Abstract In response to the concern of increased risk of brittle fracture accompanying the recent enlargement of container ships, experimental research is being conducted to investigate brittle crack propagation arrest properties in Japan. The objective is to obtain the required toughness of the material to arrest brittle crack propagation in a 100-mm thick plate, which is considered to be the maximum thickness used in such applications. The use of Kca as a method for determining arrest toughness is a main difference with respect to methodologies employed in Europe and the United States. In this review, we compare the approaches for determining brittle crack propagation arrest properties that are used in Japan with those used in Europe and the United States. Moreover, we review recent research trends, particularly with respect to the background and development of Kca parameters. With regard to the industrial application techniques concerning arrestability of brittle crack propagation in steel plates, studies in the ship and storage tank research fields date back to after World War II, while some attention is also seen for nuclear power and line pipes. These research procedures were initially established in Europe and the United States, but was first adopted by Japan. However, soon after, Japan and the time when the research fell downward due to progress of steel manufacturing technology and defect management technology. Since then, research has actively resumed, and original contributions are being realised. The background of this work in Japan, and the creation of the Kca concept will be explained herein. Further, the background of research on brittle crack propagation arrest properties in very large container ships, determination philosophy for deriving demand values, and ultrawide brittle crack propagation tests in the study of 75-mm thick material and their results are described. In both of the scenarios considered, i.e. one in which cracks are generated from the top of the hatch side coaming and arrested on the upper deck, and the other wherein brittle cracks occur at the upper deck end and are arrested in the hatch side coaming, the required Kca was found to be 6000 N/mm3/2.

中文翻译：

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日本大型焊接钢结构脆性裂纹扩展抑制技术应用Kca参数研究的历史回顾

摘要 近来随着集装箱船的大型化，脆性断裂风险增加，为了应对脆性断裂风险增加的担忧，日本正在进行实验研究以研究脆性裂纹扩展停止特性。目标是获得所需的材料韧性，以阻止 100 毫米厚板中的脆性裂纹扩展，这被认为是此类应用中使用的最大厚度。与欧洲和美国采用的方法相比，使用 Kca 作为确定止动韧性的方法是一个主要区别。在这篇综述中，我们比较了日本使用的确定脆性裂纹扩展停止特性的方法与欧洲和美国使用的方法。此外，我们回顾了最近的研究趋势，特别是关于 Kca 参数的背景和发展。关于抑制钢板脆性裂纹扩展的工业应用技术，船舶和储罐研究领域的研究可以追溯到二战后，核电和管线管也受到一些关注。这些研究程序最初是在欧洲和美国建立的，但首先被日本采用。然而，不久之后，由于钢铁制造技术和缺陷管理技术的进步，日本和时间的研究下降了。此后，研究工作积极恢复，原创性贡献正在实现。本文将介绍这项工作在日本的背景，以及 Kca 概念的产生。更多，介绍了超大型集装箱船脆性裂纹扩展抑制特性研究的背景、推导需求值的确定原理、75 毫米厚材料研究中的超宽脆性裂纹扩展试验及其结果。在所考虑的两种情况下，即一种是从舱口围板的顶部产生裂缝并在上甲板上停止，另一种情况是在上甲板端部出现脆性裂缝并在舱口侧板中停止，发现所需的 Kca 为 6000 N/mm3/2。