西部造船会々報

表紙

原稿種別: 表紙
p. Cover1-
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_Cover1

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目次

原稿種別: 表紙
p. Cover2-
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_Cover2

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西部造船会役員

原稿種別: 付録等
p. App1-
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_App1

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本会記事

原稿種別: 付録等
p. i-vi
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_i

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肥大船型の線図の電子計算化

並松正明, 清水徳樹, 越智正雄

原稿種別: 本文
p. 1-17
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_1

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The present paper deals with the method to get the faired ordinate and frame offsets from a few input data of principal particulars, using an electronic digital computer. The outline process is as follows. The standard hull form of which data are stored in the computer, is divided into three parts of entrance, parallel and run, and each part is represented by a few body plans which typify the characteristics of the hull form. For the mathematical expressions of water line and body plan, a polynomial and a combination of ellipse and polynomial are used respectively. Modificating these standard lines data, the required lines are obtained. This program has been developed and improved since about four years ago and already applied to several ships built in our Kure Ship Yard.

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Deep Girder構造の強度について : 三材結合部の強度・その3

永元隆一, 船岡宏一郎, 河野恵祐, 壱岐哲夫

原稿種別: 本文
p. 19-34
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_19

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The object of this paper is to examine the limits of application of usual rigid frame analysis to the strength of deep girder structures, which were not clarified in the previous series of papers. For this purpose, a typical deep girder of super mammoth tanker and a transverse ring of 122,000D/W tanker are analysed as a plain stress problem, using the finite element method. Results are in substantial agreement with those of beam theory, except in way of the joint between bottom transverse and longitudinal bulkhead vertical web. Accordingly, a modified rigid frame analysis combined with finite element method is proposed, and the utility of this method is established by the analysis of the same structures.

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二列倉口船の強度について

川上益男, 信川寿

原稿種別: 本文
p. 35-46
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_35

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In recent years, container ships and lumber carriers with two row hatches have been constructed. In these ships, their effective deck areas are so small that some structural problems in their strength have often arised. Torsional strength of these ships are also insufficient, the concerning studies have been carried out by many authors.^<3),4),5)> The effectiveness of center decks in longitudinal bending and the strength of a hold having a center pillar between center deck and inner bottom at the midspan of hold are more important in design of ships. In this paper, they were studied and following result were obtained. A theoretical calculation method of effectiveness of center deck in longitudinal bending was indicated and normal stress distribution in deck model with two row hatches (the deck with one hatch opening in both ends, the other deck without hatch opening) was carried out by the photoelastic test under the unifom tensile load. Comparisons between observations and theories resulted in good agreement. In practical ships, the effectiveness of the center deck of the ship with two hatch openings in No. 1 hold is increased in 2% compared with it of the ship with one hatch opening. The caluclations of one hold strength were carried out on the various severe load conditions and the influnces of the center pillar on strength became apparent. In the transverse members at the midspan of the hold, the bending moment in bilge corner is large and it is decreased in about 10 per cent by center pillar. The bending moment distribution in center deck due to deck load is changed considerably by the bending moment due to reaction from the center pillar.

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長倉口船の立体強度における最適部材寸法について

川上益男, 信川寿

原稿種別: 本文
p. 47-62
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_47

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For Small ships with large hatch openings, we have studied the deformations of the hatch openings and the effects of longitudinal and transverse members on the deformations. In this paper, developing these researches for larger ships with large hatch openings such as having the side stringers or second decks, we attempt to have optimum structures by changing the flexural rigidities so that maximum bending stresses in longitudinal and transverse members are equal to a allowable stress. For a ship having large hatch opening (No. 2 hold is consisted of single deck system with side stringers, No. 2 hold consisted of second deck system), optimum ship structures are determined on the consideration of the maximum bending stresses in each member being equal to the allowable stress (10kg/mm^2 or 12kg/mm^2). From these studies the following results are obtained. (a) The scantlings of transverse members such as deck beams, side web frames between upper deck and second deck, and bottom floors are too large, but those of longitudinal bottom girders is insufficient. Therefore, the scantlings of these transverse members should be decreased, and the bottom girders should be reinforced by the saved steel weight due to reduction of scantlings of these transverse members. (b) If scantlings of bottom girders are increased, these of bottom floors can be decreased by the reinforcement of bottom girders. (c) Since the bending moment of bilge in second deck system is larger than that in single deck system by second deck loads, the scantlings of side web frames connecting to bottom floors in second deck system should be enlarged than those in single deck system.

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Launching Roller圧縮試験について

浜本博登

原稿種別: 本文
p. 63-75
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_63

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Most of the launchings are usually carried out by heavy paraffin like grease, but often by the ball, the roller, or the truck for the economy of the launching work, the curtailment of the working days, and the man hours. The truck method, used often in the small vessel's launching, is restricted to its use because of weight-limit resulting from the increase of the launching weight. Until now the permissible launching weight for the roller launching has been limited to abnut 1,000 tons, but unknown in the case of more than 1,000 tons. The following compressive tests were made to investigate the allowable weight. One M. S. roller with welded seam or one S. G. P. roller. One S. G. P. roller or three S. G. P. rollers between the wooden cradle and the standing way. The results of the experiments are as follows;-The deformation of the S. G. P. tube is smaller than that of the M. S. tube. If they are the same S. G. P. tube, the smaller the diameter, the less the deformation. The deformation of the concreate way and the roller is almost the same and the mean value of the strain is 10×10^<-3> at the load 150kg/mm. The permitted durability of the wooden way is much smaller than that of the roller, as the yield load of the wooden way is 39-46kg/mm. The yield load of the concreate way is 123-154kg/mm, and that of the roller is 90-220kg/mm. The pressure load within about 200mm level under the launching way surface is almost uniform. Max pivoting pressure is to be determined as 50-70kg/mm.

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呉造船における特殊塗装施工例

新林達夫, 大久保貞夫

原稿種別: 本文
p. 77-94
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_77

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To meet the ship owner's requirement Kure Ship Yard has applied so-called "special coating" of inorganic zinc or epoxide paint, against some difficulties due to its intermittent work, labour shortage, affection to hull block process, investment for irregular depreciation; all these influencing upon shipbuilding entire construction schedule. Since 1959 32 vessels 15,410,000 square feet of inorganic zinc and 7 vessels 3,380,000 square feet of epoxide paints have been applied at Kure. This paper reports application methods, equipments and some test results to serve as reference for improvement of paint material or development of equipment to cope with the situations in the future.

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波浪中にて船体中央部に働らく変動水圧について

郷田国夫

原稿種別: 本文
p. 95-101
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_95

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From the standpoint of the transverse strength of ships, hydrodynamical pressures acting on the midship of T2 Tanker model in regular head waves were calculated by the method presented Prof Tasai which was based on the strip theory. Results of calculation were discnssed and compared with test results.

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Beam Sea Conditionにある船体に働らく変動圧力

田才福造

原稿種別: 本文
p. 103-116
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_103

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The calculation method of the pressure fluctuation on the ship hull oscillating in the beam sea condition was given in this paper. And also, a numerical example for the ship model, Todd 60 series C_B=0.70, was shown. We have taken into consideration the hydrostatic pressure, hydrodynamic pressure caused by heaving, swaying and rolling motion in still water, pressure in the incident wave and hydrodynamic one due to the reflection of waves from the restrained hull. The symmetric distribution of the pressure is mainly due to the heaving motion and the large asymmetric distribution is caused by the rolling hydrostatic pressure. Lastly we discussed on the wave measurements by means of the "Shipborne Wave Recorder".

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相関関数とスペクトルに現われる共振動揺

真鍋大覚

原稿種別: 本文
p. 117-130
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_117

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When the sea surface is completely smooth and there is no wave, the vertical distribution of wind velocity must be uniform, and boundary layer does not appear. However, if velocity gradient is generated, its loss of energy should contribute to the formation of wave. Applying the same idea of stationary phase to the condition of equilibrium between wave energy and energy loss of wind, following condition of sharp and steady train of wave might be reasonable, namely [numerical formula] where, H is wave height and L is wave length; ρ and ρ' are density of water and air respectively; U is uniform wind velocity outside the boundary layer thickness y=h, u(y) is velocity inside the layer. Above equation for the ratio of kinetic energy can be transformed in the form as: d^2δ/dβ^2+1/βdδ/dβ-δ/β^2=0 where δ=H/L is wave steepness, β=C/U is wave age in which C is wave velocity. From this solution, we find the fact that wave steepness is composed by two system, namely one groupe of δ∝β and the other δ∝β^<-1>. The former expressed small wind wave generated in the center of storm and is growing up by absorption of energy loss of wind. The latter corresponds to the sea state of outside the storm area; swell is propagated by the shiffing action of wind pressure. Both system crosses together at the vicinity of β=0.4 and δ=0.1, which is the maximum steepness introduced by Sverdrup and Munk, so that around the center of storm energy spectrum of wave is to be of sharply narrow banded like that of Darbyshire type, or in other words, prevailling wave motion seems to be moderately sinusoidal. Accordingly, the most severe oscillation of a ship becomes resonant state tuning into this prevailling wave. From the relation of δ∝β^<-1>, we easily derive H/H_m=U/U_m, with the aid of observed result of T=T_m, where T is wave period and suffix m denotes the value in the center of storm, we can estimate H_m and U_m in the center, which ships could not approach, from the frequency distribution or hystogram of T and H.

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船体固有振動数の計算法

永元隆一, 牛島正夫, 中野昌輔

原稿種別: 本文
p. 131-155
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_131

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Nowadays we can estimate the natural frequencies of ships' vertical vibration pretty accurately, using the electronic computer. It is so troublesome, however, to prepare the input data for this calculation that the conventional method of using the computer cannot easily be applied to the designing of the ship's hull. In this report, therefore, we calculated the rigidities and the added virtual mass of many actual ships and decided their distributiones for each kind of ships; oil tanker, ore carrier and bulk carrier. We completed the programme in which these predetermined distributions are incorporated, requiring far less input data than before. This programme can be used at the designing stage. Comparing the frequencies calculated by this programme with the frequencies measured on many actual ships, we were convinced of the accuracy of this programme. Furthermore it is found in a calculation using the above mentioned programme that mode curvers of vertical vibration of any nodes do not vary much with any different loading conditions and kinds of ships. Making use of this fact and supposing the ship is a variable beam in which the effect of the shearing delection as well as bending deflection are considered, we complete the simplified formula by which we can calculate easily the natural frequencies of the 2-5 node vertical vibration for each kind of ships; oil tanker, ore carrier, and bulk carrier. Comparing the frequencies obtained by this formula with the frequencies measured on many actual ships, it is found that this simplified formula gives pretty good accuracy as compared with the simplified formulae published up to date. In the same way as described before we also completed another simplified formula for ship's horizontal vibration and longitudinal vibration.

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附加物体のある梁の撓み振動時における応力分布(その3) : 附加物体が弾性体の場合

清水茂俊, 佐藤正視

原稿種別: 本文
p. 157-176
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_157

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This paper is a preliminary investigation make clear the dynamical stress distribution in stiffened plate at free vibration, the expressions of dynamical slope deflection method and the characteristic equation of the eigen-values for the free vibrating beam added elastic bodies are introduced by the stiffness matrix method. The eigen-values and dynamical stress distribution of the simply supported beam added an elastic body at its center which corresponds to the stiffener of stiffened plating are calculated and the results are compared with the experimental values.

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前面すみ肉溶接の弾性応力集中について

永井欣一, 厳東錫, 橋本剛

原稿種別: 本文
p. 177-189
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_177

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In this study, basic experiments were carried out by two dimensional photoelasticity and photoelastic coating in order to find the reasons for the difference of fatigue failure locations in fillet welds of cover plate type joint and tee type joint as shown in Table 1. From the results, it is summarized as follows. (1) The stress concentration factor at root is larger than that at toe in fillet weld for small values of 2W/M, where W=weld leg length and M=main plate thickness, while for large values the former is less than the latter. (2) The fatigue failure locations in fillet weld shown in Table 1 are dependent upon the relative amounts of stress concentration at root and toe. (3) The stress concentration factors given by photoelastic coating are less than those by two dimensional photoelasticity.

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奥付

原稿種別: 付録等
p. App2-
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_App2

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裏表紙

原稿種別: 表紙
p. Cover3-
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_Cover3

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CONTENTS

原稿種別: 表紙
p. Cover4-
発行日: 1968/02/29
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/wjsna.35.0_Cover4

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