船舶設(shè)計(jì)外文文獻(xiàn)翻譯

/外文文獻(xiàn)翻譯（譯成中文1000字左右）：【主要閱讀文獻(xiàn)不少于5篇，譯文后附注文獻(xiàn)信息，包括：作者、書名（或論文題目）、出版社（或刊物名稱）、出版時(shí)間（或刊號(hào)）、頁(yè)碼。供應(yīng)所譯外文資料附件（印刷類含封面、封底、書目、翻譯部分的復(fù)印件等，網(wǎng)站類的請(qǐng)附網(wǎng)址及原文】ShipsTypedAccordingtoMeansofPhysicalSupportThemodeofphysicalsupportbywhichvesselscanbecategorizedassumesthatthevesselisoperatingunderdesignedconditions.Shipsaredesignedtooperateabove,on,orbelowthesurfaceofthesea,sotheair-seainterfacewillbeusedasthereferencedatum.Becausethenatureofthephysicalenvironmentisquitedifferentforthethreeregionsjustmentioned,thephysicalcharacteristicsofshipsdesignedtooperateinthoseregionscanbediverse.AerostaticSupportTherearetwocategoriesofvesselsthataresupportedabovethesurfaceoftheseaonaself-inducedcushionofair.Theserelativelylightweightvehiclesarecapableofhighspeeds,sinceairresistanceisconsiderablylessthanwaterresistance,andtheabsenceofcontactwithsmallwavescombinedwithflexiblesealsreducestheeffectsofwaveimpactathighspeed.Suchvesselsdependonliftfanstocreateacushionoflow-pressureairinanunderbodychamber.Thiscushionofairmustbesufficienttosupporttheweightofthevehicleabovethewatersurface.Thefirsttypeofvesselhasflexible“skirts”thatentirelysurroundtheaircushionandenabletheshiptorisecompletelyabovetheseasurface.Thisiscalledanaircushionvehicle(ACV),andinalimitedsenseitisamphibious.Theothertypeofair-cushioncrafthasrigidsidewallsorthinhullsthatextendbelowthesurfaceofthewatertoreducetheamountofairflowrequiredtomaintainthecushionpressure.Thistypeiscalledacaptured-air-bubblevehicle(CAB).Itrequireslesslift-fanpowerthananACV,ismoredirectionallystable,andcanbepropelledbywaterjetsorsupercavitatingpropellers.Itisnotamphibious,however,andhasnotyetachievedthepopularityoftheACVs,whichincludepassengerferries,cross-channelautomobileferries,polar-explorationcraft,landingcraft,andriverinewarfacevessels.HydrodynamicSupportTherearealsotwotypesofvesselsthatdependondynamicsupportgeneratedbyrelativelyrapidforwardmotionofspeciallydesignedhydrodynamicshapeseitheronorbeneaththesurfaceofthewater.Aprincipleofphysicsstatesthatanymovingobjectthatcanproduceanunsymmetricalflowpatterngeneratesaliftforceperpendiculartothedirectionofmotion.Justasanairplanewith(airfoil)producesliftwhenmovingthroughtheair,ahydrofoil,locatedbeneaththesurfaceandattachedbymeansofasurfacepiercingstrut,candynamicallysupportavessel’shullabovethewater.PlanninghullsarehullformscharacterizedbyrelativelyflatbottomsandshallowV-sections(especiallyforwardofamidships)thatproducepartialtonearlyfulldynamicsupportforlightdisplacementvesselsandsmallcraftathigherspeeds.Planningcraftaregenerallyrestrictedinsizeanddisplacementbecauseoftherequiredpower-to-weightratioandthestructuralstressesassociatedwithtravelingathighspeedinwaves.Mostplanningcraftarealsorestrictedtooperationsinreasonablyclamwater,althoughsome“deepV”hullformsarecapableofoperationinroughwater.HydrostaticSupportFinally,thereistheoldestandmostreliabletypeofsupport,hydrostaticsupport.Allships,boats,andprimitivewatercraftuptothetwentiethcenturyhavedependedupontheeasilyattainedbuoyantforceofwaterfortheiroperation.Thishydrostaticsupport,commonlyrecognizedasflotation,canbeexplainedbyafundamentalphysicallawthattheancientphilosopher-mathematicianArchimedesdefinedinthesecondcenturyB.C.Archimedes’Principlestatesthatabodyimmersedinaliquidisbuoyedup(oractedupon)byaforceequaltotheweightoftheliquiddisplaced.Thisprincipleappliestoallvesselsthatfloat(orsubmerge)inwatersaltorfresh.Andfromthisstatementthenameoftheshipsinthecategoryarederived;theyaregenerallycalleddisplacementhulls.Althoughthisshiptypeisveryfamiliar,itssubcategorieswarrantspecialdiscussion.Forexample,insomevesselsreasonablyhighspeedmustbecombinedwiththeabilitytocarrylightcargoortomovemorecomfortablyinroughwaterthanaplanninghull.High-speedplanning-hullcharacteristicscanbemodifiedtoproduceasemidisplacementhullorsemiplaninghull.Thesecompromisecraft,ofcoursenotasfastasfull-planinghullsbutfasterthanconventionaldisplacementhull,musthavemorepowerandlessweightthanthelatter.Suchtypesareobviouslytheresultof“tradeoffs.”Theexamplecitedaboveliesbetweenclear-cutphysicallydefinedcategoriesitisnotagoodexampleofavariationofatruedisplacement-typeship.Thelattermustberecognizedprimarilyasadisplacementvessel,anditsvariationsdependprimarilyonthedistributionofbuoyantvolumetheextentofthedepthandbreadthofthehullbelowthewater.Themostubiquitoustypeofdisplacementshipcanbegenerallyclassifiedasthecommoncarrier,aseagoingvessel.Itmaybeemployedforpassengerservice,lightcargo-carrying,fishingbytrawlingorforhundredsofothertasksthatdonotrequireexceptionalcapacity,speed,submergence,orotherspecialperformance.Itisthemostcommonandeasilyrecognizabletypeofship,withmoderatedisplacement,moderatespeeds,moderatetolargelengths,andmoderatecapacities.Itusuallyembodiesthemaximumincruisingrangeandseaworthiness.Itisthe“shipforallseasons.”Itisthestandardtowhichallothershipclassificationsinthedisplacementcategorymaybereferred.Theclosestrelativetothisstandardvessel,whichplaysacrucialrolenotonlyinworldcommercebutinthesurvivaloftheindustrialworldaswell,isthebulk,oilcarrier,thetanker,orsupertanker.Theseterminologiesarecommonbutunspecific,andinthisdiscussiontheyareinadequate,forwhatwascalledasupertankerseveralyearsagoistodaynotasupertanker.Theindustryitselfhascreatedafarmoreexplicitnomenclature.Basedupontheindexof1000000tonsoilcargocapacity,thesizecategoriesareLCC(largecrudecarrier),VLCC(verylargecrudecarrier),andULCC(ultralargecrudecarrier).Anytankergreaterthan100000tonsbutlessthan200000isaLCC,thosebetween200000and400000areVLCCs,andthoseover400000areULCCs.Thecurrentnecessityforthesedesignationsbecomesclearwhenwerealizethatbefore1956therewerenotankerslargerthan50000tons,andnotuntiltheearlysixtieswereanyshipsbuiltlargerthan100000tons.In1968thefirstshipover300000tonswasbuilt.Withtheirbulkandenormouscapacity(fourfootballfieldscanbeplacedendtoendononeoftheirdecks),theseshipsaredesignedandbuilttobeprofit-makers,enormouslylong,wide,anddeep,carryingthousandsoftonsofcrudeoilpervoyageattheleastcost.Fewoftheseelephantinetankershavemorethanonepropellershaftofrudder.Theirnavigationbridgesarenearlyonequarterofamilefromtheirbows.TheirtopservicespeedissolowthatavoyagefromanArabianoilporttoaEuropeandestinationnormallytakestwomonths.Suchvesselsbelongtoacategoryofdisplacementshipthathasagreatrangeofbuoyantsupport.Theyhaveaverylargeanddisproportionatehullvolumebelowthesurfacewhenfullyloaded.Indeed,thecargoweightfarexceedstheweightoftheshipitself.ThedraftordepthofwaterrequiredforafullyloadedVLCCrunsto50or60feetandtheULCCmaybe80feet.Suchshipsbelongintheexclusivecategoryofdisplacementvesselscalleddeepdisplacementships.Thereexistsanothertypeofdisplacementhullwithextremedraft.However,itissimilaritytothecrude-oilcarrieroftheprecedingdiscussiongoesnofurtherthanthat.ThistypeofvesseliscalledtheSWATH(smallwaterplaneareatwinhull).Briefly,thisratherrarebreedofshipisdesignedforrelativelyhighspeedandstableplatforminmoderatelyroughwater.Itsfutureisproblematical,butthetheoryofplacingthebulkofthedisplacementwellbelowthesurfaceandextendingthesupporttotheabove-waterplatformordeckthroughthenarrowwaterlinefinsorstrutsissound.Twinhullsconnectedbyanupperplatformprovidethenecessaryoperatingstability.Themostsignificantclassofdisplacementhullforspecialapplicationisthesubmarine,avesselforcompletelysubmergedoperation.Thenatureofthesubmarineandadescriptionofhervariousoperationalattitudes,bothstaticanddynamic,iscoveredinsubsequentchapters.ItisonlynecessaryheretoemphasizethatsubmerisiblevesselsarespecificallydisplacementvesselsapplyingthetheoryofArchimedes’Principleandallthatitimplies.MultihullVesselsThereisoneothertypeofhullincommonusethathasnotyetbeenmentioned,primarilybecauseitfitsintononeofthecategoriesdescribedbutrathercanexistcomfortablyinany.Thiscraftistheso-calledmultihullvesselthecatamaranandthetrimaran.Thesevesselsaremostfrequentlydisplacementhullsintheirlargersizes,suchastheSWATHmentionedabove,ormoreconventionally,oceanresearchvesselsrequiringstableplatformsandprotectedareasforlaunchingequipment.Therearealsothetwin-hulledCABvesselsmentionedearlierandhigh-speedplanningcatamarans.Actually,themultihullshipisanadaptationofanyofthebasichullcategoriestoaspecialapplicationthatrequiresexceptionaltransversestabilityand/ortheinterhullworkingarea.中文翻譯：依據(jù)物理支撐方式而劃分的船舶類型就船舶分類而言，物理支撐形式是基本于船舶在設(shè)計(jì)狀況下進(jìn)行的假定。船舶設(shè)計(jì)成在水上、水面或者水下工作，因此氣—水交界面將用于參考數(shù)據(jù)。因?yàn)榍懊嫣岬降娜齻€(gè)區(qū)域的物理環(huán)境特性差異很大，設(shè)計(jì)成在這些區(qū)域工作的船舶的物理特性也不同?？諝忪o力支撐有兩種類型船舶是靠前身產(chǎn)生的空氣墊而支撐在海面之上的。這些相對(duì)較輕的船舶具有很高的航速，因?yàn)榭諝庾枇h(yuǎn)小于水阻力，還有的緣由是在告知航行時(shí)不和海浪接觸以及接受的柔性密封連接削減了海浪的沖擊。這類船舶依靠鼓風(fēng)機(jī)在船底部形成一個(gè)低壓空氣墊。這個(gè)空氣墊必需足以支撐起水上船舶的重量。第一種類型船的四周具有柔性的“裙”，在船底圍成一個(gè)空氣墊，試船能完全升離水面。這種船成為“氣墊船”（ACV），再有些場(chǎng)合是兩棲的。另外一種是具有剛性側(cè)壁或薄殼的氣墊型船，側(cè)壁伸到水面下，維持氣墊壓力所需的空氣流量就降低了。這種類型的船稱為束縛氣泡減阻船（CAB）。這種船所需的升力風(fēng)機(jī)功率要小于氣墊船的，方向穩(wěn)定性也更好，并可以由噴水裝置或者超空泡螺旋槳推動(dòng)。此類船非兩棲，并且還沒有達(dá)到像空氣船那樣推廣，如旅客渡船、海峽汽車渡船、極地考察船、登陸艇及內(nèi)河船等。水動(dòng)力支撐依靠水動(dòng)力支撐的船也只有兩種類型。水動(dòng)力是靠特地設(shè)計(jì)的水動(dòng)力板在水面下具有快速相對(duì)運(yùn)動(dòng)而產(chǎn)生的。物理學(xué)原理表明任何帶來(lái)不對(duì)稱流體的運(yùn)動(dòng)物體都會(huì)在垂直于運(yùn)動(dòng)的方向上產(chǎn)生一個(gè)升力。正像具有機(jī)翼的飛機(jī)在空氣中運(yùn)動(dòng)能產(chǎn)生升力一樣，通過(guò)一個(gè)穿過(guò)水面的支柱而固定在水下的木翼，其水動(dòng)力可以支撐一般船舶離開水面?；写w的特點(diǎn)是具有相對(duì)平坦的底部和淺V型剖面（特殊是在船中前），高速航行時(shí)在局部可以為輕排水量船和小型船艇供應(yīng)足夠的水動(dòng)力支撐。滑行艇的尺寸和排水量一般都受限制，因?yàn)楣β手亓勘群驮诓ɡ酥泻叫挟a(chǎn)生的結(jié)構(gòu)應(yīng)力大小都有要求。大多數(shù)滑行艇都要求在靜水中航行，盡管某些深V型船體具有再波浪中航行的實(shí)力。靜水力支撐最終，是最古老的也是最牢靠地支撐類型——靜水力支撐。始終到20世紀(jì)，全部的船、艇和建議的水艇都依靠靜水的浮力而工作在水面上。靜水力支撐通常稱為浮力，可以由公元前二世紀(jì)古代哲學(xué)及數(shù)學(xué)家阿基米德發(fā)覺的物理定律來(lái)說(shuō)明。阿基米德定律指出，浸沒在液體中的物體將受到一個(gè)等一所排開的液體重量的浮力作用。這確定律適用于浮在水面或在下潛到水中的任何船。水包括海水和淡水。依據(jù)這確定律，這類船可以統(tǒng)稱為排水型船。盡管這類船特殊相像，其詳細(xì)分類還是有必要進(jìn)行特殊探討。例如，對(duì)某些船，合理的高航速必需和裝載輕量貨物的實(shí)力相結(jié)合，或者比滑行艇在波浪中航行更具舒適性。高速滑行船體的特點(diǎn)可以通過(guò)修改而產(chǎn)生半排水型船體或半滑行船體。這些折中的船艇，盡管沒有全滑行船那樣快，但還是比常規(guī)的排水型船快。它們須要比排水型船更大的功率和更小的重量。這些類型船很明顯是“折中”的結(jié)果。上面引證的例子是用物理定義作清晰分類而定義的類型，并不是從其實(shí)的排水型船中分化出的船型的一個(gè)良好的例子。后者應(yīng)當(dāng)認(rèn)為是排水型船，它的歸類主要取決于浮體體積即水下船體長(zhǎng)度和寬度范圍的分布狀況。最常見的是排水型船一般分類為通用海洋運(yùn)輸船，它們可以用作客運(yùn)、輕貨運(yùn)輸、拖網(wǎng)捕魚或各種不須要特殊艙容、速度、吃水、或其它特殊性能的其他業(yè)務(wù)。這類船最常見并很簡(jiǎn)潔識(shí)別，具有