西部造船会々報

表紙

原稿種別: 表紙
p. Cover1-
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_Cover1

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目次

原稿種別: 表紙
p. Cover2-
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_Cover2

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西部造船会役員

原稿種別: 付録等
p. App1-
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_App1

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本会記事

原稿種別: 付録等
p. 1-4
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_1

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4翼可変ピッチプロペラを装備した高速貨物船型に関する水槽試験

矢崎敦生, 倉持英之助, 門井弘行

原稿種別: 本文
p. 5-14
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_5

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Results of open-water test series with the AU-CP4 propellers has been published in 1962 by two of the authors. Further to the work, the authors conducted tank experiments of high speed cargo ship equipped with a controllable pitch-propeller of the AU-CP4 series. The tank experiments consist of three main parts, that is, resistance test, self-propulsion test and propeller behind test. In the case of self-propulsion test and propeller behind test, installation angle of propeller blades were changed every 5 degree to such an extent that these tests could cover the various conditions of the actual ship with controllable-pitch propeller, including "go astern" condition. From these tests, they introduced some important matters such as characteristics of self-propulsive factors (i.e. wake fraction, thrust deduction fraction, relative rotative efficiency etc.) under various angle of pitch of the blades, stopping performance of the ship with controllable-pitch propeller, and selection of suitable pitch operation.

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Flume(水路)型安定水槽の理論的取扱について

渡辺恵弘

原稿種別: 本文
p. 15-21
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_15

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This paper deals with the theory of the action of the flume-type anti-rolling tank. Let q be the quantity of water which passes through the unit width of the section of the flume per unit time, when the tank is fitted on a ship with apparent rolling θ_a. Then, q can be obtained by solving the equation of motion (7), with the end conditions (8) and (9). The elevation of the water surface in the flume h and the change of the level of the side tanks H can be deduced from q as (19) and (20). The anti-rolling moment given rise to by the tank will be calculated as (26) and the resultant rolling amplitude θ_o of the ship is given by (28). Resonance curves of one example of numerical Calculation is shown in Fig. 7, where the abscissa and ordinate gives the tuning factor and rolling amplitude/max. wave slope respectively. From this figure, it is seen that the action of the flume type is similar to that of Frahm type. In this trieatment, it is considered that the center tank behaves as the origin of the resistance to q, and as far as the present theory concerns, the resistance seems to be most important in this type.

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船の旋回によつて生じる浅い海面の波の模様(その一)

真鍋大覚

原稿種別: 本文
p. 23-40
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_23

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Shallow water phenomena is available not only to supersonic gas dynamics in steam turbine or internal combustion engine in marine engineering, but also to the wide field of wave resistance in naval architects. This paper is a detail report of long-term mathematical analysis concerning to the shallow water wave pattern produced by a ship on shallow water of finite depth.

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日章丸の建造について

中村常雄, 真藤恒, 木下共武

原稿種別: 本文
p. 41-47
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_41

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Last year the Idemitsu Kosan Co., Ltd. built the world largest tanker, the "Nissho-Maru", at Sasebo Heavy Industries Co., Ltd. In this paper the authors, who had engaged in the construction of the said vessel, deal with various problems involved in the design and construction technique of the vessel.

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テレモータ管径の決定

栖原二郎, 岡種比古, 高野文男

原稿種別: 本文
p. 49-56
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_49

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This paper deals with a rational method of determination of the diameters of telemotor pipes, and, in particular, by considering physical effects of the diameters of telemotor pipes on their performances. For growing ship size, we often meet following troubles concerning the steering gear controlling system: (1) Tight handling of the steering wheel, (2) Sticking of rotating back of the wheel, (3) Incorrect indication of the rudder angle indicator, (4) Retardation of the rudder motion to the rotation of the steering wheel, (5) Drop of the rudder rotating speed, (6) Drifting of rudder angle after helming. Authors studied on the following items to resolve above-mentioned troubles and to determine rational diameters of the telemotor pipes. And they explained them by showing an example of an actual case: (1) Requirements for the determination of the pipe diameters, (2) Forces and resistances applied to the controlling systems, 2.1 Spring forces of the receiver, 2.2 Frictional forces of the packings, 2.3 Controlling forces of the steering gear, 2.4 Frictional resistances of the telemotor oils, 2.5 Back pressure in the transmitter, 2.6 Torque applied to the steering wheel, (3) Differences of the strokes between the pistons of the transmitters and the receivers. (4) Oil pressure in telemotor pipes, (5) Self-rotating back ability of steering wheel.

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The Calculation of Hydrodynamical Forces and Moments acting on the Two Dimensional Body : According to the Grim's Theory

田村欣也

原稿種別: 本文
p. 57-85
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_57

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The hydrodynamical forces in horizonal direction and moments in longitudinal direction acting on the two dimensional body with Lewis form section are obtained by Grim's theory in the case of swaying and rolling oscillation and in the case restrained among waves. Results of numerical calculations, i.e. virtual mass m'', damping amplitude ratio A^^-_s and their levers h_<sr>, h_<si> of swaying oscillation, virtual moment of inertia I'', damping amplitude ratio A^^-_R and their levers h_<Rr>, h_<Ri> of rolling oscillation and hydrodynamical forces R_r, R_i and their levers h_<wr>, h_<wi> of the restrained body among waves, are given in tables and figures. These are compared with the calculations by Tasai and with the experiments by Grim.

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規則波中の大型油送船の縦強度に関する研究

福田淳一, 柴田実, 豊田久夫

原稿種別: 本文
p. 87-101
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_87

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The authors present the results of theoretical evaluations of the heaving and pithing motions, shearing forces and bending moments acting on ship hull of a supertanker in regular head waves. The theoretical calculations were made for the full load condition and the ballast condition, and the followings were found: (1) The ship motions are severe in the case of full load condition, and the heaving motions are more severe than the pitching motions. (2) The midship bending moments are larger in the case of ballast condition than in that of full load. (3) The maximum shearing forces along the ship length are larger in the case of ballast condition than in that of full load. (4) The maximum bending moment occurs at the position near the midship, and the maximum shearing forces occur at the positions nearly (L/4) apart from the midship. These positions sfift foward at high speed, and those tendencies are remarkable in the case of full load condition and not so in that of ballast condition.

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船体防撓構造の強度に関する研究(その4) : 四辺を自由支持し一様な分布荷重を受ける防撓板に対する実験

清水茂俊

原稿種別: 本文
p. 103-111
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_103

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The plate stiffened by 3 stiffeners, their sizes shown in the Fig. 1, is simply supported around, and loaded uniformly by compressed air. Assuming that the middle one of stiffeners is web frame, and those at both sides are ordinary frames, the author cut off side ones by 60mm, in each experiment. The values of the mid-surface stresses (at the half length of stiffener) and deflections of plate and stiffeners, obtained from the experimental results, agree fairly well with the theoritical results calculated by the basic equations for stiffened plating induced by him. It will be observed that the less stiffness of ordinary frames, the higher peak of stress at the intersection of ordinary frame and plate, and it is always above the peak of web frame, as shown in the Fig. 7, and he has already shown this phenomenon theoritically in his previous paper.

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波形隔壁の強度に関する一考察

萩原孝一

原稿種別: 本文
p. 113-116
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_113

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Corrugated bulkheads which are used in ships are generally strengthened by brackets or horizontal girders to prevent their deformation. In this paper, it is calculated that the force required for preventing deformation which arises under pure bending of a corrugated plate. And results are comfirmed by a experiment. Results: (1) This restricting force is so small that ordinary corrugated bulkheads need not be strengthened from this point of view. (2) Theoretical calculations well agree with results of experiment.Results:(1)This restricing force is so small that ordinary corrugated bulkheads need not be strengthened from this point of view.(2)Theoretical calculations well agree with results of experiment.

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大型tankar構造の最終強度について

堀浩一, 萩原孝一, 坂田壌

原稿種別: 本文
p. 117-122
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_117

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The ultimate strength of transverse member on the large tankes were studied by testing three models of wing tank transverse rings and one whole cargo oil tank model. We found the collapse were caused by buckling of face plate on web plate. These critical buckling values were smaller than calculated volues on account of residual stress of welding.

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塑性設計による般殻構造の検討(第2報)

堀浩一, 萩原孝一, 坂田壌

原稿種別: 本文
p. 123-130
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_123

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1. One of the content of this paper which is the supplement of the Vol.20 of this Journal is as fallows. The ultimate plastic moment with axial force differs with the direction of bending moment ie sagging or hogging. The critical values calculated before are the average of the two. 2. Plastic design method recommends the connection to have sufficient rotation ability, for example, square connection. But in the case of ship construction, crack occurs on this connection method. Considering above two view points, series tests of the statical and dynamical load for bracket connection were done, Results.; Tripping brackets are the most important in order to prevent the lateral buckling of face plate. Corner radius under the depth of web plate has a little effect to prevent buckling. Scallop on the corner has bad effect on the crack initiation.

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荷役金物の強度について : 第一編TOPPING LIFT EYE BRACKETの応力解析

岡稔, 一ノ瀬和光

原稿種別: 本文
p. 131-137
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_131

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As the shape and construction of the cargo gear fittings are comparatively complicated, hitherto the scantling of the fittings has not been decided by means of stress calculation but empirically. The authors compared the results of stress calculation with the results of tensile test for the topping lift eye bracket, and found the method of stress calculation and determination of safe working load for the topping lift eye bracket.

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波浪中における船体固有振動について-I

熊井豊二, 越智義夫

原稿種別: 本文
p. 139-143
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_139

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The present paper deals with an investigation. into the variation of the natural frequency of ship vibration in wave. As a result of their study, it has been found the natural frequency of the two node vertical vibration of cargo ship in ballast condition decrases about ten percent in sagging condition and increases about three percent in hogging of standard wave compared with that in still water by steady state calculation. The cause of variation of natural frequency is mainly due to the change of distribution of virtual added mass of water. Only the frequency modulation occurs in the free vibration of ship's hull on wave while the considerable amplitude modulation appears in the forced vibration. Some experimental verifications of the steady state calculations were carried out using the models of ship shape, but further investigation on the problem of unsteady state is required.

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船体高次振動の応答計算におけるモード係数について

熊井豊二, 富田哲治郎, 越智義夫

原稿種別: 本文
p. 145-151
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_145

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An investigation into the mode factor in the calculations of hull response in the higher mode of ship vibrations was carried out. Since the factor C_n is represented by C_n=Δ_1y(u)y(v)/∫^L_ow・y^2dx the load distribution of ship including added mass greatly affects the mode factor. It was clarified from the calculation that the cause of irregularity of C_n curve for the number of nodes of the vibration is due to the discontinuity of load in its distribution. It has been suggested that as a considerable variety of C_n for the distribution of load is accounted in a ship with various load distributions, numerous charts of C_n for various loading conditions should be prepared for a designer. Further collection of C_n-value as well as the damping factors by the exciter tests on board ships should be required.

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西部造船会技術研究会経過報告

原稿種別: 付録等
p. 153-155
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_153

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編集後記

原稿種別: 付録等
p. App2-
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_App2

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奥付

原稿種別: 付録等
p. App3-
発行日: 1963/09/01
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.26.0_App3

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