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首页> 外文会议>ASME international conference on ocean, offshore and arctic engineering >WHICH SEA STATES ARE DIMENSIONING FOR CONTAINER VESSELS WHEN WHIPPING IS INCLUDED?
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WHICH SEA STATES ARE DIMENSIONING FOR CONTAINER VESSELS WHEN WHIPPING IS INCLUDED?

机译：包括提货时，哪个海域正在针对集装箱船？

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Four container vessels have broken in two during the last four decades. There may not be one single cause explaining these severe accidents. They all broke in moderate storms, but they did not break in extreme storms in terms of extreme wave heights. How could this happen? This paper addresses one possible contributing effect to all of these accidents, i.e. whipping, and how whipping contribute in different sea states. Whipping, as a sudden hull girder vibration caused by bow flare impacts, can contribute significantly to increase the vertical hull girder bending moments of container vessels, which have high design speeds and pronounced bow flare. Model tests have been carried out based on modern container ship designs covering one Panamax vessel, one Post Panamax vessel and one Ultra Large Container Ship. The tests have been carried out primarily in head seas. The whipping contribution depends on the vessel speed, and the tests have been carried out using realistic speed in each sea state. Lower sea states are more frequent than higher sea states, and lower sea states are associated with higher speeds. Does this speed dependence give other dimensioning sea states when whipping is considered? For all three vessel designs, it is not the highest sea states, which define the dimensioning wave moments when whipping is included. Actually, realistic encountered storms can produce the dimensioning wave bending with whipping. These sea states differ considerably from the sea states, which produce the maximum wave moment without whipping. It is also demonstrated how different trades affect the dimensioning wave bending with whipping. The industry seems most concerned about the effect of whipping for the largest vessels. These model tests demonstrate that the dimensioning moment with whipping for the largest vessel is not the main concern. The tests suggest that the bow flare angle is most important, and these may be high for Post Panamax vessels. The speed is well known to be important, while size in terms of length is not particularly important from these tests.
机译：在过去的四十年中，有四艘集装箱船一分为二。可能没有单一原因可以解释这些严重事故。它们都在中等风暴中破裂，但是就极端的波高而言，它们没有在极端风暴中破裂。这怎么可能呢？本文探讨了可能对所有这些事故造成的影响，即搅打以及搅打在不同海况下的影响方式。鞭打是由船首耀斑冲击引起的突然的船体梁振动，它可以显着地增加集装箱船的垂直船体梁弯矩，该弯矩具有很高的设计速度和明显的船首耀斑。已经基于现代集装箱船设计进行了模型测试，该设计涵盖一艘巴拿马型船，一艘巴拿马型船和一艘超大型集装箱船。测试主要在公海进行。搅动的贡献取决于船速，并且已经在每种海况下使用实际速度进行了测试。低海状态比高海状态更频繁，并且低海状态与更高的速度相关联。考虑鞭打时，这种速度依赖性是否会给其他尺寸的海洋状态带来影响？对于所有三种船只设计而言，并不是最高的海洋状态，它定义了包括鞭打时的尺寸波动矩。实际上，遇到的现实风暴会随着鞭打而产生尺寸波弯曲。这些海况与海况有很大不同，后者会产生最大的波浪矩而不会产生搅动。还演示了不同行业如何影响带有鞭打的尺寸波弯曲。业界似乎最担心最大船只的搅打效果。这些模型测试表明，对于最大的船舶，带有鞭打的尺寸矩并不是主要考虑因素。测试表明，船首张开角最为重要，而对于巴拿马型邮轮则可能很高。众所周知，速度很重要，而从这些测试来看，长度的大小并不是特别重要。

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