WO2010046961A1 - ツイン・スケグ船 - Google Patents
ツイン・スケグ船 Download PDFInfo
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- WO2010046961A1 WO2010046961A1 PCT/JP2008/068987 JP2008068987W WO2010046961A1 WO 2010046961 A1 WO2010046961 A1 WO 2010046961A1 JP 2008068987 W JP2008068987 W JP 2008068987W WO 2010046961 A1 WO2010046961 A1 WO 2010046961A1
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- skeg
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- twin
- propeller
- fin
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
- B63B1/08—Shape of aft part
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
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- 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
Definitions
- the present invention relates to a twin skeg ship in which a propeller shaft is supported by a pair of left and right skegs provided on the stern bottom.
- a twin-skeg ship in which a pair of left and right propeller shafts are supported by a skeg integrated with the hull, and a tunnel-shaped bottom bottom recess is formed between the left and right skegs (see, for example, Patent Document 1).
- reaction fins have been devised as propulsion performance improvement devices (devices that improve the boat speed using the same horsepower) that are installed in a ship and improve the propulsion performance of the ship (see, for example, Patent Document 2).
- twin-skeg ships especially twin-skeg ships in which a pair of left and right propellers run inward as seen from the stern side
- the central axis of the propeller shaft is not on the hull center line, and the stern shape and the shape of the propeller are devised
- the rotational flow component in the direction opposite to the propeller rotation can be strengthened, and the same effect as the reaction fin can be obtained. Therefore, while improving the propulsion performance of the ship, reaction fins that resist in water have not been applied to twin-skeg ships.
- further improvement in propulsion performance during navigation is desired.
- the present invention has been made in view of the above circumstances, and an object thereof is to provide a twin-skeg ship capable of further improving the propulsion performance (propulsion efficiency).
- a first embodiment of a twin skeg ship according to the present invention is a twin skeg ship provided with a pair of left and right skegs at the bottom of a stern, and a flow immediately before a propeller attached to the skeg via a propeller shaft. Extends radially from a bossing provided on a stern frame provided at the rear end of the skeg, or a fin boss provided on the bossing, in a range having a component in the same direction as the rotation direction of the propeller.
- a reaction fin composed of a plurality of fins is provided.
- a second aspect of the twin-skeg ship according to the present invention is a twin-skeg ship having a pair of left and right skegs on the bottom of the stern, and the flow direction immediately before the propeller attached to the skeg via a propeller shaft. From a plurality of fins that radiate from a boss that is fixedly attached to a stern frame provided at the rear end of the skeg or a fin boss provided in the boss within an angle of ⁇ 10 degrees or more A reaction fin is provided.
- the reaction fin is provided in a range where a value obtained by dividing a flow velocity immediately before a propeller attached to the skeg via a propeller shaft by a ship speed is 0.7 or less. It is.
- a third aspect of the twin-skeg ship according to the present invention is a twin-skeg ship having a pair of left and right skegs on the bottom of the stern, and the flow velocity immediately before the propeller attached to the skeg via a propeller shaft.
- the value obtained by dividing by the boat speed is within a range of 0.7 or less, and extends radially from the bossing provided fixed to the stern frame provided at the rear end of the skeg, or the fin boss provided in the bossing.
- Reaction fins comprising a plurality of fins are provided.
- the fourth embodiment of the twin skeg ship according to the present invention is a twin skeg ship having a pair of left and right skegs on the stern bottom, and fins are installed only on the outer sides of the left and right skegs.
- the twin skeg ship according to the present invention, by installing the fin only in the place where the effect of the reaction fin in front of the propeller is large, the flow in the direction opposite to the propeller rotation direction can be effectively created in that place. As a result, the wake gain can be increased and the propulsion performance (propulsion efficiency) can be improved.
- the propulsion performance (propulsion efficiency) can be further improved.
- FIG. 2 is a view showing a cross section of the hull shown in FIG. 1 cut in the ship width direction along the lines AA, BB, and CC.
- FIG. 2 is a cross-sectional view of the hull shown in FIG. 1 cut in the ship width direction along the line DD. It is a figure which shows the result of having analyzed in detail the flow field in front of the propeller attached via the propeller axis
- FIG. 1 is a left side view of the stern side of a twin-skeg ship 10 according to the present embodiment as seen from the port side.
- Reference numeral 1 in FIG. 1 denotes a hull
- reference numeral 2 denotes a ship bottom
- reference numeral 3 denotes skeg
- 4a is a propeller shaft
- 5 is a reaction fin.
- the rudder is not shown in FIG. 1 in order to simplify the drawing.
- FIG. 2 is a view showing a cross section of the hull 1 shown in FIG. 1 cut along the line AA, the line BB, and the line CC, in the width direction of the ship.
- FIG. 5 is a diagram in which reference signs A, B, and C are attached to cross sections corresponding to a cross section taken along the line of sight, a cross section taken along the line BB, and a cross section taken along the line CC.
- the twin-skeg ship 10 includes a pair of left and right skegs 3 that protrude downward from the ship bottom 2 that is the stern side of the hull 1.
- independent propellers 4 are attached to rear end portions of the pair of left and right skegs 3, respectively.
- symbol 4a in FIG. 2 is a propeller shaft.
- FIG. 3 is a cross-sectional view of the hull 1 shown in FIG. 1 cut in the width direction along the line DD.
- the reaction fins 5 are radially projected from the bossing 6 (or from fin bosses (not shown) provided on the bossing 6) (in this embodiment, three on the port side and the starboard side). 3, a total of 6 fins), and gives a flow in the direction opposite to the rotation direction of the propeller 4 to the flow flowing into the propeller 4 located behind.
- the bossing 6 is fixed to a stern frame 7 provided at the rear end of each skeg 3, and the propeller shaft 4a penetrates through the inside thereof.
- FIG. 4 shows a propeller attached to a skeg 3 on the port side of a twin-skeg ship (not equipped with a reaction fin 5) through which a pair of left and right propellers 4 turns inward when viewed from the stern side via a propeller shaft 4a.
- 6 is a diagram illustrating a result of detailed analysis of a flow field immediately before 4.
- FIG. 5 shows that a pair of right and left propellers 4 are attached to a starboard side skeg 3 (not equipped with reaction fins 5) through a propeller shaft 4a. It is a figure which shows the result of having analyzed the flow field just before the propeller 4 in detail.
- the direction of the arrow is the direction of the flow in the plane
- the length of the arrow is the magnitude of the flow
- the circle located radially inside is the propeller boss 4b (see FIG. 1)
- a circle located on the outer side in the radial direction indicates the turning radius of the propeller 4.
- the upward flow between the skeg center line and the skeg center line is in the direction opposite to the rotation direction of the propeller 4.
- the upward flow that is the same direction as the rotation direction of the propeller 4 is increased.
- the reaction fin is a device that improves the propulsion efficiency by changing the flow in front of the propeller in the direction opposite to the rotation direction of the propeller, and the effect of the fin is reduced at a place where the flow is originally in the direction opposite to the rotation direction of the propeller. Therefore, as shown in FIG.
- ⁇ 0 ° to 180 °.
- fins are installed only outside the left and right skegs.
- each fin 5a is fixed to the bossing 6 (or fin boss), and the other end (tip) of each fin 5a extends substantially to the rotation radius of the propeller 4 (see FIGS. 4 and 5). However, depending on the flow just before the propeller, it may be more effective to shorten the fin length.
- the flow direction can be changed (controlled) in a desired direction by attaching the fins 5a with an appropriate angle of attack (for example, 15 degrees) with respect to the flow direction angle described later.
- an appropriate angle of attack for example, 15 degrees
- the reaction fin 5 weakens the upward flow that is generated on the outer side in the ship width direction with respect to the skeg center line and is in the same direction as the rotation direction of the propeller 4. Moreover, the propulsion efficiency is improved by inducing a flow in the direction opposite to the rotation direction of the propeller 4. Thus, the flow in the direction opposite to the propeller rotation direction is created behind the propeller 4, and as a result, the wake gain can be increased and the propulsion performance (propulsion efficiency) can be improved. .
- FIG. 6 is a graph showing experimental results obtained by sailing the twin-skeg ship 10 according to this embodiment, where the horizontal axis represents the ship speed (kn: knots) and the vertical axis represents the main engine output (kW). Show.
- the solid line drawn from the lower left to the upper right in the figure is data obtained from the twin skeg ship not equipped with the reaction fin 5, and the broken line drawn from the lower left to the upper right in the figure is the present embodiment. It is the data obtained from the twin skeg ship 10 concerning. As shown in FIG.
- the twin skeg ship 10 requires less horsepower to obtain the same boat speed as the twin skeg ship not equipped with the reaction fin 5, and the reaction If the same horsepower as a twin-skeg ship not equipped with fins 5 is applied, the ship speed will increase (increase). As a result, a fuel consumption reduction effect of about 4% is obtained compared to the conventional case, which is an effective experimental result as supporting the operational effect of the reaction fin 5.
- FIG. 7 shows a propeller attached to a skeg 3 on the port side of a twin-skeg ship (not equipped with reaction fins 5) in which a pair of left and right propellers 4 turns inward when viewed from the stern side via a propeller shaft 4a.
- 6 is a graph showing the result of calculating the flow angle (flow direction angle) and the average flow velocity immediately before 4.
- the average flow velocity shown in FIG. 7 is obtained by dividing the flow velocity immediately before the propeller 4 by the ship speed of the twin-skeg ship and making it dimensionless.
- a plurality of fins 5a (for example, four on the port side and four on the starboard side, a total of eight) are provided, and are different from those of the first embodiment described above. Since other components are the same as those of the first embodiment described above, description of these components is omitted here.
- the definition of the “flow direction angle” shown in FIG. 7 will be described based on FIGS. 8 to 10.
- the flow velocity at a certain point just before the propeller 4 is divided into a component Vx parallel to the central axis C of the propeller shaft 4a and a component Vyz in a plane perpendicular to the propeller shaft 4a.
- the component Vyz in the plane perpendicular to the propeller shaft 4a is further divided into a radial component Vr extending radially from the central axis C of the propeller shaft 4a and a circumferential direction perpendicular thereto. Divided into components V ⁇ . Then, ⁇ shown in FIG.
- Tan ⁇ 1 (V ⁇ / Vx) is defined as “flow direction angle”.
- the positive and negative signs indicate that the direction of propeller rotation is positive.
- the flow direction angle and average flow velocity in FIG. 7 are values obtained by averaging the flow direction angle and flow velocity at a constant ⁇ point in the radial direction from the propeller boss to the position of the propeller radius.
- the fin 5a has no angle of attack with respect to the flow. Further, by attaching the fin 5a with an appropriate angle of attack (for example, 15 degrees) with respect to the flow direction angle, the flow direction can be changed (controlled) to a desired direction.
- an appropriate angle of attack for example, 15 degrees
- the reaction fin 5 weakens the upward flow that is generated on the outer side in the ship width direction from the skeg center line in the same direction as the rotation direction of the propeller 4 ( Suppressed), the disturbance of water behind the propeller 4 is weakened (relaxed).
- the flow in the direction opposite to the propeller rotation direction is created behind the propeller 4, and as a result, the wake gain can be increased and the propulsion performance (propulsion efficiency) can be improved.
- the number of fins 5a that can be installed is reduced.
- the resistance by the fins 5a can be reduced, and the propulsion performance (propulsion efficiency) can be further improved.
- the present invention is not limited to this.
- a plurality of A total of two fins 5a (for example, one on the port side and one on the starboard side) may be provided.
- the lengths of the fins 5a are not necessarily the same as shown in FIG. 3, and can be varied as necessary.
- the present invention is not only applicable to a twin-skeg ship in which a pair of left and right propellers 4 are turned inward when viewed from the stern side, and a twin-skeg ship in which a pair of left and right propellers 4 are turned outwardly when viewed from the stern side. It can also be applied to.
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Abstract
Description
一方、船舶に装備されて船舶の推進性能を向上させる推進性能向上装置(同じ馬力を用いて船速を向上させる装置)としては、リアクションフィンが考案されている(例えば、特許文献2参照)。
そのため従来、船舶の推進性能を向上させる反面、水中で抵抗となるリアクションフィンが、ツイン・スケグ船に適用されることはなかった。
しかしながら、さらなる省エネ運航のため、航行時の推進性能のさらなる向上が望まれている。
本発明に係るツイン・スケグ船の第1の態様は、船尾の船底に左右一対のスケグを備えたツイン・スケグ船であって、前記スケグにプロペラ軸を介して取り付けられたプロペラの直前における流れが、前記プロペラの回転方向と同じ方向の成分を有する範囲に、前記スケグの後端部に設けられたスターンフレームに固着して設けられたボッシング、またはこのボッシングに設けられたフィンボスから放射状に延びる、複数枚のフィンからなるリアクションフィンが設けられている。
3 スケグ
4 プロペラ
4a プロペラ軸
5 リアクションフィン
5a フィン
6 ボッシング
7 スターンフレーム
10 ツイン・スケグ船
図1は、本実施形態に係るツイン・スケグ船10の船尾側を左舷側から見た左側面図であり、図1中の符号1は船体、符号2は船底、符号3はスケグ、符号4はプロペラ(スクリュー)、符号4aはプロペラ軸、符号5はリアクションフィンである。また、図面の簡略化を図るため、舵は図1に示していない。
なお、図2中の符号4aはプロペラ軸である。
なお、ボッシング6は各スケグ3の後端部に設けられたスターンフレーム7に固着して設けられたものであり、その内部にはプロペラ軸4aが回転可能に貫通している。
なお、図4中および図5中において、矢印の向きはその面内における流れの向き、矢印の長さは流れの大きさ、半径方向内側に位置する円はプロペラボス4b(図1参照)、半径方向外側に位置する円はプロペラ4の回転半径を示している。
リアクションフィンは、プロペラ前方の流れを、プロペラの回転方向と逆向きに変えて推進効率を向上させる装置であり、元々プロペラの回転方向と反対方向の流れがある場所ではフィンの効果が減少する。
そこで、図3に示すように、本実施形態に係るツイン・スケグ船10に装備されたリアクションフィン5は、プロペラ4の回転方向と反対方向の流れが無い、θ=0度~180度の範囲に、スケグ中央線よりも船幅方向外側に向かって放射状に突出するように設けられている。
すなわち、本実施形態に係るツイン・スケグ船10では、左右両舷のスケグの外側にのみフィンが設置されている。
このように、プロペラ4後方でプロペラ回転方向と反対方向の流れがつくられることにより、結果的に伴流利得を増加させることができて、推進性能(推進効率)の向上化を図ることができる。
図6に示すように、本実施形態に係るツイン・スケグ船10では、上記リアクションフィン5を装備していないツイン・スケグ船と同じ船速を得るのに馬力が少なくてすみ、また、上記リアクションフィン5を装備していないツイン・スケグ船と同じ馬力を与えた場合、船速が増す(増加する)こととなる。これにより、従来比で約4%の燃費低減効果が得られることとなり、上記リアクションフィン5による作用効果を裏付けるものとして有効な実験結果である。
図7は、左右一対のプロペラ4が船尾側から見て内回りする、(リアクションフィン5を装備していない)あるツイン・スケグ船の左舷側のスケグ3にプロペラ軸4aを介して取り付けられたプロペラ4の直前における流れの角度(流向角)および平均流速を計算した結果を示すグラフである。なお、図7中に示す平均流速は、プロペラ4の直前における流速をツイン・スケグ船の船速で除して無次元化したものである。
本実施形態に係るツイン・スケグ船では、流向角が-10度以上の範囲、すなわち、θ=0度~240度の範囲に(例えば、θ=45度,90度,135度,225度の方向に向かって延びる)、複数枚(例えば、左舷側に4枚、右舷側に4枚、合計8枚)のフィン5aが設けられているという点で上述した第1実施形態のものと異なる。その他の構成要素については上述した第1実施形態のものと同じであるので、ここではそれら構成要素についての説明は省略する。
図8に示すように、プロペラ4直前のある点の流速は、プロペラ軸4aの中心軸線Cに平行な成分Vxと、プロペラ軸4aに垂直な平面内の成分Vyzとに分けられる。
また、プロペラ軸4aに垂直な平面内の成分Vyzは、図9に示すように、さらに、プロペラ軸4aの中心軸線Cから放射状に延びる半径方向の成分Vrと、これに垂直な円周方向の成分Vθに分けられる。
そして、図10に示すα、すなわち、Tan-1(Vθ/Vx)をここでは「流向角」と定義している。また、正負の符号はプロペラ回転の方向を正としており、流向角が正の範囲ではプロペラ回転と同方向の流れに、流向角が負の範囲ではプロペラ回転と逆方向の流れになっている。
図7の流向角と平均流速は、θ一定の点における流向角及び流速を、プロペラボスからプロペラ半径の位置まで、半径方向に平均した値である。
このように、プロペラ4後方でプロペラ回転方向と反対方向の流れがつくられることにより、結果的に伴流利得を増加させることができて、推進性能(推進効率)の向上化を図ることができる。
平均流速が0.7以下の範囲、すなわち、θ=0度~50度および335度~360度の範囲に複数枚のフィン5aを設けるという条件を付加することにより、設置できるフィン5aの枚数が必然的に減少し、フィン5aによる抵抗を減少させることができて、推進性能(推進効率)をさらに向上させることができる。
Claims (5)
- 船尾の船底に左右一対のスケグを備えたツイン・スケグ船であって、
前記スケグにプロペラ軸を介して取り付けられたプロペラの直前における流れが、前記プロペラの回転方向と同じ方向の成分を有する範囲に、前記スケグの後端部に設けられたスターンフレームに固着して設けられたボッシング、またはこのボッシングに設けられたフィンボスから放射状に延びる、複数枚のフィンからなるリアクションフィンが設けられていることを特徴とするツイン・スケグ船。 - 船尾の船底に左右一対のスケグを備えたツイン・スケグ船であって、
前記スケグにプロペラ軸を介して取り付けられたプロペラの直前における流向角が、-10度以上の範囲に、前記スケグの後端部に設けられたスターンフレームに固着して設けられたボッシング、またはこのボッシングに設けられたフィンボスから放射状に延びる、複数枚のフィンからなるリアクションフィンが設けられていることを特徴とするツイン・スケグ船。 - 前記リアクションフィンが、前記スケグにプロペラ軸を介して取り付けられたプロペラの直前における流速を船速で除した値が0.7以下の範囲に設けられていることを特徴とするツイン・スケグ船。
- 船尾の船底に左右一対のスケグを備えたツイン・スケグ船であって、
前記スケグにプロペラ軸を介して取り付けられたプロペラの直前における流速を船速で除した値が0.7以下の範囲に、前記スケグの後端部に設けられたスターンフレームに固着して設けられたボッシング、またはこのボッシングに設けられたフィンボスから放射状に延びる、複数枚のフィンからなるリアクションフィンが設けられていることを特徴とするツイン・スケグ船。 - 船尾の船底に左右一対のスケグを備えたツイン・スケグ船であって、
左右両舷のスケグの外側にのみフィンが設置されていることを特徴とするツイン・スケグ船。
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP08877527A EP2338783B1 (en) | 2008-10-20 | 2008-10-20 | Twin skeg ship |
CN2008801288589A CN102015430A (zh) | 2008-10-20 | 2008-10-20 | 双艉鳍船 |
JP2010534615A JP5276670B2 (ja) | 2008-10-20 | 2008-10-20 | ツイン・スケグ船 |
US12/990,009 US8403716B2 (en) | 2008-10-20 | 2008-10-20 | Twin-skeg ship |
KR1020107023949A KR20100127854A (ko) | 2008-10-20 | 2008-10-20 | 트윈 스케그선 |
PCT/JP2008/068987 WO2010046961A1 (ja) | 2008-10-20 | 2008-10-20 | ツイン・スケグ船 |
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Application Number | Priority Date | Filing Date | Title |
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PCT/JP2008/068987 WO2010046961A1 (ja) | 2008-10-20 | 2008-10-20 | ツイン・スケグ船 |
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WO2010046961A1 true WO2010046961A1 (ja) | 2010-04-29 |
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PCT/JP2008/068987 WO2010046961A1 (ja) | 2008-10-20 | 2008-10-20 | ツイン・スケグ船 |
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US (1) | US8403716B2 (ja) |
EP (1) | EP2338783B1 (ja) |
JP (1) | JP5276670B2 (ja) |
KR (1) | KR20100127854A (ja) |
CN (1) | CN102015430A (ja) |
WO (1) | WO2010046961A1 (ja) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2016080001A1 (ja) * | 2014-11-18 | 2016-05-26 | 三菱重工業株式会社 | ツインスケグ船 |
EP2647565A4 (en) * | 2010-12-02 | 2017-12-06 | Mitsubishi Heavy Industries, Ltd. | Ship |
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EP2591994B1 (de) * | 2011-11-11 | 2014-06-18 | Becker Marine Systems GmbH & Co. KG | Vorrichtung zur Verringerung des Antriebsleistungsbedarfs eines Wasserfahrzeuges |
JP5854382B2 (ja) * | 2011-12-20 | 2016-02-09 | 国立研究開発法人海上技術安全研究所 | 船舶のプロペラ位置最適化プログラム |
CN103387037B (zh) * | 2012-05-11 | 2015-12-09 | 台湾国际造船股份有限公司 | 船舶的非对称y字形鳍翼装置 |
JP5901512B2 (ja) * | 2012-12-27 | 2016-04-13 | 三菱重工業株式会社 | ダクト装置及びそれを用いた船舶 |
KR101656477B1 (ko) | 2014-07-18 | 2016-09-09 | 삼성중공업 주식회사 | 선박 |
ES2767317T3 (es) * | 2014-10-24 | 2020-06-17 | Samsung Heavy Ind | Dispositivo de mejora de la eficiencia de la propulsión |
CN106184607A (zh) * | 2016-07-11 | 2016-12-07 | 广州文冲船厂有限责任公司 | 一种艉柱与尾鳍的安装结构 |
JP6670414B1 (ja) * | 2019-07-25 | 2020-03-18 | 川崎重工業株式会社 | 船尾フィン |
DE202021100922U1 (de) * | 2021-02-24 | 2022-05-25 | becker marine systems GmbH | Energiesparanordnung für Doppelschraubenschiffe |
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- 2008-10-20 JP JP2010534615A patent/JP5276670B2/ja active Active
- 2008-10-20 KR KR1020107023949A patent/KR20100127854A/ko not_active Application Discontinuation
- 2008-10-20 WO PCT/JP2008/068987 patent/WO2010046961A1/ja active Application Filing
- 2008-10-20 US US12/990,009 patent/US8403716B2/en active Active
- 2008-10-20 CN CN2008801288589A patent/CN102015430A/zh active Pending
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Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
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EP2647565A4 (en) * | 2010-12-02 | 2017-12-06 | Mitsubishi Heavy Industries, Ltd. | Ship |
WO2016080001A1 (ja) * | 2014-11-18 | 2016-05-26 | 三菱重工業株式会社 | ツインスケグ船 |
JP2016097686A (ja) * | 2014-11-18 | 2016-05-30 | 三菱重工業株式会社 | ツインスケグ船 |
Also Published As
Publication number | Publication date |
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CN102015430A (zh) | 2011-04-13 |
US20110053441A1 (en) | 2011-03-03 |
KR20100127854A (ko) | 2010-12-06 |
JPWO2010046961A1 (ja) | 2012-03-15 |
EP2338783B1 (en) | 2013-02-27 |
US8403716B2 (en) | 2013-03-26 |
EP2338783A1 (en) | 2011-06-29 |
EP2338783A4 (en) | 2012-04-18 |
JP5276670B2 (ja) | 2013-08-28 |
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