著者

川崎重工業株式会社潜水艦設計部

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.143, pp.75-80, 1972-03-30

著者

関西汽船株式会社 工務部

出版者

公益社団法人 日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

vol.142, pp.62-65, 1971

出版者

公益社団法人 日本船舶海洋工学会

雑誌

関西造船協会誌

巻号頁・発行日

vol.129, 1968

著者

三菱重工業株式会社神戸造船所造船設計部

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.184, pp.119-128, 1982-03-30

著者

Wu Shukai Bose Neil

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.218, pp.29-40, 1992-09-25

被引用文献数

1

---

Difficulties with the calibration and operation of hot-film anemometers in water have prevented their widespread application for towing tank measurements. The potential advantages for measurements such as ship model wake surveys, in terms of their accuracy compared with pitot tubes and their low cost compared with laser-doppler anemometry, have yet to be fully exploited. To this end, a series of calibration experiments with several hot-film probes was done in a towing tank to investigate their calibration characteristics. A nominal wake survey experiment was conducted behind a model of a Newfoundland fishing vessel form by using a wedge-shaped single sensor hot-film probe. The experiment is described. Results obtained of the mean and turbulent axial velocity components within a half propeller disk are presented. The model was towed at a speed of 1.45m/s, which corresponded to a Froude number of 0.33 and full scale vessel speed of 6.4 knots. Techniques associated with use of hot-film probes for wake survey experiments are discussed. The present results indicate the feasibility and potential of hot-film anemometry as a practical, economical, and accurate tool for towing tank applications.

著者

川崎重工業株式会社 神戸工場造船設計部

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.142, pp.52-55, 1971-12-30

著者

南波 松太郎 小佐田 哲男

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.102, pp.1-10, 1961-06-30

---

"Cement carriers" or "cement tankers" are bulk cargo ships which carry cement in bulk. They have become to be noticed in our country after the War, and now are being built one by one, and are serving for almost all of the long way transportation of cement. These ships have some problems awaiting solution caused by the peculiarity of cement and cement industry. In this paper we discuss these problems, and will consider of the fundamental design of these ships. At the next opportunity we will refer to their practical construction and the self-unloading apparatus.

著者

塙 友雄

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.205, pp.59-69, 1987-06-30

著者

三井造船株式会社玉野造船工場造船設計部

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.196, pp.177-178, 1985-03-30

著者

関西汽船株式会社工務部

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.98, pp.39-45, 1960-08-20

著者

日立造船株式会社船舶営業本部造船基本設計部 日立造船K.K.造船基本設計部

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.186, pp.165-168, 1982-09-30

著者

田中 正一

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.188, pp.145-173, 1983-03-30

著者

溝口 純敏

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.187, pp.71-83, 1982-12-30

被引用文献数

3

---

In the strip methods of OSM, NSM and STF, the wave exciting forces are expressed in terms of the added-mass and damping coefficients evaluated at the encounter frequency, ω_e. In the Newman's strip method, however, they are expressed in terms of the coefficients as a function of the incident wave frequency, ω_o, In this paper, it is assumed that the diffraction potential for the vertical exciting forces is periodic in the x-direction (the x axis is positive forward), while the diffraction potential for the horizontal exciting forces is slowly varying in the x-direction. From these assumptions, it is obtained that the vertical exciting forces should be calculated on ω_o and the horizontal exciting forces should be calculated on ω_e. The exciting forces on a model of S-175 container ship in regular oblique waves are measured in IHI Seakeeping and Maneuvering Tank and the test results are compared with the calculations on ω_e and ω_o. The followings are conclusive results ; 1) Test results of heave exciting forces and pitch exciting moments are in good agreement with the calculations on ω_o, and show no effect on the forward-speed. 2) Test results of sway exciting forces and yaw exciting moments show a good agreement with the calculations on ω_e.

著者

三井造船株式会社玉野造船所造船設計部

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.144, pp.75-83, 1972-06-30

著者

日立造船株式会社海洋営業本部設計部

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.182, pp.137-141, 1981-09-30

著者

石井 規夫 新井 和夫 都丸 祐司 増山 和雄 清水 健

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.221, pp.43-48, 1994-03-25

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This paper presents a numerical method for predicting the hydrodynamic and cavitation performance of a submerged hydrofoil. The numerical model of a hydrofoil is constructed with a hydrofoil and center and side struts. It is also taken account of the effect of the controll of flaps. The method represents a hydrofoil and struts by discrete vortices and line sources located on the camber surface of the hydrofoil and strut. The effect of the water surface is considered approximately by the image system in the present method. A three-dimensional theoretical procedure is used to calculate partial-and super-cavitation occurring on the hydrofoil surface. In order to verify the validity of the method, the lift and drag acting on the hydrofoil and the extent of the cavity occurring on the back or face surface of the hydrofoil were calculated and compared with the test results which was carried out in the cavitation tunnel of Akishima Laboratories (MITSUI ZOSEN) Inc. The comparisons show that the present method becomes a very useful tool for designing the hydrofoils of a high speed craft.

著者

日立造船株式会社

出版者

公益社団法人 日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

vol.197, pp.141-144, 1985

著者

三菱重工業株式会社神戸造船所

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.115, pp.45-53, 1964-11-30

著者

増田 征二 湯浅 高昭

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.149, pp.25-30, 1973-06-30

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As a new mooring method of very large tankers at the outfitting quay, a two points mooring method has been adopted at Sakai Shipyard of Hitachi Shipbuilding & Engineering Co., Ltd. since August 1972. The two points mooring, consisting of two lines of anchor chain at the bow and the stern and their catching devices, has remarkable abvantages compared with the conventional wire rope mooring as follows: (1) In case of the wire rope mooring, it was quite difficult to arrange many lines so that they might have equally balanced load, and there was a risk of wire rope breaking at heavy wind. Meanwhile, two lines of chains are able to be arranged to have equal load at the bow and the stern part, and the maximum load of chain will be kept under the proof load of anchor chain. As large size anchor chain of high tensile (124 mm dia. of grade 3) being used, these lines are more endurable to the wearing-out, impact load and corrosion than the conventional wire rope mooring. Considering those items, the two points mooring is superior to the wire rope mooring in view of the safety of mooring strength. (2) As mooring chains being limited only to two, instead of more than 18 lines of mooring wire ropes, working hours for handling heavy mooring lines have been distinctly reduced. (3) Many mooring ropes are quite obstructive to the crane travelling and operation. The two points mooring improves the working area of outfitting quay and made the crane travelling free.

著者

松田 秋彦 梅田 直哉 鈴木 四郎

出版者

公益社団法人日本船舶海洋工学会

雑誌

関西造船協会誌 (ISSN:03899101)

巻号頁・発行日

no.227, pp.47-55, 1997-03-25

被引用文献数

7

---

Heave and pitch motions of a ship model running in following and quartering seas with zero and very low encounter frequency were measured in a seakeeping and manoeuvring basin. Considering that 2D added mass tends to infinity at zero encounter frequency, new formulae to evaluate heave and pitch motions at zero encounter frequency were presented as a limit of a solution set of a strip theory. By comparison of the experiment and some theoretical predictions, it was concluded that, when the ship meets danger for capsizing in following and quartering seas, heave and pitch motions can be approximated by simply tracing their static equilibria. The prediction as the limit of the solution set of the strip theory at zero encounter frequency shows better agreements with the experimental values than the prediction based on the Froude-Krylov assumption. Further, up to the steepness 1/10 the heave and pitch motion with very low encounter frequency can be regarded as linear with respect of wave steepness.