船舶与海洋工程中英文对照外文翻译文献
船舶与海洋工程专业英语
船舶与海洋工程专业英语The field of Naval Architecture and Marine Engineering is a specialized branch of engineering that deals with the design, construction, maintenance, and operation of marine vessels and structures. It encompasses a wide range of disciplines, including hydrodynamics, structural analysis, materials science, and propulsion systems.In the realm of Naval Architecture, engineers focus on the design and stability of ships, ensuring that they can withstand the forces of nature while maintaining efficiency and safety. This involves the study of ship resistance, maneuverability, and seakeeping, which are critical for the vessel's performance in various sea conditions.Marine Engineering, on the other hand, is concerned with the internal systems of the ship, such as the propulsion machinery, power generation, and auxiliary systems. Engineers in this field are responsible for the selection and integration of engines, turbines, and other mechanical equipment that provide the necessary power for the vessel's operation.The materials used in shipbuilding are also a significant aspect of this engineering discipline. Materials must be chosen for their strength, durability, and resistance to corrosion, especially when exposed to the harsh marine environment. Advances in materials science have led to theuse of composite materials and innovative coatings that enhance the longevity and performance of marine structures.Furthermore, the environmental impact of marine vesselsis a growing concern. Naval Architects and Marine Engineersare increasingly tasked with developing eco-friendly designs that reduce emissions and minimize the environmentalfootprint of ships. This includes the implementation ofenergy-efficient hull forms, the use of alternative fuels,and the integration of renewable energy sources.As the maritime industry continues to evolve, the demand for skilled professionals in Naval Architecture and Marine Engineering is on the rise. These engineers play a pivotalrole in shaping the future of maritime transportation, ensuring that ships are not only safe and efficient but also sustainable and environmentally responsible. With the ongoing advancements in technology and the push for greener solutions, the field offers a dynamic and rewarding career path forthose with a passion for engineering and the sea.。
船舶与海洋工程——相关英语论文6
Abstract: in ship structural design, many structural analyses by the finite element method are carried out on models at several different scale levels; for example, a whole ship, cargo hold parts, and detailed structures. However, one serious problem with this design and analysis process is that the generation of the finite element models for a complex configuration is very difficult and laborious. To overcome this problem, an object oriented, finite element modeling system, MODIFY, has been developed by the authors. In this paper, the concept of the finite element modeling system and the techniques for the construction of the system are explained. First, the object oriented data structure of the system, based on the Part-Object concept, is proposed. In this concept, not only the geometry of the domain but also the analytical conditions, such as boundary conditions and material properties, and the finite element model, are represented by the object oriented data structure. By using this data structure, effective finite element model generation can be expected. Second, a mesh generation algorithm based on the frontal method is described. The original frontal method by S.H. Lo was improved for application to three-dimensional curved surfaces. A new inner node placement technique to make quadrilateral elements around stress concentrated areas is also proposed. These techniques are suitable for ship structures, and more accurate results from the finite element analysis can be expected. Moreover, the parallel mesh generation is implemented in MODIFY by using the client-server concept to accelerate mesh generation. Third, a prototype system for the automatic finite element model generation for different analysis levels is proposed. The system is based on the concept of the PD part, which is the part in the design and production stage, and automatic computing of the intersection between PD parts. The validity of this system is demonstrated by some examples. Key words: mesh generation, finite element method, object oriented, object oriented database, parallel mesh generation
上交大船舶与海洋工程英语
上交大船舶与海洋工程英语1. IntroductionThe field of ship and ocean engineering is an important discipline that focuses on the design, construction, and maintenance of ships and offshore structures. It requires a solid understanding of engineering principles as well as specific knowledge of naval architecture, hydrodynamics, and marine systems. In this document, we aim to provide a comprehensive overview of the key concepts and terminology in ship and ocean engineering.2. Naval ArchitectureNaval architecture is the branch of engineering concerned with the design and construction of ships. It involves the calculation and optimization of ship characteristics such as hull form, stability, and resistance. Naval architects play a crucial role in ensuring the safety and performance ofvessels by considering factors such as buoyancy, hydrostatics, and structural integrity.3. HydrodynamicsHydrodynamics deal with the behavior of fluids in motion, particularly in relation to ships and offshore structures. Understanding hydrodynamics is essential in designingefficient propulsion systems, predicting the performance of ships in different sea conditions, and analyzing theinteraction between vessels and waves. It involves the studyof fluid dynamics, wave theory, and the measurement andcontrol of ship motions.4. Marine SystemsMarine systems encompass various onboard systems and equipment necessary for the operation and functionality of ships and offshore structures. These systems include power generation and distribution, navigation and communication, environmental control, and safety equipment. Marine engineers are responsible for ensuring the reliable operation and integration of these systems in accordance with international regulations and standards.5. Offshore EngineeringOffshore engineering focuses on the design andconstruction of structures that operate in marine environments, such as oil platforms, wind turbines, and underwater pipelines. It involves considerations of environmental forces, such as waves, currents, and wind loads, as well as the unique challenges posed by the harsh offshore conditions. Offshore engineers must ensure the structural integrity and safety of these installations while optimizing their performance and sustainability.6. ConclusionShip and ocean engineering is a multidisciplinary field that combines principles of naval architecture, hydrodynamics, and marine systems. It plays a crucial role in the development and maintenance of ships, offshore structures,and marine systems. This document aimed to provide anoverview of the key concepts and terminology in this field.By understanding the principles and practices of ship and ocean engineering, we can continue to advance maritime technology and contribute to the sustainable development ofthe maritime industry.笔者：百度文库文档创作者。
船舶制造中英文对照外文翻译文献
船舶制造中英文对照外文翻译文献(文档含英文原文和中文翻译)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 ofbottom-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 schedulingproblems 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 constraints to 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 pr oviders 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 pract ice, spatial scheduling for more than asix-month 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 this study 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 usedtwo-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 workplaces 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 forworkplaces 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 placed side-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 and 0 ⩽ y ⩽ WIDW. Hence, the dynamic layout of blocks on workplaces is similar to two-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 athree-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 priorityrule 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 heuristic algorithm, the actual data about 800+ large assembly blocks from one of major shipbuilding companies has been obtainedand 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 scaling 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 andtwo-stage heuristic algorithm. As shown in Table 1, the proposed two-stage heuristic algorithm finds thenear-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 algorithmNumber 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 0.21850 ––53.760 0.719100 ––133.780 2.948200 ––328.860 12.523The MIP model Two-stage heuristic algorithmNumber of blocksOptimal solution Time (s) Best known solution Time (s)300 ––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. The 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。
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
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船舶与海洋工程专业常用词汇英汉对照汇总教学内容
IMO(Intergovernmental Maritime Organization)国际海事组织IMCO(Intergovernmental Maritime Consultative Organization)国际海事质询组织International Towing Tank Conference (ITTC) 国际船模试验水池会议International Association of Classification Society (IACS) 国际船级社协会ABS(American Bureau of Shipping) 美国船级社BV(Bureau Veritas) 法国船级社Lloyd's Register of shipping 英国劳埃德船级社RINA(Registo Italiano Navade) 意大利船级社Load Line Convention 载重线公约Lloyd's Rules 劳埃德规范Register （船舶）登录簿，船名录Green Book 绿皮书，19世纪英国另一船级社的船名录，现合并与劳埃德船级社，用于登录快速远洋船Supervision of the Society's surveyor 船级社验船师的监造书Merchant Shipbuilding Return 商船建造统计表BSRA 英国船舶研究协会HMS 英国皇家海军舰艇CAD(computer-aided design) 计算机辅助设计CAE(computer-aided manufacturing) 计算机辅助制造CAM(computer-aided engineering) 计算机辅助工程CAPP(computer -aided process planning) 计算机辅助施工计划制定IAGG(interactive computer graphics) 交互式计算机图像技术a faired set of lines 经过光顺处理的一套型线a stereo pair of photographs 一对立体投影相片abaft 朝向船体abandonment cost 船舶废置成本费用accommodation 居住（舱室）accommodation ladder 舷梯adjust valve 调节阀adjustable-pitch 可调螺距式admiralty 海军部advance coefficient 进速系数aerostatic 空气静力学的aft peak bulkhead 艉尖舱壁aft peak tank 艉尖舱aileron 副鳍air cushion vehicle 气垫船air diffuser 空气扩散器air intake 进气口aircraft carrier 航空母舰air-driven water pump 气动水泵airfoil 气翼，翼剖面，机面，方向舵alignment chock 组装校准用垫楔aluminum alloy structure 铝合金结构amidships 舯amphibious 两栖的anchor arm 锚臂anchor chain 锚链anchor crown 锚冠anchor fluke 锚爪anchor mouth 锚唇anchor recess锚穴anchor shackle 锚卸扣anchor stock 锚杆angle bar/plate 角钢angle of attack 攻角angled deck 斜角甲板anticipated loads encountered at sea 在波浪中遭遇到的预期载荷anti-pitching fins 减纵摇鳍antiroll fins 减摇鳍anti-rolling tank 减摇水舱appendage 附体artisan 技工assembly line 装配流水线at-sea replenishment 海上补给augment of resistance 阻力增额auxiliary systems 辅机系统auxiliary tank 调节水舱axial advance 轴向进速backing structure 垫衬结构back-up member 焊接垫板balance weight 平衡锤ball bearing 滚珠轴承ball valve 球阀ballast tank 压载水舱bar 型材bar keel 棒龙骨，方龙骨，矩形龙骨barge 驳船base line 基线basic design 基本设计batten 压条，板条beam 船宽，梁beam bracket 横梁肘板爱beam knee 横梁肘板bearing 轴承bed-plate girder 基座纵桁bending-moment curves 弯矩曲线Benoulli's law 伯努利定律berth term 停泊期bevel 折角bidder 投标人bilge 舭，舱底bilge bracket 舭肘板bilge radius 舭半径bilge sounding pipe 舭部边舱水深探管bitt 单柱系缆桩blade root 叶跟blade section 叶元剖面blast 喷丸block coefficient 方形系数blue peter 出航旗boarding deck 登艇甲板boat davit 吊艇架boat fall 吊艇索boat guy 稳艇索bobstay 首斜尾拉索body plan 横剖面图bolt 螺栓，上螺栓固定Bonjean curve 邦戎曲线boom 吊杆boss 螺旋桨轴榖bottom side girder 旁底桁bottom side tank 底边舱bottom transverse 底列板boundary layer 边界层bow line 前体纵剖线bow wave 艏波bowsprit 艏斜桅bow-thruster 艏侧推器box girder 箱桁bracket floor 框架肋板brake 制动装置brake band 制动带brake crank arm 制动曲柄brake drum 刹车卷筒brake hydraulic cylinder 制动液压缸brake hydraulic pipe 刹车液压管breadth extreme 最大宽，计算宽度breadth moulded 型宽breakbulk 件杂货breasthook 艏肘板bridge 桥楼，驾驶台bridge console stand 驾驶室集中操作台buckle 屈曲buffer spring 缓冲弹簧built-up plate section 组合型材bulb plate 球头扁钢bulbous bow 球状船艏，球鼻首bulk carrier 散货船bulk oil carrier 散装油轮bulkhead 舱壁bulwark 舷墙bulwark plate 舷墙板bulwark stay 舷墙支撑buoy tender 航标船buoyant 浮力的buoyant box 浮箱butt weld 对缝焊接butterfly screw cap 蝶形螺帽buttock 后体纵剖线by convention 按照惯例，按约定cable ship 布缆船cable winch 钢索绞车camber 梁拱cant beam 斜横梁cant frame 斜肋骨cantilever beam 悬臂梁capacity plan 舱容图capsize 倾覆capsizing moment 倾覆力臂captain 船长captured-air-bubble vehicle 束缚气泡减阻船cargo cubic 货舱舱容，载货容积cargo handling 货物装卸carriage 拖车，拖架cast steel stem post 铸钢艏柱catamaran 高速双体船，双体的cavitation 空泡cavitation number 空泡数cavitation tunnel 空泡水筒center keelson 中内龙骨centerline bulkhead 中纵舱壁centroid 型心，重心，质心，矩心chain cable stopper 制链器chart 海图charterer 租船人chief engineer 轮机长chine 舭，舷，脊chock 导览钳CIM(computer integrated manufacturing) 计算机集成组合制造circulation theory 环流理论classification society 船级社cleat 系缆扣clipper bow 飞剪型船首clutch 离合器coastal cargo 沿海客货轮cofferdam 防撞舱壁combined cast and rolled stem 混合型艏柱commercial ship 营利用船commissary spaces 补给库舱室，粮食库common carrier 通用运输船commuter 交通船compartment 舱室compass 罗经concept design 概念设计connecting tank 连接水柜constant-pitch propeller 定螺距螺旋桨constraint condition 约束条件container 集装箱containerized 集装箱化contract design 合同设计contra-rotating propellers 对转桨controllable-pitch 可控螺距式corrosion 锈蚀，腐蚀couple 力矩，力偶crane 克令吊，起重机crank 曲柄crest (of wave) 波峰crew quarters 船员居住舱criterion 判据，准则Critical Path Method 关键路径法cross-channel automobile ferries 横越海峡车客渡轮cross-sectional area 横剖面面积crow's nest 桅杆瞭望台cruiser stern 巡洋舰尾crussing range 航程cup and ball joint 球窝关节curvature 曲率curves of form 各船形曲线cushion of air 气垫damage stability 破损稳性damper 缓冲器damping 阻尼davit arm 吊臂deadweight 总载重量de-ballast 卸除压载deck line at side 甲板边线deck longitudinal 甲板纵骨deck stringer 甲板边板deck transverse 强横梁deckhouse 舱面室，甲板室deep v hull 深v型船体delivery 交船depth 船深derrick 起重机，吊杆design margin 设计余量)design spiral 设计螺旋循环方式destroyer 驱逐舰detachable shackle 散合式连接卸扣detail design 详细设计diagonal stiffener 斜置加强筋diagram 图，原理图，设计图diesel engine 柴油机dimensionless ratio 无量纲比值displacement 排水量displacement type vessel 排水型船distributed load 分布载荷division 站，划分，分隔do work 做功dock 泊靠double hook 山字钩double iteration procedure 双重迭代法double roller chock 双滚轮式导览钳double-acting steam cylinder 双向作用的蒸汽气缸down halyard 降帆索draft 吃水drag 阻力，拖拽力drainage 排水draught 吃水，草图，设计图，牵引力爱dredge 挖泥船drift 漂移，偏航drilling rig 钻架drill ship 钻井船drive shaft 驱动器轴driving gear box 传动齿轮箱driving shaft system 传动轴系dry dock 干船坞ducted propeller 导管螺旋桨dynamic supported craft 动力支撑型船舶dynamometer 测力计，功率计e.h.p 有效马力eccentric wheel 偏心轮echo-sounder 回声探深仪eddy 漩涡eddy-making resistance 漩涡阻力efficiency 供给能力，供给量electrohydraulic 电动液压的electroplater 电镀工elevations 高度，高程，船型线图的侧面图，立视图，纵剖线图，海拔empirical formula 经验公式enclosed fabrication shop 封闭式装配车间enclosed lifeboat 封闭式救生艇end open link 末端链环end shackle 末端卸扣endurance 续航力，全功率工作时间engine room frame 机舱肋骨engine room hatch end beam 机舱口端梁ensign staff 船尾旗杆entrance 进流段erection 装配，安装exhaust valve 排气阀expanded bracket 延伸肘板expansion joint 伸缩接头extrapolate 外插fair 光顺faised floor 升高肋板fan 鼓风机fatigue 疲劳feasibility study 可行性研究feathering blade 顺流变距桨叶fender 护舷ferry 渡轮，渡运航线fillet weld connection 贴角焊连接fin angle feedback set 鳍角反馈装置fine fast ship 纤细高速船fine form 瘦长船型finite element 有限元fire tube boiler 水火管锅炉fixed-pitch 固定螺距式flange 突边，法兰盘flanking rudders 侧翼舵flap-type rudder 襟翼舵flare 外飘，外张flat of keel 平板龙骨fleets of vessels 船队flexural 挠曲的floating crane 起重船floodable length curve 可进长度曲线flow of materials 物流flow pattern 流型，流线谱flush deck vessel 平甲板型船flying bridge 游艇驾驶台flying jib 艏三角帆folding batch cover 折叠式舱口盖folding retractable fin stabilizer 折叠收放式减摇鳍following edge 随边following ship 后续船foot brake 脚踏刹车fore peak 艏尖舱forged steel stem 锻钢艏柱forging 锻件，锻造forward draft mark 船首水尺forward/after perpendicular 艏/艉柱forward/after shoulder 前/后肩foundry casting 翻砂铸造frame 船肋骨，框架，桁架frame spacing 肋骨间距freeboard 干舷freeboard deck 干舷甲板freight rate 运费率fresh water loadline 淡水载重线frictional resistance 摩擦阻力Froude number 傅汝德数fuel/water supply vessel 油水供给船full form丰满船型full scale 全尺度fullness 丰满度funnel 烟囱furnishings 内装修gaff 纵帆斜桁爱gaff foresail 前桅主帆gangway 舷梯gantt chart 甘特图gasketed openings 装以密封垫的开口general arrangement 总布置general cargo ship 杂货船generatrix 母线geometrically similar form 外形相似船型girder 桁梁，桁架girder of foundation 基座纵桁governmental authorities 政府当局，管理机构gradient 梯度graving dock 槽式船坞gross ton 长吨（1.016公吨，short for GT）group technology 成组建造技术guided-missile cruiser 导弹巡洋舰gunwale 船舷上缘gunwale angle 舷边角钢gunwale rounded thick strake 舷边圆弧厚板guyline 定位索gypsy 链轮gyro-pilot steering indicator 自动操舵操纵台gyroscope 回转仪half breadth plan 半宽图half depth girder 半深纵骨half rounded flat plate 半圆扁钢hard chine 尖舭hatch beam sockets 舱口梁座hatch coaming 舱口围板hatch cover 舱口盖（板）hatch cover rack 舱口盖板隔架hatch side cantilever 舱口悬臂梁hawse pipe 锚链桶hawsehole 锚链孔heave 垂荡heel 横倾heel piece 艉柱根helicoidal 螺旋面的，螺旋状的hinge 铰链hinged stern door 艉部吊门hog 中拱hold 船舱homogeneous cylinder 均质柱状体hopper barge 倾卸驳horizontal stiffener 水平扶强材hub 桨毂，轴毂，套筒hull form 船型，船体外形hull girder stress 船体桁应力HV AC(heating ventilating and cooling) 取暖，通风与冷却hydraulic mechanism 液压机构hydrodynamic 水动力学的hydrofoil 水翼hydrostatic 水静力的icebreaker 破冰船immerse 浸水，浸没impact load 冲击载荷imperial unit 英制单位in strake 内列板inboard profile 纵剖面图incremental plasticity 增量塑性independent tank 独立舱柜initial stability at small angle of inclination 小倾角初稳性inland waterways vessel 内河船inner bottom 内底in-plane load 面内载荷intact stability 完整稳性intercostals 肋间的，加强的intersection 交点，交叉，横断（切）inventory control 存货管理iterative process 迭代过程jack 船首旗jack 千斤顶joinery 细木工keel 龙骨keel laying 开始船舶建造kenter shackle 双半式连接链环Kristen-Boeing propeller 正摆线推进器landing craft 登陆艇launch 发射，下水launch 汽艇launching equipment （向水中）投放设备leading edge 导缘，导边ledge 副梁材length overall 总长leveler 调平器，矫平机life saving appliance 救生设备lifebuoy 救生圈lifejacket 救生衣lift fan 升力风扇lift offsets 量取型值light load draft 空载吃水lightening hole 减轻孔light-ship 空船limbers board 舭部污水道顶板liner trade 定期班轮营运业lines 型线lines plan 型线图Linnean hierarchical taxonomy 林式等级式分类学liquefied gas carrier 液化气运输船liquefied natural gas carrier 液化天然气船liquefied petroleum gas carrier 液化石油气船liquid bulk cargo carrier 液体散货船liquid chemical tanker 液体化学品船living and utility spaces 居住与公用舱室load line regulations 载重线公约，规范load waterplane 载重水线面loft floor 放样台longitudinal (transverse) 纵（横）稳心高longitudinal bending 纵总弯曲longitudinal prismatic coefficient 纵向棱形系数longitudinal strength 总纵强度longitudinally framed system 纵骨架式结构luffing winch 变幅绞车machinery vendor 机械（主机）卖方magnet gantry 磁力式龙门maiden voyage 处女航main impeller 主推叶轮main shafting 主轴系major ship 大型船舶maneuverability 操纵性manhole 人孔margin plate 边板mark disk of speed adjusting 速度调整标度盘mast 桅杆mast clutch 桅座matrix 矩阵merchant ship 商船metacenter 稳心metacentric height 稳心高metal plate path 金属板电镀槽metal worker 金属工metric unit 公制单位middle line plane 中线面midship section 舯横剖面midship section coefficient 中横剖面系数ML 物资清单，物料表model tank 船模试验水池monitoring desk of main engine operation 主机操作监视台monitoring screen of screw working condition 螺旋桨运转监视屏more shape to the shell 船壳板的形状复杂mould loft 放样间multihull vessel 多体船multi-purpose carrier 多用途船multi-ship program 多种船型建造规划mushroom ventilator 蘑菇形通风桶mutually exclusive attribute 相互排它性的属性N/C 数值控制nautical mile 海里naval architecture 造船学navigation area 航区navigation deck 航海甲板near-universal gear 准万向舵机，准万向齿轮net-load curve 静载荷曲线neutral axis 中性轴，中和轴neutral equilibrium 中性平衡non-retractable fin stabilizer 不可收放式减摇鳍normal 法向的，正交的normal operating condition 常规运作状况nose cone 螺旋桨整流帽notch 开槽，开凹口oar 橹，桨oblique bitts 斜式双柱系缆桩ocean going ship 远洋船off-center loading 偏离中心的装载offsets 型值offshore drilling 离岸钻井offshore structure 离岸工程结构物oil filler 加油点oil skimmer 浮油回收船oil-rig 钻油架on-deck girder 甲板上桁架open water 敞水optimality criterion 最优性准则ore carrier 矿砂船orthogonal 矩形的orthogonal 正交的out strake 外列板outboard motor 舷外机outboard profile 侧视图outer jib 外首帆outfit 舾装outfitter 舾装工outrigger 舷外吊杆叉头overall stability 总体稳性overhang 外悬paddle 桨paddle-wheel-propelled 明轮推进的Panama Canal 巴拿马运河panting arrangement 强胸结构，抗拍击结构panting beam 强胸横梁panting stringer 抗拍击纵材parallel middle body 平行中体partial bulkhead 局部舱壁payload 有效载荷perpendicular 柱，垂直的，正交的photogrammetry 投影照相测量法pile driving barge 打桩船pillar 支柱pin jig 限位胎架pintle 销，枢轴pipe fitter 管装工pipe laying barge 铺管驳船piston 活塞pitch 螺距ipitch 纵摇plan views 设计图planning hull 滑行船体Plimsoll line 普林索尔载重线polar-exploration craft 极地考察船poop 尾楼port 左舷port call 沿途到港停靠positive righting moment 正扶正力矩power and lighting system 动力与照明系统precept 技术规则preliminary design 初步设计pressure coaming 阻力式舱口防水挡板principal dimensions 主尺度Program Evaluation and Review Technique 规划评估与复核法progressive flooding 累进进水project 探照灯propeller shaft bracket 尾轴架爱propeller type log 螺旋桨推进器测程仪PVC foamed plastic PVC泡沫塑料quadrant 舵柄quality assurance 质量保证quarter 居住区quarter pillar 舱内侧梁柱quartering sea 尾斜浪quasi-steady wave 准定长波quay 码头，停泊所quotation 报价单racking 倾斜，变形，船体扭转变形radiography X射线探伤rake 倾斜raked bow 前倾式船首raster 光栅refrigerated cargo ship 冷藏货物运输船regulating knob of fuel pressure 燃油压力调节钮reserve buoyancy 储备浮力residuary resistance 剩余阻力resultant 合力reverse frame 内底横骨Reynolds number 雷诺数right-handed propeller 右旋进桨righting arm 扶正力臂，恢复力臂rigid side walls 刚性侧壁rise of floor 底升riverine warfare vessel 内河舰艇rivet 铆接，铆钉roll 横摇roll-on/roll-off (Ro/Ro) 滚装rotary screw propeller 回转式螺旋推进器9 rounded gunwale 修圆的舷边rounded sheer strake 圆弧舷板rubber tile 橡皮瓦rudder 舵rudder bearing 舵承rudder blade 舵叶rudder control rod 操舵杆rudder gudgeon 舵钮rudder horn 挂舵臂rudder pintle 舵销rudder post 舵柱rudder spindle 舵轴rudder stock 舵杆rudder trunk 舵杆围井run 去流段sag 中垂salvage lifting vessel 救捞船scale 缩尺，尺度schedule coordination 生产规程协调schedule reviews 施工生产进度审核screen bulkhead 轻型舱壁Sea keeping performance 耐波性能sea spectra 海浪谱sea state 海况seakeeping 适航性seasickness 晕船seaworthness 适航性seaworthness 适航性section moulus 剖面模数section 剖面，横剖面self-induced 自身诱导的self-propulsion 自航semi-balanced rudder 半平衡舵semi-submersible drilling rig 半潜式钻井架shaft bossing 轴榖shaft bracket 轴支架shaft coupling 联轴节shear 剪切，剪力shear buckling 剪切性屈曲shear curve 剪力曲线sheer 舷弧sheer aft/forward 艉/艏舷弧sheer drawing 剖面图sheer plane 纵剖面sheer profile 总剖线，纵剖图shell plating 船壳板ship fitter 船舶装配工ship hydrodynamics 船舶水动力学shipway/slipway 船台shipyard 船厂shrouded screw 有套罩螺旋桨，导管螺旋桨side frame 舷边肋骨side keelson 旁内龙骨side plate 舷侧外板side stringer 甲板边板single-cylinder engine 单缸引擎sinkage 升沉six degrees of freedom 六自由度skin friction 表面摩擦力skirt （气垫船）围裙slamming 砰击sleeve 套管，套筒，套环slewing hydraulic motor 回转液压马达slice 一部分，薄片sloping shipway 有坡度船台sloping top plate of bottom side tank 底边舱斜顶板sloping bottom plate of topside tank 顶边舱斜底板soft chine 圆舭sonar 声纳spade rudder 悬挂舵spectacle frame 眼睛型骨架speed-to-length ratio 速长比sponson deck 舷伸甲板springing 颤振stability 稳性stable equilibrium 稳定平衡starboard 右舷static equilibrium 静平衡steamer 汽轮船steering gear 操纵装置，舵机stem 船艏stem contour 艏柱型线stern 船艉stern barrel 尾拖网滚筒stern counter 尾突体stern ramp 尾滑道，尾跳板爱stern transom plate 尾封板stern wave 艉波stiffen 加劲，加强stiffener 扶强材，加劲杆straddle 跨立，外包式叶片strain 应变strake 船体列板streamline 流线streamlined casing 流线型套管strength curves 强度曲线strength deck 强力甲板stress concentration 应力集中structural instability 结构不稳定性strut 支柱，支撑构型subassembly 分部装配subdivision 分舱submerged nozzle 浸没式喷口submersible 潜期suction back of a blade 桨叶片抽吸叶背Suez Canal tonnage 苏伊士运河吨位限制summer load water line 夏季载重水线superintendent 监督管理人，总段长，车间主任superstructure 上层建筑supper cavitating propeller 超空泡螺旋桨surface nozzle 水面式喷口surface piercing 穿透水面的surface preparation and coating 表面预处理与喷涂surge 纵荡sway 横荡yaw 首摇surmount 顶上覆盖，越过swage plate 压筋板swash bulkhead 止荡舱壁SWATH (Small Waterplane Area Twin Hull) 小水线面双体船tail-stabilizer anchor 尾翼式锚talking paper 讨论文件tangential 切向的，正切的tangential viscous force 切向粘性力tanker 油船tender 交通小艇timber carrier 木材运输船tugboat 拖船tee T型构件，三通管tensile stress 拉（张）应力thermal effect 热效应throttle valve 节流阀throughput 物料流量thrust 推力thruster 推力器，助推器tip of a blade 桨叶叶梢toed towards amidships 趾部朝向船舯tonnage 吨位torpedo 鱼雷torque 扭矩trailing edge 随边transom stern 方尾transverse bulkhead plating 横隔舱壁板transverse section 横剖面transverse stability 横稳性trawling 拖网trial 实船试验trim 纵倾trim by the stern/bow 艉/艏倾trimaran 三体的tripping bracket 防倾肘板trough 波谷tumble home （船侧）内倾tunnel wall effect 水桶壁面效应turnable blade 可转动式桨叶turnable shrouded screw 转动导管螺旋桨tweendeck cargo space 甲板间舱tweendedk frame 甲板间肋骨two nodded frequency 双节点频率LCC 大型原油轮ULCC 超级大型原油轮VLCC 巨型原油轮ultrasonic 超声波的underwriter （海运）保险商unsymmetrical 非对称的upright position 正浮位置vapor pocket 气化阱ventilation and air conditioning diagram 通风与空调铺设设计图Venturi section 文丘里试验段vertical prismatic coefficient 横剖面系数vertical-axis(cycloidal)propeller 直叶（摆线）推进器vessel component vender 造船部件销售商viscosity 粘性V oith-Schneider propeller 外摆线直翼式推进器vortex 梢涡v-section v型剖面wake current 伴流，尾流water jet 喷水（推进）管water plane 水线面watertight integrity 水密完整性wave pattern 波形wave suppressor 消波器，消波板wave-making resistance 兴波阻力weather deck 露天甲板web 腹板web beam 强横梁web frame 腹肋板welder 焊工wetted surface 湿表面积winch 绞车windlass 起锚机wing shaft 侧轴wing-keel 翅龙骨（游艇）working allowance 有效使用修正量worm gear 蜗轮，蜗杆yacht 快艇yard issue 船厂开工任务发布书yards 帆桁--。
船舶与海洋工程专业常用词汇英汉对照汇总
IMO(Intergovernmental Maritime Organization)国际海事组织IMCO(Intergovernmental Maritime Consultative Organization)国际海事质询组织International Towing Tank Conference (ITTC) 国际船模试验水池会议International Association of Classification Society (IACS) 国际船级社协会ABS(American Bureau of Shipping) 美国船级社BV(Bureau Veritas) 法国船级社Lloyd's Register of shipping 英国劳埃德船级社RINA(Registo Italiano Navade) 意大利船级社Load Line Convention 载重线公约Lloyd's Rules 劳埃德规范Register （船舶）登录簿，船名录Green Book 绿皮书，19世纪英国另一船级社的船名录，现合并与劳埃德船级社，用于登录快速远洋船Supervision of the Society's surveyor 船级社验船师的监造书Merchant Shipbuilding Return 商船建造统计表BSRA 英国船舶研究协会HMS 英国皇家海军舰艇CAD(computer-aided design) 计算机辅助设计CAE(computer-aided manufacturing) 计算机辅助制造CAM(computer-aided engineering) 计算机辅助工程CAPP(computer -aided process planning) 计算机辅助施工计划制定IAGG(interactive computer graphics) 交互式计算机图像技术a faired set of lines 经过光顺处理的一套型线a stereo pair of photographs 一对立体投影相片abaft 朝向船体abandonment cost 船舶废置成本费用accommodation 居住（舱室）accommodation ladder 舷梯adjust valve 调节阀adjustable-pitch 可调螺距式admiralty 海军部advance coefficient 进速系数aerostatic 空气静力学的aft peak bulkhead 艉尖舱壁aft peak tank 艉尖舱aileron 副鳍air cushion vehicle 气垫船air diffuser 空气扩散器air intake 进气口aircraft carrier 航空母舰air-driven water pump 气动水泵airfoil 气翼，翼剖面，机面，方向舵alignment chock 组装校准用垫楔aluminum alloy structure 铝合金结构amidships 舯amphibious 两栖的anchor arm 锚臂anchor chain 锚链anchor crown 锚冠anchor fluke 锚爪anchor mouth 锚唇anchor recess锚穴anchor shackle 锚卸扣anchor stock 锚杆angle bar/plate 角钢angle of attack 攻角angled deck 斜角甲板anticipated loads encountered at sea 在波浪中遭遇到的预期载荷anti-pitching fins 减纵摇鳍antiroll fins 减摇鳍anti-rolling tank 减摇水舱appendage 附体artisan 技工assembly line 装配流水线at-sea replenishment 海上补给augment of resistance 阻力增额auxiliary systems 辅机系统auxiliary tank 调节水舱axial advance 轴向进速backing structure 垫衬结构back-up member 焊接垫板balance weight 平衡锤ball bearing 滚珠轴承ball valve 球阀ballast tank 压载水舱bar 型材bar keel 棒龙骨，方龙骨，矩形龙骨barge 驳船base line 基线basic design 基本设计batten 压条，板条beam 船宽，梁beam bracket 横梁肘板爱beam knee 横梁肘板bearing 轴承bed-plate girder 基座纵桁bending-moment curves 弯矩曲线Benoulli's law 伯努利定律berth term 停泊期bevel 折角bidder 投标人bilge 舭，舱底bilge bracket 舭肘板bilge radius 舭半径bilge sounding pipe 舭部边舱水深探管bitt 单柱系缆桩blade root 叶跟blade section 叶元剖面blast 喷丸block coefficient 方形系数blue peter 出航旗boarding deck 登艇甲板boat davit 吊艇架boat fall 吊艇索boat guy 稳艇索bobstay 首斜尾拉索body plan 横剖面图bolt 螺栓，上螺栓固定Bonjean curve 邦戎曲线boom 吊杆boss 螺旋桨轴榖bottom side girder 旁底桁bottom side tank 底边舱bottom transverse 底列板boundary layer 边界层bow line 前体纵剖线bow wave 艏波bowsprit 艏斜桅bow-thruster 艏侧推器box girder 箱桁bracket floor 框架肋板brake 制动装置brake band 制动带brake crank arm 制动曲柄brake drum 刹车卷筒brake hydraulic cylinder 制动液压缸brake hydraulic pipe 刹车液压管breadth extreme 最大宽，计算宽度breadth moulded 型宽breakbulk 件杂货breasthook 艏肘板bridge 桥楼，驾驶台bridge console stand 驾驶室集中操作台buckle 屈曲buffer spring 缓冲弹簧built-up plate section 组合型材bulb plate 球头扁钢bulbous bow 球状船艏，球鼻首bulk carrier 散货船bulk oil carrier 散装油轮bulkhead 舱壁bulwark 舷墙bulwark plate 舷墙板bulwark stay 舷墙支撑buoy tender 航标船buoyant 浮力的buoyant box 浮箱butt weld 对缝焊接butterfly screw cap 蝶形螺帽buttock 后体纵剖线by convention 按照惯例，按约定cable ship 布缆船cable winch 钢索绞车camber 梁拱cant beam 斜横梁cant frame 斜肋骨cantilever beam 悬臂梁capacity plan 舱容图capsize 倾覆capsizing moment 倾覆力臂captain 船长captured-air-bubble vehicle 束缚气泡减阻船cargo cubic 货舱舱容，载货容积cargo handling 货物装卸carriage 拖车，拖架cast steel stem post 铸钢艏柱catamaran 高速双体船，双体的cavitation 空泡cavitation number 空泡数cavitation tunnel 空泡水筒center keelson 中内龙骨centerline bulkhead 中纵舱壁centroid 型心，重心，质心，矩心chain cable stopper 制链器chart 海图charterer 租船人chief engineer 轮机长chine 舭，舷，脊chock 导览钳CIM(computer integrated manufacturing) 计算机集成组合制造circulation theory 环流理论classification society 船级社cleat 系缆扣clipper bow 飞剪型船首clutch 离合器coastal cargo 沿海客货轮cofferdam 防撞舱壁combined cast and rolled stem 混合型艏柱commercial ship 营利用船commissary spaces 补给库舱室，粮食库common carrier 通用运输船commuter 交通船compartment 舱室compass 罗经concept design 概念设计connecting tank 连接水柜constant-pitch propeller 定螺距螺旋桨constraint condition 约束条件container 集装箱containerized 集装箱化contract design 合同设计contra-rotating propellers 对转桨controllable-pitch 可控螺距式corrosion 锈蚀，腐蚀couple 力矩，力偶crane 克令吊，起重机crank 曲柄crest (of wave) 波峰crew quarters 船员居住舱criterion 判据，准则Critical Path Method 关键路径法cross-channel automobile ferries 横越海峡车客渡轮cross-sectional area 横剖面面积crow's nest 桅杆瞭望台cruiser stern 巡洋舰尾crussing range 航程cup and ball joint 球窝关节curvature 曲率curves of form 各船形曲线cushion of air 气垫damage stability 破损稳性damper 缓冲器damping 阻尼davit arm 吊臂deadweight 总载重量de-ballast 卸除压载deck line at side 甲板边线deck longitudinal 甲板纵骨deck stringer 甲板边板deck transverse 强横梁deckhouse 舱面室，甲板室deep v hull 深v型船体delivery 交船depth 船深derrick 起重机，吊杆design margin 设计余量)design spiral 设计螺旋循环方式destroyer 驱逐舰detachable shackle 散合式连接卸扣detail design 详细设计diagonal stiffener 斜置加强筋diagram 图，原理图，设计图diesel engine 柴油机dimensionless ratio 无量纲比值displacement 排水量displacement type vessel 排水型船distributed load 分布载荷division 站，划分，分隔do work 做功dock 泊靠double hook 山字钩double iteration procedure 双重迭代法double roller chock 双滚轮式导览钳double-acting steam cylinder 双向作用的蒸汽气缸down halyard 降帆索draft 吃水drag 阻力，拖拽力drainage 排水draught 吃水，草图，设计图，牵引力爱dredge 挖泥船drift 漂移，偏航drilling rig 钻架drill ship 钻井船drive shaft 驱动器轴driving gear box 传动齿轮箱driving shaft system 传动轴系dry dock 干船坞ducted propeller 导管螺旋桨dynamic supported craft 动力支撑型船舶dynamometer 测力计，功率计e.h.p 有效马力eccentric wheel 偏心轮echo-sounder 回声探深仪eddy 漩涡eddy-making resistance 漩涡阻力efficiency 供给能力，供给量electrohydraulic 电动液压的electroplater 电镀工elevations 高度，高程，船型线图的侧面图，立视图，纵剖线图，海拔empirical formula 经验公式enclosed fabrication shop 封闭式装配车间enclosed lifeboat 封闭式救生艇end open link 末端链环end shackle 末端卸扣endurance 续航力，全功率工作时间engine room frame 机舱肋骨engine room hatch end beam 机舱口端梁ensign staff 船尾旗杆entrance 进流段erection 装配，安装exhaust valve 排气阀expanded bracket 延伸肘板expansion joint 伸缩接头extrapolate 外插fair 光顺faised floor 升高肋板fan 鼓风机fatigue 疲劳feasibility study 可行性研究feathering blade 顺流变距桨叶fender 护舷ferry 渡轮，渡运航线fillet weld connection 贴角焊连接fin angle feedback set 鳍角反馈装置fine fast ship 纤细高速船fine form 瘦长船型finite element 有限元fire tube boiler 水火管锅炉fixed-pitch 固定螺距式flange 突边，法兰盘flanking rudders 侧翼舵flap-type rudder 襟翼舵flare 外飘，外张flat of keel 平板龙骨fleets of vessels 船队flexural 挠曲的floating crane 起重船floodable length curve 可进长度曲线flow of materials 物流flow pattern 流型，流线谱flush deck vessel 平甲板型船flying bridge 游艇驾驶台flying jib 艏三角帆folding batch cover 折叠式舱口盖folding retractable fin stabilizer 折叠收放式减摇鳍following edge 随边following ship 后续船foot brake 脚踏刹车fore peak 艏尖舱forged steel stem 锻钢艏柱forging 锻件，锻造forward draft mark 船首水尺forward/after perpendicular 艏/艉柱forward/after shoulder 前/后肩foundry casting 翻砂铸造frame 船肋骨，框架，桁架frame spacing 肋骨间距freeboard 干舷freeboard deck 干舷甲板freight rate 运费率fresh water loadline 淡水载重线frictional resistance 摩擦阻力Froude number 傅汝德数fuel/water supply vessel 油水供给船full form丰满船型full scale 全尺度fullness 丰满度funnel 烟囱furnishings 内装修gaff 纵帆斜桁爱gaff foresail 前桅主帆gangway 舷梯gantt chart 甘特图gasketed openings 装以密封垫的开口general arrangement 总布置general cargo ship 杂货船generatrix 母线geometrically similar form 外形相似船型girder 桁梁，桁架girder of foundation 基座纵桁governmental authorities 政府当局，管理机构gradient 梯度graving dock 槽式船坞gross ton 长吨（1.016公吨，short for GT）group technology 成组建造技术guided-missile cruiser 导弹巡洋舰gunwale 船舷上缘gunwale angle 舷边角钢gunwale rounded thick strake 舷边圆弧厚板guyline 定位索gypsy 链轮gyro-pilot steering indicator 自动操舵操纵台gyroscope 回转仪half breadth plan 半宽图half depth girder 半深纵骨half rounded flat plate 半圆扁钢hard chine 尖舭hatch beam sockets 舱口梁座hatch coaming 舱口围板hatch cover 舱口盖（板）hatch cover rack 舱口盖板隔架hatch side cantilever 舱口悬臂梁hawse pipe 锚链桶hawsehole 锚链孔heave 垂荡heel 横倾heel piece 艉柱根helicoidal 螺旋面的，螺旋状的hinge 铰链hinged stern door 艉部吊门hog 中拱hold 船舱homogeneous cylinder 均质柱状体hopper barge 倾卸驳horizontal stiffener 水平扶强材hub 桨毂，轴毂，套筒hull form 船型，船体外形hull girder stress 船体桁应力HV AC(heating ventilating and cooling) 取暖，通风与冷却hydraulic mechanism 液压机构hydrodynamic 水动力学的hydrofoil 水翼hydrostatic 水静力的icebreaker 破冰船immerse 浸水，浸没impact load 冲击载荷imperial unit 英制单位in strake 内列板inboard profile 纵剖面图incremental plasticity 增量塑性independent tank 独立舱柜initial stability at small angle of inclination 小倾角初稳性inland waterways vessel 内河船inner bottom 内底in-plane load 面内载荷intact stability 完整稳性intercostals 肋间的，加强的intersection 交点，交叉，横断（切）inventory control 存货管理iterative process 迭代过程jack 船首旗jack 千斤顶joinery 细木工keel 龙骨keel laying 开始船舶建造kenter shackle 双半式连接链环Kristen-Boeing propeller 正摆线推进器landing craft 登陆艇launch 发射，下水launch 汽艇launching equipment （向水中）投放设备leading edge 导缘，导边ledge 副梁材length overall 总长leveler 调平器，矫平机life saving appliance 救生设备lifebuoy 救生圈lifejacket 救生衣lift fan 升力风扇lift offsets 量取型值light load draft 空载吃水lightening hole 减轻孔light-ship 空船limbers board 舭部污水道顶板liner trade 定期班轮营运业lines 型线lines plan 型线图Linnean hierarchical taxonomy 林式等级式分类学liquefied gas carrier 液化气运输船liquefied natural gas carrier 液化天然气船liquefied petroleum gas carrier 液化石油气船liquid bulk cargo carrier 液体散货船liquid chemical tanker 液体化学品船living and utility spaces 居住与公用舱室load line regulations 载重线公约，规范load waterplane 载重水线面loft floor 放样台longitudinal (transverse) 纵（横）稳心高longitudinal bending 纵总弯曲longitudinal prismatic coefficient 纵向棱形系数longitudinal strength 总纵强度longitudinally framed system 纵骨架式结构luffing winch 变幅绞车machinery vendor 机械（主机）卖方magnet gantry 磁力式龙门maiden voyage 处女航main impeller 主推叶轮main shafting 主轴系major ship 大型船舶maneuverability 操纵性manhole 人孔margin plate 边板mark disk of speed adjusting 速度调整标度盘mast 桅杆mast clutch 桅座matrix 矩阵merchant ship 商船metacenter 稳心metacentric height 稳心高metal plate path 金属板电镀槽metal worker 金属工metric unit 公制单位middle line plane 中线面midship section 舯横剖面midship section coefficient 中横剖面系数ML 物资清单，物料表model tank 船模试验水池monitoring desk of main engine operation 主机操作监视台monitoring screen of screw working condition 螺旋桨运转监视屏more shape to the shell 船壳板的形状复杂mould loft 放样间multihull vessel 多体船multi-purpose carrier 多用途船multi-ship program 多种船型建造规划mushroom ventilator 蘑菇形通风桶mutually exclusive attribute 相互排它性的属性N/C 数值控制nautical mile 海里naval architecture 造船学navigation area 航区navigation deck 航海甲板near-universal gear 准万向舵机，准万向齿轮net-load curve 静载荷曲线neutral axis 中性轴，中和轴neutral equilibrium 中性平衡non-retractable fin stabilizer 不可收放式减摇鳍normal 法向的，正交的normal operating condition 常规运作状况nose cone 螺旋桨整流帽notch 开槽，开凹口oar 橹，桨oblique bitts 斜式双柱系缆桩ocean going ship 远洋船off-center loading 偏离中心的装载offsets 型值offshore drilling 离岸钻井offshore structure 离岸工程结构物oil filler 加油点oil skimmer 浮油回收船oil-rig 钻油架on-deck girder 甲板上桁架open water 敞水optimality criterion 最优性准则ore carrier 矿砂船orthogonal 矩形的orthogonal 正交的out strake 外列板outboard motor 舷外机outboard profile 侧视图outer jib 外首帆outfit 舾装outfitter 舾装工outrigger 舷外吊杆叉头overall stability 总体稳性overhang 外悬paddle 桨paddle-wheel-propelled 明轮推进的Panama Canal 巴拿马运河panting arrangement 强胸结构，抗拍击结构panting beam 强胸横梁panting stringer 抗拍击纵材parallel middle body 平行中体partial bulkhead 局部舱壁payload 有效载荷perpendicular 柱，垂直的，正交的photogrammetry 投影照相测量法pile driving barge 打桩船pillar 支柱pin jig 限位胎架pintle 销，枢轴pipe fitter 管装工pipe laying barge 铺管驳船piston 活塞pitch 螺距ipitch 纵摇plan views 设计图planning hull 滑行船体Plimsoll line 普林索尔载重线polar-exploration craft 极地考察船poop 尾楼port 左舷port call 沿途到港停靠positive righting moment 正扶正力矩power and lighting system 动力与照明系统precept 技术规则preliminary design 初步设计pressure coaming 阻力式舱口防水挡板principal dimensions 主尺度Program Evaluation and Review Technique 规划评估与复核法progressive flooding 累进进水project 探照灯propeller shaft bracket 尾轴架爱propeller type log 螺旋桨推进器测程仪PVC foamed plastic PVC泡沫塑料quadrant 舵柄quality assurance 质量保证quarter 居住区quarter pillar 舱内侧梁柱quartering sea 尾斜浪quasi-steady wave 准定长波quay 码头，停泊所quotation 报价单racking 倾斜，变形，船体扭转变形radiography X射线探伤rake 倾斜raked bow 前倾式船首raster 光栅refrigerated cargo ship 冷藏货物运输船regulating knob of fuel pressure 燃油压力调节钮reserve buoyancy 储备浮力residuary resistance 剩余阻力resultant 合力reverse frame 内底横骨Reynolds number 雷诺数right-handed propeller 右旋进桨righting arm 扶正力臂，恢复力臂rigid side walls 刚性侧壁rise of floor 底升riverine warfare vessel 内河舰艇rivet 铆接，铆钉roll 横摇roll-on/roll-off (Ro/Ro) 滚装rotary screw propeller 回转式螺旋推进器9 rounded gunwale 修圆的舷边rounded sheer strake 圆弧舷板rubber tile 橡皮瓦rudder 舵rudder bearing 舵承rudder blade 舵叶rudder control rod 操舵杆rudder gudgeon 舵钮rudder horn 挂舵臂rudder pintle 舵销rudder post 舵柱rudder spindle 舵轴rudder stock 舵杆rudder trunk 舵杆围井run 去流段sag 中垂salvage lifting vessel 救捞船scale 缩尺，尺度schedule coordination 生产规程协调schedule reviews 施工生产进度审核screen bulkhead 轻型舱壁Sea keeping performance 耐波性能sea spectra 海浪谱sea state 海况seakeeping 适航性seasickness 晕船seaworthness 适航性seaworthness 适航性section moulus 剖面模数section 剖面，横剖面self-induced 自身诱导的self-propulsion 自航semi-balanced rudder 半平衡舵semi-submersible drilling rig 半潜式钻井架shaft bossing 轴榖shaft bracket 轴支架shaft coupling 联轴节shear 剪切，剪力shear buckling 剪切性屈曲shear curve 剪力曲线sheer 舷弧sheer aft/forward 艉/艏舷弧sheer drawing 剖面图sheer plane 纵剖面sheer profile 总剖线，纵剖图shell plating 船壳板ship fitter 船舶装配工ship hydrodynamics 船舶水动力学shipway/slipway 船台shipyard 船厂shrouded screw 有套罩螺旋桨，导管螺旋桨side frame 舷边肋骨side keelson 旁内龙骨side plate 舷侧外板side stringer 甲板边板single-cylinder engine 单缸引擎sinkage 升沉six degrees of freedom 六自由度skin friction 表面摩擦力skirt （气垫船）围裙slamming 砰击sleeve 套管，套筒，套环slewing hydraulic motor 回转液压马达slice 一部分，薄片sloping shipway 有坡度船台sloping top plate of bottom side tank 底边舱斜顶板sloping bottom plate of topside tank 顶边舱斜底板soft chine 圆舭sonar 声纳spade rudder 悬挂舵spectacle frame 眼睛型骨架speed-to-length ratio 速长比sponson deck 舷伸甲板springing 颤振stability 稳性stable equilibrium 稳定平衡starboard 右舷static equilibrium 静平衡steamer 汽轮船steering gear 操纵装置，舵机stem 船艏stem contour 艏柱型线stern 船艉stern barrel 尾拖网滚筒stern counter 尾突体stern ramp 尾滑道，尾跳板爱stern transom plate 尾封板stern wave 艉波stiffen 加劲，加强stiffener 扶强材，加劲杆straddle 跨立，外包式叶片strain 应变strake 船体列板streamline 流线streamlined casing 流线型套管strength curves 强度曲线strength deck 强力甲板stress concentration 应力集中structural instability 结构不稳定性strut 支柱，支撑构型subassembly 分部装配subdivision 分舱submerged nozzle 浸没式喷口submersible 潜期suction back of a blade 桨叶片抽吸叶背Suez Canal tonnage 苏伊士运河吨位限制summer load water line 夏季载重水线superintendent 监督管理人，总段长，车间主任superstructure 上层建筑supper cavitating propeller 超空泡螺旋桨surface nozzle 水面式喷口surface piercing 穿透水面的surface preparation and coating 表面预处理与喷涂surge 纵荡sway 横荡yaw 首摇surmount 顶上覆盖，越过swage plate 压筋板swash bulkhead 止荡舱壁SWATH (Small Waterplane Area Twin Hull) 小水线面双体船tail-stabilizer anchor 尾翼式锚talking paper 讨论文件tangential 切向的，正切的tangential viscous force 切向粘性力tanker 油船tender 交通小艇timber carrier 木材运输船tugboat 拖船tee T型构件，三通管tensile stress 拉（张）应力thermal effect 热效应throttle valve 节流阀throughput 物料流量thrust 推力thruster 推力器，助推器tip of a blade 桨叶叶梢toed towards amidships 趾部朝向船舯tonnage 吨位torpedo 鱼雷torque 扭矩trailing edge 随边transom stern 方尾transverse bulkhead plating 横隔舱壁板transverse section 横剖面transverse stability 横稳性trawling 拖网trial 实船试验trim 纵倾trim by the stern/bow 艉/艏倾trimaran 三体的tripping bracket 防倾肘板trough 波谷tumble home （船侧）内倾tunnel wall effect 水桶壁面效应turnable blade 可转动式桨叶turnable shrouded screw 转动导管螺旋桨tweendeck cargo space 甲板间舱tweendedk frame 甲板间肋骨two nodded frequency 双节点频率LCC 大型原油轮ULCC 超级大型原油轮VLCC 巨型原油轮ultrasonic 超声波的underwriter （海运）保险商unsymmetrical 非对称的upright position 正浮位置vapor pocket 气化阱ventilation and air conditioning diagram 通风与空调铺设设计图Venturi section 文丘里试验段vertical prismatic coefficient 横剖面系数vertical-axis(cycloidal)propeller 直叶（摆线）推进器vessel component vender 造船部件销售商viscosity 粘性V oith-Schneider propeller 外摆线直翼式推进器vortex 梢涡v-section v型剖面wake current 伴流，尾流water jet 喷水（推进）管water plane 水线面watertight integrity 水密完整性wave pattern 波形wave suppressor 消波器，消波板wave-making resistance 兴波阻力weather deck 露天甲板web 腹板web beam 强横梁web frame 腹肋板welder 焊工wetted surface 湿表面积winch 绞车windlass 起锚机wing shaft 侧轴wing-keel 翅龙骨（游艇）working allowance 有效使用修正量worm gear 蜗轮，蜗杆yacht 快艇yard issue 船厂开工任务发布书yards 帆桁--。
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。
船舶论文-外文翻译
1.1Container Shipping ChangesAs commerce has become and continues to be more international, ocean container shipments have grown exponentially as a means of moving most any kind of freight from one port to another. Buffered by waves of change touching other modes of transport, ocean carriers are in a constant process of altering the way they conduct their business to meet current needs of shipping customers. While chartered to serve a wider public with insight about the industry, the Container Shipping Information Service (CSIS) is able to provide a spokesperson from one of its 24 member companies to treat objectively with commonly shared issues. Andres Kulka, senior vice president of CSAV Group North America shares just such insights.In an environment of high transportation costs, ocean container shipping’s mix of speed, cost, availability and capability offers a superior value proposition, especially as logistics and supply chain management processes and systems are implemented by a growing range of shippers. Because of their shelf life or time value certain commodities must be transported by air. Increases in the need to speedily transport these commodities along with the greater economy will be a primary factor for airfreight growth in the future. But spiraling fuel surcharges and resulting cost consciousness among shippers opens opportunities for ocean carriers to gain market share in the broader spectrum of non- perishable commodities where airfreight’s cost effectiveness has diminished.Shortages of containers is produced by commercial imbalance situations. When exports outgrow imports in a geographic region, you may face equipment shortages, as was the case in Asia. When you add imbalance by type of equipment to the situation, the situation worsens. While at present leasing containers are available to meet the demand in Asia, container pricing has reached levels of $2,500 for a dry,due largely, to the increase of commodities costs and deterioration of the US exchangeThere have been reports of shortages of containers, particularly for cargo moving from Asia.Under these conditions,shipping lines are relying primarily on empty repositioning to Asia rather than use of fresh equipment.The shortage of equipment in the US today is due to two primary factors. First,exports are growing at high rates, mainly because of devaluation of the USdollar.Additionally imports are pretty much staggered causing, again, a commercial imbalance. Secondly, last year many nonprofitable international intermodal lanes were eliminated. This reduced the stock of containers at some inland locations available for exports.Location specific equipment shortages have created the need for increasing empty container repositioning. That is one of the reasons export freight rates have gone up. Media pays great attention to Asian business, but how healthy is container shipping in other regions, say Latin America?In fact trade with Latin America has been sensitive to the sharp fall of theUS dollar. For example in 2007 the Brazilian real was down 17% and the Chilean peso fell 7%. For exports total 2007 volumes for Latin America were about 800,000 TEU (twenty-foot equivalent units), approximately 20% greater than 2006. Top commodities exported to Latin America have been resins,chemicals, plastics, forest products and general merchandise. Higher rates have followed the increase in export demand.Foodstuffs and forest products dominate import volumes from South America, about 970,000 TEU in 2007. Unlike exports, import volume growth—5.5% greater than 2006—has slowed due to the decline of the US dollar. Import rates have risen, but not nearly as strongly as export rates. So far in 2008 the US dollar has continued its downward trend. We are very cautious about the future outlook. Even though exports will probably continue growing at high rates, imports might continue decreasing.1.2Discussion of Structural Standards DevelopmentTaken as a whole, there has been a piecemeal approach to structural design standards. As technical developments occur (models of various structural behaviours, risk methodologies), they have been incorporated into structural standards. Individuals and rule committees have framed their own rules with an emphasis on certain load/strength/failure models, coupled with some risk avoidance strategy (explicit or implicit). It is hardly surprising that various standards are different, even quite different. More,rather than fewer, concepts are available to those who develop structural standards. In the absence of a binding philosophy of structural behaviour, there will continue to be divergence along the way to improved standards. It must be appreciated that all current standards “work”. Any of the current naval and commercial ship design approaches can be used to produce structural designs that function with adequate reliability over a 20+ yearlife expectancy, unless subjected to poor maintenance, human operational error, or deliberate damage. Changes to standards are, therefore, resisted by all those who have invested time and effort in them as developers and users. The rationale for change must be presented well, and its benefits have to outweigh its costs.Experienced designers recognize that structural behaviour can be very complex. Despite this, it is necessary to use simple, practical approaches in design standards, to avoid adding to the problem through overly-complex rules that are difficult to apply and more so to check and audit. Stress is the primary load-effect that standards focus on, partly because it is so readily calculated. The main concerns are material yielding, buckling and fatigue. All of these are local behaviours, and all are used as surrogates for actual structural failure. A structure is a system, comprised of elements, which in turn are built from materials.As an example, yielding can be considered. Yielding is a material level‘failure’, very common, usually very localized, and usually producing noobservable effect. It can be quite irrelevant. The important issue is the behaviour and failure of the structural system, even at the level of the structural components. Ship structures are especially redundant structures, quite unlike most civil structures and buildings. Ship structures are exposed to some of the harshest loading regimes, yet are usually capable of tolerating extensive material and component failure, prior to actual structural collapse.An essential deficiency of all traditional structural standards has been the failure to consider the structural redundancy (path to failure) and identify weaknesses in the system. Areas of weakness are normally defined as those parts that will first yield or fail.However, far more important is the ability of the structure to withstand these and subsequent local/material failures and redistribute the load. The real weaknesses are a lack of secondary load paths. It is often assumed, wrongly, that initial strength is a valid indicator for ultimate strength, and far simpler to assess. There is a need to focus on ways of creating robust structures, much as we use subdivision to create adequate damage stability. As another example, consider frames under lateral loads. When designed properly, frames can exhibit not only sufficient initial strength, but substantial reserve strength, due to the secondary load path created by axial stresses in the plate and frame. In effect, it is possible to create a ductile structure (analogous to a ductile material). If we instead use current designstandards that emphasize elastic section modulus, we risk creating a‘brittle’ structure, even w hen built from ductile materials.In the case of fatigue and buckling, it is again necessary to stand back from consideration of the initial effects, and examine whether there is sufficient reserve (secondary load paths). When there is no such reserve, there is the structural equivalent of a subdivision plan that cannot tolerate even one compartment flooding.The above discussion talks only about structural response, and indicated some gaps. Similar gaps exist in our knowledge of loads. The complexity of ship structures, the complexity of the loads that arise in a marine environment, and the dominating influence of human factors in any risk assessment for vessels, all present daunting challenges.The project team’s approach to this project, described in the following sections, has intended to provide part of the basis for future design standard development.1.1集装箱运输的变化当商业已成为并将继续更加国际化，远洋集装箱运输已成为成倍增长的将任何种类的货物从一个港口移到另一个港口的手段。
船舶与海洋工程专业常用词汇英汉对照
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
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
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
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
船舶与海洋工程——相关英语论文2
REVIEW ARTICLENew method for ship finite element method preprocessing based on a 3D parametric techniqueYan-Yun Yu ÆYan Lin ÆZhuo-Shang JiReceived:19November 2008/Accepted:1May 2009/Published online:23June 2009ÓJASNAOE 2009Abstract A new method for ship finite element method (FEM)preprocessing is presented as well as its program development.The method is applicable for all kinds of ships at different levels,such as a whole ship,cargo hold parts or detailed structures.The 3D parametric technique is used when creating ship structures,which improves the modeling efficiency greatly and makes the model easy to modify.A 3D geometric constraint solver is developed to solve the constraint system of the parametric model.A meshing procedure is presented to automatically convert the parametric structure model into a finite element model,by which high quality mesh is generated in the stress concentrated area.It also becomes possible to create finite element models for different levels from the same structure ing this method,the engineers avoid much of the complex and laborious work of FEM preprocessing,which consumes a very significant amount of time in finite ele-ment analysis,and can pay more attention to post-pro-cessing.This method has proved to be practical and highly efficient by several engineering trials.Keywords Ship ÁFEM ÁParametric ÁPreprocessing ÁModeling1IntroductionWith the gradual perfection of finite element method (FEM)theory and the development of computer hardware and software,finite element analysis (FEA)is playing a more and more important role in ship design,management and safety assessment.Preprocessing is the foundation of all types of ship FEA,such as static analysis,modal analysis,buckling analysis,etc.,and is one of the most important factors that affect the accuracy and validity of the FEA results.There are three characteristics of ship structure which make preprocessing a complex and laborious job.First,the number of structural members is huge.For example,there are tens of thousands of structural members for a 20000DWT bulk carrier,none of which are exactly the same and so cannot simply be copied.Second,the topological rela-tionship between the structure members is complex,which means one member is connected with several other mem-bers and must be changed if any of the related members changes.Third,the hull surface is an irregular surface connected by many structural members,which makes it very difficult to generate a correct finite element model of high quality.In the conventional method for ship FEA,preprocessing often occupies 90%of the whole time,while post-processing consumes less than 10%.In the early design stages,a ship’s structure must often be modified according to the FEA result,which results in the modifi-cation of the finite element model;typically repeating this process several times.The engineers must devote time to do this repetitive work rather than focussing on the structure analysis itself,where their skills are needed.Obviously,preprocessing is the bottleneck of ship FEA,so improving the efficiency of preprocessing can yield important gains for engineering practice.This work is sponsored by ‘‘Liaoning BaiQianWan Talents Program’’.Y.-Y.Yu (&)ÁY.LinState Key Laboratory of Structural Analysis for Industrial Equipment,Dalian University of Technology,116023Dalian,Chinae-mail:dlutxiaoyu@Y.-Y.Yu ÁY.Lin ÁZ.-S.JiShip CAD Engineering Center,Dalian University of Technology,116023Dalian,ChinaJ Mar Sci Technol (2009)14:398–407DOI 10.1007/s00773-009-0058-1There has been much research on how to improve the efficiency of ship FEA preprocessing in the past.Kullaa and Klinge[1]presented a modeling method which sim-plified the modeling of stiffened shell structures.Kawam-ura[2]developed a ship structurefinite element modeling system based on object-oriented programming(OOP)and proposed a meshing method for ship structure.Kim[3] proposed a method for the modeling of whole ship struc-ture as well as a mesh generation algorithm.Kullaa,Kawamura and Kim made great improvements to the meshing algorithm of ship structures,but still,when the geometry of the ship structures changes,the modification of theirfinite element model is very difficult.Yu et al.[4] put forward a method based on OOP for hull structure FEM preprocessing which creates a parametric structure model (PSM)and modifies thefinite element model by changing the parametric model.However,Yu’s method was program parametric,which means the relationships of the structure are written in the program;this made his method poor in universality.Aiming at these problems,a FEM preprocessing method for ship FEA based on a3D parametric technique is pro-posed along with its program development.In this method, the ship PSM is created using a3D CAD technique,and then the structuredfinite element model(SFEM)is created automatically based on PSM.2Ship FEA procedure based on parametric preprocessingFigure1is theflowchart of ship FEA based on parametric preprocessing.First,a PSM is created by the engineer.the PSM contains four parts,which are the geometry of the structure,the relationships of the structure,the physical properties(such as beam section or plate thickness),and the material properties.As the PSM is created and all the parameters are properly specified,the remaining work is automatically done by the program.Second,by solving the geometry constraint system,the constraint satisfaction structure model(CSSM)is obtained.Third,by splitting the plates in CSSM into panels,the plate panel structure model (PPSM)is created.Finally,by meshing all the panels of PPSM and setting the mesh properties inherited from PSM, the SFEM is generated.If the structure needs modification according to the FEA results,the engineer only needs to modify the parameters of the PSM.The PSM is driven by the parameters,and the SFEM will change automatically according to the PSM.There are two key technologies for this parametric preprocessing method,which are the research emphasis of this paper.First,how to realize parameterization,or in other words,how to define and create a PSM.Section3of this paper describes this parameterization mechanism in detail.Second,how to generate an SFEM from the PSM, which requires meshing the3D structure model to get the finite element model consisting of nodes and elements. Section4discusses how to create PPSMs of planar plates, and Section5discusses how to create PPSMs of shell plates.Section6shows how to generate the SFEM from PPSMs.3Parametric structure modelA parametric structure model is a structure model defined by constraints,parameters,and necessary geometry.Con-straints,which are used to preserve the relationships of the structures,will be maintained and solved automatically by the system once they are specified.Parameters,which are the primary dimensions of the ship,could,together with the constraints,drive the structure model.Only the necessary geometry data is required when defining a structural member,while the other data are generated from the related members and will be updated automatically if the relative members are changed.The ship structures mainly consist of stiffened plates, which are plates with accessories such as stiffeners, brackets and openings—plates are the foundation of the structure.There are two types of parameterization in a PSM.One is the plates’parametric modeling,which cre-ates and maintains the structure solely with regard to the plates.Plate parameterization is described in3.1and3.2. The other is accessories parametric modeling as described in3.3,which applies to what is inside a plate and manages the shape or position of the plate accessories.3.1Plate parameterizationThe objective of parametric design is tofind the model that satisfies all the given constraints.The core algorithm of parametric design is geometric constraint solving(GCS). The geometry of a ship plate is a bounded plane,which can be decomposed into two independent parts,the base plane and the curve boundary.The base plane,which can be expressed with equations or transformation ofanother Fig.1Flowchart of ship FEA based on a3D parametric techniqueplate’s base plane,is the plane on which the plate lies.For example,in the structure shown in Fig.2,the base plane of the double bottom plate DB_BTM is described as Z =2000,and the 1730mm off-center girder GR_1730is described as GR_CEN offsetting 1730mm.The boundary is used to define the border of the plates.For instance,the boundary of DB_BTM is SHELL_ENG,GR_1730,plane X =29#and plane X =39#.As stated above,both the base plane and the boundary of each plate are defined with dimensions,equations or transformations of other plates.If the dimensions or equations change,the objective of the GCS system is to find the plate geometries,which are the bounded planes that satisfy all the requirements.3.2Geometric constraint solver for plates Definition a.Prepositive entity If the calculation of e 2depends on e 1directly or indirectly,then e 1is a prepositive entity of e 2.b.Closed constraint If e 1and e 2are prepositive entities toeach other,then e 1and e 2make up a closed constraint.The geometries of plates in PSM are simple,but the plates are large in number,so much so that it is impossible to solve the GCS system with the traditional GCS algo-rithms.According to the features of a ship PSM,a 3D geometric constraint solver is developed under the premise that closed constraints are avoided in the modeling stage.This geometric constraint solver can find the CSSM of plates efficiently.As the base plane and the boundary are relatively independent,the GCS system of plates is divided into two subsystems,which are the base plane GCS system and theboundary GCS system.On this basis,the algorithm for the 3D solver is as follows.(1)PL ={(p 1,b 1),…,(p n ,b n )}is the plate set of all the plates in the PSM,where n is the number of the plates,p i is the plate base plane and b i is the plate boundary (1B i B n ).(2)Find the base plane construction sequence Q ={q 1,q 2,…,q n },where q i [PL (1B i B n )and the base plane of q j is not the prepositive entity of the base plane of q i ,(i \j B n ).(3)Calculate the geometry of the base planes for all plates.There are no closed constraints on the base planes,so the base plane of q 1should not depend on any other plane.If all of {q 1,…,q i -1}(1\i B n )are calculated,then q i can be calculated from {q 1,…,q i -1},for q i does not depend on any of {q i ?1,…,q n },which are undetermined.(4)Find the boundary construction sequence S ={s 1,s 2,…,s n },where s i [PL (1B i B n )and the base plane of s j is not a prepositive entity of the base plane of s i ,(i \j B n ).(5)Calculate the bounded plane of each plate by simultaneous solution of its base plane and its boundary.The base plane is calculated in (3),so the undetermined part of the plate is the boundary.As there are no closed constraints in the boundary,the boundary of s 1should not depend on any other ing the same principle as in calculating the base plane in (3),the bounded planes for the plates are calculated in sequence of s 1,s 2,…,s n .Figure 3gives the constraint solving process.The most important and the most difficult steps are (2)and (4),which are how to find the base planes’construction sequence and the boundaries’construction sequence.There are several methods by which to obtain the construction sequence for the constructive geometric constraint solver.Most of these methods are based on graph theory,and the GCS system is expressed as a graph,by analysis of which the constructive sequence is created.Because of the space complexity of the 3D problem,the plate parametric system cannot be solved with those methods.So a sequence searchingalgorithm,Fig.2The structure of the engine room bottom Parametric Plate model Boundaries construction sequenceBase planesConstruction sequence Base planesPlate geometrySequential solutionGeometric constraint solving Boundary GCS systemBase plane GCS systembase planes definition boundaries definitionwhich is suitable for the plate geometric constraint solver,is proposed as follows:(1)Let A =[A 1,…,A n ],where A i is the set of the prepositive entities of e i (1B i B n ).F ={f 1,…,f n }is the flag list;f i indicates if e i is accessed.Set f i =0(1B i B n ).R is the resulting list that stores the entities in construction sequence.(2)Procedure seek_sequence (e i )If f i is equal to 1then return ;Set f i =1;For each entity e k in A i Call seek_sequence (e k );Append e i to R .return ;(3)For each entity e i (1B i B n ),call seek_sequence (e i ).(4)Calculation complete.R is the construction sequence.This sequence searching algorithm is based on recur-sion,which is not easy to read but highly efficient in practice.Each entity is accessed only once after seeking,so this algorithm is suitable for large scale GCS problems.Here is an example of a plate parametric model con-straint satisfaction problem.By changing the double bot-tom height and the side girder position of the structure in Fig.2,a new structure that satisfies all the given con-straints will be created by this method,as shown in Fig.4.3.3Plate accessories parameterizationThe plate’s accessories are defined with constraints,and will be changed automatically if the plates are modified.There are three kinds of constraints for accessories:(1)Subordinate constraint,by which the accessories are subordinate to the plate.These constraints ensure that the accessories will be moved,copied and deleted along with the plate to which they are subordinate.(2)Boundary constraint.The accessories take the plate as a boundary,and should be extended or trimmed according to the plate.(3)Distance constraint.The distance between the acces-sories and the plate boundary satisfy certain equations.An example is given to show how these constraints work.Figure 5is the drawing of a ship 31#floor under the engineer room.Copy it from 31#to 30#,and 30#floor is created as shown in Fig.6,where the thin curves are the original structure and the thick are the ones updated according to the constraints.The constraints work as follows.The plate of the 30#floor is generated by the algorithm stated in 3.2.The stiffeners,openings and brackets are subordinate to the floor by subordinate constraints,so they move to 30#together with the plate.There are boundary constraints between the stiffeners and the floor,so the stiffeners are trimmed to suit the floor geometry.A dis-tance constraint is defined between the side opening and the floor border,which changes the vertical position of the opening as required.As a result of these constraints,all the accessories are changed automatically according the designer’s intension,as shown in Fig.6.3.4Parameters of PSMParameter driving is an important feature of parametric design.In a ship PSM,a parameter is a generalized concept which includes more meaning than in thetraditionalFig.4Structure satisfying all the given constraintsparametric design.The parameters in PSM can be divided into the following three categories.(1)Hull surface.Hull surface is considered as a general-ized parameter.The modification or replacement of the hull surface would lead to the update of all the structures connected to the hull surface.(2)Frame space and longitudinal space.The position of alarge number of structural members are defined using frame space or longitudinal space rather than the real coordinate.These members will be changed if frame space or longitudinal space is modified.(3)Major structure positions.The major structure posi-tions,such as double bottom height,double shell width,and platform height,determine the positions of the corresponding structures.The parameters,which are the dominant factors of the structure,drive the structural model to vary over a large range.The constraints maintain the relation of the structure members automatically.The parameters and the constraints make PSM easy to create and also easy to modifyA constraint satisfaction structure model is created by the above two stages of parameterization,which are the plate parameterization and the accessories parameterization.4Creating PPSMs for planar platesIt is very important that the elements in SFEM are asso-ciated correctly with the connection of the structure members in CSSM,and that’s why PPSM is introduced.In the SFEM,there is no connection information between elements except by using common edges or common nodes as topology.So if two plates are connected,the mesh on their intersection line must be the same.This requirement is simple,but can be difficult to satisfy,which is the reason why the preprocessing of ship FEMs is laborious and complex.A plate panel structure model,which consists of plate panels,is the transitional model from CSSM to SFEM.A panel is a panel of plates,the boundary of which is the theoretical curve(stiffener theoretic curve or plates boundary curve),and there is no other theoretical curve within a panel.All plates exist as panels in PPSM,and common edges or common vertexes of panels replace the connection relationship among the structures in CSSM. Definitiona.Vertex degree.In a undirected connected graph,thenumber of the edges associate with a vertex is called the vertex degree.b.Loop.A loop is a subgraph in which all vertex degreesare equal to two.c.The least loop.L is a loop in a connected graph,whichconsists of vertexes V L={v1,…,v m}and edgesE L={e1,…,e n}.Subgraph G L={V L,E L}.If all thevertexes’degrees of G L are two,then L is called the least loop.d.The most loop.The loop that contains all the edges andvertexes of a connected graph is called the most loop.e.Bridge.The edge that is on none of the loops in aconnected graph is called the bridge.As shown in Fig.7,G1is a connected graph with9 vertexes and12edges.There are4least loops in G1, and the most loop is the one that contains all the vertexes and edges.G2is a graph with10vertexes and 12edges.There are2bridges in G2as shown in the figure.4.1Procedure for creating a PPSMGiven a plate PL in CSSM,the PPSM of PL is created by the following four steps.(1)Get the plates set S P,which consists of all the platesthat intersect with PL.Get the intersections of PL with each plate in S P,and save the intersections in curve set S IC.Append the theoretical curves of all the stiffeners to S IC.(2)In S IC,get all intersection points of the curves to eachother,and save them in set S PP.Then split all the curves in S IC with points in S PP,and the resulting curve segments set S CS is created.(3)Taking the points in S PP as vertexes,and curves in S CSas edges,an undirected connected graph G=(V,E) can be created.Here G is called the relation graph.G stores the topology between the points and the curves.The procedure is shown in Fig.8.Every panel in the PPSM corresponds to a least loop of G;therefore,we can solve the problem of creating a PPSM by searching the least loop of G.Among the above three steps,thefirst and the second step are easy because there are mainly about space curve intersections,which is well known in theory.The third step is the most complex one,which is how tofind all the least loops for the relation graph.Fu[5]developed analgorithmsearching the least loop with a direction factor,which is suitable for small scale relation graph with liner edge.Fu’s method is not suitable for creating a PPSM,though, because the relation graph is too large with all kinds of edges such as line,arc,spline,polyline,etc.An improved least loop searching method is proposed which is able to create PPSM quickly and accurately.4.2Panel searching algorithmFinding all the panels is the key problem of creating a PPSM.An algorithm of least loop searching in an undi-rected connected graph is presented which can help in searching all the panels of the PPSM.The panel searching process is as follows.(1)Create the adjacency matrix M n9n,where n is thenumber of the vertexes.M i,j(1B i B n,1B j B n) denotes not only whether there is an edge between vertex i and j,but also how many remaining times the corresponding edge has to be searched.For each element in M corresponding to an edge in G,it is important to assume that there should be no more than one edge between two arbitrary vertexes.Like the deepfirst search(DFS)strategy,when the searching is completed,each edge should be searched twice,so M i,j is initially set to2if there is an edge between node i and j,otherwise it is set to0.Because there may be up to thousands of vertexes in a PPSM,M is too large to be stored and accessed.Therefore,a sparse matrix is used for M,and the corresponding algorithm of sparse matrices is used for calculation.(2)Search the most loop.In this algorithm,the most loopmust be searched before the least loops,as the elements in M are modified when searching the most loop,which is the precondition of the least loop search.The search begins with V0,the X coordinate and Y coordinate of which are the maximal among all the ver-texes.E0is thefirst edge to be searched,which is the edge associated with V0with the minimal angle to the X coor-dinate.If an edge is searched,the corresponding element in M should be decremented by1.Let V i be the current vertex,E i be the current edge,and Es be the set of active edges incident to V i.Active edge means an edge that has been searched less than twice,so its corresponding element in M is1or2.The next edge E i?1is the one with minimal direction angle to E i among Es.Here, the direction angle is the angle of two edges’tangent line at V i.The next vertex is the other end of E i?1.When V0is searched again,the most loop search is completed,and the searched edges comprise the most loop in sequence.(3)Search the least loop.The least loop search algorithmis similar to the most loop search algorithm.The difference is that,when V i and E i are searched,the next edge E i?1is the one with the maximal direction angle to E i,not the minimal.Repeat the least loop search,until all the elements in M are zero,which means the least loop search is completed. Now panels can be created according to all the least loops.(4)The relation graph may not satisfy the requirementsof the above least loop search algorithm,so the following improvement should be takenfirst:In a PPSM,any beam or bracket,the end of which is not on the edge of the structure,will lead to a bridge in relation graph G.The bridge will not be included in any loop and will be ignored in the least loop search.So a virtual edge,which starts from the isolating end of the bridge and ends in the nearest panel edge,is added to help the bridge to be included in a loop.After that,the structure can be modeled correctly.There may be panels with only two curves in the PPSM, in which case the corresponding least loop has only two edges in relation graph G,such as the plate in Fig.9,where P2is a panel with only two curves.There should not be more than two edges between two vertexes,so the relation graph for such a PPSM does not meet criteria.The Fig.8Relation graph creation procedurefollowing measures are taken to solve this problem:Before creating M ,we should find all edges between the ends of which there are other edges,such as the edges relative to curve C 1or C 6in Fig.9.Insert a vertex in the middle of each edge,which splits each edge into two edges,and then a new relation graph without this problem is created.Then M is created based on the newly created graph.After the least loop search,the inserted vertexes will be removed and the split edge will be merged.With these improvements,the panel searching algorithm is effective for all kinds of planar plates.Figure 10is the flowchart for the above panel searching algorithm.With this algorithm,a PPSM for any complex PSM can be created with high efficiency.Figure 11is the PPSM for the structure shown in Fig.2created by this algorithm,where different colors indicate different panels.5Creating PPSMs for surface platesSection 4describes the algorithm for creating PPSMs for planar plates.The relation graph for a planar plate is a planar graph,while the one for a surface plate is a space graph.So this algorithm cannot be used to create a PPSM for surface plates.However,it would be available for surface plates with the following improvements.Though the hull surface is complex,it can be split into several monotonic surfaces.A monotonic surface is a surface for which a project plane can be found,and if two curves on the surface have no intersections,the projections of them on the project plane do not intersect with each other.Surface Ss in Fig.13is the fore part surface of the ship shown in Fig.12.Ss can be projected along direction Vp onto plane P with the intersection curve segments S CS ,and the projection is Sp .Any two non-crossing curves on Sshave no intersection on Sp ,which means this surface is a monotonic surface.A planer relation graph can be created for Sp ,and all the panels for Sp can be searched with the algorithm described in 4.2.Any space panel on Ss corre-sponds to a planar panel on Sp .When all the panels on Sp are searched,the panels on Ss can be found correspond-ingly,as shown in Fig.14.As all the panels are found,the PPSM for the surface plate is created.This is a general algorithm to create a PPSM for dif-ferent kinds of shell plates,including shell plates with bulbous bow and bulbous stern.And it is suitable for a shell plate with inclined structures such as inclined longitudinal or inclined stringer,which greatly increase the modeling difficulty for the traditional preprocessingmethod.Fig.10Flow chart to find all thepanelsFig.11PPSM created by least loop searchalgorithm6Creating the SFEM6.1Creating the SFEM by meshing PPSMsA structurefinite element model can be divided into two parts.One is the mesh,which consists of nodes and ele-ments;the other is the properties,which includes the physical property and the material property.The mesh of the SFEM is created by meshing the panels in the PPSMs, under the premise of uniformly meshing on the common edge of adjacent panels.For a simple geometry such as the panels in a PPSM,the meshing algorithm is quite mature [2,6–9],and so will not be discussed in this paper.The advancing front mesh algorithm is used to mesh the panels, and quadrilateral elements are generated as far as possible.The properties of the SFEM are inherited from the PSM, rather than from the PPSM or the CSSM,and they are applied to the mesh automatically.As a result,if the PSM is modified,both the mesh and the properties of the SFEM will be updated automatically.Figure15is the SFEM for the PSM in Fig.2,and Fig.16is the whole ship SFEM of a bulk carrier.6.2Fine mesh modelGenerally,in order to get accurate results,the element size should be small and the quantity of mesh should be high enough around stress concentrated areas,such as upper hopper knuckle,bracket toes,plate around openings and critical regions for specialpurposes. Fig.13Projecting surface onto aplane Fig.14PPSM for the fore hullsurface Fig.15SFEM of the engine roombottomFig.16SFEM of the whole ship of a bulk carrierIn the PSM,stress concentrated areas are specified by defining smaller mesh sizes of curves or regions,and is independent of the geometry of the PSM.This information is transferred from the PSM to the PPSM,where the panel edges have different mesh sizes as required.Mesh generation starts from the edges with smaller mesh size,and propagates outward gradually.The edges around stress-concentrated areas are meshed first,without any restriction of the existing elements,so high-quality quadrilateral elements are generated there.The existing elements should be considered when meshing the other regions,which is why the quality of the mesh in such a region is not as good as in stress-concentrated areas,even triangular elements.However,this is not very important,because a few low quality elements in areas that are not stress-concentrated areas will not affect the result of the FEA.Figure 17is the SFEM for shell plate PPSM shown in Fig.14,with fine mesh in stress-concentrated area.6.3Creating the SFEM for different levels from thesame PSM In the initial design stage,a ship usually needs different level FEAs simultaneously,for such purposes as cargo hold strength analysis and detailed structures strength analysis.The traditional way is to separately create different finite element models for different levels,which is laborious and unnecessary.The geometry of the fine mesh model is the same as that of the rough mesh model.The difference between thesetwo kinds of model is the mesh size,the mesh distribution and the mesh quantity.In PSM,the stress-concentrated areas definitions are independent of the geometry.If the stress-concentrated area definitions are ignored when cre-ating the SFEM,a rough mesh model will be created;otherwise,a fine mesh model will be generated.As a result,the same PSM can be used for different levels of FEA preprocessing.Figure 18contrasts a fine mesh model and a rough mesh model generated from the same PSM.7Efficiency of the approachUsing the above parametric preprocessing approach,the SFEM for the fore part structure of a bulk carrier is gen-erated,as shown in Fig.19.There are 88surface objects in the PSM,and 1914panels in the PPSM.In the SFEM,there are 28404nodes and 29275elements.With the parametric preprocessing approach,the time to create PSM depends on the experience of the engineer.With a skillful engineer,this PSM can be created within a few hours.The time to create a PPSM from a PSM is about 3s,and meshing PPSM about 132s.While with the traditional non-parametric method,creating this FEM model may take a skillful engineer several days,or even a few weeks.Creating the PSM,which need be done only once,takes most of the preprocessing time in this parametric approach.As the PSM is created,the time to generate the SFEM is negligible.If the structures are changed,such as replacing the hull surface,modifying the platform’s height,changing the plate thickness or the beam section,the SFEM willbeFig.17Fine mesh model of shellplatesFig.18Rough mesh model and fine mesh model generated from the same PSM。
船舶海洋工程英语
Patrol Boat Buoy Layer Beacon Boat Traffic Boat Garbage Boat Oil Recovery Ship Sewage Disposal Vessel Distilling Ship
Passenger Ferry Train Ferry Vehicle Passenger Ferry Channel Ferry
Air-cushion Catamaran
i侧壁气垫船
Side-wall Hovercraft
i高速双体船
High Speed Catamaran
i高速单体船
High Speed Monohull Craft
i地效翼船
Wing-in Ground Craft
i水翼船
Hydrofoil Craft
i动力支承船
Salvage Tug
i顶推船
Pusher
i近海供应拖船
Offshore tug/supply ship
工程船 Engineering Ship
i挖泥船
Dredger
耙吸式挖泥船
Trailing suction dredger
绞吸式挖泥船
Cutter suction dredger
链斗式挖泥船
Bucket dredger
Dynamically Supported Craft
i两栖船
Amphibious Craft
i小水面单体船
Small Waterplane Area Single Hull Ship
i小水面双体船
Small Waterplane Area Twin Hull Ship
驳船 Barge
船舶与海洋工程论文中英文资料外文翻译文献
中英文资料外文翻译文献A Simple Prediction Formula of Roll Damping of Conventional Cargo Ships on the Basis of lkeda's Method and Its LimitationSince the roll damping of ships has significant effects of viscosity, it is difficult to calculate it theoretically. Therefore, experimental results or some prediction methods are used to get the roll damping in design stage of ships. Among some prediction methods, Ikeda’s one is widely used in many ship motion computer programs. Using the method, the roll damping of various ship hulls with various bilge keels can be calculated to investigate its characteristics. To calculate the roil damping of each ship, detailed data of the ship are needed to input. Therefore, a simpler prediction method is expected in primary design stage. Such a simple method must be useful to validate the results obtained by a computer code to predict it on the basis of Ikeda，s method, too. On the basis of the predicted roll damping by Ikeda’s method for various ships, a very simple prediction formula of the roll damping of ships is deduced in the present paper. Ship hull forms are systematically changed by changing length, beam, draft, mid-ship sectional coefficient and prismatic coefficient. It is found, however, that this simple formula can not be used for ships that have high position of the center of gravity. A modified method to improve accuracy for such ships is proposed.Key words: Roll damping, simple prediction formula, wave component, eddy component, bilge keel component.IntroductionIn 1970s, strip methods for predicting ship motions in 5-degree of freedoms in waves have been established. The methods are based on potential flow theories (Ursell-Tasai method, source distribution method and so on), and can predict pitch, heave, sway and yaw motions of ships in waves in fairly good accuracy. In roll motion, however, the strip methods do not work well because of significant viscous effects on the roll damping. Therefore, some empirical formulas or experimental dataare used to predict the roll damping in the strip methods.To improve the prediction of roll motions by these strip methods, one of the authors carried out a research project to develop a roll damping prediction method which has the same concept and the same order of accuracy as the strip methods which are based on hydrodynamic forces acting on strips. The review of the prediction method was made by Himeno [5] and Ikeda [6，7] with the computer program.The prediction method, which is now called Ikeda’s method, divides the roll damping into the frictional (BF), the wave (Bw)，the eddy (Be) and the bilge keel (Bbk) components at zero forward speed, and at forward speed, the lift (Bi) is added. Increases of wave and friction components due to advance speed are also corrected on the basis of experimental results. Then the roll damping coefficient B44 (= roll damping moment (kgfm)/roll angular velocity (rad/sec)) can be expressed as follows: B44 B bk (1)At zero forward speed, each component except the friction and lift components are predicted for each cross section with unit length and the predicted values are summed up along the ship length. The friction component is predicted by Kato’s formula for a three-dimensional ship shape. Modification functions for predicting the forward speed effects on the roll damping components are developed for the friction, wave and eddy components. The computer program of the method was published, and the method has been widely used.For these 30 years, the original Ikeda’s method developed for conven tional cargo ships has been improved to apply many kinds of ships, for examples, more slender and round ships, fishing boats, barges, ships with skegs and so on. The original method is also widely used. However, sometimes, different conclusions of roll mot ions were derived even though the same Ikeda’s method was used in the calculations. Then, to check the accuracy of the computer programs of the same Ikeda’s method, a more simple prediction method with the almost same accuracy as the Ikeda’s original one h as been expected to be developed. It is said that in design stages of ships, Ikeda’s method is too complicated to use. To meet these needs, a simple roll damping prediction method was deduced by using regression analysis [8].Previous Prediction FormulaThe simple prediction formula proposed in previous paper can not be used for modem ships that have high position of center of gravity or long natural roll period such as large passenger ships with relatively flat hull shape. In order to investigate its limitation, the authors compared the result of this prediction method with original Ikeda’s one while out of its calculating limitation. Fig. 1 shows the result of the comparison with their method of roll damping. The upper one is on the condition that the center of gravity is low and the lower one on the condition that the center of gravity is high.From this figure, the roll damping estimated by this prediction formula is in good agreement with the roll damping calculated by the Ikeda’s method for low positi on of center of gravity, but the error margin grows for the high position of center of gravity. The results suggest that the previous prediction formula is necessary to be revised. Methodical Series ShipsModified prediction formula will be developed on the basis of the predicted results by Ikeda’s method using the methodical series ships. This series ships are constructed based on the Taylor Standard Series and its hull shapes are methodically changed by changing length, beam, draft, midship sectional coefficient and longitudinal prismatic coefficient. The geometries of the series ships are given by the following equations. Proposal of New Prediction Method of Roll DampingIn this chapter, the characteristics of each component of the roll damping, the frictional, the wave, the eddy and the bilge keel components at zero advanced speed, are discussed, and a simple prediction formula of each component is developed.As well known, the wave component of the roll damping for a two-dimensional cross section can be calculated by potential flow theories in fairly good accuracy. In Ikeda's method, the wave damping of a strip section is not calculated and the calculated values by any potential flow theories are used as the wave damping.reason why viscous effects are significant in only roll damping can be explained as follows. Fig. 4 shows the wave component of the roll damping for 2-D sections calculated by a potential flow theory.ConclusionsA simple prediction method of the roll damping of ships is developed on the basis of the Ikeda’s original prediction method which was developed in the same concept as a strip method for calculating ship motions in waves. Using the data of a ship, B/d, Cb，Cm, OG/d, G)，bBK/B, Ibk/Lpp，(pa, the roll damping of a ship can be approx imately predicted. Moreover, the limit of application of Ikeda’s prediction method to modern ships that have buttock flow stern is demonstrated by the model experiment. The computer program of the method can be downloaded from the Home Page of Ikeda’s Labo (AcknowledgmentsThis work was supported by the Grant-in Aid for Scientific Research of the Japan Society for Promotion of Science (No. 18360415).The authors wish to express sincere appreciation to Prof. N. Umeda of Osaka University for valuable suggestions to this study.References五、Y. Ikeda, Y. Himeno, N. Tanaka, On roll damping force of shipEffects of friction of hull and normal force of bilge keels, Journal of the Kansai Society of Naval Architects 161 (1976) 41-49. (in Japanese)六、Y. Ikeda, K. Komatsu, Y. Himeno, N. Tanaka, On roll damping force of ship~Effects of hull surface pressure created by bilge keels, Journal of the Kansai Society of Naval Architects 165 (1977) 31-40. (in Japanese)七、Y. Ikeda, Y. Himeno, N. Tanaka, On eddy making component of roll damping force on naked hull, Journal of the Society of Naval Architects 142 (1977) 59-69. (in Japanese)八、Y. Ikeda, Y. Himeno, N. Tanaka, Components of roll damping of ship at forward speed, Journal of the Society of Naval Architects 143 (1978) 121-133. (in Japanese) 九、Y. Himeno, Prediction of Ship Roll Damping一State of the Art, Report of Department of Naval Architecture & Marine Engineering, University of Michigan, No.239, 1981.十、Y. Ikeda, Prediction Method of Roll Damping, Report of Department of Naval Architecture, University of Osaka Prefecture, 1982.十一、Y. Ikeda, Roll damping, in: Proceedings of 1stSymposium of Marine Dynamics Research Group, Japan, 1984, pp. 241-250. (in Japanese)十二、Y. Kawahara, Characteristics of roll damping of various ship types and as imple prediction formula of roll damping on the basis of Ikeda’s method, in: Proceedings of the 4th Asia-Pacific Workshop on Marine Hydrodymics, Taipei, China, 2008，pp. 79-86.十三、Y. Ikeda, T. Fujiwara, Y. Himeno, N. Tanaka, Velocity field around ship hull in roll motion, Journal of the Kansai Society of Naval Architects 171 (1978) 33-45. (in Japanese)十四、N. Tanaka, Y. Himeno, Y. Ikeda, K. Isomura,Experimental study on bilge keel effect for shallow draftship, Journal of the Kansai Society of Naval Architects 180 (1981) 69-75. (in Japanese)常规货船的横摇阻尼在池田方法基础上的一个简单预测方法及其局限性摘要：由于船的横摇阻尼对其粘度有显着的影响，所以很难在理论上计算。
船舶与海洋工程专业英语
a faired set of lines 经过光顺的一组型线abaft 朝向船尾abaft 朝船尾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 龙骨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Length overall 总长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。
船舶与海洋工程——相关英语论文9
131M. Kitamura et al.: Genetic algorithm to optimize structural design J Mar Sci Technol (2000) 5:131–146Application of a genetic algorithm to the optimal structural design of a ship’s engine room taking dynamic constraints into considerationMitsuru Kitamura, Hisashi Nobukawa, and Fengxiang YangDepartment of Naval Architecture, Ocean Engineering, and Engineering Systems, Hiroshima University, 1-4-1 Kagamiyama,Higashi-hiroshima 739-8527, Japan1IntroductionThe dynamic response as well as static analysis must be considered in the design of the structure of the engine room of a ship. The optimization of the engine room structure under static and dynamic constraints is com-plex because of the implicit characteristics of the constraints. The engine room structure is subject to intense vibration when the natural frequencies of the structure are close to the exciting frequency. Some effective methods are needed to control this dynamic response in order to optimize the design of the engine room structure.Genetic algorithms (GAs)1–3 are powerful and broadly applicable stochastic search and optimization techniques based on the principle of evolution theory.Recently, GAs have received considerable atten-tion owing to their potential as novel optimization techniques.4–10 By using a GA, the global optimum can be reached more easily than by some traditional optimi-zation techniques. One other major advantage is that they can be applied to optimization problems with discrete design variables. H owever, there are some difficulties in optimization processes which include both GA and traditional techniques, because reason-able convergence might not be obtained. It is necessary to investigate robustness and convergency before apply-ing a GA to the optimal design of an engine room structure.In practice, it is not appropriate to reject a design absolutely just because the stresses of few members or the accelerations of few points are slightly larger than their allowable values. Because many uncertainties ex-ist in a large structural design such as a ship many con-straints are fuzzy in some sense. There are no well-defined boundaries between safe and unsafe de-signs. It is more reasonable to consider that there should be transitional stages from absolutely safe to unsafe designs.Abstract The genetic algorithm, known as GA, is used to optimize engine room structure, not only under static con-straints, but also under dynamic constraints. A penalty func-tion method is used to handle the complicated constraint conditions based on the numerical results of dynamic and static analyses. There are several ways to take the dynamic effect into account in the optimum design of ship structure.First, the inequality constraint condition is applied to separate the natural frequency and the exciting frequency. Second,generalized design variables are introduced in order to trans-fer not only the dynamic but also the static equilibrium equa-tions into the equality constraints, resulting in the optimal structural design without the need to solve these equilibrium equations. Third, the magnitudes of the acceleration and dis-placement are constrained instead of applying the natural frequency constraint condition. In order to achieve better con-vergency in the optimization with least resources, several op-erators and methods are considered and then introduced into the structural design of the engine room. The new operator,called either objective elitism or fitness elitism, is introduced to improve the efficiency of the method. The effect of bound-ary mutation and nonuniform mutation on the performance of the GA is examined. Not only binary representation but also floating-point representation are used to express the design gene in the GA. Fuzzy theory is applied in the GA to handle the uncertainty of the constraint conditions. Two ways of solv-ing fuzzy optimization are investigated in order to obtain a fuzzy solution and a crisp solution.Key words Genetic algorithm · Optimal structural design ·Engine room of ship · Dynamic constraint · Finite element methodAddress correspondence to: M. Kitamura (kitamura@naoe.hiroshima-u.ac.jp)Received: October 2, 2000 / Accepted: November 30, 2000Updated version of articles that appeared in the Journal of the Society for Naval Architects of Japan, vols. 183, 184 (1998),185, and 186 (1999): The original articles won the SNAJ prize,which is awarded annually to the best papers selected from the SNAJ Journal, JMST, or other quality journals in the field of naval architecture and ocean engineering2Application of a GA to the optimal design of an engine room structure 2.1Illustration of the problemIn this study, the objective is to find the design variables X = (x 1, x 2,..., x m )T to minimize the construction cost of an engine room structure, f (X ), under the constraint conditions g (X ). This kind of problem can be expressed by the formulaf X ()Æminimum (1)subject tog i n i X ()£=()0123for ,,,...,(2)Where n is the number of constraint conditions. The constraint conditions considered here for the design of an engine room structure are described below.Constraint for bending and shear stresses.Static bending and shear stress constraints for an engine room structure, such as web frames and web beams, can be expressed ass i i i n £=()s 12,,...,s (3)where n s is the number of stress evaluation points, and s i is the allowable stress for member i .Constraint for natural frequencies.In order to avoid resonance of the structure with the exciting force, the following constraint condition for the natural frequency is imposed.w w w w i ii I i I ££()≥>()12for for (4)Here, w i is the i -th natural frequency of the engine roomstructure, and w 1 and w 2 are the frequencies given to define the forbidden frequency zone.Constraint of design variable ranges.For optimal de-sign problems in engineering, there are physical limita-tions for the design variables.x x x i m i i i ,min ,max ,,,££=()12L (5)where m is the number of design variables.In Eq. 3, s i can be obtained by solving the following structural static equilibrium equation:KY = P(6)Here, K is the stiffness matrix of a finite-element model of the structural design, Y is the nodal displace-ment solution vector, and P is the given force vector.w i (= ͱx —i ) in Eq. 4 is calculated by solving the eigenvalue problemKU i = x i MU i(7)where M is the mass matrix, x i is the i -th eigenvalue, and U i is the i -th eigenvector.2.2Fitness function and constraintMost real problems of function optimization involve constraints. A constrained problem can be transformed into an unconstrained problem by associating a penalty with all constraint violations. Minimizing the objective function, f (X ) is transformed into the optimization of the functionF f i i i nX X X ()∫()+()Æ=Âd F minimum 0(8)where d i is a penalty coefficient and F i (X ) is a penalty term related to the i -th constraint. d i is a scalar multi-plier intended to control the penalty imposed when con-sidering points that violate the constraints, and n is the total number of constraint conditions. A small value of d i will allow a wide exploration of the constraint viola-tion space, while a large value of d i places strong restric-tions on the constraint.There is a variety of possible penalty functions which can be applied. In this study, the following form is used as penalty function:F i i r i i g g g X X X X ()=()()£()>ÏÌÔÓÔ000(9)In practical applications, r can be selected as 0, 1, or 2.Generally speaking, the objective term and the pen-alty term should be of the same order of magnitude. If the objective is too large compared with the penalty term, the process of optimization will drive all the chromosomes into the infeasible domain. H owever, if the penalty terms are much larger than the objective,the selection pressure will become very high, and as a result a few super chromosomes will dominate the selec-tion process, which will result in a premature and to that process.The objective function, f , the stress, s , the constraint,g , the penalty term, d F , and the extended objective function, F , for three cases are listed in Table 1, in which the allowable stress is 18kgf/mm 2, the penalty coefficient d is 1.0, and r is set to be 1. Two designs are compared, and in all cases f in one design is 10% larger than the other, and s is set at 18.1kgf/mm 2 in one case,and at 18.0kgf/mm 2 in the other. Design A 1 gives f =1.0kgf and s = 18.1kgf/mm 2, while design A 2 gives f =1.1kgf and s = 18.0kgf/mm 2. Since the difference in the objective function, f , and the difference in the penalty term, d F , between A 1 and A 2 are both 0.1, the extended objective functions, F , for these two designs are both1.1. Although design A 1 does not satisfy the constraint condition, this design should be considered since its objective is good, and the degree of violation of the design constraint is small. In this sense, the values of the objectives and the penalty terms for case A are well balanced.The objective functions in case B are 1000 times larger than those in case A, while the stresses and con-straint conditions are the same. The extended objective function for design B 2 is worse than that for design B 1,and this design may die out. The size of the extended objective function for design B 2 is almost 110% of that for design B 1, which is derived from the value of the objective function directly. Hence, the effect of the ob-jective function is too strong, and the constraint condi-tions do not affect the selection of a design in case B.However, it should be noted that the ratio of the two objectives in case B is the same as in case A. If “tonf”units are used instead of “kgf” for f in case B, exactly the same F as in case A is obtained. If s = 30kgf/mm 2 in design B 1, this design will still be evaluated as the better solution in this case, although the solution is in the infeasible domain.The objective functions in case C are 1000 times smaller than those in case A. In this case, the effect of the penalty term is too strong, and design C 1 may be rejected since the extended objective is 100 times larger than that of C 2. Even if f = 0.1kgf in design C 2, which is 100 times larger than that in design C 1, this design will still be a better solution than C 1. Satisfying constraint conditions is most important in this case, and the differ-ences in the values of the objective function do not affect the extended objective function which introduces a premature solution.A minimum problem like that in Eq. 8 can be trans-formed into a maximum problem by adding a negative sign. The fitness function V (X ) can be formed by adding a constant C .V C F X X ()=-()(10)C should be selected to be as small as possible on condi-tion that V (X ) > 0. If C >> F (X ), the function V (X ) willsuffer from a much slower convergence than the func-tion F (X ). In this study, C is fixed by the largest value of F (X ) for each generation.2.3Elitism and mutationIn engine room-optimization, the traditional simple GA has two drawbacks in the selection process. First, be-cause the offspring in each generation replace their parents soon after they are born, they may lose the best chromosomes of the older generation. Second, it is dif-ficult to know when the optimal point is found, because after several generations, the values of individuals oscil-late and take larger and smaller values over subsequent generations. In order to solve these problems, elitist selection is introduced to ensure that the best chromo-somes are passed to the new generation. The best chro-mosomes in a generation are selected according to their fitness and objective values in the infeasible and feasible domains, respectively.Mutation arbitrarily alters one or more genes of a selected chromosome by a random change in the muta-tion rate. This operation maintains chromosome diver-sity and prevents the search from stopping prematurely.The mutation rate is usually held constant throughout the calculations of the GA. H owever, this is not very efficient, because at the beginning of a run of GA, a full exploration of the search space is needed. Therefore,the mutation rate should be higher at the start of a run.However, after the most promising regions of the search space have been found, exploitation becomes more important and the mutation rate should be lowered.Therefore, the mutation rate, p m , should bep p i i i m m +()()=1h (11)where h i is the decreasing rate coefficient, which should be less than 1, and i is the generation number.2.4Numerical example 1The principal dimensions of the ship under consider-ation in the first numerical example areTable 1.Sample values of f , s , d F , and F in cases A, B, and C Case Design f (kgf)s (kgf/mm 2)g (kgf/mm 2)d F F Selection A A 1 1.018.10.10.1 1.1Even A 2 1.118.00.00.0 1.1Even B B 1100018.10.10.11000.1Better B 2110018.00.00.01100.0Worse CC 10.001018.10.10.10.1010Worse C 20.001118.00.00.00.0011BetterLength of perpendicular Breadth moulded = 12m = 70mDraught = 4.14mDepth moulded = 7.12m Weight of generator = 2Weight of main tonf ¥ 2 sets engine = 31 tonf Blade number = 4SHP = 1800 h.p.Engine revolution = 284Propeller D p = 2.40m r.p.m.where SHP is shaft horse power.Design variables include the cross-sectional sizes of the web frame and web beam members, x 1 and x 2, respec-tively, the web frame spacings, x 3–x 6, and the hull thick-ness, x 7, as shown in Fig. 1. Usually, the web frames and the web beams are selected from a limited number of standard shape steel members available commercially,such as the ones listed in Table 2. Four of the param-eters shown in Fig. 1, t 0, t 1, b , and h , cannot be taje~as independent design variables which represent the cross section. Therefore, the cross section represented by these four parameters should be taken as one design variable. In order to achieve this goal, the serial num-bers of standard shape steel members are introduced as the design variables. Once a serial number is fixed,the corresponding sizes of the cross sections can be obtained from the database.A simplified three-dimensional finite element model is shown as in Fig. 2. In this model, the details of the engine room are modeled into the three-dimensional frame as shown in Fig. 3. The rest of this figure is simpli-fied to show the varying cross-sectional beams with vir-tual added mass. The numbers of elements and nodes in this model are 408 and 208, respectively. The loads imposed on the ship are shown in Fig. 4. The allowable bending stresses are 18kgf/mm 2 and 10kgf/mm 2 for the web frame and web beam elements, and the longitudi-nal members, respectively. The main engine has fourblades and revolves at 284 r.p.m., and therefore the blade frequency is 4.733 ¥ 4 = 18.93Hz. To avoid struc-tural resonance, the forbidden frequency band is fixed as [17, 21]Hz.The unit prices of plate steel and shaped steel are 90000yen/ton and 105000 yen/ton, respectively. The price of fillet welding per unit welded length in meters,with unit welded leg length in centimeters, is 4200 yen.Table 3 and curve I in Fig. 5 show the results of theoptimization process on this structure. Here, the popu-Fig. 1.Design variables for the engine room structureTable 2.Serial number and corresponding cross section of standard steel members Serial Serial number h ¥ b ¥ t 1/t 0number h ¥ b ¥ t 1/t 01200 ¥ 120 ¥ 8/817400 ¥ 200 ¥ 14/122200 ¥ 125 ¥ 12/818400 ¥ 250 ¥ 14/123200 ¥ 150 ¥ 12/819400 ¥ 300 ¥ 14/104250 ¥ 200 ¥ 12/820400 ¥ 300 ¥ 14/125300 ¥ 125 ¥ 12/1021500 ¥ 200 ¥ 12/106300 ¥ 150 ¥ 12/1022500 ¥ 200 ¥ 15/127300 ¥ 200 ¥ 12/1023500 ¥ 250 ¥ 12/108300 ¥ 200 ¥ 12/1224500 ¥ 250 ¥ 15/129350 ¥ 150 ¥ 12/1025500 ¥ 300 ¥ 15/1210350 ¥ 150 ¥ 12/1226550 ¥ 200 ¥ 16/1111350 ¥ 200 ¥ 12/1027550 ¥ 250 ¥ 16/1212350 ¥ 200 ¥ 12/1228550 ¥ 300 ¥ 16/1213350 ¥ 250 ¥ 12/1229550 ¥ 400 ¥ 16/1214400 ¥ 150 ¥ 10/1030600 ¥ 200 ¥ 16/1115400 ¥ 150 ¥ 10/1231600 ¥ 300 ¥ 16/1116400 ¥ 200 ¥ 12/1232600 ¥ 400 ¥16/16Fig. 2.Structural model of the whole shipFig. 3.Structural model of the engine roomFig. 4.Loads imposed on web frame 17Table 3.Serial number and corresponding cross section Generation Cost s T maxs L maxf 13f 14No.(yen · 103)(kgf/mm 2)(kgf/mm 2)(Hz)(Hz)1678911.55 6.36015.40821.3235670615.67 5.83015.40521.1207611616.83 5.41315.40321.10420605717.01 5.01515.40021.08235601517.20 5.02715.40021.08445600017.235.03115.40021.084s T max , maximum bending stress of transverse elements; s Lmax , maximum bending stress of longitudi-nal elementsTable 4.Evolution of design values x 1x 2x 3x 4x 5x 6x 7Generation (#)(#)(cm)(cm)(cm)(cm)(cm)12031228339599724115132422031257471710762122333857272910204211773265427011035421158353517695104542115835649669510Fig. 5.Influence of the penalty coefficientlation size P size = 20, the probability of crossover p c = 0.7,and the probability of mutation p m = 0.01. The optimal values were obtained after about 43 generations, in which the minimal objective value was 6000000yen.Table 4 shows the history of the design variable modifi-cations in the GA. The optimal cross-sectional sizes for the web beams and web frames are 250 ¥ 200 ¥ 12/8 and 500 ¥ 200 ¥ 12/10, respectively. Web frame spacings, x i (i = 3, 4, 5, 6) were 158cm, 356cm, 496cm, and 695cm,respectively. The hull thickness, x 7, was 10mm. The maximum stress of the transverse elements and longitu-dinal members was 17.23kgf/mm 2 and 5.031kgf/mm 2,respectively. The natural frequencies of the engine room structure near the boundary of the dynamicconstraints were 15.40Hz. and 21.08Hz, which are not in the forbidden band. From these results, it can be seen that the values of the structural stresses generally move toward the boundary of the constraints, but do not reach it because of the discrete design variables.Figure 5 shows the influence of the penalty term on the optimization process. Curve II converges prema-turely because the penalty terms are too large compared with the objective values. The chromosomes in the in-feasible domain die out quickly with successive genera-tions. A few superchromosomes dominate the process.Curve III represents the results of the GA with very small penalty terms. The dotted part means that the solutions are not in a feasible domain. After the second generation, all the chromosomes are driven into the infeasible domain. The GA process avoids violations of the constraints because the penalty terms are too small.In Fig. 6, P size = 20, p c = 0.7, p m = 0.01, and fitness elitism is introduced for both curve I and curve II.As well as fitness elitism, objective elitism is also intro-duced for curve I. The figure shows that objective elit-ism significantly improves the convergence. From curve II, it can be seen that the objective oscillates, especially when the cost value is near the optimal value. From the same curve, it can also be seen that the objective value generally converges to a constant.The influence of population size, P size , can be seen in Fig. 7, in which p c = 0.7, p m = 0.01, and both fitness elitism and objective elitism are introduced. Obviously curve I terminates prematurely. In this study, it seems that at least 20 chromosomes in one generation are required for this structural optimization.The effect of varying the probability of mutation on the performance of the GA is shown in Fig. 8, in which p c = 0.7, P size = 20, and both fitness elitism and objec-tive elitism are introduced. Curve I converges quickly at first, but after several generations, curve II is better than curve I. The mutation rate for curve II is high at the beginning of the optimization process, and therefore the convergence is not as fast as for curve I. However, be-cause the range of curve II is more efficient than that of curve I, it later converges faster than curve I.Eight trials, with p c = 0.3, 0.4,..., 1.0, were investi-gated in this study. The cases of p c = 0.3, 0.4, 0.5, 0.6converge prematurely. The other cases all converge tothe optimal value. Because of this problem, p c = 0.7gives the best probability of crossover; here the GA reaches the objective minimum at generation 43, while the others do so at about generation 55.3Application of generalized design variables in the genetic algorithm for the optimum design of a ship’s structure3.1Illustration of the problemIn calculus-based optimization techniques, the searchproceeds from one point to a better one. For structuralFig. 6.Influence of objective elitismFig. 7.Influence of the population size, PsizeFig. 8.Influence of the probability of mutation, p moptimization problems, most of the algorithms require a large number of structural reanalyses. These repeated analyses tend to be too expensive for practical prob-lems. A GA is fundamentally different from traditional optimization techniques, and has advantages in some aspects. For example, calculations of the gradient or the Hessian matrix of the objective function and constraints are not required, the solution converges to the global optimal point more easily, and discrete problems can be handled.The total number of structural reanalyses in a GA is much larger than that in the multiplier method, and consequently takes more computing time. In this sec-tion, an attempt is made to eliminate the need to solve the static and dynamic equations by using the concept of generalized design variables and the penalty method.3.2A GA without conventional reanalyses of structure In this study, the generalized design variable vector Z is defined asZ X Y =ÏÌÔÓÔ¸˝Ô˛Ôx (12)H ere the dependent variables X , Y , x are the vectors containing the ordinary design variables, nodal dis-placements, and eigenvalues, respectively. With the generalized design variables Z , the structural optimiza-tion problem can be rewritten asf Z ()Æminimum (13)subject to the following constraints.1.Constraint for bending and shear stressess s i i i n Z ()£=()12,,...,s (14)2.Constraint for the static equilibrium equationK Z Y P ()-=0(15)3.Constraint for the dynamic equilibrium equationdet K Z M ()-=x i 0(16)4.Constraint for design variable rangesz z z i m i i i ,min,max ,,...,££=()12g (17)Here, m g is the number of generalized design variables.Since Z includes the variables x , the forbidden fre-quency zone discussed in the previous section can be covered by the constraint for the design variable range.When the equality constraints of Eqs. 15 and 16 with Z are satisfied, the design variables, X , Y , and x , are no longer independent. H ence, conventional analysesof structure, such as solving Eqs. 6 and 7, are not required in the optimization. This leads to a GA being less time-consuming than calculus-based optimization techniques.3.3Floating-point representation, boundaries,and nonuniform mutationsThe applicability of a GA with binary representation of strings to the engine room optimization problem under the static stress and dynamic frequency constraints was considered in the previous section. H owever, for a multidimensional problem with highly precise numeri-cal computation, the search space is too large. Even though theoretically the binary alphabet offers the maximum number of schemata per bit of information for any coding, the schema theory is not based on binary alphabets alone. In order to remove this drawback,floating-point representation is introduced.Since the optimal solution in structural optimizations often lies on or near the boundary of the constraints,as shown in the first numerical example, it is essential to introduce the operator of the boundary mutation in order to hasten the rate of convergence. With this muta-tion, x k is mutated to be either a right-bound value or a left-bound value with equal probability.Nonuniform mutation is incorporated in this study,since this mutation is responsible for the fine-tuning capabilities of the solution. The design variable x k is mutated, and the result of this mutation isx x t k x x t x k k kk k k ¢=+()-()+-()()ÏÌÔÓÔ==D ,,right left if if D g g 1101(18)where g 1 is a random binary digit, and t denotes the number of generations. Right(k ) and left(k ) are the right bound and left bound of x k . The function D (t , y ) is taken as being of the following form:D t y y t T b,()=◊-ÊËÁˆ¯˜g 21(19)where g 2 is a random number between 0 and 1. T is the maximal generation number, and b is the coefficient for this mutation which determines the degree of nonuniformity.3.4Numerical example 2The structural model in Fig. 9 is taken as the example to test the performance of the generalized design variables.3.4.1Optimization under dynamic constraintsThe cross-sectional areas of the members determine the volume as well as the stiffness and mass of the structureat which the optimization process is stopped according to the termination conditions.Table 6 shows that there is no significant difference among the solutions obtained by the four paring the results of A and B shows that the gener-alized design variable method with floating-point repre-sentation can reduce computational time in spite of the large generation number. The CPU time used for each generation in B is only one-twentieth of that in A. It is also shown that the boundary and nonuniform muta-tions can improve the convergency of GA. The CPU time used in D is only 4.2% of that in A.Table 7, however, shows that the proposed method may violate several constraints; the sum of the penalties for any method is very small when the GA approaches the optimal point. Table 7 also represents the eigenvalue error caused by the equality constraints. x is obtaineddirectly by the proposed method, while˜x is calculated from x 1, x 2, and x 3 obtained by the GA methods. It is clear that the proposed method does force the equality constraints to be satisfied with an acceptable accuracy.3.4.2Optimization under static constraintsThe structure shown in Fig. 9 is investigated here under static constraints. b 1, b2, and b 3 are all taken as 0.02m.Fig. 9.Structural model for the second problemTable 5.The four GA approaches tested Structural Boundary Nonuniform Approach RepresentationreanalysismutationmutationA Binary ᭺¥¥B Float ¥¥¥C Float ¥᭺¥DFloat¥᭺᭺Table 6.Results of the four approaches under dynamic constraints x 1x 2x 3x Objective Gen.CPU Approach (m)(m)(m)(rad/s)2(m 3)number time (s)Exact 0.10000.14100.10004014.30.4913——A 0.10000.13850.10334023.40.49662121852B 0.10900.14080.10004017.60.5010867396C 0.10360.14200.10004051.90.4966233108D0.10000.14210.10004053.40.492815378when the material and geometry are fixed. In this study,b 1, b 2, and b 3 shown in Fig. 9 are fixed as 0.1m, 0.1m,and 0.18m, respectively. x 1, x 2, and x 3 are selected as the design variables whose ranges are [0.1, 0.7]m. The for-bidden eigenvalue band for this example is selected as [2000, 4000]. The goal here is to find the set of general-ized design variables, namely x 1, x 2, and x 3, and the corresponding eigenvalue x i , under the dynamic fre-quency constraints in order to minimize the volume of the structural members by using the method proposed.The four approaches shown in Table 5 are calculated with the following GA parameters: P size = 50, p m = 0.8,the probability of boundary mutation p bm = 0.06, the probability of nonuniform mutation p nm = 0.05, and the coefficient for nonuniform mutation b = 2. The results of the four approaches are summarized in Table 6. The “gen. number” in Table 6 is the final generation numberTable 7.Error of eigenvaluesDifferencePenalty Approach x ˜ξ(%)(10-8)A 4023.44023.40.000.00B 4017.64016.40.03 1.22C 4051.94051.90.000.01D4053.44052.40.025.12。
船舶规范中英文对照
船舶规范-中英对照、CARGO GEAR: d文，wen，从玄从爻。
天地万物的信息产生出来的现象、纹路、轨迹，描绘出了阴阳二气在事物中的运行轨迹和原理。
故文即为符。
上古之时，符文一体。
古者伏羲氏之王天下也，始画八卦，造书契，以代结绳(爻)之政，由是文籍生焉。
--《尚书序》依类象形，故谓之文。
其后形声相益，即谓之字。
--《说文》序》仓颉造书，形立谓之文，声具谓之字。
--《古今通论》(1) 象形。
甲骨文此字象纹理纵横交错形。
"文"是汉字的一个部首。
本义:花纹;纹理。
(2) 同本义[figure;veins]文，英语念为:text、article等，从字面意思上就可以理解为文章、文字，与古今中外的各个文学著作中出现的各种文字字形密不可分。
古有甲骨文、金文、小篆等，今有宋体、楷体等，都在这一方面突出了"文"的重要性。
古今中外，人们对于"文"都有自己不同的认知，从大的方面来讲，它可以用于表示一个民族的文化历史，从小的方面来说它可用于用于表示单独的一个"文"字，可用于表示一段话，也可用于人物的姓氏。
折叠编辑本段基本字义1．事物错综所造成的纹理或形象：灿若～锦。
2.刺画花纹：～身。
3．记录语言的符号：～字。
～盲。
以～害辞。
4．用文字记下来以及与之有关的：～凭。
～艺。
～体。
～典。
～苑。
～献（指有历史价值和参考价值的图书资料）。
～采（a．文辞、文艺方面的才华；b．错杂艳丽的色彩）。
5．人类劳动成果的总结：～化。
～物。
6．自然界的某些现象：天～。
水～。
7．旧时指礼节仪式：虚～。
繁～缛节（过多的礼节仪式）。
8．文华辞采，与“质”、“情”相对：～质彬彬。
9．温和：～火。
～静。
～雅。
10．指非军事的：～职。
～治武功（指礼乐教化和军事功绩）。
11．指以古汉语为基础的书面语：552～言。
～白间杂。
12．专指社会科学：～科。
13．掩饰：～过饰非。
14．量词，指旧时小铜钱：一～不名。
船舶与海洋工程英语阅读船舶设计师
船舶与海洋工程英语阅读：船舶设计师船舶与海洋工程英语阅读：船舶设计师The Naval Architect 船舶设计师A naval architect asked to design a ship may receive his instructions in a form ranging from such simple requirements as “an oil tanker to carry 100 000 tons deadweight at 15 knots” to a ful lydetailed specification of precisely planned requirements. He is usually required to prepare a design for a vessel that must carry a certain weight of cargo (or number of passengers ) at a specified speed with particular reference to trade requirement; high-density cargoes, such as machinery, require little hold capacity, while the reverse is true for low-density cargoes, such as grain.Deadweight is defined as weight of cargo plus fuel and consumable stores, and lightweight as the weight of the hull, including machinery and equipment. The designer must choose dimensions such that the displacement of the vessel is equal to the sum of the dead weight and the lightweight tonnages. The fineness of the hull must be appropriate to the speed. The draft------which is governed by freeboard rules------enables the depth to be determined to a first approximation.After selecting tentative values of length, breadth, depth, draft, and displacement, the designer must achieve a weight balance. He must also select a moment balance because centres of gravity in both longitudinal and vertical directions must provide satisfactory trim and stability. Additionally, he must estimate the shaft horsepower required for the specified speed; this determines the weight of machinery. The strength of the hull must be adequate for the service intended, detailed scantlings (frame dimensions and plate thicknesses ) can be obtained from the rules of the classification society. These scantings determine the requisite weight of hull steel.The vessel should possess satisfactory steering characteristics, freedom from troublesome vibration, and should comply with the many varied requirements of international regulations. Possessing an attractive appearance, the ship should have the minimum net registertonnage, the factor on which harbour and other dues are based. (The gross tonnage represents the volume of all closed-in spaces above the inner bottom. The net tonnage is the gross tonnage minus certain deductible spaces that do not produce revenue. Net tonnage can therefore be regarded as a measure of the earning capacity of the ship, hence its use as a basis for harbour and docking charges. ) Passenger vessels must satisfy a standard of bulkhead subdivision that will ensure adequate stability under specified conditions if the hull is pierced accidentally or through collision.Compromise plays a considerable part in producing a satisfactory design. A naval architect must be a master of approximations. If the required design closely resembles that of a ship already built for which full information is available, the designer can calculate the effects of differences between this ship and the projected ship. If, however, this information is not available, he must first produce coefficients based upon experience and, after refining them, check the results by calculation.TrainingThere are four major requirements for a good naval architect. The first is a clear understanding of the fundamental principles of applied science, particularly those aspects of science that have direct application to ships------mathematics, physics, mechanics, fluid mechanics, materials, structural strength, stability, resistance, and propulsion. The second is a detailed knowledge of past and present practice in shipbuilding. The third is personal experience of accepted methods in the design, construction, and operation of ships; and the fourth, and perhaps most important, is an aptitude for tackling new technical problems and of devising practical solutions.The professional training of naval architects differs widely in the various maritime countries. Unimany universities and polytechnic schools; such academic training must be supplemented by practical experience in a shipyard.Trends in designThe introduction of calculating machines and computers has facilitated the complex calculations required in naval architecture and has also introduced new concepts in design. There are many combinations of length, breadth, and draft that will give a required displacement.Electronic computers make it possible to prepare series of designs for a vessel to operate in a particular service and to assess the economic returns to the shipowner for each separate design. Such a procedure is best carried out as a joint exercise by owner and builder. As ships increase in size and cost, such combined technical and economic studies can be expected to become more common.(From “Encyclopedia Britannica”, Vol. 16, 1980)。
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中英文资料翻译A Simple Prediction Formula of Roll Damping of Conventional Cargo Ships on the Basis of lkeda's Method and Its LimitationSince the roll damping of ships has significant effects of viscosity, it is difficult tocalculate it theoretically. Therefore, experimental results or some prediction methods are used to get the roll damping in design stage of ships. Among some prediction methods, Ikeda’s one is widely used in many ship motion computer programs. Using the method, the roll damping of various ship hulls with various bilge keels can be calculated to investigate its characteristics. To calculate the roil damping of each ship, detailed data of the ship are needed to input. Therefore, a simpler prediction method is expected in primary design stage. Such a simple method must be useful to validate the results obtained by a computer code to predict it on the basis of Ikeda，s method, too. On the basis of the predicted roll damping by Ikeda’s method for various ships, a very simple prediction formula of the roll damping of ships is deduced in the present paper. Ship hull forms are systematically changed by changing length, beam, draft, mid-ship sectional coefficient and prismatic coefficient. It is found, however, that this simple formula can not be used for ships that have high position of the center of gravity. A modified method to improve accuracy for such ships is proposed.Key words: Roll damping, simple prediction formula, wave component, eddy component, bilge keel component.IntroductionIn 1970s, strip methods for predicting ship motions in 5-degree of freedoms in waves have been established. The methods are based on potential flow theories (Ursell-Tasai method, source distribution method and so on), and can predict pitch, heave, sway and yaw motions of ships in waves in fairly good accuracy. In roll motion, however, the strip methods do not work well because of significant viscouseffects on the roll damping. Therefore, some empirical formulas or experimental data are used to predict the roll damping in the strip methods.To improve the prediction of roll motions by these strip methods, one of the authors carried out a research project to develop a roll damping prediction method which has the same concept and the same order of accuracy as the strip methods which are based on hydrodynamic forces acting on strips. The review of the prediction method was made by Himeno [5] and Ikeda [6，7] with the computer program.The prediction method, which is now called Ikeda’s method, divides the roll damping into the frictional (BF), the wave (Bw)，the eddy (Be) and the bilge keel (Bbk) components at zero forward speed, and at forward speed, the lift (Bi) is added. Increases of wave and friction components due to advance speed are also corrected on the basis of experimental results. Then the roll damping coefficient B44 (= roll damping moment (kgfm)/roll angular velocity (rad/sec)) can be expressed as follows: B44 B bk (1)At zero forward speed, each component except the friction and lift components are predicted for each cross section with unit length and the predicted values are summed up along the ship length. The friction component is predicted by Kato’s formula for a three-dimensional ship shape. Modification functions for predicting the forward speed effects on the roll damping components are developed for the friction, wave and eddy components. The computer program of the method was published, and the method has been widely used.For these 30 years, the original Ikeda’s method developed for convention al cargo ships has been improved to apply many kinds of ships, for examples, more slender and round ships, fishing boats, barges, ships with skegs and so on. The original method is also widely used. However, sometimes, different conclusions of roll motions were derived even though the same Ikeda’s method was used in the calculations. Then, to check the accuracy of the computer programs of the same Ikeda’s method, a more simple prediction method with the almost same accuracy as the Ikeda’s original one has b een expected to be developed. It is said that in design stages of ships, Ikeda’s method is too complicated to use. To meet these needs, asimple roll damping prediction method was deduced by using regression analysis [8]. Previous Prediction FormulaThe simple prediction formula proposed in previous paper can not be used for modem ships that have high position of center of gravity or long natural roll period such as large passenger ships with relatively flat hull shape. In order to investigate its limitation, the authors compared the result of this prediction method with original Ikeda’s one while out of its calculating limitation. Fig. 1 shows the result of the comparison with their method of roll damping. The upper one is on the condition that the center of gravity is low and the lower one on the condition that the center of gravity is high.From this figure, the roll damping estimated by this prediction formula is in good agreement with the roll damping calculated by the Ikeda’s method for low position o f center of gravity, but the error margin grows for the high position of center of gravity. The results suggest that the previous prediction formula is necessary to be revised. Methodical Series ShipsModified prediction formula will be developed on the basis of the predicted results by Ikeda’s method using the methodical series ships. This series ships are constructed based on the Taylor Standard Series and its hull shapes are methodically changed by changing length, beam, draft, midship sectional coefficient and longitudinal prismatic coefficient. The geometries of the series ships are given by the following equations. Proposal of New Prediction Method of Roll DampingIn this chapter, the characteristics of each component of the roll damping, the frictional, the wave, the eddy and the bilge keel components at zero advanced speed, are discussed, and a simple prediction formula of each component is developed.As well known, the wave component of the roll damping for a two-dimensional cross section can be calculated by potential flow theories in fairly good accuracy. In Ikeda's method, the wave damping of a strip section is not calculated and the calculated values by any potential flow theories are used as the wave damping.reason why viscous effects are significant in only roll damping can be explained as follows. Fig. 4 shows the wave component of the roll damping for 2-D sections calculated by apotential flow theory.ConclusionsA simple prediction method of the roll damping of ships is developed on the basis of the Ikeda’s original prediction method which was developed in the same concept as a strip method for calculating ship motions in waves. Using the data of a ship, B/d, Cb，Cm, OG/d, G)，bBK/B, Ibk/Lpp，(pa, the roll damping of a ship can be approximat ely predicted. Moreover, the limit of application of Ikeda’s prediction method to modern ships that have buttock flow stern is demonstrated by the model experiment. The computer program of the method can be downloaded from the Home Page of Ikeda’s Labo (Ac knowledgmentsThis work was supported by the Grant-in Aid for Scientific Research of the Japan Society for Promotion of Science (No. 18360415).The authors wish to express sincere appreciation to Prof. N. Umeda of Osaka University for valuable suggestions to this study.References五、Y. Ikeda, Y. Himeno, N. Tanaka, On roll damping force of shipEffects of friction of hull and normal force of bilge keels, Journal of the Kansai Society of Naval Architects 161 (1976) 41-49. (in Japanese)六、Y. Ikeda, K. Komatsu, Y. Himeno, N. Tanaka, On roll damping force of ship~Effects of hull surface pressure created by bilge keels, Journal of the Kansai Society of Naval Architects 165 (1977) 31-40. (in Japanese)七、Y. Ikeda, Y. Himeno, N. Tanaka, On eddy making component of roll damping force on naked hull, Journal of the Society of Naval Architects 142 (1977) 59-69. (in Japanese)八、Y. Ikeda, Y. Himeno, N. Tanaka, Components of roll damping of ship at forward speed, Journal of the Society of Naval Architects 143 (1978) 121-133. (in Japanese) 九、Y. Himeno, Prediction of Ship Roll Damping一State of the Art, Report of Department of Naval Architecture & Marine Engineering, University of Michigan, No.239, 1981.十、Y. Ikeda, Prediction Method of Roll Damping, Report of Department of Naval Architecture, University of Osaka Prefecture, 1982.十一、Y. Ikeda, Roll damping, in: Proceedings of 1stSymposium of Marine Dynamics Research Group, Japan, 1984, pp. 241-250. (inJapanese)十二、Y. Kawahara, Characteristics of roll damping of various ship types and a simpl e prediction formula of roll damping on the basis of Ikeda’s method, in: Proceedings of the 4th Asia-Pacific Workshop on Marine Hydrodymics, Taipei, China, 2008，pp. 79-86.十三、Y. Ikeda, T. Fujiwara, Y. Himeno, N. Tanaka, Velocity field around ship hull in roll motion, Journal of the Kansai Society of Naval Architects 171 (1978) 33-45. (in Japanese)十四、N. Tanaka, Y. Himeno, Y. Ikeda, K. Isomura,Experimental study on bilge keel effect for shallow draftship, Journal of the Kansai Society of Naval Architects 180 (1981) 69-75. (in Japanese)常规货船的横摇阻尼在池田方法基础上的一个简单预测方法及其局限性摘要：由于船的横摇阻尼对其粘度有显着的影响，所以很难在理论上计算。