西部造船会々報

表紙

原稿種別: 表紙
p. Cover1-
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_Cover1

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目次

原稿種別: 表紙
p. Cover2-
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_Cover2

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西部造船会役員

原稿種別: 付録等
p. App1-
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_App1

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本会記事

原稿種別: 付録等
p. 1-3
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_1

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重心試験時の張索の影響について

首藤保信

原稿種別: 本文
p. 5-18
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_5

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No wind, no tide and calm sea is an ideal condition to carry out inclining experiment, but practically, it is impossible to expect such an ideal condition always. Accordingly, in order to prevent the vessel from shifting by wind and tide, the vessel is moored by wires or ropes. The results analyzed by the data which are taken at such a condition have some errors caused by the tensions of mooring wires. However, as the effects of mooring wires have not been investigated up to this date, author herewith investigated that effects as a statical problem and got few conclusions mentioned below. (1) The effects of mooring wires by moving of shifting weight are negligible small in case of that the external forces of wind and tide are constant. (2) The effects of mooring wires are negligible small in case of that the external forces of wind and tide are constant and height of tide changes in small amount in so far as we encounter. (3) Some effects are considered in case of that the external forces of wind and tide change and the amount of the effects are different in each cases. Necessary attentions to minimize the effects of mooring wires are as follows. (a) The effects of wind and tide force are not depend upon their absolute value but their rate of change. Therefore, it is important to read the deflections of pendulums at the instants when the external forces are same. (b) Usually, it is better that the distance between ship's centre line and mooring points on board are short. (c) Tidal force gives more error than wind force, if the rate of changes of both forces and their directions are same. (d) Comparing with the tests carried out in moored condition and drifted condition by wind (or tide) free from mooring wires, moored condition is better in case of wind and drifted condition is better in case of tide, generally.

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進水時ドラグワイヤーに誘起される力について

桑野研一

原稿種別: 本文
p. 19-28
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_19

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In case where the ship's launching speed has to be placed under control, drags are usually used. In thin case the drag wires receive tension. And as the result of dynamical analysis of the tension, the tension of the paid-out type drag such as the horseshoe shaped drag is given by the following formula P_<max>=μw+wV^2/<ag> where μ: frictional coefficient between drags and ground w: weight of drag V: Ship's speed at the time when drag begin to act a: Length required for paying out the drag g: Acceleration of gravity While the paid-out type drag model was being pulled at a constant speed, the tension of the drag wire was recorded by means of the oscillograph with the result that the changes in tension and the maximum tension of the drag wire in strict agreement with the result of the above dynamical analysis.

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海洋波spectrumの吸収帯と各成分の連続度 : 暴風海面に於ける波群の解析(十二)

真鍋大覚

原稿種別: 本文
p. 29-40
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_29

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Energy spectrum distribution of ocean wave has many discontinuous part or absorption zone. Every component, as it seems like an impulse or line spectrum of light, originates from different wave source, where it may have completely continuous distribution, but in the course of propagation its wide range contracts to narrow band. This process can be verified by Drs. Sverdrup & Munk's theory of ocean wave, namely by integration [numerical formula] The probability of existency of wave steepness P(β) must by proportional to I/[(dβ)/(dt)], so that distribution of unit spectrum E^*(β) is E(β)×P(β), where E(β) is wave energy at β and β varies from zero to infinity, which can be obtained by wave steepness curve. The ratio of wave height from cumulative energy to usually observed value or calculated from wave steepness curve is 0.953, which shows that both are almost equal to each other. These components arrive successively with suitable time intervals, so whole spectral distribution coincides approximately with that derived from wave steepness curve, which is certain envelope of indcpendent data of prominent waves at different sea surface. This fact has applied intuitiously by Dr. Neumann. The roughness factor "n", where n=2 means Dr. Longuet-Higgins's modern irregular seas and n=∞ corresponds to classical regular swells, can be estimated from next intrinsic equation: [numerical formula], or [numerical formula] where the left hand of above equation is the ratio of the prevailing wave height to total mean value and the right hand is average maximum or partial mean value. This relation leads approximately n=e^β. There can exist many roughness, and if we choose the steepness curve βδ=const. this is special case when roughness is uuiform everywhere in and outer region of storm. From the above-mentioned point of view, steepness curve must be drawn β^2δ=const, above I.4, where wave energy reaches a peak and where apart two curves of Drs. Sverdrup & Munk and Dr. Neumann. The irregularity of seas is usually larger than that of swells, so that irregularity of pitching amplitude is also larger than that of rolling. Generally speaking, irregularity of oscillations of ships are not equal even if they were on the same sea surface. However, at the present macroscopic stage, the theory of Drs. St. Denis & Pierson is still valid in rough sea surface.

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波浪中における推力増加と船体運動 : 日聖丸模型試験成績と実船実験成績との比較

谷口中, 飯塚正文

原稿種別: 本文
p. 41-52
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_41

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This paper deals with the comparative analyses of the model tests and the actual ship experiments of the "NiSSEI MARU". From the analyses of the sea observations, it seems that the waves are the fully developed waves based upon the theory of Dr. Neumann and Dr. Pierson,, if we consider that the observed wave height corresponds to the average height of 1/10 highest waves and the observed wave frequency corresponds to the frequency at which the energy spectrum is the maximum. The model tests were carried out in regular waves, and response amplitude operators of pitching and thrust augmentation were obtained. The responses to the irregular waves are calculated, applying Neumann energy spectrum and response amplitude operators, on the assumption that the ship motions and the square root of thrust augmentation are proportional to the wave height. These calculated mean values are practically in good agreement with the actual ship data.

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トラスを有するポストの振動について

中村一郎

原稿種別: 本文
p. 53-64
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_53

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Sometimes the results of fitting the Truss between the Posts in order to reduce severe vibration are not satisfectory, as we have not adequate method to determine the scantling of the Truss. After studying the relation between number of frequency and rigidity of Truss and elastic condition of base of the Post, we get the following empirical formula for calculating number of frequency of this system, using the results of actual ships: f=4.0×d/h^2×10^4×η/min. where f: number of frequency per min. d: out dia. of posts at their uppermost suppot (m) h: height of posts from the uppermost support to the top of posts (m) η: correction factor depends on the rigidity of truss and elastic condition of the posts (may be get from the curve)

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衝撃の形と振動について

川上益男

原稿種別: 本文
p. 65-75
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_65

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The response spectra for some simple forms of impulse, that is, rectangular, triangular and sinusoidal types, on a vibratory system of one degree of freedom are studied. It is well known that the response spectum for the simple harmonic force is extremely steep at the resonance frequency, but response spectra for impulse have not yet been made clear, except, for example, them for symmetrical triangle and one-half-cycle sine pulses. Therefore, the response spectra for various other types of pulses, that is, triangle, sin^2 ωt and sin^3 ωt are studied and compared with them. The response spectra for impulse are different from the spectrum for simple harmonic force, and also different from each other, even if the impact during the forcing era is equal. They approach to 1 during the forcing era and to 0 during the residual-vibration era according to increase of the frequency of the vibratory system, except them for rectangle and triangle of ε=0, shown by Figs. 7, 8 for the forcing era and by Figs. 10, 11 for the residual-vibration era. The reasons causing the difference of the spectra during the both era for the forms of impulse are physically interpreted. In addition, the effects of the damping force on the response spectra are studied as shown by Figs. 13, 14 and 15.

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肘板を有する梁の曲げ剛性および応力集中について(第1報)

浜本博登, 永井欣一, 橋本剛

原稿種別: 本文
p. 77-84
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_77

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肘板の強度に就て(第一報)

浜本博登, 井口惇

原稿種別: 本文
p. 85-107
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_85

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As for the Scantling standard of the Bracket fixing the stiffener ends at each hull framing structurl on a welded ship, it is the actual state that such standard as provided at the former time when the riveting construction had been generally adopted in the shipbuilding circles of the world is still applied to the new ships of welded construction. Rules and regulation of classification societies state that in case of welded construction the section modulus of stiffener can be reduced and the ends of welded structure have greater rigidity compared with the riveted structure. However, if the strengthend function of Bracket itself are made more clear, it is considered that the design of not only the frame structure including the bracket but also the design of bracket itself can be made more reasonable. In this report a part of model experiment results and their analysis obtained up to now, are reported, which have been made serially to the photoelastic experiment by the Hiroshima University, with a view to investigating the stength and stress distribution of bracket and finding the most reasonable and practical function of the end attachment.

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船渠内に於ける二隻以上の同時建造について

山形聡

原稿種別: 本文
p. 109-125
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_109

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奥付

原稿種別: 付録等
p. App2-
発行日: 1959/03/25
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.17.0_App2

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