. The practitioners in shipbuilding industries requires their production planning system to optimize the spatial scheduling and to respond quickly to the changes on the shop floor by re-optimizing the production plan in 20-min time frame. Most companies use a system employing heuristic methods in an ad-hoc manner without knowing how good their planning system is.To benchmark the performance of the heuristic algorithms, a novel MIP model has been proposed considering various real-world constraints that are raised by field professionals and engineers. Those include block rotations, symmetrical blocks, pre-existing blocks, load balancing and allocation of certain blocks to pre-determined workspace. These constraints have not been considered simultaneously by previous researchers. The MIP formulation can be used as a target to evaluate their spatial scheduling system in shipbuilding companies.In addition, the expectation and need of major solution companies such as Siemens™and Dassult Systems™ is an efficient and effective algorithm to perform spatial scheduling. When a new type of ships or ocean plants is designed and built, there is a higher chance to observe unexpected interruptions in production flows. These interruptions cause significant losses in time, labor, resource and etc. Therefore, the need to re-optimize spatial scheduling quickly in shorter amount of computational times becomes greater.The proposed two-stage heuristic algorithm uses a simple priority rules and dispatching rules to group the blocks for quick load balancing and suggests the diagonal fill placement method which is fit to spatial scheduling in shipbuilding. The computational results show that the proposed algorithm finds good solutions efficiently and effectively for test problems of all sizes. It also demonstrates that the computational times of the proposed algorithm are robust to problem sizes.In future, due to the incapability of the MIP solver to obtain the optimal solution efficiently, the relation of the proposed model is being performed to obtain the lower bound.Acknowledgement。
船舶工程专业英语(中英)
Chapter 1 Ship Design第一章船舶设计Lesson 1 Introduction第一课引言1.1Definition1.1 定义The term basic design refers to determination of major ship characteristics affecting cost and performance. Thus basic design includes the selection of ship dimensions, hull form, power (amount and type), preliminary arrangement of hull and machinery, and major structure. Proper selections assure the attainment of the mission requirements such as good seakeeping, performance, maneuverability, the desired speed, endurance, cargo capacity, and deadweight. Furthermore, it includes checks and modifications for achievement of required cargo handling capability, quarters, hotel services, subdivision and stability standards, freeboard and tonnage measurement; all while considering the ship as part of a profitable transportation, industrial, or service system.术语“基本设计”是指对影响造价和性能的船舶主要参数的确定。
船舶工程专业英语,专业短语
contract plan and specification 合同计划和规范general basic design基本设计in one way or another 总的来看，从各方面看crew boat 交通船specialized craft 专业工艺deck profile 甲板剖面图plan view 平面图sections 横剖面图heat balance 热平衡steam flow 汽流additional reading 课外阅读general consideration总则common denominator of共同标准supporting force支承力comparative factor比较因子physical nature物理性质naval vessel海军舰艇bulbous forefoot球鼻首a multitude of大量total system综合系统without regard to不考虑optimum performance最佳性能in an orderly manner井井有条commercial craftachieve objective实现目标display instrument显示仪表simultaneous execution同时执行protective systems防护系统navigation bridge驾驶室selfsufficient自给自足的flexible seal 弹性密封圈directionally stable航向稳定forward motion 前进运动dynamic support 动力支持structural stress 结构应力a variation of 变化an adaptation of 改变configuration of ship designrequired freight rate 必要运费率salvage value残值，一项固定资产经过一定时期使用而磨损和老化后，所剩余的价值cashflow analysis现金流量分析acquisiton costthe economics of 经济oceanographic research ship海洋调查船power plant发电站；发电厂；电动装置；发电机motor power 电机功率sail power 帆动力shell plating 船壳板，外板draw （船）吃（水）in feet 用英尺表示take mean of采取float on an even keel 平浮height of platformif anyrudder stockthe after cut up 船艉间断处ordinates 船体分站a table of一个表geometric particulars几何细节be of interest有兴趣的frame sectionround down甲板降低profile纵剖面section横剖面angular disturbance角扰动the areas of A up to Bcircumscribing rectangle外切矩形rectangular block长方体bulkhead舱壁line plan型线图body section船体横截面，船体分段船体横剖面body plan正视图，横剖面线图aft of amidships 自船舯向后sheer profile船体侧面图buttock纵剖图as the case may be根据具体情况而定framecross section横剖面moulded dimensions型尺度in like manner同理give particulars of描述consider假如each foot of depth of holdthe last quarter of the nineteenth century permanent means of closurefore and aft纵向地in regard togiven in a paper by Wilsonthe ability of a ship to floatoverall stability整体稳性unless other wisespoken of asinitial heelinitial inclineinitially unstableupright verticaltend tocross section 横剖面tangential force 次要的力wall-sided直舷的list 侧倾a limited extent有限的程度，某种程度give rise to引起，导致，造成elevation and 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effect 热效应mathematical techniques数学方法matrix method矩阵法in effect 实际上、实质上numerical methods计算方法optimum design最佳设计，最优设计，优化设计objective function目标函数constraint condition约束条件web frame 强肋骨numbered panel编号板fully stressed design 全应力設計allowable stress 容许应力，许用应力shear buckling 剪切性屈曲scantling船体构件尺寸mechanical fitnesswith a view to为了，为的是；目的在于closing appliances关闭装置rounded gunwale 修圆的舷边as of截止，自……起，在……时associate member附属会员to date至今，直到今天，到目前为止；迄今pump room 泵房range from to 在……中变化steam temperature蒸汽温度，汽温调节correspondence group信函往来组governing body主管团体，主管部门，监管组织control over 控制，操控……能力scantling rules 船材尺度法则good practice 良好的做法preservative coating 防腐涂料full thickness全厚度panel size 拼板尺寸lay down安装、建造、铺设forming operation成形操作spatial disposition 空间排列plate keel平板龙骨sloping margin plate倾斜边板set with用……修饰……molded dimension 船舶型尺度be set to被定在；被设为stringer纵桁stringer strake 甲板边板inner edge 内缘midships section 舯横剖面rudder tile舵瓦frame line肋骨型线more shape to the shell 船壳板的形状复杂bulb plate 球扁钢butt weld对接焊接fillet weld填角焊接at one level在某种程度上rackingalignment clockback-up支持，倒退visual measurement 目测abrupt change 突然变化flat bar扁钢compensating for a cutintervening deck中间甲板watertight envelope水密外壳conform to遵守，依照，符合，顺应design practice设计，设计原则land borne cargo 陆运货物geometries几何体in a statistical sense统计意义上deck wetness 甲板浸湿性wave-induced load 波浪感生载荷repeated bending反复弯曲seagoing vessel 海船，远洋船in a seaway 在海浪中away from 远离a quartering sea尾斜浪torsional load扭转载荷compressive stress压应力tensile stress拉应力girder梁cross section横截面；横断面；横剖面；横切面regardless of不管，不顾fastening连接；连接物；固定solid mechanics固体力学essential element要素，（生命）必需元素，主要元素standard configuration 标准设备配备，标准参数，标准配备point load 集中荷载thermal load 热负荷inertial load 惯性载荷with respect to关于，至于，相对于flexural load 弯曲载荷strain 应变shearing load 剪切载荷combined load复合载荷，组合载荷，合成载荷applied load外加负载，外施载荷dead load静载荷，固定负载repeated load交变载荷cyclic loading周期荷载，交变载荷resonant vibration 共振energy load 能量荷载ballast压载set forth阐明，陈述，说明at intervals不时，时时，相隔一定距离expansion joint 伸缩接头，伸缩缝，伸缩接口essential similarity基本相似under body 船体水下部分buffeting action抖振作用rest at集中foundation support 基座electric plant电站电气设备furnishings 室内陈设，家具a class ship 甲类船in component formmoment arms 力臂deflection挠度long-favouredquasi-steady wave 准定长波detailed plan 详图dynamic wave load动态波载荷ample design margin足够的设计余量quasi-static treatment准静态处理wave bendingat sea measurementat sea 茫然，不知所措；在海上computing resource计算资源whipping振荡two noded vibration 双节点振动wave encounter period 波浪遭遇周期design pratice设计原则floating plant水上机械设备offshore structures离岸工程结构物private owner私营业主be customized to根据要求shipping line航运公司transportation agency运输代理30 trips 30次on short notice突然，急忙，忽然an unspecified nature and amount notable exception特例，除外cargo capacity and handling equipment cargo capacity载货量，载货能力contract design packages合同设计包planning and scheduling（生产）计划安排sheet metal金属薄板，金属片section分段，部分，单元part部件，零件component组件，部件，零件handling搬运hull blocks definition船体分段划分hull blocks船体分段building site建筑工地，landing起降subassemblies组件whether of不论launching way下水方式contractual requirement合同要求prior to在……之前craft oriented技术导向的as such同样地production technique生产工艺assembly line装配线，流水线as late as直到current practice现行方法general labor普工definite commitments明确的承诺management prerogative管理特权key dates重要的日子shipway船台in depth彻底地，深入地in this connection在这个方面building yard建筑场地plan,specification，machinery installation机械装置erection unit分段，建造分段weldment焊接件，焊接结构ultrasonic testing超声测试，超声波探伤法working plans工作计划erection procedure安装程序desired预期的，the same may be said（发生）同样的情况at best 充其量，至多standard items标准件，一般物品rigging fittings 索具配件off-the-shelf 现成产品the more standard itemsthe more complex itemsloading instruments 装载检查仪hydrodynamic rudder torque水动力转舵扭矩rudder rate舵角速度ram pressure速度压头rudder stock舵杆joiner work 细木工程floor covering地板覆层insulation work绝热工作owner furnished equipment 船东提供的设备radio equipment 无线电设备navigational equipment 航行设备washing machines and dryer洗衣机和烘干机mattresses and linens床垫和床单galley equipment and dishes厨房设备和餐具spare parts备件call upon邀请semi-submersible drilling rigs半潜式钻井平台rigid temperature严格的温度humidity control湿度控制intensive training强化训练develop working plans制定工作图纸purchasing department 采购部proceed with 继续进行ordering component parts订购零件drafting department 绘图室yard issue 船厂开工任务发布书the lead time交货时间cubic体积be reviewed to审核prior agreement 事前同意essential changes本质变化schematic diagram原理图scheduling method进度安排法overall schedule总进度polaris submarine project北极星潜艇项目inertial guidance惯性制导have no time significance没有时间意义a portion of 一部分spare time空暇时间，业余时间branching effect分叉效应work force劳动力gantt chart 甘特图multiple bar chart多条形图表accompanying key datesa time basea flow of表示“某事物的持续或连续供应”。
船舶工程专业英语(中英)
Chapter 1 Ship Design第一章船舶设计Lesson 1 Introduction第一课引言1.1Definition1.1 定义The term basic design refers to determination of major ship characteristics affecting cost and performance. Thus basic design includes the selection of ship dimensions, hull form, power (amount and type), preliminary arrangement of hull and machinery, and major structure. Proper selections assure the attainment of the mission requirements such as good seakeeping, performance, maneuverability, the desired speed, endurance, cargo capacity, and deadweight. Furthermore, it includes checks and modifications for achievement of required cargo handling capability, quarters, hotel services, subdivision and stability standards, freeboard and tonnage measurement; all while considering the ship as part of a profitable transportation, industrial, or service system.术语“基本设计”是指对影响造价和性能的船舶主要参数的确定。
船舶专业英语课文翻译
Chapter 1 Ship Design（船舶设计）Lesson 2 Ships Categorized（船舶分类）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。
英汉双向船舶工程词典
英汉双向船舶工程词典
1. Hull 船体。
2. Propeller 螺旋桨。
3. Rudder 舵。
4. Bulkhead 隔舱壁。
5. Ballast 压载水。
6. Bilge 船底积水。
7. Keel 龙骨。
8. Bow 船头。
9. Stern 船尾。
10. Draft 吃水深度。
11. Freeboard 舷高。
12. Anchor 锚。
13. Cargo 货物。
14. Deck 甲板。
15. Engine room 机舱。
16. Shipyard 造船厂。
17. Deadweight 载重量。
18. Double hull 双壳船。
19. Port 港口。
20. Starboard 右舷。
以上这些术语只是船舶工程领域的冰山一角。
在实际工作中，
船舶工程师需要掌握更多的专业词汇和术语，以便有效地沟通和理解船舶设计、建造和维护过程中的各个环节。
因此，英汉双向船舶工程词典对于船舶工程师来说是一个非常重要的工具，可以帮助他们更好地理解和应用船舶工程领域的专业术语。
希望这些信息能对你有所帮助。
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 显著的，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。
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。
哈工程船舶专业英语中文翻译(最新版)
第一章船舶设计第一课引言1.1定义术语“基本设计”是指对影响造价和性能的船舶主要参数的确定。
因此，基本设计包括船舶主尺度、船体线型、动力（数量和种类）的选取，以及船体、机械设备和主要结构的布置。
恰当的选取可保证达到设计任务书的要求，例如良好的耐波性能，操纵性，预期的速度，续航力，舱容和载重量。
进一步讲，基本设计还包括校核和修改，以满足货物装卸能力，居位舱，客房设施，分舱和稳性标准，干舷和吨位测量，所有这些都是将船舶当成运输、工业化或服务系统的一部分。
基本设计包含概念设计和初步设计，可以确定船舶主要技术参数，为造价初步估计做准备。
再整个设计过程中，基本设计之后紧接着就是合同设计和详细设计。
合同设计，顾名思义，需要做出图纸和详细说明书，以便船厂去投标和签约。
一套良好的合同图纸和详细说明书应当是非常清晰和详细的，以避免高成本的偶然性项目，并使投标者不出现模糊不请的或不充分的描述。
详细设计师船厂进一步完善合同设计的重要任务，以准备施工图用于船舶实际建造。
了解整个设计顺序对任何做基本设计的人都是必要的。
设计的4个阶段用设计螺线图表示，如图1所示，是从任务书要求到详细设计的循环工作过程，这4个阶段在下面作详细叙述a 概念设计概念设计作为整个设计的第一阶段，是将任务书要求转换为船舶建造工程参数。
它基本上包括技术可行性研究，确定船舶的基本参数如船长，船宽，船深，吃水，丰满度，动力，或可供选择的参数方案，所以这些应满足所要求的航速，航程，货舱舱容和载重量。
这包括基于曲线、公式经验而进行的空船重量初步估算。
在这一阶段，通常进过参数分析而进行多方案设计以寻求最经济的设计方案，或者任何其它控制也纳入考虑之中以确定最优方案。
确定下来的概念设计就做为讨论文件以获得近似的建造成本，不论是否启动下一阶段的设计——初步设计。
b 初步设计船舶的初步设计将进一步优化那些影响造价和性能的传播主要参数。
一些控制参数如船长，船宽，功率和载重量，在该阶段完成之后不宜再变更。
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船舶专业外文翻译一船舶设计优化Ship Design OptimizationThis contribution is devoted to exploiting the analogy between a modern manufacturing plant and a heterogeneous parallel computer to construct a HPCN decision support tool for ship designers. The application is a HPCN one because of the scale of shipbuilding ・ a large container vessel is constructed by assembling about 1.5 million atomic components in a production hierarchy. The role of the decision support tool is to rapidly evaluate the manufacturing consequences of design changes. The implementation as a distributed multi-agent application running on top of PVM is described1 Analogies between Manufacturing and HPCNThere are a number of analogies between the manufacture of complex products such as ships, aircraft and cars and the execution of a parallel program. The manufacture of a ship is carried out according to a production plan which ensures that all the components come together at the right time at the right place.A parallel computer application should ensure that the appropriate data is available on the appropriate processor in a timely fashion.It is not surprising, therefore, that manufacturing is plagued by indeterminacy exactly as are parallel programs executing on multi-processor hardware. This has caused a number of researchers in production engineering to seek inspiration in other areas where managing complexity and unpredictability is important. A number of new paradigms^ such as Holonic Manufacturing and Fractal Factories have emerged [1,2] which contain Ideas rather reminiscent of those to be found inthe field of Multi- Agent Systems [3,4].Manufacturing tasks are analogous to operations carried out on data, within the context of planning, scheduling and control. Also, complex products are assembled at physically distributed workshops or production facilities^ so the components must be transported between them. This is analogous to communication of data between processors in a parallel computer, which thus also makes clear the analogy between workshops and processors.The remainder of this paper reports an attempt to exploit this analogy to build a parallel application for optimizing ship design with regard to manufacturing issues.2 Shipbuilding at Odense Steel ShipyardOdense Steel Shipyard is situated in the town of Munkebo on the island of Funen. It is recognized as being one of the most modern and highly automated in the world. Itspecializes in building VLCC's (supertankers) and very large container ships. The yard was the first in the world to build a double hulled supertanker and is currently building an order of 15 of the largest container ships ever built for the Maersk line. These container ships are about 340 metres long and can carry about 7000 containers at a top speed of 28 knots with a crew of 12.Odense Steel Shipyard is more like a ship factory than a traditional shipyard. The ship design is broken down into manufacturing modules which are assembled and processed in a number of workshops devoted to, for example, cutting, welding and surface treatment. At any one time, up to 3 identical ships are being built and a new ship is launched about every 100 days.The yard survives in the very competitive world of shipbuilding by extensive application of information technology and robots, so there are currently about 40 robots at the yard engaged in various production activities. The yard has a coininitment to research as well, so that there are about 10 industrial Ph・D・students working there, who are enrolled at various engineering schools in Denmark.3 Tomorrow's Manufacturing SystemsThe penetration of Information Technology into our lives will also have its effect in manufacturing Industry. For example, the Internet is expected to becomethe dominant trading medium for goods. This means that the customer can come Into direct digital contact with the manufacturer.The direct digital contact with customers will enable them to participate in the design process so that they get a product over which they have some influence. The element of unpredictability introduced by taking into account customer desires increases the need for flexibility in the manufacturing process, especially in the light of the tendency towards globalization of productioiLIntelligent robot systems, such as AMROSE, rely on the digital CAD model as the primary source of information about the work piece and the work cell [5,6].This information is used to construct task performing, collision avoiding trajectories for the robots, which because of the high precision of the shipbuilding process, can be corrected for small deviations of the actual world from the virtual one using ven r simple sensor systems. The trajectories are generated by numerically solving the constrained equations of motion for a model of the robot moving in an artificial force field designed to attract the tool centre to the goal and repell it from obstacles, such as the work piece and parts of itself. Finally, there are limits to what one can get a robot to do, so the actual manufacturing will be performed as a collaboration between human and mechatronic agents.Most industrial products, such as the windmill housing component shown in Fig. 1, are designed electronically in a variety of CAD systems.Fig> 1. Showing the CAD model for the housing of a windmilL The model, made using Bentley Microstation, includes both the work-piece and task-curve geometries.4 Today v s Manufacturing SystemsThe above scenario should be compared to today's realities enforced by traditional production engineering philosophy based on the ideas of mass production introduced about 100 years ago by Henry Ford. A typical production line has the same structure as a serial computer program, so that the whole process is driven by production requirements. This rigidity is reflected on the types of top-down planning and control systems used in manufacturing industry, which are badly suited to both complexity and unpredictability.In fact, the manufacturing environment has always been characterized by unpredictability. Today's manufacturing systems are based on idealized models where unpredictability is not taken into account but handled using complex and expensive logistics and buffering systems.Manufacturers are also becoming aware that one of the results of the top-down serial approach is an alienation of human workers. For example, some of the car manufacturers have experimented with having teams of human workers responsible for a particular car rather than performing repetitive operations in a production line. This model in fact better reflects the concurrency of the manufacturing process than the assembly line.5 A Decision Support Tool for Ship Design OptimizationLarge ships are, together with aircraft, some of the most complex things ever built A container ship consists of about 1.5 million atomic components which are assembled in a hierarchy of increasingly complex components. Thus any support tool for the manufacturing process can be expected to be a large HPCN application.Ships are designed with both functionality and ease of construction in mind, as well as issues such as economy, safety, insurance issues, maintenance and even decommissioning. Once a functional design is in place, a stepwise decomposition of the overall design into a hierarchy of manufacturing components is performed. The manufacturing process then starts with the individual basic building blocks such as steel plates and pipes. These building blocks are put together into ever more complex structures and finally assembled in the dock to form the flnished ship.Thus a very useful thing to know as soon as possible after design time are the manufacturing consequences of design decisions. This includes issues such as whether the intermediate structures can actually be built bv the availableproduction facilities, the implications on the use of material and whether or not the production can be efficiently scheduled [7].Fig.2. shows schematically how a redesign decision at a point in time during construction implies future costs, only some of which are known at the time. Thus a decision support tool is required to give better estimates of the implied costs as early as possible in the process.Simulation，both of the feasibility of the manufacturing tasks and the efficiency with which these tasks can be performed using the available equipment, is a very compute-intense application of simulation and optimization. In the next section, we describe how a decision support tool can be designed and implemented as a parallel application by modeling the main actors in the process as agents.Fig>2> Economic consequences of design decisions. A design decision implies a future commitment of economic resources which is only partially known at design time.6 Multi-Agent SystemsThe notion of a software agent, a sort of autonomous, dynamic generalization of an object (in the sense of Object Orientation) is probably unfamiliar to the typical HPCN reader in the area of scientific computation. An agent possesses its own beliefs, desires and intentions and is able to reason about and act oil its perceptionof other agents and the environment.A multi-agent system is a collection of agents which try to cooperate to solve some problem, typically in the areas of control and optimization. A good example is the process of learning to drive a car in traffic. Each driver is an autonomous agent which observes and reasons about the intentions of other drivers. Agents are in fact a very useful tool for modeling a wide range of dynamical processes in the real worlds such as the motion of protein molecules [8] or multi-link robots [9]. For other applications, see [4].One of the interesting properties of multi-agent systems is the way global behavior of the system emerges from the individual interactions of the agents [10]. The notion of emergence can be thought of as generalizing the concept of evolution in dynamical systems.Examples of agents present in the system are the assembly network generator agent which encapsulates knowledge about shipbuilding production methods for planning assembly sequences, the robot motion verification agent, which is a simulator capable of generating collision-free trajectories for robots carrying out their tasks, the quantity surveyor agent which possesses knowledge about various costs involved in the manufacturing process and the scheduling agent which designs a schedule for performing the manufacturing tasks using the production resources available.7 Parallel ImplementationThe decision support tool which implements all these agents is a piece of Object- Oriented software targeted at a multi-processor system, in this case, a network of Silicon Graphics workstations in the Design Department at Odense Steel Shipyard. Rather than hand-code all the communication between agents and meta-code for load balancing the parallel application, abstract interaction mechanisms were developed. These mechanisms are based on a task distribution agent being present on each processor. The society of task distribution agents is responsible for all aspects of communication and migration of tasks in the system.The overall agent system runs on top of PVM and achieves good speedup and load balancing. To give some idea of the size of the shipbuilding application^ it takes 7 hours to evaluate a single design on 25 SGI workstations.From：Applied Parallel Computing Large Scale Scientific and Industrial Problems LectureNotes in Computer Science, 1998, Volume1541/199& 476-482, DOI: 10.1007/BFb0095371.中文翻译：船舶设计优化这一贡献致力于开拓类比现代先进制造工厂和一个异构并行计算机，构建了一种HPCN决策支援工具给船舶设计师。