船舶设计外文翻译---船舶在开敞水域和受限航道的坐底现象

船舶专业外文翻译一船舶设计优化Ship Design OptimizationThis contribution is devoted to exploiting the analogy between a modern manufacturing plant and a heterogeneous parallel computer to construct a HPCN decision support tool for ship designers. The application is a HPCN one because of the scale of shipbuilding ・ a large container vessel is constructed by assembling about 1.5 million atomic components in a production hierarchy. The role of the decision support tool is to rapidly evaluate the manufacturing consequences of design changes. The implementation as a distributed multi-agent application running on top of PVM is described1 Analogies between Manufacturing and HPCNThere are a number of analogies between the manufacture of complex products such as ships, aircraft and cars and the execution of a parallel program. The manufacture of a ship is carried out according to a production plan which ensures that all the components come together at the right time at the right place.A parallel computer application should ensure that the appropriate data is available on the appropriate processor in a timely fashion.It is not surprising, therefore, that manufacturing is plagued by indeterminacy exactly as are parallel programs executing on multi-processor hardware. This has caused a number of researchers in production engineering to seek inspiration in other areas where managing complexity and unpredictability is important. A number of new paradigms^ such as Holonic Manufacturing and Fractal Factories have emerged [1,2] which contain Ideas rather reminiscent of those to be found inthe field of Multi- Agent Systems [3,4].Manufacturing tasks are analogous to operations carried out on data, within the context of planning, scheduling and control. Also, complex products are assembled at physically distributed workshops or production facilities^ so the components must be transported between them. This is analogous to communication of data between processors in a parallel computer, which thus also makes clear the analogy between workshops and processors.The remainder of this paper reports an attempt to exploit this analogy to build a parallel application for optimizing ship design with regard to manufacturing issues.2 Shipbuilding at Odense Steel ShipyardOdense Steel Shipyard is situated in the town of Munkebo on the island of Funen. It is recognized as being one of the most modern and highly automated in the world. Itspecializes in building VLCC's (supertankers) and very large container ships. The yard was the first in the world to build a double hulled supertanker and is currently building an order of 15 of the largest container ships ever built for the Maersk line. These container ships are about 340 metres long and can carry about 7000 containers at a top speed of 28 knots with a crew of 12.Odense Steel Shipyard is more like a ship factory than a traditional shipyard. The ship design is broken down into manufacturing modules which are assembled and processed in a number of workshops devoted to, for example, cutting, welding and surface treatment. At any one time, up to 3 identical ships are being built and a new ship is launched about every 100 days.The yard survives in the very competitive world of shipbuilding by extensive application of information technology and robots, so there are currently about 40 robots at the yard engaged in various production activities. The yard has a coininitment to research as well, so that there are about 10 industrial Ph・D・students working there, who are enrolled at various engineering schools in Denmark.3 Tomorrow's Manufacturing SystemsThe penetration of Information Technology into our lives will also have its effect in manufacturing Industry. For example, the Internet is expected to becomethe dominant trading medium for goods. This means that the customer can come Into direct digital contact with the manufacturer.The direct digital contact with customers will enable them to participate in the design process so that they get a product over which they have some influence. The element of unpredictability introduced by taking into account customer desires increases the need for flexibility in the manufacturing process, especially in the light of the tendency towards globalization of productioiLIntelligent robot systems, such as AMROSE, rely on the digital CAD model as the primary source of information about the work piece and the work cell [5,6].This information is used to construct task performing, collision avoiding trajectories for the robots, which because of the high precision of the shipbuilding process, can be corrected for small deviations of the actual world from the virtual one using ven r simple sensor systems. The trajectories are generated by numerically solving the constrained equations of motion for a model of the robot moving in an artificial force field designed to attract the tool centre to the goal and repell it from obstacles, such as the work piece and parts of itself. Finally, there are limits to what one can get a robot to do, so the actual manufacturing will be performed as a collaboration between human and mechatronic agents.Most industrial products, such as the windmill housing component shown in Fig. 1, are designed electronically in a variety of CAD systems.Fig> 1. Showing the CAD model for the housing of a windmilL The model, made using Bentley Microstation, includes both the work-piece and task-curve geometries.4 Today v s Manufacturing SystemsThe above scenario should be compared to today's realities enforced by traditional production engineering philosophy based on the ideas of mass production introduced about 100 years ago by Henry Ford. A typical production line has the same structure as a serial computer program, so that the whole process is driven by production requirements. This rigidity is reflected on the types of top-down planning and control systems used in manufacturing industry, which are badly suited to both complexity and unpredictability.In fact, the manufacturing environment has always been characterized by unpredictability. Today's manufacturing systems are based on idealized models where unpredictability is not taken into account but handled using complex and expensive logistics and buffering systems.Manufacturers are also becoming aware that one of the results of the top-down serial approach is an alienation of human workers. For example, some of the car manufacturers have experimented with having teams of human workers responsible for a particular car rather than performing repetitive operations in a production line. This model in fact better reflects the concurrency of the manufacturing process than the assembly line.5 A Decision Support Tool for Ship Design OptimizationLarge ships are, together with aircraft, some of the most complex things ever built A container ship consists of about 1.5 million atomic components which are assembled in a hierarchy of increasingly complex components. Thus any support tool for the manufacturing process can be expected to be a large HPCN application.Ships are designed with both functionality and ease of construction in mind, as well as issues such as economy, safety, insurance issues, maintenance and even decommissioning. Once a functional design is in place, a stepwise decomposition of the overall design into a hierarchy of manufacturing components is performed. The manufacturing process then starts with the individual basic building blocks such as steel plates and pipes. These building blocks are put together into ever more complex structures and finally assembled in the dock to form the flnished ship.Thus a very useful thing to know as soon as possible after design time are the manufacturing consequences of design decisions. This includes issues such as whether the intermediate structures can actually be built bv the availableproduction facilities, the implications on the use of material and whether or not the production can be efficiently scheduled [7].Fig.2. shows schematically how a redesign decision at a point in time during construction implies future costs, only some of which are known at the time. Thus a decision support tool is required to give better estimates of the implied costs as early as possible in the process.Simulation，both of the feasibility of the manufacturing tasks and the efficiency with which these tasks can be performed using the available equipment, is a very compute-intense application of simulation and optimization. In the next section, we describe how a decision support tool can be designed and implemented as a parallel application by modeling the main actors in the process as agents.Fig>2> Economic consequences of design decisions. A design decision implies a future commitment of economic resources which is only partially known at design time.6 Multi-Agent SystemsThe notion of a software agent, a sort of autonomous, dynamic generalization of an object (in the sense of Object Orientation) is probably unfamiliar to the typical HPCN reader in the area of scientific computation. An agent possesses its own beliefs, desires and intentions and is able to reason about and act oil its perceptionof other agents and the environment.A multi-agent system is a collection of agents which try to cooperate to solve some problem, typically in the areas of control and optimization. A good example is the process of learning to drive a car in traffic. Each driver is an autonomous agent which observes and reasons about the intentions of other drivers. Agents are in fact a very useful tool for modeling a wide range of dynamical processes in the real worlds such as the motion of protein molecules [8] or multi-link robots [9]. For other applications, see [4].One of the interesting properties of multi-agent systems is the way global behavior of the system emerges from the individual interactions of the agents [10]. The notion of emergence can be thought of as generalizing the concept of evolution in dynamical systems.Examples of agents present in the system are the assembly network generator agent which encapsulates knowledge about shipbuilding production methods for planning assembly sequences, the robot motion verification agent, which is a simulator capable of generating collision-free trajectories for robots carrying out their tasks, the quantity surveyor agent which possesses knowledge about various costs involved in the manufacturing process and the scheduling agent which designs a schedule for performing the manufacturing tasks using the production resources available.7 Parallel ImplementationThe decision support tool which implements all these agents is a piece of Object- Oriented software targeted at a multi-processor system, in this case, a network of Silicon Graphics workstations in the Design Department at Odense Steel Shipyard. Rather than hand-code all the communication between agents and meta-code for load balancing the parallel application, abstract interaction mechanisms were developed. These mechanisms are based on a task distribution agent being present on each processor. The society of task distribution agents is responsible for all aspects of communication and migration of tasks in the system.The overall agent system runs on top of PVM and achieves good speedup and load balancing. To give some idea of the size of the shipbuilding application^ it takes 7 hours to evaluate a single design on 25 SGI workstations.From：Applied Parallel Computing Large Scale Scientific and Industrial Problems LectureNotes in Computer Science, 1998, Volume1541/199& 476-482, DOI: 10.1007/BFb0095371.中文翻译：船舶设计优化这一贡献致力于开拓类比现代先进制造工厂和一个异构并行计算机，构建了一种HPCN决策支援工具给船舶设计师。

商船类型杂贷船杂货船的船内空间沿纵向被横舱壁分隔成一系列舱容大致相等的货舱，其舱壁间距为40～70英尺。

垂线间长约为500英尺的船舶一般分成七个货舱。

垂直方向上，最上层连续甲板(主甲板或强力甲板)以下的舱壁用一、二层甲扳分隔开。

内底和最下层甲扳之间的空间称为货舱，其空间高度限制在18英尺以内，为的是使货物压损减少到最小程度。

每层甲板间(称为甲板间舱)高度通常为9~10英尺。

大多数杂货船，除了有上述的双层底舱以外，还设有深舱，用作存放燃油、压截水或如胶乳、椰子油或食用油这一类液体货物。

货物是通过每一个货舱上方甲板的矩形大开口(舱口)来进行装卸的。

一般采用机动的舱口盖来关闭舱口．甲板间舱的舱口盖结构应该足够牢固，以便使它能够承受压在其上面的货物。

顶舱盖应该水密。

甲板间舱的空间一般适宜于装卸件杂货物或用贷盘托运的货物。

通常载货舱在每一层甲板上设有一个舱口，其宽度为船宽的35~50％，长度为舱长的50~60％。

为了加快货物装卸速度，舱口布置的倾向是越来越宽或横向有多个并排舱口，而且舱口也变得更长。

横向采用并排多只舱口布置(例如，三只舱口并排)，可以提高位于甲板下面的集装箱的装卸效率。

码头和船舶之间件杂货物的装卸通常是通过安装在船舶甲板上的吊货杆来进行的。

吊杆的起落靠从桅杆或吊杆柱通到吊杆顶端的可调节索具来进行控制，而另一根绳索从绞车到每一吊杆的顶端绕过滑轮在吊货钩处终止。

起货可以用一根吊杆(通常用来吊10吨以上的重贷)；快速装卸时，可采用一对联台吊杆，一吊杆端在舱口的上方，另一吊杆端在码头上方。

这种货物装卸怍业称为双杆联台操作，一般用于10吨以下的货物。

大多数安装有吊杆的件杂货船在每一舱口端都设有一对吊杆以加速货物装卸。

通常把货物一起堆在一只大网袋里，网袋出空后又返回进行下一次装卸。

尺寸几乎相同的包装货物可堆在货盘上，而后整个货盘被吊殉船上。

吊起的货物通过舱口降下，然后从同袋里或货盘上卸货，每一组货物的理货工人一件件分别贮存好。

船舶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。

船舶设计论文中英文外文翻译文献XXX shipbuilding。

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this n is considered a XXX involves a distributed multi-agent n that runs on top of PVM.2 XXXShip XXX process。

as well as the final product's performance and safety。

nal design XXX-consuming and often fail to consider all the complex factors XXX。

there is a need for a more XXX designers.3 The Role of HPCN in Ship Design nHPCN。

or high-performance computing and orking。

has the potential to XXX utilizing the massive parallel processing power of HPCN。

designers XXX changes。

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XXX.4 XXX XXX of the HPCN n Support ToolThe XXX ship designers is implemented as a distributed multi-agent n that runs on top of PVM。

船舶结构与设备常用英语词汇(总14页)--本页仅作为文档封面，使用时请直接删除即可----内页可以根据需求调整合适字体及大小--船舶结构与设备--1 Terms relating to a ship’s hull 有关船体的术语The main deck 主甲板Frame 肋骨，框架Bow船首Stern 船尾Watertight compartment 水密舱Bulkhead舱壁Tweendeck 二层甲板The fore peak tank首尖舱The after peak tank尾尖舱Double bottom tank双层底舱Amidships船中Quarter 船尾Overall Length (LOA) 总长Length between perpendiculars (LBP) 两柱间长 Registered length 登记长度Freeboard 干舷Draught (draft)吃水Extreme breadth全宽，船舶最大宽度Registered breadth 登记宽度Terms relating to superstructure 有关上层建筑的术语Forecastle 船首楼Poop 船尾楼Shaft tunnel 地轴弄，轴隧Air draught 水面上高度Under keel clearance （龙骨下）富余水深Jackstaff 船首旗杆Mast 主桅Samson post 将军柱Funnel 烟囱Ensign 船尾旗Terms relating to a ship’s movement有关船舶运动的术语 Pitching 纵摇Rolling 横摇Surging 纵荡，涌动(船先向前动，再向后动)Swaying 横荡（船先向左移动，再向右动）Yawing 偏荡（船头先向左动，再向右动）Heaving 船上下起浮Headway 前进Sternway 后退Leeway 偏航To overhaul 赶上，追上To fall astern 落后To heave (hove or heaved) to 顶风停船To bear away 避开风而改变航向Terms relating to weighting anchor 有关起锚的术语Compressor or bow stopper 锚链制，船首制链器Devil’s claw 锚链制Spurling pipe 锚链管Bollard （码头，突堤或水中的）系缆桩Bitt 系缆桩Windlass 起锚机Capstan 绞盘Fairlead 导缆器Roller fairlead 滚柱导缆器Goggle 护目镜Hawse pipe 锚链筒Anchor ball/anchor light 锚球/锚灯Terms relating to cargo handling gear 有关起货机的术语Rope sling 绳吊索Canvas sling 帆布吊兜Board sling 吊货盘Snotter (=snorter) 单套绳，（两端带眼环的）吊货索 Chain sling 吊链，钓钩Plate clamp （吊钢板用的）钢板夹钳Can hook吊桶钩Tray 吊货盘Box 吊货箱Net 吊货网Car sling 吊车索Heavy lifting beam 重吊杆Samson 吊杆柱，将军柱Standing guy 稳索Cargo runner 吊货钢丝Derrick plumbing hatch 吊杆支撑Bulwark 舷墙Outboard derrick 伸出舷外的吊杆Terms relating to hatchways 有关舱口的术语Hatch beam 舱口（活动）梁Bean bolt 横梁销钉Hatch cover 舱盖Hatch batten 舱围压条Wooden wedge 木楔Beam socket 舱口（活动）梁座End coaming 舱口端围板Ring balt 带环螺栓Side coaming 舱口侧围板Cleat 导缆钳，羊角Description of lowering a lifeboat 有关放艇的术语 Coxswain 艇长Fall in 集合Number off 点名Harbor pin 艇首缆销The plug is shipped 解脱塞子Toggle painter 艇首缆系桩Gripes 救生艇固定索Embarkation deck 登艇甲板Tricing pennants 艇吊绳Bowsing tackles 绞辘滑车Cradle 吊艇架Bridge equipment 驾驶台设备Pulse 脉冲船舶结构与设备--2 Personal life-saving appliancesVisual signalsSurvival craft?The normal equipment of every liferaft shall consist of:The normal equipment of every lifeboat shall consist of:船舶结构与设备—3 Sonar system 声呐系统Radar scanner 雷达天线Interpretation of the picture on the screen 荧光屏图像的理解Homing beacon 导引指向标Hyperbolic Positioning systems 双曲线定位系统Steering gear and autopilot 舵机和自动舵Rudder angle indicator 舵角指示器Periscope 潜望镜Compass deviation card 磁罗经自差卡片Gyro compass error 陀螺罗经差Digital selective calling (DSC) 数字选择性呼叫Search And Rescue 搜索和救助NAVTEX receiver 航行电传接收机Emergency Position Indicating Radio Beacon (EPIRB) 应急无线电示位标Life-saving appliances 救生设备Personal life-saving appliances 个人救生设备Not more than /not less than 不大于/不小于Outer diameter / inner diameter 外径/内径Inherently buoyant material 自然浮力材料The quick release arrangement 快速抛投装置The self-activated smoke signals 自发烟雾信号Self-igniting light 自亮灯Grabline 把手索Luminous intensity 光强度Drop test 投落实验In a seaway 在海浪中Swamp 淹没Buoyant lifelines 可浮救生素Be non-linking 不打纽结Breaking strength 破断强度Don 穿上Dislodge 移位，驱逐Cord 绳索Inflatable lifejacket 气胀式救生衣A lifejacket which depends on inflation for buoyancy 靠充气作浮力的救生衣Lifejacket lights 救生衣灯Immersion suits 浸水服Thermal performance 热性能Anti-exposure suits 抗暴露服Inherent buoyancy 固有浮力Hood 防护罩Lateral field of vision 侧向视野Visual signals 视觉信号Rocket parachute flares 火箭降落伞火焰信号Water-resistant casing 防水包装Integral means of ignition 具有完整的点焰装置Trajectory 弹道Rate of descent 降落速度Hand flares 手持火焰信号Residue 残渣Buoyant smoke signals 漂浮烟雾信号Survival craft 救生筏General requirements for liferaft 救生筏的总体要求Davit-launched liferaft 吊架降落救生筏Inflatable liferaft 气胀式救生筏Main buoyancy chamber 主浮力舱Nonreturn inflation valve 止回充气阀Non-toxic gas 无毒气体Ambient temperature 环境温度Rigid liferaft 刚性救生筏Emergency pack 应急袋Lifeboat 救生艇Fire-retardant or non-combustible 阻燃或不燃Lifeboat equipment 救生艇设备Rescue boats 救助艇Strecher 担架Other life-saving appliances: Line-throwing appliance 其他救生设备Line-throwing appliance 抛缆设备Projectile 射弹，抛绳体Muster list and emergency instructions 应变部署表与应变须知Muster list 应变部署表The general emergency alarm 通用紧急警报信号Trappe 陷在Watertight door 水密门Fire door 防火门Scupper 排水孔阀门Sidescuttle 船舷小窗Skylight 天窗Porthole 舷窗Passageway 通道Stairway 楼梯道Fire protection 防火Checking status of equipment 设备检查Fixed gas fire-extinguishing systems 固定式气体灭火系统Fixed fire detection and fire alarm systems 固定式探火和失火报警系统Have fire patrols 进行消防巡逻Have permanent fire watch 进行固定消防值班Check fire/smoke alarms 检查火焰烟雾报警器Portable extinguisher 手提式灭火器Fire main 消防总管Hydrant 消防栓Nozzle 喷嘴Fire pump 消防泵Fixed foam/gas fire extinguishing system 固定式泡沫/气体灭火系统Sprinkler system 喷洒灭火系统Ventilation system 通风系统Damper 调节风门Emergency power supply 应急电源Firemen’s outfit 消防员装备Breathing apparatus 氧气面罩Smoke helmet 防毒面罩Fire fighting and drills 消防和演习Toxic 有毒的。

Chapter 1 Ship Design（船舶设计）Lesson 2 Ships Categorized（船舶分类）Introduction（介绍）The forms a ship can take are innumerable. 一艘船能采用的外形是不可胜数的A vessel might appear to be a sleek seagoing hotel carrying passengers along to some exotic destination; a floating fortress bristling with missile launchers; 。

or an elongated box transporting tanks of crude oil and topped with complex pipe connections. 一艘船可以看做是将乘客一直运送到外国目的地的优美的远航宾馆。

竖立有导弹发射架的水面堡垒及甲板上铺盖有复杂管系的加长罐装原油运输轮None of these descriptions of external appearance, however, does justice to the ship system as a whole and integrated unit所有这些外部特点的描述都不能说明船舶系统是一个总的集合体—self-sufficient,seaworthy, and adequately stable in its function as a secure habitat for crew and cargo. ——船员和货物的安全性功能：自给自足，适航，足够稳定。

This is the concept that the naval architect keeps in mind when designing the ship and that provides the basis for subsequent discussions, not only in this chapter but throughout the entire book.这是一个造船工程师设计船舶使必须记住的、能为以后讨论提供根据的观念，不仅涉及本章也贯穿全书。

The Maximum Sinkage of a ShipT. P. Gourlay and E. O. TuckDepartment of Applied Mathematics, TheUniversity of Adelaide, AustraliaA ship moving steadily forward in shallow water of constant depth h is usually subject to downward forces and hence squat, which is a potentially dangerous sinkage or increase in draft. Sinkage increases with ship speed, until it reaches a maximum at just below the critical speedHere we use both a linear transcritical shallow-water equation and a fully dispersive finite-depth theory to discuss the flow near that critical speed and to compute the maximum sinkage, trim angle, and stern displacement for some example hulls.IntroductionFor a thin vertical-sided obstruction extending from bottom to top of a shallow stream of depth h and infinite width, Michell (1898) showed that the small disturbance velocity potential φ(x,y)satisfies the linearized equation of shallow-water theory(SWT)yy 0xx βφ + φ= (1)Where 2F h β=1-, with F =U /h x -wise stream velocity U and water depth h . This is the same equation that describes linearized aerodynamic flow past a thin airfoil (see e.g., Newman 1977 p. 375), with F h replacing the Mach number. For a slender ship of a general cross-sectionalshape, Tuck (1966) showed that equation (1) is to be solved subject to a body boundary condition of the form'US ()(x,0)=2y x h ±Φ± (2)where S(x) is the ship’s submerged cross -section area at station x . The boundary condition (2) indicates that the ship behaves in the (x ,y) horizontal plane as if it were a symmetric thin airfoil whose thickness S(x)/h is obtained by averaging the ship’s cross -section thickness over the water depth. There are also boundaryconditions at infinity, essentially that the disturbance velocity ∇Φ vanishes in subcritical flow(0β<).As in aerodynamics, the solution of (1) is straightforward for either fully subcritical flow (where it is elliptic) or fully supercritical flow (where it is hyperbolic). In either case, the solutionhas a singularity as 0β→, or F 1h →.In particular the subcritical (positive upward) force isgiven by Tuck (1966) as2F =B'(x)S'()log dxd x ξξξ- (3)with B(x) the local beam at station x . Here and subsequently the integrations are over the wetted length of the ship, i.e.,22L L X -<<where L is the ship’s waterline length. This force F is usually negative, i.e., downward, and for a fore-aft symmetric ship, theresulting midship sinkage is given hydrostatically by22S V s C L ⎛⎫= ⎪⎝⎭ (4) where ()V S x dx =⎰is the ship’s displaced volume, and2'()'()log 2s W L C dxd B x S x A Vξξξπ=-⎰⎰ (5) where ()w A B x dx =⎰is the ship’s waterplane area. The nondimensional coefficient 1.4s C ≈ has been shown by Tuck &Taylor(1970) to be almost a universal constant, depending only weakly on the ship’s hull shape.Hence the sinkage appears according to this linear dispersionless theory to tend to infinity as 1h F →.However, in practice, there are dispersive effects near 1h F = which limit the sinkage, and which cause it to reach a maximum value at just below the critical speed.Accurate full-scale experimental data for maximum sinkage are scarce. However,, according to linear inviscid theory, the maximum sinkage is directly proportional to the ship length for a given shape of ship and depth-to-draft ratio (see later). This means that model experiments for maximum sinkage (e.g., Graff et al 1964) can be scaled proportionally to length to yield full-scale results, provided the depth-to-draft ratio remains the same.The magnitude of this maximum sinkage is considerable. For example, the Taylor Series A3 model studied by Graff et al (1964) had a maximum sinkage of 0.89% of the ship length for the depth-to-draft ratio h/T = 4.0. This corresponds to a midship sinkage of 1.88 meters for a 200 meter ship. Experiments on maximum squat were also performed by Du & Millward (1991) using NPL round bilge series hulls. They obtained a maximum midship sinkage of 1.4% of the ship length for model 150B with h/T =2.3. This corresponds to 2.8 meters midship sinkage for a 200 meter ship. Taking into account the fact that there is usually a significant bow-up trim angle at the speed where the maximum sinkage occurs, the downward displacement of the stern can be even greater, of the order of 4 meters or more for a 200-meter long ship.It is important to note that only ships that are capable of traveling at transcritical Froude numbers will ever reach this maximum sinkage. Therefore, maximum sinkage predictions will be less relevant for slower ships such as tankers or bulk carriers. Since the ships or catamarans that frequently travel at transcritical Froude numbers are usually comparatively slender, we expect that slender-body theory will provide good results for the maximum sinkage of these ships.For ships traveling in channels, the width of the channel becomes increasingly importantaround 1h F =when the flow is unsteady and solitons are emitted forward of the ship (see e.g.,Wu& Wu 1982). Hence experiments performed in channels cannot be used to accurately predict maximum sinkage for ships in open water. The experiments of Graff et al were done in a wide tank, approximately 36 times the model beam, and are the best results available with which to compare an open-water theory. However, even with this large tank width, sidewalls still affect the flow near 1h F =, as we shall discuss.Transcritical shallow-water theory (TSWT)It is not possible simply to set ‚0β= in (1) in order to gain useful information about the flow near 1h F =. As with transonic aerodynamics, it is necessary to include other terms that have been neglected in the linearized derivation of SWT (1).An approach suggested by Mei (1976) (see also Mei & Choi,1987) is to derive an evolution equation of Korteweg-de Varies (KdV) type for the flow near 1h F =. The usual one-dimensional forms of such equations contain both nonlinear and dispersive terms. It is not difficult to incorporate the second space dimension y into the derivation, resulting in a two-dimensional KdV equation, which generalizes (1) by adding two terms to give231h 03xx yy X XX xxxx U βΦ+Φ-ΦΦ+Φ= (6) The nonlinear term in X XX ΦΦbut not the dispersive term inxxxx Φwas included by Lea & Feldman (1972). Further solutions of this nonlinear but nondispersive equation were obtained by Ang (1993) for a ship in a channel. Chen & Sharma (1995) considered the unsteady problem of soliton generation by a ship in a channel, using the Kadomtsev-Petviashvili equation, which is essentially an unsteady version of equation (6). Although they concentrated on finite-width domains, their method is also applicable to open water, albeit computationally intensive. Further nonlinear and dispersive terms were included by Chen (1999), allowing finite-width results to be computed over a larger range of Froude numbers.Mei (1976) considered the full equation (6) in open water and provided an analytic solution for the linear case where the term X XX ΦΦis omitted. He showed that for sufficiently slender ships the nonlinear term in equation (6) is of less importance than the dispersive term and can be neglected; also that the reverse is true for full-form ships where the nonlinear term is dominant. This is also discussed in Gourlay (2000).As stated earlier, most ships that are capable of traveling at transcritical speeds are comparatively slender. For these ships it is dispersion, not nonlinearity, that limits the sinkage in open water. Nonlinearity is usually included in one-dimensional KdV equations by necessity, as a steepening agent to provide a balance to the broadening effect of the dispersive term in xxxx Φ.Inopen water, however, there is already an adequate balance with the two-dimensional term in yyΦ.This is in contrast to finite-width domains, which tend to amplify transcritical effects and cause the flow to be more nearly unidirectional. Hence nonlinearity becomes important in finite-width channels to such an extent that steady flow becomes impossible in a narrow range of speeds close to critical (see e.g., Constantine 1961, Wu & Wu 1982).Therefore, for slender ships in shallow water of large or in finite width, we can solve for maximum squat using the simple transcritical shallow-water (TSWT) equation0xx yy xxxx βγΦ+Φ+Φ= (7) (Writing23h γ=), subject to the same boundary condition (2). The term in ƒ provides dispersion that was absent in the SWT,and limits the maximum sinkage.ConclusionsWe have used two slender-body methods to solve for the sinkage and trim of a ship traveling at arbitrary Froude number, including the transcritical region.The transcritical shallow water theory (TSWT) developed by Mei (1976) has been extended and exploited numerically, using numerical Fourier transform methods to give sinkage and trim via a double numerical integration. This theory has also been extended to the case of a ship moving in a channel of finite width; however, the numerical difficulty in computing the resulting force integral, and its limited validity, mean that the open-water theory is more practically useful.The finite-depth theory (FDT) developed by Tuck & Taylor (1970) has also been improved and used for general hull shapes. This theory gives a sinkage force and trim moment that are slightly oscillatory in h F . Since the theory involves summing infinite-depth and finite-depthcontributions, both of which vary with 2U at high Froude numbers, any error will growapproximately quadratically with U . Therefore we cannot use this theory at large supercritical Froude numbers. Also, the difficulty in finding the infinite-depth contributions numerically, as well as the extra numerical integration needed to compute the force and moment, make the FDT slightly more dif. cult to implement than TSWT.In practice, scenarios in which ships are at risk of grounding will normally have h/L <0.125. Since the TSWT is a shallow water theory and it works well at h/L = 0.125, we expect that it will give even better results at smaller, practically useful values of h=L . Also, since the TSWT and FDT give almost identical results for h/L <0.125, and the TSWT is a much simpler theory, we recommend it as a simple and accurate method for predicting transcritical squat in open water.备注：T.P.Gourlay and E.O.Tuck ．The Maximum Sinkage of a ship[J]．Jourmal of Ship Research ，2001．50~58<文献翻译二：译文>船舶最大下沉量T. P. Gourlay and E. O. Tuck澳大利亚阿德莱德大学一艘在等深为h 的浅水中平稳前行的船舶通常趋向于受到向下的合力并产生船体下沉,处我们同时利用”线性跨临界浅水方程”和”完全分散限深理论”研究典型船体在接近临界速度时的水流和计算这些船体的最大下沉量、纵倾角和船尾位移。

Forward perpendiculars 艏垂线After perpendiculars 艉垂线Grid 格子线Ordinate station 站（在型线图中，沿基线将垂线间长或设计水线长分成若干间距的各点，及其在半宽水线图上沿中线面的相应投影点。

）Mid station 中站（位于垂线间长或设计水线长中点处的站）Station ordinates 站线Molded lines 型线Mathematical lines 数学型线Offsets 型值Table of offsets 型值表Transverse sections 横剖面Mid ship section 中横剖面Maximum section 最大横剖面Water plane 水线面Longitudinal section in center plane 中纵剖面Buttocks 纵剖线Body lines 横剖线Diagonal 斜剖线Profile 外廓线（中线面与船体型表面的交线）Waterline 水线Designed waterline 设计水线Loaded waterline 满载水线Parallel middle-body length 平行中体长Length of entrance 进流段长Length of run 去流段长Half angle of entrance 半进流角Deck line 甲板线Deck side line 甲板边线Deck center line 甲板中线Sheer 舷弧Camber 梁拱Camber curve Deadrise Bilge radius Keel line Rake of keel梁拱线舭部升高舭部半径龙骨线龙骨设计斜度Knuckle line of keel, chine line of keelHalf-siding 龙骨水平半宽Floor line 船底斜升线Knuckle line 折角线Tunnel top line 隧道顶线龙骨折角线Tumble home 内倾Flare 外倾Flare 外飘Immersed transom beam 方艉浸宽Immersed transom draft 方艉浸深Coefficients of form 船型系数Block coefficient 方形系数Prismatic coefficient 棱形系数Vertical prismatic coefficient 垂向棱型系数Waterline coefficient 水线面系数Mid ship section coefficient 中纵剖面系数Maximum transverse section coefficient 最大横剖面系数Dimension ratio 主尺度比Fore body 前体After body 后体Parallel waterline 水线平行段Waterline beginning 水线前段Waterline ending 水线后段Parallel middle body 平行中体Entrance 进流段Run 去流段Shoulder 肩Bilge 舭Transom 方艉端面Forefoot 艏踵Aft foot 艉踵Shaft bossing 轴包套Propeller shaft bracket, A-bracket, propeller struts 艉轴架Deadwood skeg 艉鳍Twin-skeg 双艉鳍Raked bow 前倾型艏Vertical bow 直立型艏Icebreaker bow 破冰型艏Bulbous bow 球鼻艏Elliptical stern 椭圆艉Transom stern 方艉Cruiser stern 巡洋舰艉Tunnel stern 隧道艉Bulbous stern 球形艉Bulb section 球臌型剖面U-section U 型剖面V-section V 型剖面Displacement 排水量Molded displacement 型排水量Total displacement 总排水量Light weight 空船重量Full load displacement 满载排水量Designed displacement 设计排水量Displacement margin 储备排水量Dead weight 载重量Cargo dead weight 载货量Deadweight displacement ratio 载重量系数Ballast 压载Tonnage 吨位Gross tonnage 总吨位Net tonnage 净吨位Suez canal tonnage 苏伊士运河吨位Panama canal tonnage 巴拿马运河吨位Tonnage measurement 吨位丈量Exempted space 免除处所Enclosure 围蔽处所Freeboard 干舷Freeboard deck 干舷甲板Loadline 载重线Loadline mark 载重线标志Deadweight scale 载重量标尺Tank capacity 液舱容积Cargo capacity 货舱容积Grain cargo capacity 散装舱容Bale cargo capacity 包装舱容Allowance for expansion 膨胀容积Capacity curve 容积曲线Capacity plan 舱容图Stowage 积载Stowage factor 积载因素Ship ‘s stowage factor 全船积载因素River boat, inland-water-ways ship 内河船Coaster 沿海船Sea-going ship 海船Ocean-going ship 远洋船Coast cargo ship 沿海货船Ocean-going cargo ship 远洋货船Dry cargo ship 干货船General cargo ship 杂货船Bulk carrier 散货船Multipurpose cargo carrier 多用途货船Container ship 集装箱船Combination bulk-container ship 集散两用船Oil tanker 油船Crude oil tanker 原油船Products tanker 成品油船Chemical tanker 化学品液货船LNG ship, liquefied natural gas ship 液化天然气运输船LPG ship, liquefied petroleum gas ship 液化石油气运输船Diesel oil supply ship 柴油供应船Fresh water supply ship 淡水供应船OBO ship, ore-bulk-oil ship 矿-散-油船Ore carrier 矿砂船Refrigerator ship 冷藏船Refrigerated container ship 冷藏集装箱船RO/RO ship 滚装船Passenger ship 客船Passenger-and-cargo ship 客货船Barge 驳船Cargo barge 货驳Oil barge 油驳Gasoline barge, petrol barge 汽油驳Sludge barge 渣油驳Heavy diesel oil barge 重柴油驳Large opening barge 舱口驳Deck barge 甲板驳Well-deck barge 半舱驳Potoon 趸船Integrated barge 分节驳Semi-integrated barge 半分节驳Hopper barge 开底泥驳Split hopper barge 开体泥驳Dredger barge 泥驳Dredger 挖泥船Ferry 渡船Automobile ferry 汽车渡船Automobile ferry with — II propeller Z 推汽车渡船Channel automobile ferry 海峡车渡Tug 拖船Pusher 推船Tug boat with — II propeller Z 推拖船Harbor tug 港作拖船Crane ship 起重船、浮吊Fishing vessel 渔船Patrol boat 巡逻艇Hull 船体Ship structure 船体结构Main hull 主船体Framing 骨架Girder 桁材Web 腹板Face plate 面板Longitudinal framing 纵骨架式Transverse framing 横骨架式Combined system 混合骨架式Member 构件Primary member 主要构件Secondary member 次要构件Continuous member 连续构件Intercostal member 间断构件Expansion joint 伸缩接头Strengthening for navigation in ice Bracket 肘板Flanged bracket 折边肘板Tripping bracket 防倾肘板Through bracket 贯通肘板Rib, stiffener 加强筋Insert plate 嵌补板Doubling plate 覆板冰区加强Gusset plate 扣板Swaged plate 压筋板Man hole 人孔Scallop 齿型孔Bracket connection 肘板连接Lug connection 直接连接Clip connection 面板切斜连接Snip end 切斜端Longitudinal 纵骨Shell plating 外板Bar keel 方龙骨Plate keel 平板龙骨Garboard strake 龙骨翼板Bottom plating 船底板Bilge strake 舭列板 Bilge keel 舭龙骨 Side plating 舷侧外板Sheer strake 舷项列板 Bulwark 舷墙Single bottom 单底 Double bottom 双层底 Inner bottomplating 内底板 Margin plate 内底边板 Center girder 中桁材Side girder 旁桁材 Half depth girder 半高底纵桁 Duct keel 箱形龙骨 Center keelson 中内龙骨 Side keelson 旁内龙骨Plate floor, solid floor 实肋板 Water tight floor 水密肋板Bracket floor, open floor 组合肋板 Bottom frame 船底横骨Reverse frame 内底横骨 Strut 撑材 Lightened floor 轻型肋板Transom floor 艉肋板Bottom transverse 船底横桁 Bottom longitudinal 船底纵骨Inner bottom longitudinal 内底纵骨 Tank side bracket, holdframe bracket Bilge well 污水井 Side framing 船侧骨架Frame 肋骨Frame spacing, spacing of framingHold frame 底舱肋骨 Main frame 主肋骨 Peak frame 尖舱肋骨 Cant frame斜肋骨 ?tween deck frame 甲板间肋骨 Web frame 强肋骨 Intermediate frame中间肋骨 Side longitudinal 船侧纵骨 Side stringer 船侧纵桁Side transverse 船侧竖桁 Fender 护舷材Deck 甲板Platform 平台Sheathed deck 覆材甲板 Strength deck 强力甲板 Seconddeck第二甲板 Lower decks 下甲板 Bulkhead deck 舱壁甲板 Wag(g)on deck, vehicle deck 车辆甲板 Sponson deck 舷伸甲板 Deck stringer, stringer plate 甲板边板 Coaming plate 围板Trunk 围井Hatch, hatchway 舱口Companion, companion way 围罩梯口 Engine room casing 机舱棚 Deck framing 甲板骨架Beam 横梁Beam knee 梁肘板 Half beam 半梁 Web beam 强横梁 Hatchend beam 舱口端梁 Deck transverse 甲板横桁 Deck girder 甲板纵桁 Hatch side girder 舱口纵桁 Carling 短纵桁Deck longitudinal 甲板纵骨Cant beam 斜梁 Transom beam 艉横梁Tubular pillar, pipe stanchion 管形支柱 Built-up pillar 组合支柱Bulkhead 舱壁舭肘板肋距Transverse bulkhead 横舱壁Longitudinal bulkhead 纵舱壁Slopping bulkhead 斜舱壁‘ tween deck bulkhead 甲板间舱壁Collision bulkhead 防撞舱壁After peak bulkhead 艉尖舱舱壁Plain bulkhead, plane bulkhead 平面舱壁Corrugated bulkhead 槽型舱壁Swash bulkhead 制荡舱壁Swash plate 制当板Bulkhead stool 舱壁座Bulkhead recess 舱壁龛Watertight bulkhead 水密舱壁Stiffener 扶强材，防挠材Horizontal girder 水平桁Vertical girder 竖桁Shaft tunnel 轴隧Stem 膄柱Stern frame, stern post 艉柱Propeller post 推进器柱Propeller boss 轴毂Rudder post 舵柱Rudder horn 持舵臂Panting beam 强胸横梁Main engine foundation 主机基座Thrust bearing foundation, thrust block seating 推力轴承座Auxiliary seating 辅机基座Boiler foundation, boiler bearer, boiler stool 锅炉座Superstructure 上层建筑Bridge 桥楼Forecastle 艏楼Poop 艉楼Deck house 甲板室Strength of ships 船体强度Longitudinal strength 总纵强度Hogging 中拱Sagging 中垂Light weight distribution 空船重量分布Dead weight distribution 载重量分布Still water shearing force 静水剪力曲线Still water bending moment curve 静水弯矩曲线Wave induced shearing force curve 波浪剪力曲线Wave induced bending moment curve 波浪弯矩曲线Neutral axis 船体中和轴Deck section modulus, top section modulus 甲板剖面模数Bottom section modulus 船底剖面模数Hull deflection 船体挠度Hull horizontal bending strength 船体水平弯曲强度Hull torsional strength 船体扭转强度Transverse strength 横强度Local strength 局部强度Racking 横向歪斜Sloshing 晃击Ship hull vibration 船体振动Hull girder vibration 船体梁振动Global vibration 总振动Vertical flexural vibration 垂向弯曲振动Horizontal flexural vibration 水平弯曲振动Longitudinal vibration 纵向振动Hull torsional vibration 船体扭转振动Local vibration 局部振动Hull natural frequency 船体固有振动频率Stern vibration 艉部振动Vibration severity 振动烈度Technology of hull construction 船体建造工艺Accuracy control 精度管理Steel pretreatment 钢材预处理Surplus 余量Compensation 补偿量Preset 焊接反变形Assembly frame 假舱壁Cocking up of fore body 艏翘Cocking up of after body 艉翘Lofting floor 放样间Scale lofting table 比例放样台Lofting 船体放样Full scale lofting 实尺放样Scale lofting 比例放样Mathematical lofting 数学放样Manual lofting 手工放样Laying-off of hull lines 型线放样Longitudinal scale lofting 纵向缩尺放样Structural member lofting 结构放样Mathematical ship lines 数学型线Lines fairing 型线光顺Mathematical fairing of lines 数学光顺Sectional curved method 剖面线法Spline function 样条函数Frame interpolation 肋骨插值Selected mould section 改型剖面Finished table of offsets 完工型值表Seam arrangement 板缝排列Shell plate development 外板展开Thickness modification in plate development 板厚修正Curvature of frame 肋骨弯度Model 模样Template 样板Mock-up 样箱Batten 样条Mould bar 样棒Adjustable template 可调样板Triangular template三角加工样板Beam mould 梁拱样板Frame mould 肋骨样板Section mould 加工样板Template for marking —ff 号料样板Marking of hull parts 船体零件号料Manual marking -off 手工号料Marking -off from sketches 草图号料Projection marking 投影号料Photosensitive marking 感光号料Electro-print marking 电印号料Facsimile marking 电传真号料Numerical controlled marking 数控号料Photoelectric tracing marking 光电号料Secondary marking-off 二次号料Nesting 套料Hull steel fabrication 船体加工Symbols of hull steel fabrication 船体加工符号Edge preparation 边缘加工Groove preparation 坡口加工Scarting 削料Shearing sequence 剪切顺序Cutting sequence 切割顺序Concave bending of frame 型材内弯Convex bending of frame 型材外弯Roll bending 滚弯Press bending; bending 压弯Push bending 顶弯Knuckle 折角Hemming; folding 折边Channeling 压筋Line neat forming 水火成形Hot forming 大火成形Distortion correction by flame 火工矫正Heated-side cooling method 正面水冷法Back-side cooling method 背面水冷法Straighten anti-curve line 逆直线Hull assembly 船体装配Positioning 装配定位Individuals of hull structure 船体零件Sub-assembly of hull structure 船体部件Plate alignment 拼板Panel 板列（由两块或两块以上的板材组成的船体部件）Frame ring 肋骨框架Subassembly 部件装配Section assembly; unit 分段装配Section ; assembly; unit 分段Flat section 平面分段Curved section 曲面分段Three-dimensional unit 立体分段Joining section 嵌补分段Basic section 基准分段Complete cross section; block 总段Upright method of hull section construction 正装法Upside-down method of hull-section construction 倒装法Lateral method of hull section construction 侧装法Jig; moulding bed 胎架Fixed moulding bed 固定胎架Tilting jig 摇摆胎架Rotating jig 回转胎架Adjustable moulding bed 可调胎架Normal moulding bed 正切胎架Skew moulding bed 斜切胎架Berth assembly 船台装配Sectional method of hull construction 分段建造法Block method of hull construction 总段建造法Horizontal method of hull construction 水平建造法Pyramid method of hull construction 塔式建造法Island method of hull construction 岛式建造法Two-part hull construction 两段造船法Tamdem shipbuilding method 串联造船法Joining ship sections afloat 水上合拢launching 下水lift by the stern 艉浮tipping 艉落dropping 艏落dipping 艏沉launching weight 下水重量end launching 纵向下水side launching 横向下水gravity launching 重力式下水tractor launching 牵引式下水floating launching 漂浮式下水shiplift launching 起升机械下水air bag launching 气囊下水fore poppet pressure 前支架压力way end pressure 滑道末端压力hull outfitting 船装machinery fitting 机装piping outfitting 管装electric fitting 电装reference for installation 安装基准running a measuring wire 拉线determination of center lines 找中centering 校中installation for marine power plant 船舶动力装置安装complex layout 综合布置complex installation drawing 综合安装图pre- outfitting 预舾装unit-assembling 单元组装unit-outfitting 单元舾装section-outfitting 分段舾装block outfitting 总段舾装berth outfitting 船台舾装dock outfitting 船坞舾装quay outfitting 码头舾装lifting and mounting complete superstructure of a ship 上层建筑整体吊装pallet 托盘pallet control 托盘管理pallet code 托盘编码deck outfitting 外舾装steel outfitting 铁舾装installation of rudder and steering gear 舵设备安装running a measuring wire for rudder system 舵系拉线rudder to zero 舵对零位alignment of rudder blade and rudder stock on platen 舵叶与舵杆平台找正measurement of clearance of rudder bearing 舵承间隙测量installation of anchoring equipment 锚设备安装positioning of anchor 锚定位positioning of cable stopper 掣链器定位installation of mooring equipment 系泊设备安装 installation of pushing andtowing equipment 推拖设备安装 in stallati on of life —aving equipme nt 救生设备安装fixing of boat 艇固定installation of cargo handling gear 起货设备安装 fixing of stays 支索紧固installation of hatch cover 舱口盖安装 installation of deck equipment and fitting舱面属具安装accommodation outfitting 内舾装wood outfitting 木舾装 installation of accommodation equipment deck coveringlaying 甲板敷料敷设insulator laying 绝缘敷设 scaling of surface表面封闭 fixing of built-in piece 预埋件安装 fixing of wall panel 围壁板安装fixing of insulated structure with metal framefixing of insulated structure without metal framemoisture -proofed laying for refrigerated roominstallation for main engine 主机安装installation for complete set of engine 整机安装 assembling on board 上船组装determination for main engine 主机校中 location for main engine 主机定位adjustment for main engine heat expansion 主机热膨胀调整 measurement forcrank deflection 曲臂差测量 measurement for main engine chock 主机垫片测量 installation for auxiliary machinery 辅机安装 pad fitting 配垫 leveling offoundation plane 基座找平installation of double wedge piece 斜面垫块安装 installation for epoxy basedresin chock 塑料垫片安装 hydraulic bolt connection 液压拉伸螺栓连接positioning for welding pad焊接垫片定位 shafting center line轴系中线 shafting alignment 轴系找中marking for shafting boring轴系孔划线 shafting alignment by wiring 拉线轴系找中 shafting alignment by opticalmethod 光学轴系找中 basic target 基准靶 projection target 投影靶 boring forshafting 轴系镗孔 installation for stern tube 尾轴管安装 fitting rubber liner forstern tube 尾轴管橡胶衬套嵌套 fitting plastic bearing stuffing for stern tube 尾轴管塑料衬套嵌套 installation of tail shaft 尾轴安装 installation of tail shaftseal stuffing 尾轴密封装置安装 measurement of fit clearance for tail shaft 尾轴安装间隙测量 centering for shafting 轴系校中 centering for shafting bycalculation 计算法轴系校中 centering for shafting by loading method 轴承负荷法轴系校中 centering for shafting by direct connection 平轴法轴系校中 paralleloffset 两轴偏移 deflection 两轴曲折 calculation for shaft end sag 轴端下垂量计舱室设备安装 带金属骨架绝缘安装 无金属骨架绝缘安装 冷库防潮处理算installation for intermediate bearing 中间轴承安装installation for thrust shaft bearing 推力轴承安装installation of propeller 螺旋桨安装mounting propeller by bonding 螺旋桨胶合连接mounting for keyless propeller by hydraulic jack 无键螺旋桨液压安装mounting for key propeller 有键螺旋桨连接adjusting -zero llposition for control pitch propeller 调距桨零位调正installation for boiler on board 锅炉本体上船安装installation for boiler accessory 锅炉附件安装piping layout 管系放样computer aided piping layout 管系数学放样working diagram for pipe fabrication 管子制作图表pipe marking 管子划线pipe marking on slab 管子平台划线pipe cutting 管子下料cutting pipe without surplus 管子无余量下料mould bar for piping 管子样棒medium frequency bending of pipe 中频弯管numerical controlled bending of pipe 数控弯管seam-lap of vent duct 风管咬扣manufacture for coil pipe 盘形管制作pipe cleaning 管子清洗pipe reshaping and positioning 校管fabricating of spiral seamlapped pipe 螺旋卷管fabrication of miter welded pipe 虾壳管制作flange joint 法兰连接sleeve joint 套管连接union joint 螺纹接头连接ferrule fitting connection 卡套接头连接pipe insulation 管子绝缘compensation of pipeline 管路补偿flushing of pipeline 管路冲洗inserting pipe 嵌补管unit of pipe 管子单元pre-outfitting of pipe 管子预装installation of pipe 管系安装installation of pipe penetration piece 通舱管件安装installation of vent duct 通风管安装installation of air conditioning pipe 空调管安装cables installation 电缆敷设main cable 主干电缆branch cable 分支电缆bunched cables installation 成束敷设cable installation in pipe 穿管敷设cable installation in conduit 管道敷设space factor 穿管系数penetration space factor 贯通件利用系数cable supporting fittings 电缆支承件cable installation fittings 电缆紧固件cable installation with rack; cable installation with hanger cable installation with fastening hanger 紧钩敷设cable installation with saddle; cable installation with clip cable installation with strap; cable installation with tie layer-built cables installation 分层敷设bunch separated cables installation 分束敷设far separated cables installation 运离敷设cable capping; cable casing 电缆护罩cable penetration fittings 电缆贯通件cable coaming, cable trunk 电缆框（筒）multi-gland 电缆填料盒cable liner 电缆衬套cable expansion box 电缆伸缩箱cable expansion loop 电缆伸缩环电缆支架敷设电缆卡子敷设绑扎敷设multi-cables transit (MCT) 积木式电缆填料盒cable gland 电缆填料函multi-cables gland 组合电缆填料函pressure-tight gland 耐压填料函fire stopfor bunched cables 成束电缆阻燃工艺fire stop metal plate 止火隔板point inwiring 布线利用点tapping 分接cables data book 电缆册sealing stuff forcables penetration 电缆贯穿密封填料caulking material for cable penetration;retaining frontwall for cable penetration 赌料vibration-proof type installation 减震式安装cable inlet plate 封口板cable inletbracket 托线板water tight cable entrance 水密进线cold pressed joint 冷压连电缆贯穿密封接screw type connection 螺栓式接线plug-in type connection 插入式接线earthing (grounding ) 接地electrical continuity 电气连续性bond 跨接two end earthed 两端接地single end earthed 单端接地earthedwith special conductor 专用导体接地earthed with equipment bedplate 设备底脚接地earthed with metal band 金属夹箍接地earthed by continuity conductor电缆连续导体接地items for inspection 报验项目request for inspection 交验验收通知书finalinspection 完工检验open-up examination 拆验inspection of products formarine service 船用产品检验mould bar for inspection 检验样条inspectiontemplate 检验样板mock-ups for inspection 检验样箱inspection by mould bar,inspection by mould batten 样条法检验inspection by template 样板法检验inspection of mould lofting 船体放样检验inspection of body lines 型线检验inspection of shell plate development 外板展开检验inspection of developmentof structural members 船体构件展开检验inspection of grid lines 格子线检查tolerance of hull construction 船体建造公差special survey during construction船舶建造检验inspection of hull steel work 船体零件加工检验inspection ofsub-assemblies 部件检验inspection of sections 船体分段检验inspection ofpreassembled frame work 肋骨框架装配检验inspection of erection on berth 船台装配检验check of ship structure 全船结构检查check of hull deformationbefore launching 全船矫正检查measurement of principle dimensions 主尺度测量inspection of hull completeness 船体完整性检验inspection of load line anddraft marks 载重线标记和水尺检验check of ballast before launching 下水压载检查inspection before launching 下水检查inspection of jigs 胎架检验reference lines for frames 肋骨检验线inspection of frame spacing 肋骨间距测量measurement of curvature of frame 肋骨弯势测量inspection of center lineof building berth 船台中心线测量vertical template for hull assembly 船台标杆线check of reference center line 船体中线测量joining lines for hull assembly船体装配对合线tightness test for hull 船体密性试验hose test 冲水试验waterfilling test 灌水试验hydrostatic test 水压试验oil test 油压试验water pouringtest 淋水试验airtight test 气密试验kerosene test 煤油试验oil fog test 油雾试验drop test for anchor 锚投落试验tension test for anchor 锚拉力试验tension test for anchor chain 锚链拉力试验breaking test for chain cable 锚链拉断试验anchoring trial 抛锚试验manual emergency anchoring test 人力应急起锚试验inspection of welding of rudder structures 舵结构装焊检验inspection of rudder installation 舵装置检验steering test 操舵试验nabaual emergency steering test 人力应急操舵试验drop test for lifeboat 救生艇抛落试验lowering and lifting test for lifeboat 救生艇起落试验proof test for lifeboat davit 救生艇架强度试验general inspection of lifesaving appliance 救生设备到位检查load test for cargo handling gear 起货设备吊重试验inspection of hatch cover installation 货舱口盖装配检验inspection of hatch coamings 货舱口围板安装检验proof test for accommodation ladder 舷梯强度试验proof test for pilot ladder 引航员梯试验inspection of shaft bracket installation 轴支架安装检验drop test for shaft bracket 轴支架投落试验mooring arrangement test 系泊设备试验towing equipment test 拖拽设备试验emergency draining test 应急疏水试验proof test for fire-extinguishing systems 消防系统效用试验inspection of bearing offset 轴承位移量检验inspection of mounting of bearing seating 轴承座安装检验inspection of shafting installation 轴系安装质量检验inspection of stern tube boring bar center 艉轴管镗杆中心校验hydraulic test of stern tube 艉轴管水压试验hydraulic test of tail shaft sleeve 轴套水压试验oil test of tail shaft sleeve 轴套油压试验measurement of finished propeller 螺旋桨完工测量inspection of fit clearance of propeller 螺旋桨配合检查static balance test for propeller 螺旋桨静平衡试验inspection of installing of propeller 螺旋桨安装检查measurement of fit clearance of propeller shaft 螺旋桨轴安装间隙测量mooring trial 系泊试验sea trial 航行试验inclining test 倾斜试验rolling test 摇摆试验standardization trial 航速试验astern trial 倒车试验stop inertia test 惯性试验course keeping test 航向稳定性试验rudder effectiveness test in low speed 低速舵效试验turning test 回转试验torsional vibration measurement of shafting 轴系扭振测量main engine bollard test 主机系泊试验main engine trial test 主机航行试验starting test for main engine 主机起动试验rotation reversal test for main engine 主机换向试验minimum steady speed operation test for main engine 主机最低稳定工作转速试验main boiler test 主锅炉试验auxiliary boiler test 辅锅炉试验exhaust-heat boiler test 废气锅炉试验accumulation test for boiler safety valves 锅炉安全阀试验tightness test of pipeline 管路密性试验operational test for piping 管系效用试验bollard test for generator set 发电机组系泊试验operational test for emergency generator set 应急发电机组自动起动效用试验static characteristic test for generator set 发电机组静态特性试验dynamic characteristic test for generator set 发电机组动态特性试验load test for generator set 发电机组负载试验parallel operation test for generator set 发电机组并联运行试验insulation test for refrigerated cargo chambers 冷藏货舱绝热效能试验cooling down test 制冷试验vacuum test for refrigerant piping system 制冷系统真空试验airtight test for refrigerant piping systems 制冷系统气密试验operational test for receivers and transmitters 收发信机效用试验determination of range of audibility for sound signals 音响试验determination of range of visibility for navigation lights 号灯灯光试验operational test for portable radio apparatus for lifeboat 救生艇手提电台效用试验operational test for auto alarm signal sender 警报信号自动拍发器效用试验operational test for auto alarm system 警报信号自动报警器效用试验operational test for automatic fire alarm systems 火灾自动报警系统效用试验operational test for automatic sprinkler systems 自动喷水系统工作试验operational testfor water fire-extinguishing systems 水灭火系统效用试验test for fixed carbon releasing dioxide fire-extinguishing systems 二氧化碳灭火系统施放试验releasing test for fixed halon fire-extinguishing systems 卤化物灭火系统施放试验releasing test for fixed pressure water-spraying fire-extinguishing systems 水雾灭火系统喷射试验operational test for inert gas system 惰性气体系统效用试验releasing test for fixed foam fire-extinguishing systems 泡沫灭火系统喷射试验rudder 舵jenkel rudder 差动舵streamline rudder 流线型舵spade rudder, underhung rudder 悬挂舵balanced rudder 平衡舵simplex rudder 舵轴舵reaction rudder 反应舵bulb-type rudder 导流罩舵flap-type rudder, articulated rudder 襟翼舵 flow straightening rudder end-plate rudder single plate rudder 平板舵 rudder blade 舵叶 rudder arm 舵臂 rudder stock 舵杆 rudder main stock 主舵杆 rudder pintle 舵销 rudder axle 舵轴rudder bearer, rudder bearing, rudder carrierstuffing box 舵杆填料函 jumping collar 舵杆挡圈 gudgeon 舵钮 rotating cylinder rudder转柱舵 reversing rudder 反射舵 activerudder 主动舵 steering wheel 操舵轮 tiller 舵柄 quadrant 舵扇 rudder brake 舵掣 mast 桅 tripod mast 三脚桅 cage mast, lattice mast 桁架桅 collapsible mast 可倒桅 lower mast 桅柱 top mast 顶桅 outrigger 桅肩 truck 桅冠 yard 桅横杆 crow ‘s nest 瞭望台 radar platform 雷达平台 mast rigging 桅索具 derrick rig 吊杆装置 swinging derrick 摆动吊杆装置 heavy lift derrick 重型吊杆装置 union purchase (system) 双杆吊货装置 derrick boom 吊杆 boom outreach 舷外跨距 boom topping angle 吊杆仰角 slewing angle 吊杆偏角suspension height-boom length ratio 悬高杆长比 derrick post 起重柱 goalpost 门型柱 biped mast 人字桅V-type derrick post V 型起重柱King-post 吊杆柱 Guy post 牵索柱 Derrick rest 吊杆托架 Cargo purchase eye 吊货眼板 Guy eye 牵索眼板 Derrick heel 吊杆叉头 Gooseneck bracket 吊杆座 Topping bracket 千斤座 Derrickrigging 起货索具 Cargo purchase ringing 吊货索具 Span rigging; span tackle 千斤索具 Guy tackle 牵索索具 Cargo hook gear hook assembly 吊钩装置 Cargo runner , cargo fall 吊货索 Span rope 千斤索 Guy, slewing guy 牵索 Preventer guy 稳索 Triangular plate 三角眼板Towing beam 拖缆承梁Stop posts for towline 拖缆限位器Towing hook 拖钩Towing hook platform 拖钩台Towing arch, towing gallow 拖拽弓架Towing post 拖桩Main push-towing rope 主缆 Push-towing steering rope 操纵缆 Ropeless linkage 无缆系结装置 Anchoring and mooring equipment 系船设备 Mooring equipment 锚泊设备 Mooring equipment 系泊设备Ground tackle 锚具 Mooring fittings 系缆具制流板舵舵承Anchor 锚Bower anchor 首锚Stern anchor 尾锚Kedge anchor 移船锚Mooring anchor 固定锚Sea anchor, floating anchor 浮锚Stockless anchor 无杆锚Stock anchor 有杆锚High holding power anchor 大抓力锚Anchor stock 锚横杆Anchor shank 锚干Anchor fluke, anchor palm 锚爪Anchor head 锚头Anchor shackle 锚卸扣Fluke angle 锚爪折角Angle of attack 锚爪袭角Holding efficiency, anchor holding power to weight ratio Anchor penetration 锚哧入性Anchor holding power 锚抓力Drag 拖距Drop test 坠落试验Anchor cable 锚索Anchor hawser 锚抓重比缆Anchor chain 锚链Anchor chain diameter 链径Shackle of chain cable 链节Grade of chain cable 锚链等级Swivel piece, outboard shot 锚端链节Inboard end chain length, bitter end length 末端链节Senhouse slip 脱钩链节Chain link 锚链环Lugless joining shackle connecting link 连接链环Joining shackle 连接卸扣Joining shackle 末端卸扣Swivel 锚链转环Swivel shackle 转环卸扣Mooring swivel 双链转环Cable stopper 掣链器Anchor stopper 掣锚器Devil ‘s claw 掣链器Cable releaser 弃链器Hawse pipe 锚链筒Chain pipe 锚链管Anchor bed 锚床Anchor recess 锚穴Anchor rack 锚架Anchor davit 吊锚杆Cat tackle 吊锚索具Roller fairlead for chain cable 导链滚轮Anchor buoy 锚浮标Bollard 带缆桩Mooring cleat 带缆羊角Fairlead 导缆器Chock 导缆钳Pedestal roller 导向滚轮Fairlead with horizontal roller 滚柱导缆器Roller fairlead 滚轮导缆器Mooring pipe 导缆孔Banama chock 巴拿马运河导缆孔Saint Lawrence fairlead 圣劳伦斯航道导缆器Universal chock 转动导缆孔Buoy shackle 浮筒卸扣Rope stopper 掣锁器Rope storage rell 缆索卷车Rope tub 缆索盘Hawser 缆索Mooring line 系缆索Deck equipment and fittings 舱面属具Weather tightness 风雨密性Clear size of opening 通孔尺寸Clear light size 透光尺寸Left hand model 左开式Right hand model 右开式Non-watertight door 非水密门Weathertight door 风雨密门Fire retarding door 防火门Watertight door 水密门Sliding watertight door 滑移式水密门Gangway port 舷墙门Side port 舷门Gas-tight door 气密门Escape scuttle 脱险口Side scuttle 舷窗Rectangular window 矩形窗Non-opening window 固定窗Deck light 甲板窗Sliding window 滑移式窗Skylight 天窗Counterbalanced window 平衡窗Common hinged window 共铰式窗Clear-view screen 旋转视窗Deadlight 风暴盖Wind scooper 导风罩Lock nut 保险螺母Visor 眉毛板Vertical ladder 直梯Inclined ladder 斜梯Deck ladder 甲板梯Accommodation ladder 舷梯Wharf ladder 舷桥Bulwark ladder 舷墙梯Rope ladder 软梯Pilot hoist 引航员升降装置Pilot ladder 引航员软梯Draught ladder 吃水梯Dog steps 踏步Rigging 索具Rigging screw 螺旋扣Cleat 系索羊角Eye plate 眼板Ring plate 眼环Socket 索节Awning 天幕Awning curtains 天幕帘Weather screen 围帘Awning rope 天幕索Railing 栏杆Storm rail 风暴扶手Life line 安全索Cargo hatch cover 货舱盖Lift-off covers 拼装舱盖Mechanical hatch cover 机械舱盖Pontoon hatch cover 箱形舱盖Corrugated hatch cover 波形舱盖Folding hatch cover 折叠式舱盖Rolling hatch cover 滚动式舱盖Single pull hatch cover 滚翻式舱盖Portable beam 舱口活动梁Hatch battening arrangement 封舱装置Tarpaulin 防水盖布Hatch batten 舱口压条Locking bar 封舱锁条Hatch wedge 封舱楔Betten cleat 封舱楔耳Dogging device 舱盖压紧装置Flexibility sealing arrangement 挠性密封装置Inflatable gasket 气胀密封垫Hatch cover controlling gear 舱盖启闭装置Hatch cover jacking device 舱盖起升器Hatch cover towing gear 舱盖拽行装置Access hatch cover 出入舱口盖Escape cover 逃生口盖Oil tank hatch cover 油舱盖Coal hole cover 煤舱盖Balanced hatch cover 平衡舱盖Quick-closing hatch cover 速闭舱盖Manhole cover 人孔盖Boatswain ‘s tools 帆缆用具Boatswain ‘s chair 吊板Fender 碰垫Rat guard 防鼠板Heaving line 撇缆绳Heaving line pistol 撇缆枪Canvas ventilator 帆布通风筒Flood protection materials 堵漏用具Davit 杂物吊杆Sounding platform 测深台Hand lead 测深锤Life-saving appliance 救生设备Personal life-saving appliance 个人救生设备Lifeboat 救生艇Open lifeboat 开敞式救生艇Partially enclosed lifeboat 部分封闭救生艇Totally enclosed lifeboat 全封闭救生艇Lifeboat with self-contained air support system Fire-protected lifeboat 耐火救生艇Oar-propelled lifeboat 划桨救生艇Motor lifeboat 机动救生艇Length of lifeboat自供空气救生艇救生艇总长Breadth of lifeboat 救生艇宽Depthof lifeboat 救生艇深Total mass of lifeboat 救生艇总重量Buoyancy of lifeboat 救生艇浮力Self-righting 自行复正Carrying capacity of lifeboat 救生艇乘员定额Seat 座板Watertight air case 空气箱Inherent buoyancy material 自然浮力材料Lifting hook 艇吊钩Simultaneous disengaging gear 联动脱钩装置Underside handholds 舭部扶手Buoyant lifeline 舷沿救生索Skate lifeboat 艇滑架Rescue boat 求助艇Launching appliance 降落装置Boat handling gear 吊艇装置Boat davit 吊艇架Gravity-type davit 重力式吊艇架Radial davit 转出式吊艇架Boat chock 艇座Boat rope 固艇索具Boat fall 吊艇索Davit span 横张索Life rope 放艇安全索Loading capacity of boat davit 吊艇架额定负荷Outreach of boat davit 吊艇架跨距Safety falling velocity 安全降落速度Liferaft 救生筏Rigid liferaft 刚性救生筏Inflatable appliance 气胀式设备Inflated appliance 充气式设备Inflatable liferaft 气胀救生筏Davit launched type liferaft 可吊救生筏Raft davit 吊筏架Hydrostatic release unit 静水压力释放器Embarkation ladder 救生登乘梯Boarding ladder 登艇梯Immersion suit 救生服Lifebuoy 救生圈Lifejacket 救生衣Thermal protective aid 保温用具Rocket parachute flare signal 火箭降落伞火焰信号Buoyant smoke signal 漂浮烟雾信号Hand fire signal 手持火烟信号Lifebuoy self-igniting light 救生圈自亮浮灯Lifebuoy self-activating smoke signal 救生圈自发烟雾信号Lifejacket light 救生衣灯Retro reflective material 逆回反光材料Life-line 救生索Life-equipment 救生索具Life-throwing appliance 救生抛绳设备。

NAPA船舶设计（英文翻译）这一章总的介绍了一下船舶设计的过程，解释了从一个草稿开始到完整的船型的设计的必要步骤。

在这一章我们应该注意学习“从草图开始”的方法。

在这一章，对于很相似的型船，可以通过型船改造和参数设计来得到最初的船体曲面。

下面的插图表示了画图原理的层次。

点和角度是画图的最基本组成单位。

它们并不是单独被定义的，而是通过不同的线来定义的。

面的定义有几种方法：1.一组曲线定义的一个面。

2.平面，柱面，双柱面，旋转曲面等特殊的面。

3.部分面组成的面。

一个舱室是几个面围成的空间。

舱室可以在“SM”任务下的ship model中被定义。

1.1 船尾和船首的设计现在我们可以具体看一下船舶设计的过程。

我们先从船体的首部开始设计。

设计首部首先要定义主要的曲线。

曲线的定义是拓扑结构的，实际上，只有第一条曲线是单独定义，和其他曲线没有关系的。

第二条曲线的定义和第一条曲线有关，第三条曲线则和前两条曲线有关。

有两点可以证明这点：1.曲线之间会相交于一点。

2.当拓扑结构中的大部分重要曲线需要修正的时候改变就很容易了。

在下面的例子中，我们首先定义了主框架（FRF）线。

第二条曲线，既STEM曲线，他的起始点在FRF上。

第三条DECKF曲线,起始点在FRF上,而终点在STEM上。

剩下的曲线在下一步的设计过程中就可以被定义出来了。

这些曲线是平底龙骨线（FBF），平侧线（FSF），鼻首（SN），和其他可能的连接线。

等等。

我们以上做的外形设计，只是做了船体的一面而已。

已经设计的部分是船体的左舷，实际上系统是Y坐标为默认方向的。

如果你愿意，你也可以把默认值改为右舷。

定义完船体主曲线后，就要开始继续设计剩下的栅格了。

在这一步中，你要注意一组点的定义：1.定义的一组点要相互支持。

意思也就是定义的点应该是相交曲线的交点。

2.一组好的栅格是一组由小的方形格子组成的谐函数。

每一个小方块都是组成曲面的一个基本单位。

栅格大小在曲面里是有限制的，在平面里栅格则可以很大。

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。