西部造船会々報

表紙

原稿種別: 表紙
p. Cover1-
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_Cover1

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目次

原稿種別: 表紙
p. Cover2-
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_Cover2

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西部造船会役員

原稿種別: 付録等
p. App1-
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_App1

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本会記事

原稿種別: 付録等
p. i-iii
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_i

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自航模型船のプロペラSurface forceの計測について

熊井豊二, 桜田泰弘

原稿種別: 本文
p. 1-13
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_1

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This paper provides the experimental studies on the measurements of the propeller surface force of a self-propelled model that excites hull vibrations, especially in the horizontal direction. The model ship tested is 1/40 scale of 60,000ton d.w. tanker, which one of the writers and his coleagues previously measured on her propeller bearing forces in 1961. The present tests have been carried out at the new experimental tank in our institute. The surface forces along the boundary of the screw aperture of the model ship was measured at twelve points by the strain measurements of reeds which had been specially devised in our laboratory. The axial clearance and the rudder clearance are changed by moving axially the propeller and the rudder respectively for given stern frame of the ordinary U-type. The effects of the number of blades of the propeller, the advance ratio, and the rudder clearance as well as the axial clearance on the surfance force of the upper and lower parts of the stern frame and the rudder were observed. These partial surface forces were calculated from the measured strains of the reeds. Furthermore the total surface force exciting hull vibration was calculated from the above partial surface forces, considering the phase difference of the vibratory forces. The results were compared with some of the existing works. As a result, the effect of number of blades and the axial clearance upon the surface force of the stern frame was confirmed as follows. The horizontal vibratory surface force at the stern frame or the rudder surface induced by the propeller of even number blades is less than that induced by that of odd number blades propeller. On the other hand, the exciting force of the upper or lower half of the stern frame decreases with the increase of the number of blades of the propellers. It is to be noted that the resultant horizontal surface force at the stern frame and the rudder are far from bearing a simple decay curve for the axial clearance, because the phase difference between both surface forces of the stern frame and the rudder are considerably changed for the axial clearance, and there is the minimum surface force for axial clearance in the present experiment. Since we have to estimate the propeller exciting force of the single screw ship as the vector sum of the wake bearing force and the resultant surface force mentioned above, it is necessary to study further the bearing force with its phase lag and confirm the propeller exciting force by measuring the response of the hull vibration of the model ship.

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繰り返し曲げおよび軸力を受ける梁における塑性応力の解析について

栖原二郎

原稿種別: 本文
p. 15-51
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_15

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繰り返し曲げおよび軸荷重を受ける矩形断面梁の弾塑性応力の変動について研究し,電子計算機の使用により,与えられた弾塑性応力および歪分布に対する,従つてまた順次任意に変動する曲げモーメントおよび軸荷重の組合わせの各荷重段階に対する,弾性的応力変動が可能な限界,即ち変形硬化領域を求め,これを無次元化曲げモーメントおよび軸荷重平面上に示した。更に規則的又は不規則的に変動する曲げおよび軸荷重を受ける矩形断面梁内の応力分布,塑性歪分布などの変動および累積塑性歪を求めるため電子計算機のプログラムを作製し,材料に加工硬化がない場合およびある場合の両方について代表的な循環的負荷を受ける梁の応力および歪解析の数例についての計算結果を示した。

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粒状貨物の移動と船の安全性の計算法について

渡辺恵弘

原稿種別: 本文
p. 53-60
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_53

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In this paper, the method of calculation of judging the safety of a ship is teated, by the theoretical consideration of the mechanism of the shifting of grain cargo. At first, in the care of rolling of ship initially in upright, the condition of shifting of grain cargo is investigated and it is shown that the occurence of shifting can be determind graphically by only drawing the so-called "characteristic circle of shifting." Next, even if the shifting may occur, the ship is not always danger, and the method of calculation of the safety of the ship is given, by comparing the heeling moment of the shifted cargo and the stability moment of the ship.

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箱船の復原力と復原力近似法への応用

桑野研一

原稿種別: 本文
p. 61-71
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_61

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In the case of a pontoon, the exact value of stability lever can be expressed by rather simple formulas in case of small angle of additional inclination near at zero and right angle of heels. These formulas being applied to an actual ship, one can obtain the value of stability lever with good accuracy. In this report, auther tries to obtain the approximate value of stability lever using the polinomial of angle of inclination θ for arbitrary heel angle and to tabulate the results of calculation for the convenience of application.

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縦揺れによる乗心地の判定法

岩井清

原稿種別: 本文
p. 73-82
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_73

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It is a important item to take the riding comfort into consideration as well as the stability at the design of a cargo and passenger ship. The riding comfort due to the rolling motion is able to be easily judged by the use of the "Rollzahl" T√<g/B>. However it is difficult to find a easy method to judge it for the pitching and heaving motions. Therefore, the author take up the pitching motion of the small and medium cargo and passenger ships, and introduce a judging method of the riding comfort by the magnitude of the acceleration according to the Dr. Watanabe's theory. That is [numerical formula] where L, B, d length, breadth, draft C_b block coefficient C_w water plane coefficient C_p prismatic coefficient C_v =C_b/C_w l_<cb> center of buoyancy from midship in percentages F Froude's number As the result of calculating the C-value for the actual comfortable or uncomfortable ships, the author find the allowable limit of C-value is 1.55.

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Beam Seaにおける船体運動

田才福造

原稿種別: 本文
p. 83-105
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_83

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A ship laid broadside on the regular progressive waves performs heaving, pitching, rolling. swaying, yawing and drifting motion generally. In this paper, making use of the Strip Method, a set of two coupled linear differential equations of the second order for heave and pitch, and a set of three coupled equations for sway, yaw and roll have been developed. Then we measured the amplitudes of heave, pitch, sway, roll and drifting velocity for the ship-model of Todd 60 Series C_b=0.70 at two conditions. The equipment for measuring six motions of ship-model has been used. Then a comparison was made between calculated heaving, pitching, swaying, rolling motions and the results of tank experiments in regular waves. Lastly unstable rolling motion in beam seas was investigated. Main conclusions drawn are as follows. 1. Heaving and Pitching motions can be described with sufficient accuracy by the coupled equations. 2. Yawing motion is negligibly small. 3. The solutions obtained by the uncoupled swaying equation coincide well with the experimental values, and hydrodynamic coupling effects produced by rolling and yawing motions are very small. 4. The roll amplitudes obtained from the two linear coupled equations for roll and sway describe well the experimental results in the neighbourhood of resonant period. 5. When the rolling exciting moment is small, the hydrodynamic coupling moments derived from the swaying motion have great influence upon the rolling motion. 6. The drifting velocity has two maxima at the resonant frequencies for heave and roll. 7. The records of unstable rolling motion caused by quasiharmonic rolling moment have been obtained even in case of small wave height. But in case of irregular waves the unstable roll never appeared.

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瀬戸内海の風波と船舶動揺 : 沿岸海洋波の生成理論その7

真鍋大覚

原稿種別: 本文
p. 107-124
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_107

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瀬戸内海は船舶の交通量がきわめて多いにもかかわらず,船舶動揺の解析に必要な風波の観測資料が公表されていない。最近,登場してきた貨物新輸送方式の開発に鑑み,内海沿岸各地の気象官署および燈台の永年記録を基礎にして,荒川秀俊博士監修の下に協和汽船株式会社による30分毎の風波動揺の定時観測の資料50万余を集計した。内海の波は豊予海峡および紀淡海峡から回折する"うねり"を除けば,波令の小さい乱雑な"風浪"で充満しており,これに潮流上に発生する特殊な鋭く連続的な"汐波"が加わつていることが判つた。開始以来数年を要した調査によつて,従来まつたく知られていなかった"汐波"の本質,季節風の連吹初期の波の生成状況,外洋の"うねり"の遮蔽などの海洋学的に重要な諸性質を明確にすることができた。

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航海中の動揺記録より波面傾斜のスペクトルを算出する方法

真鍋大覚

原稿種別: 本文
p. 125-143
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_125

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乱雑な動揺の連続測定記録から,自由動揺と強制動揺を分離するには,風波によつて誘起される静振の解析に考えられた高橋浩一郎博士の方法が応用できる。これから海上の船舶動揺に対する固有周期と減衰係数が得られ,その同調曲線をもつてただちに動揺のスペクトルから,波のスペクトルを算定することができる。船舶固有の動揺性能は,海面状況によつてかなりの変動があり,またスペクトル分布も同一海面,同一気象状況の下であつても,場所によつてかなりの変動があることがわかった。おそらく海水表層の渦動分布の不均一性が,かなり濃厚であろうと判断される。

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荒海中の船体運動に関連した二,三の問題とこれらに及ぼす船長の影響

福田淳一, 柴田実

原稿種別: 本文
p. 145-162
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_145

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The authors tried the estimation of midship bending moment, relative bow motion between bow and waves, probabilities of occurrence of ship slamming and bow submergence, on the similar type destroyers in short-crested and long-crested irregular seas corresponding to the average sea states in North Atlantic. The effects of ship length, ship speed, course angle were investigated. The following conclusions were derived: (1) Non-dimensional midship bending moment decreases with increase of ship length, and increases slightly with increasing ship speed. (2) Midship bending moment in short-crested irregular head seas is lower than that in long-crested irregular head seas. (3) Midship bending moment decreases with the increase of course angle from head seas. However, the decreasing effect is little for small course angle. (4) Non-dimensional relative bow motion decreases with increase of ship length and increases significantly with increasing ship speed. Consequently, probability of occurrence of ship slamming or bow emergence decreases significantly with increase of ship length and significantly increases with increasing ship speed. (5) Relative bow motion in short-crested irregular head seas is smaller, generally, than that in long-crested irregular head seas. However, relative bow motion of longer ship might be larger in short-crested irregular head seas. (6) Probability of occurrence of ship slamming or bow emergence decreases with the increase of course angle from head seas. However, the decreasing effect is less for small course angle in long-crested irregular seas, and might be negative in the case of longer ship.

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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. 163-166
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_163

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奥付

原稿種別: 付録等
p. App2-
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_App2

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裏表紙

原稿種別: 表紙
p. Cover3-
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_Cover3

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CONTENTS

原稿種別: 表紙
p. Cover4-
発行日: 1965/08/31
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.30.0_Cover4

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