JP2002002578A - Ship type of stern part for single large screw vessel - Google Patents
Ship type of stern part for single large screw vesselInfo
- Publication number
- JP2002002578A JP2002002578A JP2000181484A JP2000181484A JP2002002578A JP 2002002578 A JP2002002578 A JP 2002002578A JP 2000181484 A JP2000181484 A JP 2000181484A JP 2000181484 A JP2000181484 A JP 2000181484A JP 2002002578 A JP2002002578 A JP 2002002578A
- Authority
- JP
- Japan
- Prior art keywords
- propeller
- hull
- stern
- ship
- flow
- 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.)
- Granted
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/10—Measures concerning design or construction of watercraft hulls
Landscapes
- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明はタンカーやバルクキ
ャリアー等に用いる一軸肥大船の船尾部の船型に関する
もので、特に、振動の軽減、及び、プロペラキャビテー
ションの軽減による自航性能の改善を図ることができる
一軸肥大船の船尾部船型に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hull type of a uniaxial hypertrophy vessel used for a tanker, a bulk carrier and the like, and more particularly to an improvement in self-propulsion performance by reducing vibration and propeller cavitation. It relates to the stern shape of a uniaxial enlarged ship that can be made.
【０００２】[0002]
【従来の技術】タンカーやバルクキャリアー等に用いら
れる一軸肥大船における船尾部の船型は、従来、図６に
その一例の概略を示す如く、球状船尾（ｂｕｌｂ ｓｔ
ｅｒｎ）を採用すると共に、船底５の表面に沿う流れ
が、矢印Ｘで示す如く、プロペラ２の頂部に向けて流れ
込み易くするために、プロペラ２の回転円の最上端レベ
ル４よりも下方の領域にて船体１のＯＲＤ．１のフレー
ムラインＦＬ１に、船体中心線ＣＬ側に湾曲する凹み３
を設けた構成として、下方からの流れを制御するように
している。なお、ＬＷＬは満載喫水線である。2. Description of the Related Art The stern of a stern portion of a uniaxial enlarged ship used for a tanker, a bulk carrier or the like has conventionally been a ball stern (bulb stud) as schematically shown in FIG.
ern), and in order to make the flow along the surface of the ship bottom 5 easily flow toward the top of the propeller 2 as shown by an arrow X, an area below the uppermost level 4 of the rotating circle of the propeller 2 is used. At ORD. 1 frame line FL 1 , concave 3 curved toward hull center line CL
Is provided to control the flow from below. LWL is a full load line.
【０００３】[0003]
【発明が解決しようとする課題】ところが、図６に示し
た従来の一軸肥大船の船尾部船型では、フレームライン
ＦＬ１に凹み３が設けてあるが、船尾部の船体１表面に
沿う流れの主流は、船底５より水面方向に向かう上昇流
であって、プロペラ２が回転している状態では、プロペ
ラ２面への流れの流入はあまり均一化されていない。こ
のため、スラスト変動による振動発生の要因となるとい
う問題があり、又、プロペラキャビテーションが発生し
易く、プロペラキャビテーションが発生した場合にはプ
ロペラ効率が悪くなることから、自航性能の向上を図り
難いという問題がある。[SUMMARY OF THE INVENTION However, in the stern hull form of conventional uniaxial Ship shown in FIG. 6, but 3 recessed in the frame line FL 1 is provided, the flow along the hull 1 surface of the stern The main flow is an upward flow from the ship bottom 5 toward the water surface, and when the propeller 2 is rotating, the flow into the propeller 2 surface is not so uniform. For this reason, there is a problem that it causes vibration due to thrust fluctuation.In addition, propeller cavitation is likely to occur, and when propeller cavitation occurs, propeller efficiency is deteriorated, so that it is difficult to improve self-propulsion performance. There is a problem.
【０００４】そこで、本発明は、プロペラ面へ流入する
流れを従来に比してより均一化して、振動及びプロペラ
キャビテーションの軽減を図ることができるようにし、
以て、自航性能の改善を図ることができるような一軸肥
大船の船尾部船型を提供しようとするものである。[0004] Therefore, the present invention is to make the flow flowing into the propeller surface more uniform than in the prior art, so that vibration and propeller cavitation can be reduced.
Accordingly, it is an object of the present invention to provide a stern type hull of a uniaxial enlarged ship capable of improving self-propulsion performance.
【０００５】[0005]
【課題を解決するための手段】本発明は、上記課題を解
決するために、一軸肥大船の船尾部におけるＯＲＤ．１
〜２にかけてのフレームラインに、満載喫水線よりも下
方でプロペラ回転円の最上端レベルを含む位置よりも上
方の領域にて凹みを設けると共に、上記プロペラ回転円
の最上端レベルよりも下方の領域には膨みを設けて、上
記凹みが膨みよりも船体中心線側にあるようにし、且つ
上記膨みを設けた部分のフレームライン形状を円形又は
楕円形に近い形状とした構成とする。SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention provides an ORD. 1
In the frame line extending through to 2, a recess is provided in a region below the full load draft line and above a position including the top end level of the propeller rotation circle, and in a region below the top end level of the propeller rotation circle. The bulge is provided so that the dent is closer to the center line of the hull than the bulge, and the frame line shape of the portion provided with the bulge is formed to be a shape close to a circle or an ellipse.
【０００６】船体を航走させると、船側に生じる流れは
船尾部において凹みに沿わされて前方より後方にほぼ水
平に導かれるため、プロペラ面内に均一に流れ込むよう
になり、この際、プロペラ回転円の最上端レベルよりも
下方の領域には、膨みが形成されていて、プロペラ前方
における下部船体部分の断面形状が円形又は楕円形に近
いものとなっているため、下方からの上昇流は弱めら
れ、プロペラ面内に流入する流れはより均一化されるよ
うになる。[0006] When the hull is running, the flow generated on the ship's side is guided along the dent at the stern and almost horizontally rearward from the front, so that the flow uniformly flows into the propeller plane. A bulge is formed in a region below the uppermost level of the circle, and the cross-sectional shape of the lower hull portion in front of the propeller is almost circular or elliptical. The flow that is weakened and flows into the propeller plane becomes more uniform.
【０００７】又、凹みを設ける領域を、プロペラ回転円
の最上端レベルよりも上方とした構成とすることによっ
て、より有利とすることができる。[0007] Further, it can be made more advantageous by configuring the recessed area to be higher than the uppermost level of the propeller rotating circle.
【０００８】[0008]
【発明の実施の形態】以下、本発明の実施の形態を図面
を参照して説明する。Embodiments of the present invention will be described below with reference to the drawings.
【０００９】図１は本発明の一軸肥大船の船尾部船型の
実施の一形態を示すもので、方形係数（ＣＢ）が０．７
６以上の一軸肥大船に適用した場合を示す。すなわち、
一軸肥大船において、船体１の船尾部におけるＯＲＤ．
１〜２のフレームラインＦＬ １〜ＦＬ２に対し、満載喫
水線ＬＷＬより下方で且つプロペラ２の回転円の最上端
レベル４よりも所要寸法上方位置に、船体中心線ＣＬ側
に湾曲する凹み６を設け、且つ上記プロペラ回転円の最
上端レベル４よりも下方位置に、船体１の外側へ湾曲す
る膨み７を設けて、上記凹み６が膨み７より船体中心線
ＣＬ側にあるようにし、上記膨み７により、プロペラ回
転円の最上端レベル４よりも下方のフレームライン形
状、すなわち、船尾部の下部船体部分８の横断面形状
を、略円形又は横長の略楕円形となるように形成する。
その他、図６に示したものと同一のものには同一符号が
付してある。FIG. 1 shows a stern section of a uniaxial enlarged ship according to the present invention.
1 shows an embodiment, in which a square coefficient (CB) is 0.7
The case where the present invention is applied to a uniaxial enlarged ship of 6 or more is shown. That is,
In a uniaxial enlarged ship, the ORD.
1-2 frame lines FL 1~ FL2Full load
The uppermost end of the rotating circle of the propeller 2 below the water line LWL
At the required dimension higher than level 4, on the hull center line CL side
A concave portion 6 which is curved at the center of the propeller rotating circle.
Curved outward of the hull 1 below the upper end level 4
The bulge 7 is provided so that the dent 6 is shifted from the
So that it is on the CL side, and the bulge 7 causes the propeller
Frame line shape below the topmost level 4 of the rolling circle
Shape, ie, the cross-sectional shape of the lower hull part 8 at the stern
Is formed so as to have a substantially circular shape or a horizontally long substantially elliptical shape.
In addition, the same components as those shown in FIG.
It is attached.
【００１０】船体１を航走させると、船側に生じる水の
流れは船尾部において矢印Ｙの如く凹み６に沿わされて
前方より後方へほぼ水平に導かれるため、プロペラ２の
面内に均一に流れ込むようになる。又、この際、プロペ
ラ回転円の最上端レベル４よりも下方の領域には膨み７
が形成されていて、プロペラ２の前方における下部船体
部分８の横断面形状が円形又は楕円形に近いものとなっ
ているため、下方からの上昇流を弱くすることができ
て、上記プロペラ２の面内に流入する流れをより均一化
することができる。When the hull 1 is made to travel, the flow of water generated on the side of the hull is guided substantially horizontally from the front to the rear along the dent 6 as shown by the arrow Y at the stern, so that the water flows uniformly in the plane of the propeller 2. It will flow. At this time, a bulge 7 is formed in a region below the uppermost level 4 of the propeller rotation circle.
Is formed, and the cross-sectional shape of the lower hull portion 8 in front of the propeller 2 is close to a circle or an ellipse, so that the upward flow from below can be weakened, and the propeller 2 The flow flowing into the plane can be made more uniform.
【００１１】したがって、上記凹み６の存在により、船
体１の後半部の表面圧力の変化を少なくすることができ
ることから、スラスト減少係数を向上することができる
と共に、上記膨み７の存在により、プロペラ２面内に伴
流を充分に取り込むことができて伴流分布をより均一化
できることから、伴流係数を減少することができる。こ
れにより、スラスト変動の抑制による振動発生の軽減、
プロペラキャビテーションの軽減、該プロペラキャビテ
ーションの軽減によるプロペラ効率の向上を図ることが
できるので、自航性能の改善を図ることができる。又、
下部船体部分８の横断面形状を略円形又は略楕円形とし
てあることから、機関室、ポンプルームの配置もまとま
り易く、船の長さを短くすることが可能となる。Accordingly, the presence of the dent 6 can reduce the change in the surface pressure in the rear half of the hull 1, so that the thrust reduction coefficient can be improved, and the presence of the bulge 7 makes the propeller Since the wake can be sufficiently taken in the two planes and the wake distribution can be made more uniform, the wake coefficient can be reduced. This reduces the occurrence of vibration by suppressing thrust fluctuation,
Since the propeller cavitation can be reduced and the propeller efficiency can be improved by reducing the propeller cavitation, the self-propulsion performance can be improved. or,
Since the cross section of the lower hull portion 8 is substantially circular or substantially elliptical, the arrangement of the engine room and the pump room can be easily arranged, and the length of the ship can be reduced.
【００１２】なお、上記実施の形態では、凹み６はプロ
ペラ回転円の最上端レベル４よりも上方の位置に設ける
ものとして示したが、図２に示す如く、プロペラ回転円
の最上端レベル４と同じ高さ位置に設けるようにしても
船側に生じる流れをプロペラ２の面内に均一に流れ込ま
せることができること、その他、本発明の要旨を逸脱し
ない範囲内において種々変更を加え得ることは勿論であ
る。In the above embodiment, the recess 6 is provided at a position higher than the uppermost level 4 of the propeller rotating circle, but as shown in FIG. Even if they are provided at the same height, the flow generated on the ship side can be uniformly flowed into the plane of the propeller 2, and various changes can be made without departing from the spirit of the present invention. is there.
【００１３】[0013]
【実施例】次に、本発明者等の行った試験結果について
説明する。Next, the results of tests performed by the present inventors will be described.
【００１４】先ず、図１に示した本発明の船尾部船型を
採用した模型と、図６に示した従来の船尾部船型を採用
した模型により、それぞれプロペラ効率比（ηＲ）、ス
ラスト減少係数（１−ｔ）、及び、伴流係数（１−Ｗ
ｍ）を調べた結果を図３（イ）（ロ）（ハ）に示す。図
３（イ）（ロ）（ハ）において、実線はいずれも本発明
の船尾部船型を採用した模型による結果を示し、破線は
いずれも従来の船尾部船型を採用した模型による結果を
示すものである。なお、上記各模型は、船尾部フレーム
ライン以外の排水量やＣＰカーブは極力同一にしてあ
る。First, a propeller efficiency ratio (ηR) and a thrust reduction coefficient (ηR) are shown by a model employing the stern hull form of the present invention shown in FIG. 1 and a model adopting the conventional stern hull form shown in FIG. 1-t) and the wake coefficient (1-W
The results obtained by examining m) are shown in FIGS. 3 (a), (b) and (c), the solid lines show the results of the model employing the stern hull of the present invention, and the broken lines show the results of the model employing the conventional stern hull. It is. In each of the above models, the drainage amount and the CP curve other than the stern frame line are made the same as much as possible.
【００１５】図３（イ）（ロ）（ハ）から明らかな如
く、本発明の船尾部船型を採用した場合は、計画フルー
ド数（Ｆｎ）において、従来の船尾部船型を採用した場
合に比して、プロペラ効率比を向上させることができ、
又、スラスト減少係数を向上させることができ、更に、
伴流係数を低減させることができることが確認された。As is apparent from FIGS. 3 (a), 3 (b) and 3 (c), when the stern hull form of the present invention is adopted, the planned Froude number (Fn) is smaller than that when the conventional stern hull form is adopted. To improve the propeller efficiency ratio,
Also, the thrust reduction coefficient can be improved,
It has been confirmed that the wake coefficient can be reduced.
【００１６】次に、上記と同様に本発明の船尾部船型を
採用した模型と、従来の船尾部船型を採用した模型によ
り、それぞれのプロペラ面に対する伴流分布を調べ、こ
れを笹島法により実船での伴流分布に置き換えた結果を
図４（イ）（ロ）及び図５（イ）（ロ）に示す。図４
（イ）は本発明の船尾部船型を備えた模型船の伴流分布
を、図４（ロ）は本発明の船尾部船型を備えた実船の推
定される伴流分布を示し、図５（イ）は従来の船尾部船
型を備えた模型船の伴流分布を、図５（ロ）は従来の船
尾部船型を備えた実船の推定される伴流分布をそれぞれ
示す。なお、上記各図中における半円はいずれもプロペ
ラ回転面を示すものである。又、上記各図中に示した数
値は、数値が大きいほど流速が速いことを示す。Next, the wake distribution on each propeller surface was examined using a model adopting the stern hull form of the present invention and a model adopting the conventional stern hull form in the same manner as described above. The results of replacement with the wake distribution on a ship are shown in FIGS. 4 (a) (b) and 5 (a) (b). FIG.
(A) shows the wake distribution of the model ship having the stern hull form of the present invention, and FIG. 4 (B) shows the estimated wake distribution of the actual ship having the stern hull form of the present invention. (A) shows the wake distribution of a conventional model ship with a stern hull form, and FIG. 5 (B) shows the estimated wake distribution of an actual ship with a conventional stern hull form. Note that each semicircle in each of the above figures indicates a propeller rotating surface. Also, the numerical values shown in the above figures indicate that the larger the numerical value, the faster the flow velocity.
【００１７】図４（イ）（ロ）及び図５（イ）（ロ）か
ら明らかな如く、本発明の船尾部船型を採用した実船の
場合は、従来の船尾部船型を採用した実船の場合に比し
て、プロペラ面内全般に対してより均一な伴流分布が得
られていることが判る。As is clear from FIGS. 4 (a), (b) and FIGS. 5 (a), (b), in the case of an actual ship adopting the stern hull form of the present invention, an actual ship adopting the conventional stern hull form is used. It can be seen that a more uniform wake distribution is obtained over the entire propeller plane than in the case of (1).
【００１８】[0018]
【発明の効果】以上述べた如く、本発明の一軸肥大船の
船尾部船型によれば、一軸肥大船の船尾部におけるＯＲ
Ｄ．１〜２にかけてのフレームラインに、満載喫水線よ
りも下方でプロペラ回転円の最上端レベルを含む位置よ
りも上方の領域にて凹みを設けると共に、上記プロペラ
回転円の最上端レベルよりも下方の領域には膨みを設け
て、上記凹みが膨みよりも船体中心線側にあるように
し、且つ上記膨みを設けた部分のフレームライン形状を
円形又は楕円形に近い形状とした構成としてあるので、
船側に生じる流れを凹みに沿わせてプロペラ面内に導く
ことができると共に、膨みにより下方からの上昇流を弱
くすることでプロペラ面内への流れをより均一化するこ
とができ、これにより、従来の船尾部船型を採用した場
合に比して、プロペラ効率比、及び、スラスト減少係数
を向上させることができると共に、伴流係数を低減させ
ることができ、よって、スラスト変動の抑制による振動
発生の軽減、プロペラキャビテーションの軽減、該プロ
ペラキャビテーションの軽減によりプロペラ効率の低下
を防止することで自航性能の改善を図ることができ、
又、凹みを設ける領域を、プロペラ回転円の最上端レベ
ルよりも上方とした構成とすることによって、プロペラ
面内全般に対してより均一な伴流分布を得ることができ
て更に有利となる、という優れた効果を発揮する。As described above, according to the stern shape of the uniaxial enlarged ship according to the present invention, the OR at the stern of the uniaxial enlarged ship is provided.
D. In the frame lines from 1 to 2, a recess is provided in a region below the full load draft line and above a position including the uppermost end level of the propeller rotating circle, and an area below the uppermost end level of the propeller rotating circle. Is provided with a bulge so that the dent is closer to the center line of the hull than the bulge, and the frame line shape of the portion provided with the bulge has a configuration close to a circle or an ellipse. ,
The flow generated on the ship's side can be guided along the dents into the propeller plane, and the bulging weakens the upward flow from below, so that the flow into the propeller plane can be made more uniform. As compared with the case of adopting the conventional stern hull form, the propeller efficiency ratio and the thrust reduction coefficient can be improved, and the wake coefficient can be reduced. It is possible to improve the self-propulsion performance by reducing the occurrence, reducing the propeller cavitation, and preventing the propeller efficiency from decreasing by reducing the propeller cavitation,
Further, by making the region in which the recess is provided higher than the uppermost end level of the propeller rotation circle, a more uniform wake distribution can be obtained over the entire propeller plane, which is further advantageous. It has an excellent effect.
【図１】本発明の一軸肥大船の船尾部船型の実施の一形
態を示す船体後半部正面線図である。FIG. 1 is a front view of a rear half of a hull showing an embodiment of a stern part hull form of a uniaxial enlarged ship according to the present invention.
【図２】本発明の実施の他の形態を示す船体後半部正面
線図である。FIG. 2 is a front view of a rear half of a hull showing another embodiment of the present invention.
【図３】図１の船尾部船型を備えた模型による試験結果
を、従来の船尾部船型を備えた模型のものと比較して示
すもので、（イ）はプロペラ効率比を、（ロ）はスラス
ト減少係数を、（ハ）は伴流係数をそれぞれ示す図であ
る。3 shows test results of a model having a stern hull of FIG. 1 in comparison with a model having a conventional stern hull, wherein (a) shows a propeller efficiency ratio and (b) Is a diagram showing a thrust reduction coefficient, and (c) is a diagram showing a wake coefficient, respectively.
【図４】図１の船尾部船型を採用した場合の伴流分布を
示すもので、（イ）は模型船の伴流分布を、（ロ）は推
定される実船の伴流分布をそれぞれ示す図である。FIG. 4 shows wake distributions when the stern hull form of FIG. 1 is adopted. (A) shows a wake distribution of a model ship, and (b) shows an estimated wake distribution of an actual ship. FIG.
【図５】従来の船尾部船型による場合の伴流分布を示す
もので、（イ）は模型船の伴流分布を、（ロ）は推定さ
れる実船の伴流分布をそれぞれ示す図である。FIG. 5 is a diagram showing a wake distribution in the case of a conventional stern hull form, in which (a) shows a wake distribution of a model ship, and (b) shows an estimated wake distribution of an actual ship. is there.
【図６】従来の一軸肥大船の船尾部船型の一例の概略を
示す船体後半部正面線図である。FIG. 6 is a front view of the rear half of the hull showing an outline of an example of a conventional stern type hull of a uniaxial enlarged ship.
ＣＬ 船体中心線 ＦＬ１ ＯＲＤ．１におけるフレームライン ＦＬ２ ＯＲＤ．２におけるフレームライン ＬＷＬ 満載喫水線 １ 船体 ２ プロペラ ４ プロペラ回転円の最上端レベル ６ 凹み ７ 膨みCL Hull center line FL 1 ORD. Frame line FL 2 ORD in 1. Frame line in 2 LWL Full load line 1 Hull 2 Propeller 4 Uppermost level of propeller rotation circle 6 Recess 7 Inflation
───────────────────────────────────────────────────── フロントページの続き (72)発明者 小柴 幸雄 神奈川県横浜市磯子区新中原町１番地 石 川島播磨重工業株式会社機械・プラント開 発センター内 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Yukio Koshiba 1 Shin-Nakahara-cho, Isogo-ku, Yokohama-shi, Kanagawa Ishikawashima-Harima Heavy Industries Co., Ltd. Machinery & Plant Development Center
Claims (2)
〜２にかけてのフレームラインに、満載喫水線よりも下
方でプロペラ回転円の最上端レベルを含む位置よりも上
方の領域にて凹みを設けると共に、上記プロペラ回転円
の最上端レベルよりも下方の領域には膨みを設けて、上
記凹みが膨みよりも船体中心線側にあるようにし、且つ
上記膨みを設けた部分のフレームライン形状を円形又は
楕円形に近い形状としたことを特徴とする一軸肥大船の
船尾部船型。1. The ORD. At the stern of a uniaxial enlarged ship. 1
In the frame line extending through to 2, a recess is provided in a region below the full load draft line and above a position including the top end level of the propeller rotation circle, and in a region below the top end level of the propeller rotation circle. Is provided with a bulge so that the dent is closer to the center line of the hull than the bulge, and the frame line shape of the portion provided with the bulge has a shape close to a circle or an ellipse. Stern hull form of uniaxial enlarged ship.
最上端レベルよりも上方とした請求項１記載の一軸肥大
船の船尾部船型。2. The stern section of a uniaxial enlarged vessel according to claim 1, wherein the area in which the depression is provided is higher than the uppermost end level of the propeller rotating circle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000181484A JP4557375B2 (en) | 2000-06-16 | 2000-06-16 | Stern type of uniaxial enlargement ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000181484A JP4557375B2 (en) | 2000-06-16 | 2000-06-16 | Stern type of uniaxial enlargement ship |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002002578A true JP2002002578A (en) | 2002-01-09 |
| JP4557375B2 JP4557375B2 (en) | 2010-10-06 |
Family
ID=18682405
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000181484A Expired - Lifetime JP4557375B2 (en) | 2000-06-16 | 2000-06-16 | Stern type of uniaxial enlargement ship |
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| Country | Link |
|---|---|
| JP (1) | JP4557375B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102745304A (en) * | 2012-07-17 | 2012-10-24 | 武汉武船海洋工程船舶设计有限公司 | Ship with knuckle line and internal rotational fin tail |
| JP2016536218A (en) * | 2013-10-11 | 2016-11-24 | ウルスタイン デザイン アンド ソリューションズ アーエスＵｌｓｔｅｉｎ Ｄｅｓｉｇｎ ＆ Ｓｏｌｕｔｉｏｎｓ Ａｓ | Ship with improved hull shape |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53133395U (en) * | 1977-03-28 | 1978-10-21 | ||
| JPS5712396U (en) * | 1980-06-25 | 1982-01-22 | ||
| JPS604495A (en) * | 1983-06-21 | 1985-01-10 | Ishikawajima Harima Heavy Ind Co Ltd | Ship with spherical stern |
| JPS6258298U (en) * | 1985-10-01 | 1987-04-10 |
-
2000
- 2000-06-16 JP JP2000181484A patent/JP4557375B2/en not_active Expired - Lifetime
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53133395U (en) * | 1977-03-28 | 1978-10-21 | ||
| JPS5712396U (en) * | 1980-06-25 | 1982-01-22 | ||
| JPS604495A (en) * | 1983-06-21 | 1985-01-10 | Ishikawajima Harima Heavy Ind Co Ltd | Ship with spherical stern |
| JPS6258298U (en) * | 1985-10-01 | 1987-04-10 |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102745304A (en) * | 2012-07-17 | 2012-10-24 | 武汉武船海洋工程船舶设计有限公司 | Ship with knuckle line and internal rotational fin tail |
| JP2016536218A (en) * | 2013-10-11 | 2016-11-24 | ウルスタイン デザイン アンド ソリューションズ アーエスＵｌｓｔｅｉｎ Ｄｅｓｉｇｎ ＆ Ｓｏｌｕｔｉｏｎｓ Ａｓ | Ship with improved hull shape |
| US10457354B2 (en) | 2013-10-11 | 2019-10-29 | Ulstein Design & Solutions As | Vessel having an improved hull shape |
Also Published As
| Publication number | Publication date |
|---|---|
| JP4557375B2 (en) | 2010-10-06 |
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