西部造船会々報

表紙

原稿種別: 表紙
p. Cover1-
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_Cover1

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目次

原稿種別: 表紙
p. Cover2-
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_Cover2

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西部造船会役員

原稿種別: 付録等
p. App1-
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_App1

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西部造船会創立30周年記念会

原稿種別: 付録等
p. App2-
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_App2

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本会記事

原稿種別: 付録等
p. i-vii
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_i

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記念講演(中扉)

原稿種別: 付録等
p. App3-
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_App3

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研究開発テーマの選定について

根本広太郎

原稿種別: 本文
p. 1-3
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_1

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中国の造船事情

湯口俊一

原稿種別: 本文
p. 5-11
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_5

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日本造船業の将来

平田昇

原稿種別: 本文
p. 13-22
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_13

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講演(中扉)

原稿種別: 付録等
p. App4-
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_App4

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薄板のビート溶接時の温度分布と冷却速度

辻勇, 吉村洋

原稿種別: 本文
p. 23-34
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_23

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In order to evaluate degradation of base metal, thermal stresses and distortions developed as a result of welding, it is necessary to know a minute detail of thermal history during welding. Therefore, many important contributions have been done since Rosenthal has given the first analytical solution of the heat flow equation. However, the analytical solution of the heat flow equation is too difficult to apply for determination of transient thermal cycle nearby heat source of welding because of the assumptions that the heat source is concentrated in a point or line, the physical properties are independent of temperature, and latent heat of fusion is neglected. While many experimental studies have been made, there still remain some questions in accuracy and reliability of the results of measurement. The analytical solution is suited to the quasi-stationary state, whereas numerical solution may be applied at any stage of the process without the above-mentioned limitations that apply to the analytical method. However, the degree of correlation with experiment has not yet been fully established. In this paper, the finite element method of analysis for transient heat conduction is employed to calculate thermal cycle in thin steel plates resulting from a moving gas tungsten arc weld heat source. In an attempt to refine our knowledge and improve the degree of correlation with reality, much of the work has been directed toward determining thermal cycle nearby heat source. Descriptions for calculating and measuring temperatures are presented first, followed by evaluation of cooling rates at various temperatures and locations, and correlations of analytical and numerical results.

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Launching Bargeの縦強度とJacket LaunchingのSimulationについて

永元隆一, 塚本修

原稿種別: 本文
p. 35-47
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_35

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The launching barge used for the installation of the jacket (offshore structure for oil production, etc.) runs into various loads, during load out, towing and launching of the jacket. Therefore, it is necessary to proceed the barge design with detailed analysis of it's motion and strength for each process. During process of the jacket launching, the load on the barge become very large, especialy when the jacket pivot on the locker arms. In this paper, the authors developed a computer program to estimate the motion of the jacket and barge to calculate the load distribution on the barge when the jacket is being launched from the barge. Calculation for the launching of a jacket (weight; 25,000tons, height; 175m) from three barges (length; 162m, 180m, 198m) were carried out, and the load on the barges during jacket launching was investigated in relation to the barge length, starting position of jacket sliding and the maximum wave load predicted by the strip method.

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軽構造FRP艇の船底部外板の動的設計法について

永井保, 橋本恒雄

原稿種別: 本文
p. 49-60
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_49

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This paper is concerned with the dynamic design method for bottom hull plates of planing crafts constructed by MR-FRP materials. This method is given by combining the static water pressure proposed by Niwa with the dynamic load factor proposed by Nagai. Some examples are shown to indicate the reasonable results such that plates can be designed between 2 and 2.2 as stress safety factor and between 1.5 and 2 as buckling safety factor.

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波浪中船体応力長期予測(その3) : 大型油送船に働く波浪荷重の相関係数

福田淳一, 新開明二, 田中徳実

原稿種別: 本文
p. 61-68
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_61

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In previous two papers, a method of predicting the longitudinal stresses induced on a ship hull in sea waves was proposed and an approximate long-term correlation method was examined for a gigantic oil tanker in the North Atlantic Ocean. In this paper, the longitudinal distributions of long-term correlation coefficients between sea loads are investigated in detail in order to evaluate the total normal stresses and total shearing stresses induced on the longitudinal members of the oil tanker in the North Atlantic Ocean. According to the long-term prediction results, large total normal stress is found on gunwale and bilge at midship section and large total shearing stress is found on half depth of longitudinal bulkhead and deck centre line at sections of S.S. 3 and S.S. 7-1/2.

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大型高速艇の実艇試験による波浪外力に関する研究

鷲尾祐秀, 高鍋久人, 井上克明

原稿種別: 本文
p. 69-83
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_69

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In recent Japan the structural design of high speed craft is based on "Keikozosen Zantei Kijun" (provisional standard of lighter hull structure) set forth by the Japanese Government (J.G.) and this standard is applicable only for the craft of its registered length less than 24 meters. A 45 meters long aluminum alloy passenger liner named "SEA HAWK" was constructed with the special approval of J.G. at the Shimonoseki Shipyard & Engine Works of Mitsubishi Heavy Industries, Ltd., and delivered to the joint ownership of Senpaku Seibi Kodan (Maritime Credit Corporation) and Tokai Kisen Co., Ltd. on April 18, 1977. A full scale measurement in short term was carried out on board "SEA HAWK" running at the service area near Izu Ohshima and the test data were obtained on the hull stresses due to the wave loads as well as the vertical accelerations and the motions of the craft. In succession to the short term measurement, long term measurement was carried out during one and half months in winter season at the same area. This paper gives the outline of the measurement and the comparison about the wave loads between the standard of J.G. and processed test data.

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複数個の内部自由表面を有する浮体の波浪中における運動

門野明, 一色浩, 村上光功

原稿種別: 本文
p. 85-109
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_85

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Recently, we carried out the conversion works of lengthening ship's body by the insertion of a new mid body section. In order to regulate the draft to meet the joint condition, the new mid body is forced to be ballasted by water. In general, when a floating body has free-surfaces in tanks, the statical stability becomes worse, and there might also occur an abnormal motion of a floating body because of the dynamic effects due to the free-water motion in tanks. In this paper, the dynamic effects of free-water motions in tanks upon the rolling motion of a floating body in regular waves are calculated, in order to obtain the relationship between a motion of a floating body and that of the free-water in tanks. As a result of the study, the resonant frequencies for the rolling motion of a floating body are numerically evaluated. The lowest resonant frequency is for the ordinary resonant rolling motion which corresponds to the free-water effects on the metacentric height, and the others are for those due to the dynamic effects of free-water in tanks. In our numerical examples, the dynamic effects of free-water increases as the depth of free-water increases, but there is no possibility of abnormal rolling motion due to the resonant motion of free-water in tanks, because the numerical results show that the resonant motion due to the dynamic effects of free-water are far smaller than the ordinary resonant rolling.

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浅海浮上式備蓄タンクの係留に関する研究(その1)

島田博之, 岡部利正, 藤井斉, 渡辺洋八郎, 村尾尚文

原稿種別: 本文
p. 111-124
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_111

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For mooring design of a floating barge, analysis is essential for the behaviour of the barge in connection with mooring facilities having non-linear resilient characteristics. Its treatment, however, is fairly complicated and it will take much time to get the numerical results. In this paper, formulation is made of a linearized mathematical model based on the describing function method, which can be used to obtain rough estimate as to whether the designed mooring system is safe especially in gust wind. Obtained numerical results by the present method are compared with those by the non-linear calculation by Runge-Kutta-Gill method and fairly good agreement is shown. The present method, therefore, is considered to be useful for obtaining estimate for the mooring system design.

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大角度傾斜からの復原

桑野研一, 慎燦益

原稿種別: 本文
p. 125-136
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_125

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If the ship is floating in equilibrium in heeled condition owing to the strong wind force or transfer of cargoes, as Fig. 1, she has two positions of equilibrium. One is the position of stable equilibrium, and the other is the position of unstable equilibrium because there is negative slope of the curve of statical stability. When the ship inclined about θ_B which is the angle of the position of unstable equilibrium, if the initial heeled angle is θ_0, in the condition of θ_0&lsim;θ_B she restores to the position of stable equilibrium, and in θ_0&gsim;θ_B she capsizes. In this paper, the restoring motion from about θ_B of a ship was calculated in the both case, constant heeling couple and the heeling couple include periodic disturbance.

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海流潮流の日変化成分の脈動周期 : 沿岸海洋波の生成理論(その32)

真鍋大覚

原稿種別: 本文
p. 137-151
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_137

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The well-known period of Saros tells us that the difference of 223 months 6585.32134 days and 18 years is 10.96183 days. The weather circulates around the earth with the period of 29.53058 days. So that these fraction of phase of 115.68492 degrees or 9.33611 days shows that we can predict the abnormal height of sea level before about 10 days by continuously checking the daily data of meteorology and oceanography. From the result analysis of latitude variation, periods of 9.02253-9.53693 days are found. The wave potential is expressed globally as follows: φ=φ_0cosh kz cosσt・P^m_n(cosθ)cosmψ, where P^m_n is zonal harmonic function, and (a+z,θ,ψ) is spherical co-ordinates. a is radius of earth and 2π/k is wave length and 2π/σ is wave period, k^2=n(n+1)/a^2, from the pattern of Nothern semi-sphere upper weather Chart of 500mb. (about 5,000m height above sea level)

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操縦時船体に働く横力・モーメントの非線型項について

井上正祐, 平野雅祥, 向井一浩

原稿種別: 本文
p. 153-160
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_153

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Generally, studies about hydrodynamic forces acting on ships in the case of maneuvering are divided into three parts, namely, propeller and rudder, ship hull and their interferences. About propeller and rudder, there are many results but interferences have many unknown factores and also studies about ship hull only are not sufficient. Then in this report, we forcus on ship hull only and study her hydrodynamic forces. In previous papers, we represented approximate formulae predicting the hydrodynamic derivatives on ship maneuverability. But when a ship does large movement, it is insufficient to consider only by the hydrodynamic derivatives and we must use the non-linear terms of hydrodynamic forces. In this paper, we investigated about the non-linear terms of hydrodynamic forces experimentally by 10 ocean going ship models. The non-linear terms of lateral force and moment are shown as follows. Y'_<ββ>・|β|・β+Y'_<βr>・β・|r'|+Y'_<rr>・|r'|・r' N'_<rr>・|r'|・r'+(N'_<rrβ>・r'+N_<ββr>・β)・β・r' where β and r' are drift angle and non-dimensional angular velocity respectively. Y'_<ββ> etc. are shown in Fig. 1〜Fig. 6 by items cleared in initial design.

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A Semi-empirical Approach to the Prediction of Manoeuvring Derivatives (1st Report)

葛西宏直

原稿種別: 本文
p. 161-174
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_161

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To provide practical means for predicting the linear derivatives for manoeuvrability, semi-empirical approach was made to the description of the forces and moment relevant to the manoeuvring motion of ships. Practical formulae are proposed. Some examples are shown on the applicability of the formulae to several kinds of prediction and ship's initial design purposes. Particular emphasis is laid on that the proposed method is fairly simple, yet it has widened utility because of its being based on reasonable component-wise physical interpretations.

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肥大船の特異な操縦性能に関する研究 : 第三報船尾の配置と流場

小瀬邦治, 長谷川和彦, 仲渡道夫, 山崎芳嗣, 川吉明

原稿種別: 本文
p. 175-185
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_175

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In the first report, the unusual phenomena appeared on the two full-bodied ship models are investigated. Although both models are ore-carriers with similar ship form, one of them shows the unusual phenomenon more typically and radically. To investigate the unusual phenomenon more deeply, two ways of approach were done using this model. First, as described in the second report, the full-scale trial was performed and it is found that the unusual phenomenon also appears on the actual ship as well as on its model ship. In this paper as the second approach, the capative model tests were again carried out aiming at the investigation of the stern flow field and the effect of propeller or rudder on the phenomenon. In the result, following conclusions are derived: 1) The unusual phenomenon is caused by the unusual (additional) hydrodynamic force acting on the stern. 2) This force is induced by the large flow separation which occurs either starboard or port side of the stern (see Figs. 1, 2 and 3). 3) This separation is produced only when the propeller is rotating, and its rotating direction is secondary importance for the separation. 4) The basical cause concerning to this one-side separation is the unstable flow field around the stern, where flow from the bottom or the side is not apt to reach smoothly to the upper part of the stern. This circumstances becomes more or less severe according to the fullness of the upper part of the stern and the region of the propeller suction. 5) When the clearance above the propeller or the rudder is large and if the stern is flat, this unstable flow field developes into the one-side flow separation. 6) To avoid the unusual phenomenon, a center fin shutting the clearance is effective from the practical point of view. 7) The mathematical model of ship motion accompanied with unusual phenomenon, proposed in this paper, can represent the motion fairly well.

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Hydrodynamic Interactions between Two Lifting Bodies

貴島勝郎

原稿種別: 本文
p. 187-197
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_187

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Ship-to-ship interactions that the forces and moments will act on each body moving in close proximity will be of importance in ship manoeuvrability, particularly in traffic control or in ship collision in restricted waterways such as harbour or canal. In this paper, the forces and moments acting on two identical thin wing bodies in arbitrary forward direction and identical forward direction with respect to each other are computed as a two dimensional problem. This case includes a unsteady problem for determining the vorticity on the each body, but is here solved as a series of steady flow problem, i.e. as step by step in time. According to the computed results, for identical bodies moving with the same forward speed and forward direction, the both forces and moments acting on each body are greatly affected by the stagger representing the difference of longitudinal situation, and have an effect on separation distance between ships at the range of lower value than the order of ship's length. For bodies moving in arbitrary forward direction and identical forward speed, the above interactions are affected much more than that to the identical forward speed and direction because of the added effects due to the wake vorticity. In general, it seems hydrodynamic interactions between ships will be greatly affected in closer proximity range than the order of ship's length.

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翼輪郭と翼厚分布がプロペラ単独性能に及ぼす影響

山崎正三郎, 伊藤政光

原稿種別: 本文
p. 199-209
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_199

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Propeller design charts such as MAU, Wageningen B, etc. are usually used for propeller design in the present. But the shape of actual propeller is not necessarily similar to that of original propeller of the design chart. The influence of boss ratio and blade thickness on propeller open characteristics can be calculated by Taniguchi's method that is generally used in practical propeller design. However, Taniguchi's method can not be applied to calculate the influence of blade contour and thickness distribution. In this paper the influence of blade contour and thickness distribution of MAU type propeller on open characteristics is examined experimentally, and practical method which can calculate the influence of blade contour and thickness distribution on open characteristics is proposed. Blade element theory which is simpler than lifting line theory and lifting surface theory is applied in present method. In comparison with experimental values, it is demonstrated that present method will become an useful means in practical propeller design.

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丸い前縁断面を持つ翼の性能を表わす新しい揚力面モデル

中武一明, 江口辰哉, 四元桂太, 山崎隆介

原稿種別: 本文
p. 211-220
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_211

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In order to represent the free-stream characteristics of a wing with round leading edge shape, a new lifting surface model is proposed. This model is an intermediate model between the nonlinear model and the linear model, and assumes that the free vortices flow along the wing surface until midchord point as the linear model and then leave from the surface at half the angle of attack as the nonlinear model. By making use of this model, the characteristics of the rectangular, delta and swept wings with round leading edge shapes are calculated and compared with experiments. Calculated results almost agree with the experimental ones.

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Pressure Fluctuation Induced by a Spherical Bubble Moving with Varying Radius

星野徹二

原稿種別: 本文
p. 221-234
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_221

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In order to investigate the pressure fluctuation induced by an unsteady cavitation on propeller blades, the unsteady cavity is replaced by a spherical bubble moving with varying radius. Then the pressure fluctuation induced by the sphere is calculated. The calculated results show that the second derivative of cavity volume with respect to time ∂^2V/∂t^2 constitutes the main contribution to the pressure fluctuation induced by unsteady cavitation of propellers. The solid boundary factor representing image effect of the hull surface is also calculated. It is then proved that the factor is approximately 2.0. Finally, it is shown that the pressure fluctuation measured on a flat plate above a cavitating propeller can be interpreted by the present theory.

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Calculation of Viscous Flow around Ship Stern

村岡賢二

原稿種別: 本文
p. 235-257
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_235

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A method is described for calculating viscous flow around ship stern by assuming the partially parabolic flow and the two equation model of turbulence. At first, the fundamental equations admitting the three dimensional pressure variation in the viscous flow are presented. Next, the procedure for numerical computation of finite difference method and iteration method is mentioned. And, the validity of calculation conditions; the grid geometry of flow field in interest and the position of outer boundary, are examined by numerical calculation. Finally, this method is applied to a liner ship. The results of calculation show reasonable agreements with the measured ones in evaluating the viscous pressure resistance and the viscous resistance. This method provides a way to assess the viscous flow around ship stern and to evaluate the viscous pressure resistance and the viscous resistance of ships.

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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. 259-262
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_259

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奥付

原稿種別: 付録等
p. App5-
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_App5

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裏表紙

原稿種別: 表紙
p. Cover3-
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_Cover3

会議録・要旨集フリー

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CONTENTS

原稿種別: 表紙
p. Cover4-
発行日: 1979/08/20
公開日: 2018/02/25

DOIhttps://doi.org/10.14856/wjsna.58.0_Cover4

会議録・要旨集フリー

PDF形式でダウンロード (68K)

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