Wyniki wyszukiwania - Biblioteka Nauki

1

Hydrodynamic aspects of the integrated ship movement control

100%

Szelangiewicz T.

Polish Maritime Research

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2000

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tom Vol. 7, nr 3

18-23

EN

More and more ships are presently provided with propulsion systems consisting of two controllable pitch propellers and bow thrusters. Such systems are designed for improving manoeuvring characteristics of the ship in difficult passages, canals or areas of high traffic intensity. However their features are most effectively.utilized if an integrated,computeraided control of the whole propulsion system by means of joystick is applied. The ship speed and movement direction, preset with the use of joystick, are not always exactly realized, especially if the ship is exposed to wind, wave and possible sea current effects. In such case the joystic software must include a hydrodynamic model of ship's movement. The peper presents a model of the joystic-effected control and exemplary results of its computer simulation.

2

Designing of mooring positioning system for an existing salvage ship

100%

Szelangiewicz T.

Polish Maritime Research

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1998

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tom nr 4

17-22

EN

In designing the mooring positioning system of the ship two basic requirements for limitation of the ship displacements and mooring wire strength are to be complied with. Apart from these conditions, additional technical service requirements are also imposed. It is quite easy to observe the additional requirements for the mooring positioning system to be fitted on a new ship. However, ensuring compliance with the requirements for the existing ship, especially especially small one, is a difficult task and therefore some optimizing calculations are then necessary. This paper describes design of the mooring positioning system for a small salvage ship. Working out of the project required the system to be adapted to the ship parameters.

3

Prediction of sea margin for cargo ship

100%

Szelangiewicz T.

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tom Vol. 12

229-240

4

Ship's operational effectiveness factor as criterion of cargo ship design estimation

100%

Szelangiewicz T.

Marine Technology Transactions. Technika Morska

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2000

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tom Vol. 11

231-244

EN

In the ship designing process, an optimum solution is searched for, complying with the assumed requirements and criteria. One of the technical criteria is good seakeeping ability of the ship, so as to ensure that the ship sailing on waves can perform safety its transport mission. In order to estimate the design, or already built ship in respect of seakeeping ability, ship's operational effectiveness factor can be used. This factor informs under which environmental conditions (characterized by wave height, period and direction of wave propagation) and at which ship movement parameters (ship's speed and course) values of ship motions and accompanying phenomena, considered as being dangerous for the ship, are not exceeded. The article presents method of the ship's operational effectiveness factor calculations on the basis of the cargo ship sailing across the Northern Atlantic Ocean.

PL

W procesie projektowania statku poszukuje się optymalnego rozwiązania spełniającego założone warunki i kryteria. Jednym z kryteriów technicznych Są dobre właściwości morskie, takie aby statek podczas pływania po sfalowanej wodzie mógł bezpiecznie spełniać swoją misję transportową. Do oceny projektu lub zbudowanego statku pod kątem właściwości morskich może być użyty wskaźnik efektywności operacyjnej. Wskaźnik ten mówi, w jakich warunkach pogodowych (charakteryzowanych wysokoscią fali, okresem i kierunkiem jej rozchodzenia się i przy jakich parametrach ruchu (prędkość i kurs statku) nie Są przekraczane wartości kołysań i towarzyszących im zjawisk, uznanych za niebezpieczne dla statku. W artykule przedstawiono sposób obliczeń tego wskaźnika na przykładzie statku transportowego pływającego po Północnym Atlantyku.

5

Hydrodynamic aspects of the integrated ship movement control

100%

Szelangiewicz T.

Polish Maritime Research

|

2000

|

tom 07

|

nr 3

6

Energy retrieval from sea waves

63%

Szelangiewicz T. , Żelazny K.

Zeszyty Naukowe Akademii Morskiej w Szczecinie

|

2015

|

tom nr 41 (113)

30--34

EN

Seas and oceans occupy approx. 71% of the Earth. On their surface wave action of stronger or weaker magnitude can be observed throughout a major part of the year. Wind-generated wave action contains energy, which can be retrieved and used for electrical current production. The paper shows what energy is contained in wind-generated waves on various ocean areas, presents dynamics of water movement in a wave as well as several examples of calculation results of the velocity of water particles and hydrodynamic pressures occurring in a wave.

7

Influence of the service margin of service parameters of ship propulsion system. Part 1. Propulsion engine service parameters of transport ship sailing on a given shipping route

63%

Szelangiewicz T. , Żelazny K.

Journal of Polish CIMAC

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2011

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tom Vol. 6, no 1

191-200

EN

During ship sailing on a given shipping route in real weather conditions all propulsion system performance parameters of the ship change along with changes of instantaneous total resistance and speed of the ship. In this paper results of calculations are presented of distribution function and mean statistical values of screw propeller thrust, rotational speed and efficiency as well as propulsion engine power output and specific fuel oil consumption occurring on selected shipping routes at different SM values. On this basis new guidelines for ship propulsion system design procedure are formulated.

8

Influence of the service margin of service parameters of ship propulsion system. Part 2. Screw propeller service parameters of transport ship sailing on a given shipping route

63%

Żelazny K. , Szelangiewicz T.

Journal of Polish CIMAC

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2011

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tom Vol. 6, no 1

201-210

EN

During ship sailing on a given shipping route in real weather conditions all propulsion system performance parameters of the ship change along with changes of instantaneous total resistance and speed of the ship. In this paper results of calculations are presented of distribution function and mean statistical values of screw propeller thrust, rotational speed and efficiency as well as propulsion engine power output and specific fuel oil consumption occurring on selected shipping routes at different service margin values. On this basis new guidelines for ship propulsion system design procedure are formulated.

9

An approximate method for calculating the mean statistical service speed of container ships on a given shipping line and its application in preliminary design

63%

Szelangiewicz T. , Żelazny K.

Zeszyty Naukowe Akademii Morskiej w Szczecinie

|

2015

|

tom nr 44 (116)

34--42

EN

During ship design, service speed is one of the crucial parameters in determining the operational economy of the vessel. As sufficiently exact calculation methods applicable to preliminary design stage are lacking, the so-called contract speed, the speed which a ship reaches in calm water, is usually cited. Żelazny (2015) developed a parametric method for calculating total ship resistance under actual weather conditions (wind, waves, sea current). This paper presents a parametric model of a ship’s propulsion system (screw propeller – propulsion engine) as well as a method, based on both the resistance and propulsion system models, of calculating the mean statistical value of a ship’s service speed under the seasonal weather conditions occurring on shipping lines. The method makes use only of basic design parameters, and may be applied in preliminary design phase of container ships.

10

An approach to optimization of ship design parameters with accounting for seakeeping ability

63%

Szelangiewicz T. , Cepowski T.

Polish Maritime Research

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2002

|

tom 09

|

nr 4

11

Prediction power propulsion of the ship at the stage of preliminary design Part II: Mathematical model ship power propulsion for service speed useful in the preliminary design

63%

Szelangiewicz T. , Żelazny K.

Management Systems in Production Engineering

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2017

|

tom nr 4 (25)

231--236

EN

During the design of the ship the most important decisions are made at the stage of preliminary design. One of the most important design parameters assumed by the shipowner is its service speed in real weather conditions occurring in the shipping line. For this speed, at the stage of preliminary design, when are known only to the basic geometric parameters of the ship should be determined motor power. In practice design, power propulsion is determined with a very approximate formulas but for the speed in calm water. Only after the project contract and the signing of the contract are carried out by means of resistance and self-propulsion of model test. The paper presents a mathematical model for determining the power propulsion for the assumed operating speed. This model is dependent only on the basic geometric parameters of the hull of the ship and the weather parameters occurring in liner shipping. Also shows the results of calculations according to this model, the power propulsion for one of vessels built.

PL

Podczas projektowania statku najważniejsze decyzje zapadają na etapie projektowania wstępnego. Jednym z najważniejszych parametrów projektowych zakładanych przez armatora statku jest jego prędkość eksploatacyjna w rzeczywistych warunkach pogodowych występujących na linii żeglugowej. Dla tej prędkości, na etapie projektowania wstępnego, gdy znane są tylko podstawowe parametry geometryczne statku, powinna być określana moc silnika napędowego. W praktyce projektowej, moc napędu określana jest z bardzo przybliżonych wzorów ale dla prędkości na wodzie spokojnej. Dopiero po wykonaniu projektu kontraktowego i podpisaniu kontraktu wykonywane są basenowe badania oporowo-napędowe modelu statku. Na podstawie tych badań jest m.in. określana moc nominalna silnika napędowego oraz oszacowana jest, na podstawie dodatku żeglugowego, prędkość eksploatacyjna. W artykule przedstawiono matematyczny model określania mocy napędu statku dla zakładanej prędkości eksploatacyjnej. Model ten jest uzależniony tylko od podstawowych parametrów geometrycznych kadłuba statku oraz od parametrów pogodowych występujących na liniach żeglugowych. Przedstawiono także wyniki obliczeń, według tego modelu, mocy napędu dla jednego ze zbudowanych statków.

12

Sea wind farms

63%

Szelangiewicz T. , Żelazny K.

Zeszyty Naukowe Akademii Morskiej w Szczecinie

|

2015

|

tom nr 41 (113)

35--40

EN

Wind is such an element of sea environment, from which it is relatively easy to obtain energy. Wind parameters over both seas and oceans are more favorable than those on land (due to variability of landform features). Moreover, also sea wind turbines exercise comparatively smaller negative effect on people than on land. Therefore, sea wind farms are ahead of us, as further development of wind energy. The article presents basic parameters of wind turbines, possible installations on sea bed, as well as future designs of large floating sea farms. The article presents also an example of design analyses of wind turbine, using computational fluid dynamics (CFD).

13

Energy retrieval from sea currents and tides

63%

Szelangiewicz T. , Żelazny K.

Zeszyty Naukowe Akademii Morskiej w Szczecinie

|

2015

|

tom nr 41 (113)

24--29

EN

Seas and oceans show variations in water levels caused by tides and continuous flow of water in the form of sea and ocean currents. Tides are most visible close to the coastline – tide parameters (water speed or change in sea level) allow construction of installations producing electric energy. Sea currents – superficial and deep are characterized by means of constant speeds and directions. Therefore energy retrieval from these elements of sea environment looks very promising. The article presents basic information on tides and currents useful for designing hydroelectric power plants. The already constructed hydroelectric power stations are also presented here together with several design solutions of future such installations.

14

Prediction of mean long-term ship service speed on ocean routes. Part I. Method of mean ship service speed prediction

63%

Szelangiewicz T. , Żelazny K.

Marine Technology Transactions. Technika Morska

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2003

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tom Vol. 14

271-291

EN

During the ship designing process one of the Owner's requirements is obtaining the assumed ship service speed. The ship is most often sailing on wavy water which results in occurrence of additional variable resistance due to waves and wind and in ship speed reduction (the speed reduction may result also from excessive ship motions and other dangerous phenomena caused by waves). In the article the method of mean statistical dervice speed calculation for a given ship sailing in a long period of time, along the assumed navigation line, is presented.

15

CO2 emission level as a criterion in modern transport ship design

63%

Szelangiewicz T. , Żelazny K.

Combustion Engines

|

2014

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tom R. 53, nr 1

59--68

EN

From 2013 onwards Energy Efficiency Design Index (EEDI) for new ships has been in force. The EEDI value for a given ship is calculated according to a standard formula and compared against a ship specific standard by means of a so called reference line which will be gradually changing (decreasing) in subse-quent years. The article presents possible ways of increasing ship propulsion efficiency in order to decrease ship propulsion power, EEDI value and CO2 levels.

PL

Od roku 2013 obowiązuje projektowy wskaźnik efektywności energetycznej (EEDI) dla nowych statków. Wartość tego wskaźnika dla określonego statku obliczana jest według ustalonego wzoru i porównywana z normą dla tego statku (tzw. linią referencyjną), która będzie zmieniana (obniżana) w następnych latach. W artykule przedstawiono możliwości zwiększenia sprawności napędowej statku, a tym samym obniżenia mocy napędu wskaźnika EEDI i emisji CO2.

16

Prediction of the influence of propeller emergence on its thrust reduction during ship navigation on waves

63%

Szelangiewicz T. , Żelazny K.

Zeszyty Naukowe / Akademia Morska w Szczecinie

|

2010

|

tom nr 21 (93)

83-87

EN

During ship's navigation on waves some relative motions occur resulting in propeller emergence, which in consequence reduces the propeller thrust. The article presents an algorithm for calculating the propeller thrust reduction as a result of ship motions on waves. The algorithm has preset parameters: significant wave height Hs, period T1 and geographical direction.

PL

Podczas pływania statku na fali powstają m.in. ruchy względne, które powodują wynurzanie się śruby napędowej, a w konsekwencji spadek naporu. W artykule przedstawiono algorytm obliczania spadku naporu śruby w wyniku kołysań statku na fali o zadanych parametrach: wysokość znacząca Hs, okres T1 i kierunek geograficzny.

17

Numerical analysis of influence of ship hull form modification on ship resistance and propulsion characteristics. Part I. Influence of hull form modification on ship resistance characteristics

63%

Szelangiewicz T. , Abramowski T.

Polish Maritime Research

|

2009

|

tom nr 4

3-8

EN

After signing ship building contract shipyard’s design office orders performance of ship resistance and propulsion model tests aimed at, apart from resistance measurements, also determination of ship speed, propeller rotational speed and propulsion engine power for the designed ship, as well as improvement of its hull form, if necessary. Range of ship hull modifications is practically very limited due to cost and time reasons. Hence numerical methods, mainly CFD ones are more and more often used for such tests. In this paper consisted of 3 parts, are presented results of numerical calculations of hull resistance, wake and efficiency of propeller operating in non-homogenous velocity field, performed for research on 18 hull versions of B573 ship designed and built by Szczecin Nowa Shipyard.

18

Numerical analysis of influence of ship hull form modification on ship resistance and propulsion characteristics. Part II. Influence of hull form modification on wake current behind the ship

63%

Abramowski T. , Szelangiewicz T.

Polish Maritime Research

|

2010

|

tom nr 1

3-9

EN

After signing ship building contract shipyard’s design office orders performance of ship resistance and propulsion model tests aimed at, apart from resistance measurements, also determination of ship speed, propeller rotational speed and propulsion engine power for the designed ship, as well as improvement of its hull form, if necessary. Range of ship hull modifications is practically very limited due to cost and time reasons. Hence numerical methods, mainly CFD ones are more and more often used for such tests. In this paper consisted of three parts, are presented results of numerical calculations of hull resistance, wake and efficiency of propeller operating in non-homogenous velocity field, performed for research on 18 hull versions of B573 ship designed and built by Szczecin Nowa Shipyard.

19

An approximate method for calculating total ship resistance on a given shipping route under statistical weather conditions and its application in the initial design of container ships

63%

Szelangiewicz T. , Żelazny K.

Zeszyty Naukowe Akademii Morskiej w Szczecinie

|

2015

|

tom nr 44 (116)

99--106

EN

During ship design, its service speed is one of the crucial parameters that determine its future operational profitability. As sufficiently exact calculation methods applicable to preliminary design stage are lacking, the so-called contract speed, the speed a ship reaches in calm water, is usually specified during the draft stage. The service speed obtainable by a ship under real weather conditions (mainly wind and waves) is one of the most important parameters influencing a ship’s profitability on a given shipping route. This paper presents a parametric model of calculating total ship resistance on a given shipping route under actual weather conditions (wind, waves, sea current), that could be useful in the initial design of container ships.

20

Application of Artificial Neural Networks to investigations of ship seakeeping ability. Part I

63%

Cepowski T. , Szelangiewicz T.

Polish Maritime Research

|

2001

|

tom Vol. 8, nr 3

11-15

EN

In order to optimize the ship design at its conceptual and preliminary stages with taking into account also seakeeping criteria, simple and simultaneously exact relationships between the basic ship design parameters and seakeeping ability are necessary. The wave-induced motions of the ship in irregular waves as well as phenomena accompanying the moations, are determined on the basis of the frequency transfer functions of the ship motions in regular waves. In this paper an approximation method is presented for determination of such transfer functions with the use of the Artificial Neural Networks (ANNs). The attached results of numerical calculations show that the method provides exact data for ships of very different sizes, within wide ranges of ship velocity and direction of wave relative to the ship.