EP3205572A1 - Front-mounted twin-rudder propeller ship - Google Patents
Front-mounted twin-rudder propeller ship Download PDFInfo
- Publication number
- EP3205572A1 EP3205572A1 EP15848489.9A EP15848489A EP3205572A1 EP 3205572 A1 EP3205572 A1 EP 3205572A1 EP 15848489 A EP15848489 A EP 15848489A EP 3205572 A1 EP3205572 A1 EP 3205572A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- propeller
- ship
- rudder
- additional
- rudders
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/06—Steering by rudders
- B63H25/38—Rudders
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
Abstract
Description
- The present invention relates to a propeller ship with front positioned twin rudders, having one propeller shaft and two rudders in a bow direction with respect to a propeller.
- A ship is utilized as a means which can transport materials and person in large quantities and efficiently.
- For that purpose, it is important for the ship to safely sail along a desired course and call at a port. As a result, a propulsion mechanism and a steering mechanism of the ship have been developed while being changed.
- Basic factors required for the rudder are a turning performance (a performance which indicates how quick a direction can be changed when keeping steering) and a course keeping performance (a course stability: a performance how straight the ship can travel), and these factors are frequently conflicting functions, however, there has been designed variously to make them compatible.
- On the basis of a turning performance of the ship, in relation to a ship main body, and a water flow effect to the rudder, the rudder has been generally attached in tandem at a backward position with respect to the propeller, in a stern.
- The same airfoil theory as that of an airfoil of an airplane is applied to an effect of the rudder, and the rudder is well installed within a limited space in the stern.
-
- where, V: Inflow speed of water to rudder
- α: Inflow angle of inflow water to rudder
- A: Effective rudder area for the rudder lift
- Fp: Gradient of rudder open water normal force coefficient
- p: Density of seawater
- Meanwhile, in order to make the lift of the rudder larger, it has been known in
Patent Document 1 that two rudders are provided in parallel at backward positions of a propeller for the single propeller, in a stern of a specifically designed ship. - Patent Document 1:
JP-A No. 2003-26096 - The structure of the
Patent Document 1 has an advantage that the lift can be enlarged, however, has no objects to achieve improvement of fuel consumption, reduce a ship construction cost, or enlarge an amount of cargo per ship total length. - A main object of the present invention is to provide a structure of a propeller ship which can achieve improvement of fuel consumption, enlarge an amount of cargo per ship total length, and reduce a ship construction cost.
- The present invention achieving the object mentioned above is as follows.
- A propeller ship with front positioned twin rudders wherein rudders are provided at laterally symmetrical positions of a ship center line in a front side of a propeller and in a rear side of a buttock line.
- The rudders are provided at the laterally symmetrical positions of the ship center line. In a rudder area which is necessary for securing a turning performance and a course keeping performance (a course stability) which are necessary in a ship having a certain size, an area of each of the rudders in the case where two rudders are provided can be made about 25 % to 50 % smaller per one rudder area than that in the case where one rudder is provided. A total area of two rudders is the same as or somewhat larger than that of a conventional case with one rudder. The rudder is desirably provided so as to make a clearance as small as possible with a ship bottom line.
- Generally, the rudder necessarily goes under the seawater surface at the sailing time. Making it possible to reduce the rudder height according to the present invention means making it possible to reduce a draft depth at the sailing time. As a result, it is possible to reduce an output of a main engine on the same ship speed, and the fuel consumption is improved.
- Meanwhile, an effect achieved by a stern thruster can be expected by provision of a stern thruster in the front side of the propeller.
- The "buttock line" means a shape line of the stern obtained by cutting the stern by a vertical surface which is parallel to a central vertical cross sectional surface of a hull. It particularly refers to a line formed by a cross line to a parallel portion of the hull.
- The propeller ship with front positioned twin rudders described in
claim 1, wherein a stern thruster is provided in the front side of the propeller and in the rear side of the buttock line, and a propeller axis of the stern thruster has a relationship that the center line of the propeller axis passes through a plate surface of each of the rudders. - It is possible to enhance maneuverability in correction of course in a narrow port or getting to or leaving the shore, by the provision of the stern thruster in the stern side.
- Meanwhile, in the case where the ship sails at a low speed in the port, the rudder cannot work effectively at all. To cope with this, the maneuverability can be enhanced by starting the stern thruster and bringing the water flow thereof into the rudder plate surface.
- The propeller ship with front positioned twin rudders described in claim 2, wherein the stern thruster is positioned 3 to 25 m ahead of the propeller.
- The stern thruster is preferably positioned 3 to 25 m ahead of the propeller. It has been known that the maneuverability by the stern thruster becomes appropriate in correction of course in the narrow port or in getting to and leaving the shore, in the case where the stern thruster is positioned 3 to 25 m ahead of the propeller.
- The propeller ship with front positioned twin rudders described in
claim 1, wherein the rudder has laterally symmetrical rudder surfaces. - The present invention is not characterized by the surface shape of the rudder, but takes into consideration use of the general rudder. In the case where the rudder has the laterally symmetrical rudder surfaces, it is possible to enhance the maneuverability by synchronously using two rudders, using only one rudder, or using in combination.
- The propeller ship with front positioned twin rudders described in
claim 1, wherein a steering machine is provided within a hull in the front side of the propeller and the rear side of the buttock line. - In the case where the rudder and the steering machine are provided in the front side of the propeller, it is not necessary to arrange an after-peak tank, steering room and the like backward in the ship and it is possible to shorten the ship, for example, about 5 m to 20 m in comparison with a propeller ship having one rudder in the rear side of one propeller according to a conventional example.
- As a result, since a volumetric capacity of a cargo tank can be increased about 5 % to 15 % per the same total length in the case of a cargo ship, a utility value of the ship is enhanced. Further, it is possible to shorten the total length of the ship and the ship constructing cost is reduced.
- The propeller ship with front positioned twin rudders described in
claim 1, wherein an additional propeller and a driving unit for the additional propeller are provided in addition to said propeller, one or a plurality of the additional propellers is disposed at a ship bottom or at a boot top of the ship bottom, in a position different from where said propeller is disposed, and operating condition is selectable between regular operating condition in which propelling force is obtained by driving said propeller and the other operating condition in which propelling force is obtained by driving the additional propeller. - A compact additional propeller and a driving unit therefor are provided in addition to said propeller, that is, the regularly used propeller. The output of the driving unit for the additional propeller can be 35% or less, more preferably, 25% or less than the output of a driving unit of the main engine.
- When cargo (freight) is loaded, the ship is operated by driving the regularly used propeller, having a state of draft close to designed load draft. If necessary, the ship is operated also with the additional propeller in a combined manner.
- When the ship navigates back to a port after unloading the cargo, the ship is mainly operated by the compact additional propeller. Especially in days of calm and steady sea condition, there is little necessity to secure stability of the ship too severely during navigation. Accordingly, the ship is made to travel by means of the compact additional propeller, keeping a draft line further lower.
- As a result, apparent displacement is decreased and contact area with water of a shell is reduced because the draft line is lowered. Furthermore, a waterplane area coefficient can be improved, and significant reducing effects of fuel consumption can be obtained.
- Further, since the compact additional propeller is driven, small output of the driving unit is enough (35% or less, more preferably, 25% or less of the output of the driving unit of the main engine). From this viewpoint, the significant reducing effects of fuel consumption can be obtained.
- In the case where the ship leaves a port after fully loaded with the cargo and then shifts to regular navigation, the ship navigates with the deep draft, driving the regularly used propeller. Further, in the case where the ship navigates using ballast after unloading the cargo, the ship is operated with the additional propeller after shifting to normal navigation. However, in the case of bad weather, ballast water is filled even in an unload condition. This enables the ship to travel in a stabilized state by means of the compact additional propeller or the regularly used propeller. Further, the additional propeller and the regularly used propeller can be used in a combined manner, if necessary.
- Since the additional compact propeller is mainly used at the time of ballast navigation, a propeller immersion ratio for the regularly used propeller is not so largely limited so that a propeller diameter of a designed propeller can be made larger than the propeller diameter according to the relation between ship and propeller design in the related arts. This enables propeller efficiency to be upgraded, increasing the efficiency of about 5% to 7%. Thus, by adopting the designed propeller having the larger diameter, the propeller efficiency is increased, and the output required for the main engine is reduced at the same speed of the ship, thereby significantly improving fuel efficiency.
- The propeller ship with front positioned twin rudders described in claim 6, wherein a position of the additional propeller is selectable between a state of being assembled at the outside of the ship and the other state of being retracted to the inside of the ship.
- In the case where the additional propeller is assembled at the outside of the ship and kept with unused condition under sailing, the propeller acts as resistance in the deep draft. Therefore, preferably the additional propeller is retracted to the inside of the ship.
- As described above, according to the present invention, it is possible to achieve the improvement of the fuel consumption and it is possible to enlarge the cargo amount per total length of the ship. Brief Description of Drawings
-
-
Fig. 1 is a side elevational view showing a stern portion in a front face of a propeller ship with front positioned twin rudders; -
Fig. 2 is a plan view of the propeller ship with front positioned twin rudders; -
Fig. 3 is a cross sectional view of the propeller ship with front positioned twin rudders as seen from a rear side; -
Fig. 4 is a schematic side elevational view of a propeller ship in a load condition in the case where an additional propeller is provided; -
Fig. 5 is a schematic side elevational view of the propeller ship while operating in an unload condition in the case where the additional propeller is provided; -
Fig. 6 is an assembling drawing of an example of the additional propeller (a duct propeller); -
Fig. 7 is a side elevational view showing a stern portion in a front face of a ship with single propeller and single rudder according to a conventional example; and -
Fig. 8 is a plan view showing the stern portion in the front face of the ship with single propeller and single rudder according to the conventional example. - First of all, a description will be given of the conventional example. A ship with single propeller and single rudder is provided as shown in
Figs. 7 and8 as an example of a tanker or a large cargo ship, anengine room 50 is arranged within a hull of a stern portion, and the ship is propelled by rotationally driving apropeller 51. - A
rudder 52 is provided in a rear side of thepropeller 51, asteering room 53 is arranged above thepropeller 51, asteering machine 54 is provided in thesteering room 53, arudder stock 55 is integrated with the rudder (a rudder plate) 52, and the ship can be turned by the steeringmachine 54.Reference numeral 56 denotes an after-peak tank. Acargo space 57 is arranged in a front side of theengine room 50 so as to be connected to a bow side. - Next, a description will be given of an embodiment according to the present invention with reference to the accompanying drawings.
-
Figs. 1 to 6 show an example of a propeller ship with front positioned twin rudders according to the present invention. - The present invention is characterized in that
rudders propeller 11 and in a rear side of a buttock line. - The
rudder 12 can employ both of a balance type and an unbalance type according to a relationship to arudder stock 12a. Further, it is desirable to have laterally symmetrical rudder surfaces as shown inFig. 2 . Tworudders - By arranging the
rudders propeller 11, thesteering room 53 is also arranged in the front side of thepropeller 11 and thesteering machine 54 is provided in the steering room. - A
stern thruster 40 can be provided in the front side of thepropeller 11 and in the rear side of the buttock line. Further, apropeller axis 40a of thestern thruster 40 is arranged so as to have a relationship that thepropeller axis 40a passes through a rudder plate surface of each of therudders - It is possible to enhance maneuverability in course correction in a narrow port or getting to or leaving the shore by the provision of the
stern thruster 40 in the stern side. - On the other hand, in the case where the ship sails at a low speed in the port or the like, the rudder cannot work effectively at all. Accordingly, by starting the
stern thruster 40 and bringing the water flow thereof into the rudder plate surfaces, the rudder can work effectively and the maneuverability is enhanced. - The
stern thruster 40 is desirably positioned 3 to 25 m ahead of the propeller. - According to the present invention, since the rudder and the steering machine are provided in the front side of the propeller, it is not necessary in the ship to arrange backward the after-
peak tank 56, steering room 53 (seeFig. 7 ) and the like, as is different from the example shown inFigs. 7 and8 , and it is possible to shorten the ship, for example, about 5 m to 20 m in comparison with the propeller ship having one rudder in the rear side of one propeller according to the conventional example. - As a result, in the case of the cargo ship, since the volumetric capacity of the cargo tank can be about 5 % to 15 % increased per the same total length, a utility value of the ship is enhanced. Further, it is possible to reduce a ship construction cost.
- Said
propeller 11 is the regularly used propeller. As shown inFigs. 4 to 6 , a propeller ship with front positioned twin rudders can be provided, wherein an additional propeller and a driving unit for the additional propeller are provided in addition to the regularly usedpropeller 11, one or a plurality of the additional propellers is disposed at a ship bottom or at a boot top of the ship bottom, in a position different from where said propeller is disposed, and operating condition is selectable between regularly used operating condition in which propelling force is obtained by driving the regularly used propeller and the other operating condition in which propelling force is obtained by driving the additional propeller. -
FIG. 4 is a schematic side elevational view of a propeller ship, for example, acommercial ship 10 loaded with cargo, such as a cargo ship. Thecommercial ship 10 obtains propelling force by driving a regularly used propeller (main propeller) 11 by a main engine (propulsion engine) 50 such as a diesel engine. Thereference sign 14A represents a water line in an unload condition, indicating a state of trim by head in which the water line gradually becomes higher in a bow direction and intersects with a ship bottom line in a stern direction. InFIG. 5 , thereference sign 14B represents a water line, indicating a state of trim by stern which is a reverse state of the state of trim by head. - As is referenced in
FIG. 6 , the propeller ship is provided with anadditional propeller 20 and aduct propeller 21, including a drivingunit 22 for the additional propeller. - This
additional propeller 20 is disposed at a position different from the regularly usedpropeller 11, more specifically, in a bow area, a stern area, or an intermediate position at a ship bottom or a boot top of the ship bottom. The case of disposing the additional propeller at the stern position is indicated by thereference sign 20A, and the case of disposing the same at the intermediate position is indicated by thereference sign 20B. - The output of the driving
unit 22 of theadditional propeller 20 is small, which is 25% or less than the output of a driving unit of themain engine 50. - Further, operating condition is selectable between regular operating condition in which propelling force is obtained by driving the regularly used
propeller 11 and the other operating condition in which propelling force is obtained by driving theadditional propeller 20. - Explaining an example of the
additional propeller 20, an electric motor or a hydraulic motor may be used as the drivingunit 22, and further, if necessary, may be connected with the main engine (propulsion engine) 50 so as to obtain drive power. - The
duct propeller 21 that includes aduct 21A around thereof is configured to be rotated when rotational drive force of anoutput shaft 23 by the drivingunit 22 is transmitted to avertical shaft 25 through a pair ofbevel gears 24 and then transmitted, as rotational force of apropeller drive shaft 27, through a pair ofbevel gears 26 provided at thevertical shaft 25. - On the other hand, the
duct propeller 21 is configured to be rotatable around thevertical shaft 25 when rotational drive force of atransmission shaft 28 by the drivingunit 22 is transmitted to a drivingsmall gear 29 and alarge gear 30 engaged therewith. - Further, a device including the
duct propeller 21 disposed below aship bottom 10A is assembled at the outside of theship bottom 10A as illustrated inFIG. 6 , but preferably, the device is configured to be retractable to the inside of the ship because such assembly of the duct propeller at the outside is to be an obstacle during normal navigation. Thereference sign 10B indicates a shielding member that shuts after the device is retracted to the inside of the ship. - With this configuration, when cargo R is loaded, the propeller ship is operated by driving the regularly used
propeller 11 with themain engine 50 in a state of draft close to designed load draft. - After the cargo is unloaded, especially in a day of calm weather or in a quiet sea, the propeller ship is operated with the compact
additional propeller 20, keeping the draft line low as illustrated inFIG. 5 because there is little necessity to secure stability of the ship too severely at the time of navigating the ship as shown inFIG. 5 . In this case, as indicated by an outlined arrow inFIG. 5 , a moving direction of the ship can be suitably selected, and the bow and the stern are monitored from thebridge 13 depending on the moving direction of the ship. - As a result, by lowering the draft line, apparent displacement is decreased and the contact area with the water of the shell is reduced. Further, a waterplane area coefficient can be improved and significant reducing effects of fuel consumption can be obtained.
- Moreover, since the compact
additional propeller 20 is driven, small output from the drivingunit 22 is enough, and the ship can be operated with the output of 35% or less, especially 25% or less, and best of all, about 10% to 5% of the output of the driving unit in themain engine 50. From this viewpoint, significant reducing effects of fuel consumption can be obtained. In a day of calm weather (when Beaufort scale is 0 to 3), travel speed of approximately 5 to 10 knots is enough. - In the case where the propeller ship leaves a port after fully loaded with the cargo R and then shifts to regular navigation, the ship navigates with the deep draft, driving the regularly used
propeller 11 mainly or in a combined manner with the additional propeller. - Further, in the case of bad weather, ballast water BW (reserve space for the ballast water is not illustrated) is filled even in an unload condition. This enables the propeller ship to travel in a stabilized state by means of the compact
additional propeller 20 or the regularly usedpropeller 11. - On the assumption that the
duct propeller 21 can rotate around a vertical axis, the propeller ship can propel in the stern direction by driving theduct propeller 21 as shown inFig. 6 in a necessary driving state. - If the
duct propeller 21 is rotatable around a vertical shaft line 25 (the vertical axis), by appropriately rotating the additional propeller around the vertical axis in the combined driving state of the additional propeller and the regularly used propeller, a steering function can be added and maneuverability (directional property) can be improved. Further, when the ship is docked at a port, the duct propeller is oriented sideways so as to be utilized as a slide thruster. - Further, a propeller idling prevention device for preventing the regularly used
propeller 11 from rotating may be provided. - If necessary, the
duct propeller 21 may be provided on the right and left sides with respect to a center line of the ship. The duct propellers 21, 21 on the right and left sides rotate around the vertical shaft line, thereby improving the maneuverability. Further, when the propeller is utilized as the slide thruster, the propeller ship can be more easily get to the shore. - The present invention is applicable to a standard cargo ship, a container ship, a tanker, an LNG carrier, a car carrier, a bulk carrier, a cargo-passenger ship, and so on.
-
- 10
- Propeller ship
- 11
- Regularly used propeller (main propeller)
- 12
- Rudder
- 12a
- Rudder stock
- 20
- Additional propeller
- 21
- Duct propeller
- 22
- Driving unit
- 40
- Stern thruster
- 50
- Main engine (propulsion engine: driving unit)
- 54
- Steering machine
Claims (7)
- A propeller ship with front positioned twin rudders wherein rudders are provided at laterally symmetrical positions of a ship center line in a front side of a propeller and in a rear side of a buttock line.
- The propeller ship with front positioned twin rudders described in claim 1, wherein a stern thruster is provided in the front side of the propeller and in the rear side of the buttock line, and a propeller axis of the stern thruster has a relationship that the center line of the propeller axis passes through a plate surface of each of the rudders.
- The propeller ship with front positioned twin rudders described in claim 2, wherein the stern thruster is positioned 3 to 25 m ahead of the propeller.
- The propeller ship with front positioned twin rudders described in claim 1, wherein the rudder has laterally symmetrical rudder surfaces.
- The propeller ship with front positioned twin rudders described in claim 1, wherein a steering machine is provided within a hull in the front side of the propeller and the rear side of the buttock line.
- The propeller ship with front positioned twin rudders described in claim 1, wherein an additional propeller and a driving unit for the additional propeller are provided in addition to said propeller, one or a plurality of the additional propellers is disposed at a ship bottom or at a boot top of the ship bottom, in a position different from where said propeller is disposed, and operating condition is selectable between regular operating condition in which propelling force is obtained by driving said propeller and the other operating condition in which propelling force is obtained by driving the additional propeller.
- The propeller ship with front positioned twin rudders described in claim 6, wherein a position of the additional propeller is selectable between a state of being assembled at the outside of the ship and the other state of being retracted to the inside of the ship.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2014205589A JP6182788B2 (en) | 2014-10-06 | 2014-10-06 | Single propeller, front twin ladder ship |
PCT/JP2015/077543 WO2016056429A1 (en) | 2014-10-06 | 2015-09-29 | Front-mounted twin-rudder propeller ship |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3205572A1 true EP3205572A1 (en) | 2017-08-16 |
EP3205572A4 EP3205572A4 (en) | 2018-05-02 |
Family
ID=55653045
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15848489.9A Withdrawn EP3205572A4 (en) | 2014-10-06 | 2015-09-29 | Front-mounted twin-rudder propeller ship |
Country Status (9)
Country | Link |
---|---|
US (1) | US20170305522A1 (en) |
EP (1) | EP3205572A4 (en) |
JP (1) | JP6182788B2 (en) |
KR (1) | KR101879253B1 (en) |
CN (1) | CN105683040B (en) |
AR (1) | AR102182A1 (en) |
SG (1) | SG11201702770RA (en) |
TW (1) | TWI613122B (en) |
WO (1) | WO2016056429A1 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN110192818A (en) * | 2018-02-26 | 2019-09-03 | 江苏美的清洁电器股份有限公司 | Surface cleaning apparatus and its control method |
CN113401313B (en) * | 2021-07-30 | 2022-11-18 | 广船国际有限公司 | Installation method of rudder propeller device |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5217496U (en) * | 1975-07-25 | 1977-02-07 | ||
NL7802156A (en) * | 1978-02-27 | 1979-08-29 | Schottel Nederland Bv | VESSEL WITH TILTABLE RUDDER PROPELLER AND CONSTRUCTION UNIT INTENDED FOR SUCH VESSELS. |
JPS62116397A (en) * | 1985-11-15 | 1987-05-27 | Mitsubishi Heavy Ind Ltd | One-shaft two-rudder vessel |
JPH02109789A (en) * | 1988-10-18 | 1990-04-23 | Sumitomo Heavy Ind Ltd | Steering device for small water plane single barrel ship |
JPH0429495A (en) * | 1990-05-23 | 1992-01-31 | Fujitsu Ltd | Mobile communication method and mobile communication system |
JP2600020Y2 (en) * | 1993-05-14 | 1999-09-27 | 三井造船株式会社 | Ship thrusters |
JP2945370B1 (en) * | 1998-03-26 | 1999-09-06 | 川崎重工業株式会社 | Elevating pod propeller and ship equipped with the pod propeller |
JP3751260B2 (en) | 2001-05-09 | 2006-03-01 | ジャパン・ハムワージ株式会社 | Two-wheel rudder system for large ships |
EP1300332B1 (en) * | 2001-10-05 | 2003-11-19 | Peter Meyer | Navigation arrangement, especially for cruise ships |
KR20030082748A (en) * | 2002-04-18 | 2003-10-23 | 현대중공업 주식회사 | Standing in law type propeller and rudder |
FI121659B (en) * | 2004-11-29 | 2011-02-28 | Waertsilae Finland Oy | Watercraft Propulsion System |
JP2011011641A (en) * | 2009-07-02 | 2011-01-20 | National Maritime Research Institute | Vessel improving controllability |
CN201686013U (en) * | 2009-12-31 | 2010-12-29 | 烟台方大滚塑有限公司 | Water playground equipment propeller integrated with rudder |
KR101911013B1 (en) * | 2013-01-14 | 2018-10-24 | 현대중공업 주식회사 | twin skeg vessel for improving resistance and thrust |
KR20140106167A (en) * | 2013-02-26 | 2014-09-03 | 현대중공업 주식회사 | Twin-Skeg Ship and Rudder for Reducing Thrust Power Loss in Thereof |
-
2014
- 2014-10-06 JP JP2014205589A patent/JP6182788B2/en active Active
-
2015
- 2015-09-29 KR KR1020167006566A patent/KR101879253B1/en active IP Right Grant
- 2015-09-29 WO PCT/JP2015/077543 patent/WO2016056429A1/en active Application Filing
- 2015-09-29 US US15/517,488 patent/US20170305522A1/en not_active Abandoned
- 2015-09-29 SG SG11201702770RA patent/SG11201702770RA/en unknown
- 2015-09-29 CN CN201580001850.6A patent/CN105683040B/en not_active Expired - Fee Related
- 2015-09-29 EP EP15848489.9A patent/EP3205572A4/en not_active Withdrawn
- 2015-10-05 TW TW104132721A patent/TWI613122B/en not_active IP Right Cessation
- 2015-10-06 AR ARP150103217A patent/AR102182A1/en unknown
Also Published As
Publication number | Publication date |
---|---|
CN105683040A (en) | 2016-06-15 |
EP3205572A4 (en) | 2018-05-02 |
SG11201702770RA (en) | 2017-05-30 |
US20170305522A1 (en) | 2017-10-26 |
WO2016056429A1 (en) | 2016-04-14 |
TW201628922A (en) | 2016-08-16 |
JP6182788B2 (en) | 2017-08-23 |
CN105683040B (en) | 2018-07-03 |
AR102182A1 (en) | 2017-02-08 |
KR101879253B1 (en) | 2018-07-17 |
KR20160057392A (en) | 2016-05-23 |
JP2016074291A (en) | 2016-05-12 |
TWI613122B (en) | 2018-02-01 |
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