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原稿種別: 表紙
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発行日: 1985/03/22
公開日: 2018/02/25
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発行日: 1985/03/22
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原稿種別: 付録等
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App1-
発行日: 1985/03/22
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i-vii
発行日: 1985/03/22
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林田 滋
原稿種別: 本文
p.
1-10
発行日: 1985/03/22
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In order to know the effects of attack angle and thickness on the flow around spheroids, the limiting stream lines on four spheroids are visualized by using oil flow method in the circulating water channel. Besides, the boundary layers on them are calculated by the integral method. The results of the small cross flow calculation agree considerably with the experiments. The velocity distribution around the spheroid with two pairs of three dimensional separation lines are measured. It is found that the upper separations are weaker than the lower ones.
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梶谷 尚
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p.
11-23
発行日: 1985/03/22
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In the first report, an expression of outer potential flow of double model approximation was tried making use of centerplane polynomial sources. In the present report, a set of 3-D boundary layer equations of integral method is derived under a small cross flow model. Numerical computations are executed for a double model approximated viscous flow of 2.5m Wigley model. Though the precise comparison with measured and analyzed viscous characteristics will be made in the third report, a comparison of hull surface pressures with measured, made as a preliminary check, promises that the present boundary layer calculation is effective for thin mathematical forms of Wigley models.
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伊藤 暢基, 茂里 一紘
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p.
25-37
発行日: 1985/03/22
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An attempt was made to apply the boundary-fitted coordinate system to near-wake flow calculations of ships. The grid generations for SSPA-720 hull and HSVA tanker model were carried out by solving the Poisson-type equation numerically. The computations could be rather easily performed within less than several seconds by HITAC M-200H. The boundary condition for the vorticity on the body is expected to be improved which are important in the computing scheme where the vorticity transport equation is invoked as a governing equation. The near wake flow calculation for a 2-dimensional elliptic cylinder, whose ratio of the major and minor axes is 0.125, was carried out on the boundary-fitted coordinate system and compared with the result obtained on the Cartesian coordinate system. Significant improvements could be observed in the velocity field in the proximity of the body, the boundary condition was more accurately satisfied. Slight changes in the boundary values of the vorticity on the hull made some significant differences in the near wake velocity field. Through the present pilot computations, it was concluded that the use of the boundary-fitted coordinate system could be highly recommended to the near wake flow calculation of ships.
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仲渡 道夫, 小原 茂明
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p.
39-48
発行日: 1985/03/22
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This report deals with the resistance of flat plate under the constant acceleration or deceleration. In the former part, the resistance experiments of flat plates are reported. In the latter part, making use of Karman's momentum equation, the approximate calculations of flat plates resistances under accelerations are carried out and the calculated results are compared with those of experiments. The main results obtained are as follows; (1) |ΔR_f/R_<f0>| increases in the low speed range. (2) |ΔR_f/R_<f0>| increases as increasing acceleration or deceleration. (3) |ΔR_f/R_<f0>| takes about the same value in the both cases of smooth and roughened flat plates. (4) As seen in Fig. 17, |ΔR_f/R_<f0>| can be arranged with Froude number. where, ΔR_f means the augmented frictional resistance due to the acceleration, and R_<f0> means the frictional resistance in the steady velocity.
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徳永 啓三
原稿種別: 本文
p.
49-56
発行日: 1985/03/22
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To control flow around full ship stern with bilge vortices, a pair of rotors was installed with their axes along the waterline of bilge parts of stern, and flow visualization tests, wake measurements in the propeller plane, resistance tests and self-propulsion tests were carried out. As a result, it was found that flow field around the stern was changed considerably by use of the bilge rotors. Further it was found that the bilge rotors were effective in reducing the resistance of ship model. The reduction of form factor was more than ten percent. On the other hand, effective wake fraction coefficient decreased as the revolution of rotors increased, and thrust deduction factor increased with the increase of revolution of rotors. As a result, improvement of propulsive performance was not found by use of the present bilge rotors. Further investigations are required to control flow field around full stern from the view point of propeller vibratory forces and improvement of the propulsive performance of ship.
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上田 耕平
原稿種別: 本文
p.
57-78
発行日: 1985/03/22
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On the basis of the steady lifting surface theory, the author attempts to develop a method for evaluating the performance characteristics of a propeller working in a viscous fluid. Applying this method, he calculates numerically the forces and moments acting on the propeller working in a uniform flow streaming axally, with a constant rate of revolution. Comparing the calculated results with the experimental ones, both results are shown to be good agreement.
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木原 和之, 中村 直人
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p.
79-91
発行日: 1985/03/22
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A high speed craft is equipped with tree (3) blades propellers in general, however, recently five (5) blades propellrs may be available with enlarged diameter of propellers, and increased ratio of reduction gears for a large high speed passenger craft. Consequently, study and tests for comparion between thee (3) and five (5) blades of propellers were planned and carried out to confirm availability of five blades propellers. In first stage, both type of propellers with skew were designed theoretically and in second stage, open and cavitation tests were carried out with model propellers in our experimental tank. In final stage, comparison tests were carried out in sea trials of actual ship "48M type large high speed passenger craft" under building changing thee (3) blades propellers for five (5) ones. In results of the sea trials, the availability of skewed five (5) blades propellers was confirmed as the new type propellers for high speed crafts.
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大松 重雄
原稿種別: 本文
p.
93-100
発行日: 1985/03/22
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In this paper, the author propose a simple method to give arbitrary intended motions to floating bodies by wave marker in model basin. In general, when we estimate experimentally the behavior of floating bodies in waves, we generate some intended waves (for example regular waves, irregular waves, transient waves…), and we measure the oscillation motions of the bodies. On the contrary, in this paper, we consider how to give arbitrary intended motions to floating bodies by some control of motion of wave maker. The proposed method is an extension of the method to generate arbitrary waves which have intended time history of water elevation, see reference 1). Our method is very simple and which has no need to perform any numerical calculation. In order to examine this method, model ship experiments were carried out for heave, pitch and roll modes of motion, fairly good agreement was obtained between intended motion and measured one except roll mode motion.
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平野 雅祥, 高品 純志, 森谷 周行, 中村 喜昭
原稿種別: 本文
p.
101-110
発行日: 1985/03/22
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This paper presents experimental results on the maneuvering hydrodynamic forces in shallow water with some theoretical considerations. Force measurement tests by means of a PMM were performed with use of three kinds of ship models at various water depths. The experimental results show general features of the shallow water effects on the maneuvering hydrodynamic forces including hull forces and rudder forces. Theoretical studies were also made to examine the shallow water effects on the hydrodynamic derivatives of hull and on the hydrodynamic interaction between hull and rudder. Furthermore, with aid of theoretical studies, practical formulae for estimating the linear hydrodynamic derivatives in shallow water were developed.
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貴島 勝郎, 村上 正義, 勝野 敏之, 名切 恭昭
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p.
111-122
発行日: 1985/03/22
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It is now hoped that the prediction of ship manoeuvring motion at the initial stage of design will be established. Many methods relating to this problem have been proposed, but it seems that there are insufficient methods even in the deep water case. Nowadays however, much effort are being made to establish a method for the deep water and shallow water cases. In the case of prediction of manoevaring motion by simulation study along with manoeuvring mathematical models, it is hoped that a simple model will be available for the purpose of initial design. It will also be possible to estimate the hydrodynamic derivatives acting on the bare hull with a high accuracy. However, it is very difficult to estimate with a high accuracy the wake fraction coefficients of interaction forces among hull, propeller and rudder in shallow water. In this paper, as the first stage the effects of wake fraction w_p and w_R at propeller and rudder locations respectively, and flow straightening coefficient γ, on the simulated turning trajectories are examined. From the above simulation study, we came to the conclusion that the flow staightening coefficient and wake fraction coefficient at the rudder locations have the most dominant effect on turning motion. Therefore, these coefficients should be estimated with a high accuracy in order to predict manoeuvring performance in shallow water.
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真鍋 大覚
原稿種別: 本文
p.
123-133
発行日: 1985/03/22
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East coast of the Japan Proper has generated many huge unknown tidal waves which frequently destroid vessels every 11 years. According to the analytical results of the relations between magnitude and depth of earthquakes, physical meaning of magnitude seems to be the average value of strain of earth crust. When this sort of swell occures, the upper sky becames perfectly dry, so that we may predict the generation of tremor of ocean bottom. These meteorogical, oceano-graphycal and seismological phenomena can be explained unanimosly explained by spherical harmonic functions.
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石田 茂資, 渡辺 巌
原稿種別: 本文
p.
135-141
発行日: 1985/03/22
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In the 80m square tank in Ship Research Institute long crested oblique regular waves were generated by the snake motion of 24-segment wavemaker moving each segment with the same amplitude and with constant phase difference. This experiment was conducted to investigate the technique for generating oblique waves and the properties of them, which are the basic data for reproducing the real sea (multi-directional waves) in a test tank. It is clarified through the experiment that regular waves which propagate at an intended angle to the wavemaker can be generated by setting the phase difference between adjacent segments according to equation (4) under the restriction of equation (5). One characteristic of these waves is that they are limited in specific areas in the basin, and the other is that the wave heights show a wavy feature spatially and by wavelength. This phenomenon seems to be attributed to the end effect of the wavemaker and the length of each segment that is not short enough.
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福田 淳一, 新開 明二, 鳥越 彰
原稿種別: 本文
p.
143-157
発行日: 1985/03/22
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A method of numerical simulation is proposed for the purpose of predicting the extreme value of non-linear response which is produced by the combination of linear responses of a ship in short-term seawaves. Time histories of the non-linear equivalent stress induced on the ship hull in ocean waves have been numerically simulated by using the computer aided technique for cases when a range of correlation coefficients from -1 to 1 are assumed between the linear stresses, that is, the wave normal stress and the wave shearing stress. According to the numerically simulated results, it is concluded that the magnitude of the extreme value of equivalent stress is dependent upon the correlation coefficient between the component stresses and that the upper limit and the lower limit of the extreme value of equivalent stress can be obtained from the results based upon the assumed correlation coefficient of 1 or -1, between which the significant difference is not found.
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川村 昭宣, 阪井 大輔, 橋本 州史, 尊田 雅弘, 大山 雄司, 倉本 美男
原稿種別: 本文
p.
159-172
発行日: 1985/03/22
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Recently, various type of energy saving bulk carriers have been built in the world. One of them, of 60,000 DWT, was built in Nagasaki Shipyard of Mitsubishi Heavy Industries based on deep techical investigation. In the structural design, 3-Dimensional Finite Element Method and 3-Dimensional Frame work analysis by analysis program "BULDES" which was developed by MHI for special use of bulk carrier design, were applied to investigate the strength of this ship precisely. In order to confirm the reliability of the above strength analysis, full scale measurement was carried out in the structural test of ballast hold. As the results of experiment and analysis the followings were obtained. (1) Theoretical prediction obtained from Frame work analysis as welll as 3-Dimensional Finite Element Method showed a fairly good agreement with the experimental results. It is confirmed that the strength analysis adopted in the structural design is reasonable and has enogh reliability for practical purpose. (2) Load bearing proportion of girders and floors in double bottom structure can be estimated quantitatively by hold aspect ratio and lood condition. (1) Bottom plate and inner bottom plate, which constitute sandwitch panel. are members in bi-axial stress field. Although stresses calculated by frame work analysis are in uni-axial stress field, they are equivalent to stresses calculated by FEM analysis and measured.
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牛島 正夫, 阪井 大輔, 尊田 雅弘, 川市 克己
原稿種別: 本文
p.
173-181
発行日: 1985/03/22
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The Moss Rosenberg Verft spherical tank type LNG containment system, defined as an independent type B tank stipulated by IMO Gas Code, is required to be designed by the precise strength analysis method. For the theoretical aspect of the analysis method, reference should be made the literatures. This paper presents the results of full scale measurements during the tank's structural test and cooling down test which were carried out prior to the ship's delivery in order to verify the theoretical studies and also to confirm the reliability of the analysis method. Major conclusions are as follows. (1) The accuracy and reliability of the analysis method are verified through the close agreement between the results of measurements and predictions in every instance, such as static stresses, temperature and thermal stress. (2) Structural safety of the LNG carriers designed based on this analysis method is therefore established.
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服部 陽一, 坂田 則彦, 石垣 裕嗣, 松石 正克, 川村 大蔵, 井上 清
原稿種別: 本文
p.
183-190
発行日: 1985/03/22
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Full-scale measurements of stresses for structural members of semi-submersible units are carried out at the time of sea trials. The purpose of these measurements is to get stress levels of actual units and to compare the measured values with the calculated ones. The experiments were carried out by loading in ballast tanks of lower hull and measuring the strains by gauges attached on braces and internal members of brace-connections. Two tank conditions are selected. One is comparatively even-loaded condition which changes only the draft of the unit from transit to operating condition. The other is total torsion condition which gives torsion of the unit around center line and amidship. The maximum stress levels of 5-6kg/mm^2 are measured for total torsion test simulating diagonal design waves. These measured values are well coincided with the theoretical results calculated by the space frame analysis although calculation results gives a little bit higher stress. By these comparisons, analysis is praptically valid and maximum working dynamic stresses for braces under the severest load condition are less than 6-7kg/mm^2.
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縄田 卓生, 氏原 隆澄, 川崎 哲郎, 藤井 俊行
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p.
191-197
発行日: 1985/03/22
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The strength of tubular joint has been an important problem for integrity of steel structures in which many tubular members are used. This paper presents the stress concentration of flared joints which are for setting staight two tubular members with different diameter. Two types of flared joints are treated. One is a normal flared joint between cylindrical tubes (a cyllindrical flared joint). Another is a special flared joint between cylindrial tube and box tube (a cylindrical/box flared joint). The latter joint was developed for semisubmersible rigs. Model test and FEM analysis were performed due to obtain the stress characteristics of these flared joints. Based on the results and the basic equation in AWS code D1.1-81, the equations for estimation of the following SCFs (stress concentration factors) are proposed newly. (1) SCF of a cylindical flared joint with a ring stiffener (2) SCF of a cylindrical/box flared ioint without a ring stiffener (3) SCF of a cylindrical/box flared joint with a ring stiffener
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福田 順子
原稿種別: 本文
p.
199-215
発行日: 1985/03/22
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In the previous paper, to reduce the maximum stress around hatch corner etc without using local thick insert plate, a method of obtaining optimized shape of hatch corner was presented by means of finite element method applied to two dimentional stress analysis and geometrical shape optimization of free edge of perforated plate, where the effect of hatch coaming is neglected. In this procedure, geometrical constraints for hatch shape to make kept the opening zone and shape clear are taken into account. Above-mentioned Shape Optimization Method was applied to the optimization of hatch opening in an actual ship. And a simple and practical method to determine the optimum shape of hatch corner by assuming it as elliptic arc was proposed. In this paper factor of stress concentration around hatch corner of which shape is assumed to be elliptic arc is investigated as function of length and width of hatch opening and length of cross deck. And an approximate formula of obtaining the factor of stress concentration, as function of the dimensions of hatch and deck, is presented and it is shown that it gives practically satisfactory result comparing to those obtained by free optimization.
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香川 洸二, 原 忠彦, 川村 昭宣, 小林 俊彦, 永元 隆一
原稿種別: 本文
p.
217-225
発行日: 1985/03/22
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Configurations of ship structures are so complicated that vibratory behaviour of the ship is very complex especially in the higher modes. In order to study the correlation between measurements and calculations, full scale measurements by a vibration generater and three dimensional finite element calculations have been carried out on 60,000dwt bulk carrier. Vibration was measured on about 100 points of the ship structure. The finite element calculation model has about 2,000 joints and about 10,000 degrees of freedom. An added mass matrix of the entrained water was calculated by boundary element method and was used in the vibration analysis. Good correlations are seen between measurements and the theoretical prediction. Dynamic characteristics of the higher mode vibration of the ships are discussed concerning the natural frequency, vibration mode and response.
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多田 益男, 矢島 浩, 出口 明雄, 仁藤 弘, 勝田 順一
原稿種別: 本文
p.
227-238
発行日: 1985/03/22
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In a study the authors performed this time, low-temperature steel plate and 50kgf/mm^2-class high-tensile steel plate produced by TMCP (Thermo-Mechanical Control Process) with separation appearance were analyzed for strength characteristics and fracture toughness, to evaluate their engineering practicality. A summary of the results of the study follows. (1) The higher the maximum separation index SImax of the steel plate, the more excellent that plate is in brittle crack propagation-arrest characteristic. Also, the brittle crack propagation-arrest characteristic can be predicted from the V-notch Charpy transition temperature vTrs and the maximum separation index. (2) The higher the maximum separation index SImax of the steel plate, the lower the Z-directional fracture toughness gets in values, although the maximum separation index of, say, 0.5mm/mm^2 or less would pose no problem for practical purposes.
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辻 勇, 山口 喜久次, 小柳 雅博
原稿種別: 本文
p.
239-249
発行日: 1985/03/22
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In shipyard panel-production lines, several steel plates are butt-welded to form large panels using one-side automatic welding process. A troublesome problem is the tendency of hot cracking appeared in the end portion of the butt-weld. In this paper, firstly the nominal susceptibility of the end cracking is investigated experimentally for the actual butt-welded joints. The critical displacement increment for the occurrence of the end cracking is evaluated for the various welding conditions and the influence of displacement rate on the formation of hot cracks is discussed. Secondly, the displacement increment produced by the unit force per unit thickness applied at the end of welded plate is estimated by use of the finite element method taking the temperature dependency of elastic modulus and the change of dimensions of tab plate attached to the finish end of the welded joint into consideration. Finally, the relationship between the size of the end tack weld closely related to the magnitude of tearing force acting on it and the dimensions of the end tab plate required to prevent the end cracking is presented and a practical way to avoid the end cracking in one-side automatic welding process is proposed.
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井上 克明, 井上 好章, 矢島 浩, 仁藤 弘, 川村 昭宣, 十河 泰雄
原稿種別: 本文
p.
251-260
発行日: 1985/03/22
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The authors' previous report concerned the fatigue strength characteristics of high heat-input welded joints produced in TMCP type 50kgf/mm^2-class high-tensile steel plate 0.313 to 0.357 percent in carbon equivalence Ceq. With a view to improving the weldability (resistance to low-temperature cracking) or the toughness of HAZ of the high heat-input welded joint, a plan is under way for engineering to practicality the same TMCP type high-tensile steel plate still lower in carbon equivalence. Accordingly, the authors performed another study on the fatigue strength characteristcs of the high heat-input welded joints which were produced this time in the TMCP type high-tensile steel plate 0.25 to 0.30 percent in carbon equivalence, with the following results. (1) When represented in the form of S-N_f diagram, the high heat-input welded joints in the TMCP type high-tensile steel plate lower in carbon equivalence and those in the ordinary rolled 50kgf/mm^2-class high-tensile steel plate can be regarded as being equivalent in fatigue strength from the design standpoint. (2) Even if HAZ is subjected to a combination of softening and stress concentration, the resultant decline in fatigue strength of the welded joint is negligibly small for practical purposes.
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原稿種別: 目次
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発行日: 1985/03/22
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発行日: 1985/03/22
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原稿種別: 表紙
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発行日: 1985/03/22
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