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分析了十字型尾、T字型尾和木字型尾三种尾操纵面布局形式对潜艇操纵性的影响,指出了潜艇配备三种尾型的优劣,并分别进行了数值预报。 相似文献
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分析内河小型钢质高速船舶尾轴管及尾轴架的结构特点,并对尾轴管及尾轴架采用初定位、人字架支臂轴毂加长、尾轴管前后轴承座孔精加工等安装工艺,有益于提高施工质量并缩短船舶建造工期。 相似文献
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讨论两种“等效”轴对称潜艇开式螺旋浆的比较:一种是锥形尾几何形状;另一种是丰满尾式样(大方形系数尾)。估算两种潜艇螺旋浆初始参数,用涡升力的方法初步评估每种潜艇螺旋浆最佳特性,完成螺旋浆设计后,提出将丰满形尾作为潜艇外形可行的意见。 相似文献
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通过选用3000型双列向心球面滚动轴承、对某船舶尾轴进行改型设计并对滚动轴承内衬套和尾轴管密封装置进行相应的改进,提高尾轴运行的可靠性。 相似文献
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尾轴管密封是潜艇的关键技术之一。尾轴管密封装置的潜艇的关键设备,作者在对潜艇尾轴管密封机理探讨的基础上,设计、研制一种新型潜艇尾管密封装置,并用试验验证,不断完善的方法,使得该装置的耐磨性和可靠性有大幅度提高,实现了一次研制成功。为国内 首创,其性能达到国外同类产品的先进水平,该装置的研制成功标志着我国潜艇尾轴管密封取得了重大突破,在提示端面机械密封机理方面也做了有益的探讨。 相似文献
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对巡逻艇尾密封装置搅缠问题的成因进行详细分析,并从船艇设计、尾轴加工和船艇修理三个方面提出了解决问题的对策。 相似文献
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介绍了我国港口资源的整合现状,指出港口整合可以提升港口的形象和地位,也为区域经济和城市的发展注入强大的动力。最后指出在港口资源整合中要避免的几个问题。 相似文献
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广州集装箱码头的轮胎式场桥小车制动器使用10多年后,出现了许多问题,故进行了改造.分析了轮胎式集装箱龙门起重机小车制动器的主要故障现象,提出了改造方案,并加以实施. 相似文献
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本文对现有的选定球面轴承的三种工程方法进行了分析比较.引入了“合力系数”,并给出了合力方向上投影面积的精确解. 相似文献
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分析柴油机故障中常见的机体裂纹故障原因,认为由于设计缺陷和管理及操作不当,易造成船舶柴油机缸体上的裂纹多发生在气缸套凸肩处。如不及时处理这些裂纹和故障,就会造成缸套的裂纹直至出现缸套漏水等严重后果,针对NANTAIQUEEN轮柴油机对该类型故障的检修提出具体措施。 相似文献
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The hydrophysical and hydrochemical structure of the Sea of Azov, with developed bottom anoxia, was studied during the RV “Akvanavt” cruise from July 31 to August 03, 2001. The anoxic zone with a thickness from 0.5 to 4 m above the bottom was found in all deep regions of the Sea. Concentrations of hydrochemical parameters were similar to the pronounced anoxic conditions (about 90 mmol m− 3 of hydrogen sulfide, 17 mmol m− 3 of ammonia, 6 mmol m− 3 of phosphate, 7 mmol m− 3 of total manganese). The hydrophysical structure was characterized by the uniform distribution of temperature in the upper 6–7 m mixed layer (UML). Below this a thin (0.4–0.8 m) thermocline layer was observed, just above the anoxic waters. Formation of this phenomenon was connected with that summer weather conditions. Intensive rains led to increased influx of river waters in June. That resulted in large input of allochtonous organic matter (OM) and inorganic nutrients; the latter were consumed on the additional autochthonous organic matter production. In July the weather was characterized by a significant rise in the daily averaged air temperature and large oscillations of temperature during the day. In this period a wind of constant direction was absent, but wind bursts were observed. The completed analyses showed that the formation of such a structure could be connected with the following factors: (i) positive growth trends of the daily averaged temperature and the daily oscillations of temperature, (ii) presence of wind bursts. The joint action of these factors resulted in the formation of the UML. The amplitude of wind bursts determined the depth of UML, and the value of trend determined the value of the temperature change in the thermocline. An initial presence of bottom halocline (caused by the Black Sea water influx to the bottom of the Sea of Azov) prevented the heating of the bottom layer and therefore led to an increase of vertical gradient of temperature in the thermocline. The spatial distribution of the turbulent exchange coefficient confirmed the existence of a “stagnation” area located above the anoxia zone, which is also, apparently, the reason for its occurrence. 相似文献
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