WO2011102103A1 - Propulseur comportant un conduit attaché et véhicule comprenant ce propulseur - Google Patents

Propulseur comportant un conduit attaché et véhicule comprenant ce propulseur Download PDF

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Publication number
WO2011102103A1
WO2011102103A1 PCT/JP2011/000770 JP2011000770W WO2011102103A1 WO 2011102103 A1 WO2011102103 A1 WO 2011102103A1 JP 2011000770 W JP2011000770 W JP 2011000770W WO 2011102103 A1 WO2011102103 A1 WO 2011102103A1
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WO
WIPO (PCT)
Prior art keywords
duct
thruster
edge
bulging portion
leading edge
Prior art date
Application number
PCT/JP2011/000770
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English (en)
Japanese (ja)
Inventor
功 舩野
Original Assignee
川崎重工業株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 川崎重工業株式会社 filed Critical 川崎重工業株式会社
Priority to CN2011800080867A priority Critical patent/CN102712353A/zh
Priority to SG2012057675A priority patent/SG183162A1/en
Priority to BR112012019241A priority patent/BR112012019241A2/pt
Publication of WO2011102103A1 publication Critical patent/WO2011102103A1/fr

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    • 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
    • B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose
    • B63H5/15—Nozzles, e.g. Kort-type
    • 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
    • B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose
    • 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
    • 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
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters

Definitions

  • the present invention relates to a thruster with a duct provided in a ship and a ship provided with the same.
  • a thruster with a duct provided with a duct around a propeller.
  • This thruster with duct is, for example, a gear case provided at the lower part of the strut from a vertical rotation shaft passing through the inside of the strut projecting the output of the prime mover provided in the hull stern part downward from the ship bottom. This is transmitted to the horizontal rotation shaft via a bevel gear in the (pod), and the propeller is driven by this horizontal rotation shaft.
  • a ring-shaped duct having an airfoil cross section around the propeller a large propulsive force can be generated in a ship that requires a large tug, such as a tugboat.
  • such a thruster is configured so that the propeller can be swiveled in any direction of 360 ° around the vertical axis by a turning drive prime mover provided in the hull, and the direction of thrust can be adjusted. Can be done.
  • a fixed pitch propeller or a variable pitch propeller is adopted depending on usage conditions and the like.
  • FIG. 8 is a side view of a general thruster 100 with a duct showing a duct in cross section.
  • a propeller 102 is provided at the rear of the gear case 101, and an airfoil cross section formed in a ring shape around the propeller 102 is shown.
  • a duct 103 is provided.
  • the airfoil cross section of the duct 103 is generally formed such that the outer surface is linear and the inner surface is swollen, and lift is generated by Bernoulli's theorem as described later. It has become.
  • the duct 103 is formed so that the front part opens at a predetermined angle.
  • the duct 103 having the airfoil cross section includes a front end of the cross-sectional shape as a “front edge 104”, a rear end as a “rear edge 105”, a front end portion including the front edge 104 as a “front end”, and a rear edge 105.
  • the rear end portion is referred to as “rear end portion”.
  • a straight line connecting the leading edge 104 and the trailing edge 105 is referred to as a “nose tail line 106 (chord line)”, and a center line passing through the center in the thickness direction of the cross-sectional shape is referred to as a “camber line 107 (arrow height curve)”.
  • duct opening angle ⁇ an angle formed by the duct axis X (propeller central axis) and the nose tail line is referred to as a “duct opening angle ⁇ ” (indicated by a line parallel to the duct axis X in the drawing).
  • the cross-sectional shape of the nozzle arranged around the propeller is made to swell greatly on the inner surface, thereby improving thrust in the bollard state and improving propulsion efficiency during cruising.
  • nozzle propeller see, for example, Patent Document 2.
  • the tugboat As a general ship where the above-mentioned thruster with duct is adopted, and this tugboat has a harbor tag that mainly performs low-speed work to push and pull a large ship in a narrow harbor etc.
  • the harbor tag is designed on the premise of operation at a low speed work of about 13 knots or less, and the escort tag is designed on the assumption of operation at a high speed navigation of 15 knots or more, for example.
  • the ducted thruster 100 when performing low-speed work as a harbor tag generates thrust in a substantially stopped state (bollard state).
  • a water flow 110 flowing from the outer surface of the duct 103 along the inner surface.
  • the water flow 110 flows from the stagnation point SP at the rear rear portion of the duct 103 to the inner surface of the duct 103 via the front edge 104 of the duct 103. Therefore, the thruster with duct 100 mainly performing such low-speed work makes the camber line 107 (FIG. 9) of the duct 103 appropriate, and the opening angle ⁇ of the duct 103 is an optimum angle with respect to the inflow direction of the water flow 111.
  • the inner front end of the duct 103 has a negative pressure according to the Bernoulli theorem, and the duct 103 generates a lift L.
  • a large pulling force T (bollard thrust) is obtained by the component Lx of the lift L in the direction of the duct axis X and the thrust of the propeller 102.
  • the stagnation point SP of the water flow 110 becomes the leading edge 104 of the duct 103, and a part of this water flow is this stag. It flows backward from the nation point SP along the outer surface of the duct 103.
  • the duct 103 designed to have the airfoil cross section that can obtain the large pulling force T is used in the above-described figure. As shown in FIG. 8, the flow on the outer surface of the duct is disturbed to generate a separation vortex 112, the resistance by the duct 103 is increased, and the propulsion efficiency is lowered.
  • the marine vessel propulsion device described in Patent Document 1 is an improvement in the shape and arrangement of the propeller arranged inside the duct, sufficient propulsion is achieved in a vessel that performs low-speed work and high-speed navigation as described above. The efficiency cannot be obtained. Further, in the propulsion device described in Patent Document 2, the thrust is improved by making the inner surface of the duct greatly inflated. However, the propulsion device cannot suppress the separation vortex on the outer surface of the duct during high-speed navigation. Efficiency will decrease.
  • the present invention provides a thruster with a duct capable of ensuring stable towing force during low-speed work and improving propulsion efficiency while suppressing separation vortices on the outer surface of the duct during high-speed navigation, and a ship equipped with the thruster
  • the purpose is to provide.
  • a ducted thruster is a thruster with a duct having an airfoil-shaped duct around a propeller, and the duct has a cross-sectional shape of a front end of the duct during high-speed navigation.
  • a bulging part that bulges outward from the standard airfoil with an arc-shaped cross section is provided on the outer periphery of the front end so as to suppress the pressure change on the outer surface, and the duct has a front so as to exhibit a predetermined pulling force during low-speed work. It has an opening angle in which the edge direction widens.
  • the “standard airfoil” in this specification and claims refers to the “19A airfoil” commonly employed in ducted thrusters.
  • the swollen portion provided on the outer periphery of the front end portion of the duct can suppress a rapid pressure change in the flow from the front edge of the duct along the outer surface during high-speed navigation, so that a separation vortex is generated at the front end portion of the outer surface of the duct Generation
  • production can be suppressed and the improvement of propulsion efficiency can be aimed at.
  • work can be ensured by the opening angle which the front edge direction of a duct spreads.
  • the bulging portion bulges outward from the front edge of the duct with a smooth curve and is formed so as to extend from the maximum bulge portion to the duct outer surface with a smooth curve toward the rear edge of the duct. It is preferable. If it does in this way, a water stream can be made to flow with a smooth streamline from the bulging part of a duct outer surface toward a duct rear edge.
  • the bulging portion is a ratio with respect to the total length of the duct, and the axial position of the maximum bulging portion is in the range of more than 2.5% and 30% or less rearward from the leading edge of the duct, and A radial position is configured to be in the range of more than 2.8% and less than 10% outward from the duct leading edge, and the opening angle of the duct is a nose tail line connecting the duct leading edge and the duct trailing edge Is preferably in the range of more than 8 ° and 12 ° or less with respect to the duct axis. In this way, it is possible to obtain a more stable pulling force during low-speed work and to improve propulsion efficiency during high-speed navigation.
  • the axial position of the maximum bulge portion is a ratio of 10% or more and 25% or less rearward from the front edge of the duct in a ratio to the total length of the duct
  • the radial position of the maximum bulge portion is It is configured to be in the range of 4% to 8% outward from the duct leading edge, and the opening angle of the duct is such that the nose tail line is more than 8 ° and less than 10 ° with respect to the duct axis. More preferably, it is configured as follows. In this way, it is possible to achieve both a more stable pulling force and a more stable improvement in propulsion efficiency, and it is possible to configure a ducted thruster that suppresses an increase in weight.
  • the ship according to the present invention includes any one of the above thrusters with ducts, and the thrusters with ducts are provided at the rear of the hull.
  • a thruster with a duct that can be used for both low-speed work and high-speed sailing can be provided because it can stably exert a pulling force during low-speed work and can sail with high propulsion efficiency during high-speed sailing. It becomes possible to do.
  • FIG. 1 is a view showing a thruster with a duct according to an embodiment of the present invention, and is a side view showing the duct in cross section.
  • FIG. 2 is a diagram showing a change tendency of the resistance coefficient Cd when the outer bulge portion position of the duct cross section is changed parametrically in the axial direction and the radial direction in the thruster with duct according to the present invention.
  • FIG. 3 is a side view showing a water flow during high-speed navigation of the ducted thruster shown in FIG.
  • FIG. 4 is a diagram illustrating a streamline distribution during high-speed navigation based on the two-dimensional CFD calculation of the comparative example.
  • FIG. 1 is a view showing a thruster with a duct according to an embodiment of the present invention, and is a side view showing the duct in cross section.
  • FIG. 2 is a diagram showing a change tendency of the resistance coefficient Cd when the outer bulge portion position of the duct cross section is changed parametrically in the axial direction and
  • FIG. 5 is a diagram illustrating a streamline distribution during high-speed navigation according to the two-dimensional CFD calculation of the embodiment.
  • FIG. 6 is a diagram showing propulsion performance characteristic curves obtained by a water tank test in order to compare and verify the performance of the ducted thruster shown in FIG. 1 and the conventional ducted thruster.
  • FIG. 7 is a diagram showing the relationship between the ship speed and the required horsepower in order to compare and verify the performance of the thruster with duct shown in FIG. 1 and the conventional thruster with duct.
  • FIG. 8 is a side view showing a water flow during high-speed navigation of a conventional thruster with a duct.
  • FIG. 9 is a cross-sectional view of the ducted thruster shown in FIG.
  • FIG. 10 is an explanatory diagram of water flow acting on the duct during low-speed work of the thruster with duct.
  • FIG. 11 is an explanatory diagram of water flow acting on the duct during high-speed navigation of the thruster with duct.
  • standard airfoil in the following embodiments is a “19A airfoil” that is generally adopted because of excellent workability in this type of duct.
  • the thruster with duct 1 is provided with a propeller 4 on a lateral rotation shaft 3 protruding from a gear case 2, and a ring-shaped duct 5 is provided around the propeller 4.
  • the duct 5 is formed in an airfoil cross section (the figure is a cross section, and hatching is omitted), and has the same cross sectional shape on the entire circumference with respect to the duct axis X (the axis of the propeller 4). .
  • a bulging portion 6 that bulges outward from the standard airfoil with an arc-shaped cross section is provided on the outer periphery of the front end portion of the duct 5.
  • the bulging portion 6 bulges outward from the front edge 7 of the duct 5 with a smooth curve, and extends from the maximum bulge portion 8 to the duct outer surface 9 with a smooth curve and extends toward the rear edge 10 of the duct. Is formed.
  • the bulging portion 6 has a position in which the axial position A of the largest bulging portion 8 is within a range of more than 2.5% and less than 30% rearward from the duct leading edge 7 in a ratio to the total length Ld of the duct 5
  • the radial position B is configured to be in the range of more than 2.8% and 10% or less from the duct leading edge 7 in the outer circumferential direction.
  • the axial position A of the maximum bulging portion 8 does not exceed 2.5% rearward from the front edge 7 in a ratio to the duct total length Ld, the front edge portion of the duct outer surface is sharpened toward the outer surface.
  • the water flow that flows in from the front causes separation of the flow from the location of the maximum bulging portion 8 to generate a separation vortex, which becomes resistance.
  • this axial position A exceeds 30%, the inclination of the outer surface of the duct from the maximum bulging portion 8 to the rear edge becomes steep, and a separation vortex is generated, resulting in resistance.
  • the radial position B of the maximum bulging portion 8 does not exceed 2.8% in the outer peripheral direction from the front edge 7 in a ratio to the duct total length Ld, the vicinity of the duct front edge becomes a sharp shape, and the front edge The pressure distribution in the vicinity of the part changes rapidly toward the outer surface, causing flow separation and resistance. If this radial position B exceeds 10%, the amount of protrusion on the outer surface of the duct increases, and a steep slope toward the rear edge of the duct causes the water flow flowing from the front to flow from the location of the maximum bulge portion 8. Separation occurs and a separation vortex is generated, resulting in resistance.
  • the maximum bulging portion 8 has an axial position A in the range of 10% or more and 25% or less rearward from the duct leading edge 7, and a radial position B of 4% or more in the outer circumferential direction from the duct leading edge 7. Is more preferably 8% or less.
  • the resistance coefficient Cd can be further reduced, and an increase in the weight of the ducted thruster 1 can be suppressed, so that a significant increase in cost such as an increase in the size of the prime mover or a change in the hull can be suppressed.
  • FIG. 2 shows an estimation calculation of the resistance coefficient Cd using a two-dimensional boundary layer theoretical calculation program for a two-dimensional blade similar to the duct cross-sectional shape of FIG.
  • the change of the resistance coefficient Cd when the axial direction position A and the radial direction position B of the maximum bulging portion 8 are changed parametrically is shown.
  • the broken line indicates the envelope of each resistance coefficient Cd curve with the radial position B fixed at a certain position.
  • the position of the maximum bulging portion 8 is defined as the radial position B as the total length of the duct.
  • the axial position A is 15% rearward from the front edge 7 relative to the duct total length Ld, so that the resistance coefficient Cd is minimized.
  • This figure shows the tendency of the optimum combination range of the axial position A and the radial position B of the maximum bulge portion 8.
  • the camber line 11 on the duct cross section changes and the maximum camber ratio is reduced, so that the camber is reduced. It becomes smaller and the lift by the duct inner surface decreases. Therefore, by increasing the angle of attack of the nose tail line 12 connecting the duct leading edge 7 and the duct trailing edge 10 with respect to the duct axis X, that is, the opening angle ⁇ of the duct 5, it is increased to compensate for the decrease in lift. I am letting. That is, the pulling force is increased by increasing the opening angle ⁇ so as to compensate for the decrease in the camber, and the decrease in the pulling force due to the decrease in the maximum camber ratio is compensated.
  • the opening angle ⁇ of the duct 5 is set so that the nose tail line 12 is in the range of more than 8 ° and not more than 12 ° with respect to the duct axis X. If the opening angle ⁇ of the duct 5 does not exceed 8 °, a large pulling force cannot be obtained at a low speed. On the other hand, when the opening angle ⁇ exceeds 12 °, the duct 5 causes a stall phenomenon during high speed navigation, resulting in a large resistance. As described above, the opening angle ⁇ of the duct 5 includes suppression of changes in pressure and flow velocity on the outer surface of the front edge of the duct 5 due to the bulging portion 6 during high-speed sailing, and display of the pulling force due to the duct 5 during low-speed work. Is set to an angle at which both can be achieved.
  • the thruster 1 with the duct it is possible to achieve both the securing of the pulling force during low-speed work and the improvement of the propulsion efficiency during high-speed navigation.
  • it can be used as a harbor tag and as an escort tag. It can also be used as a propulsion device for ships that can also be used.
  • the position and size of the bulging portion 6 (bulging amount) and the opening angle ⁇ of the duct 5 are determined in consideration of an increase in turning resistance, an increase in turning power due to an increase in weight, manufacturing costs, and the like. What is necessary is just to suppress the increase in production cost, etc. by this.
  • the thruster 1 with duct as described above, for example, as compared with a conventional thruster with a duct having a standard airfoil cross section, it is possible to improve the propulsion efficiency by about 4% as described below.
  • FIG. 4 shows the streamline distribution of the duct 103
  • FIG. 5 shows the streamline distribution of the duct 5.
  • the flow is from right to left.
  • FIG. 4 shows the possibility that the flow lines are excessively concentrated near the outer surface of the duct front edge and flow separation occurs.
  • FIG. 5 shows that the concentration of streamlines is relaxed at the same location, the flow becomes smooth, and the flow separation hardly occurs.
  • FIG. 1 the results of a single performance water tank test of a thruster with duct are shown in FIG.
  • the propeller, strut, etc. were made common except for changing to.
  • the measurement items in the water tank test are the forward speed Va, the thrust Tt of the entire thruster, the propeller torque Q, and the propeller rotational speed n.
  • the solid line shown in FIG. 6 is that of the duct 5, and the broken line is that of the duct 103.
  • the vertical axis Ktt is the overall thrust coefficient (Tt / ( ⁇ n 2 D 4 ))
  • ⁇ is the fresh water density
  • D is the propeller diameter.
  • the necessary horsepower for propulsion of the actual ship is estimated under the same navigation conditions with the same hull, and the result of comparison and verification is shown in FIG.
  • the horizontal axis represents the ship speed Vs
  • the vertical axis represents the necessary horsepower Pd.
  • the solid line is due to the thruster having the duct 5 according to the embodiment of the present invention, and the broken line is due to the thruster having the conventional general duct 103 as a comparison.
  • the thruster provided with the duct 5 has about 4% to 5% less horsepower required for achieving the same boat speed than the thruster provided with the duct 103. It can be said that the propulsion efficiency is improved by about 5%.
  • the standard airfoil in the above embodiment is an example, and the same effect can be obtained as long as it is a general airfoil cross section.
  • the airfoil cross section is not limited to the above embodiment.
  • the ducted thruster according to the present invention is used for ships that want to achieve both use as a harbor tag that wants to obtain a stable towing force during low speed work and use as an escort tag that wants to improve propulsion efficiency during high speed navigation. it can.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Media Introduction/Drainage Providing Device (AREA)

Abstract

L'invention porte sur un propulseur auquel est attaché un conduit, la forme de section transversale d'un conduit à section transversale en forme d'aile (5) qui est prévue sur la périphérie d'une hélice (4), est dotée d'une partie renflée (6) sur la périphérie extérieure de la partie bord d'attaque du conduit, ladite partie renflée (6) se bombant vers l'extérieur à partir d'une forme d'aile standard dans une forme d'arc de cercle, de telle sorte que les variations de pression sur la surface extérieure de la partie bord d'attaque sont atténuées lorsqu'un vaisseau circule à grande vitesse. Le conduit (5) a un angle (α) qui s'ouvre dans la direction du bord d'attaque, de telle sorte qu'une force de remorquage prescrite est produite lors d'un fonctionnement à basse vitesse, facilitant ainsi l'obtention d'un meilleur rendement, permettant d'assurer une force de remorquage stable lors d'un fonctionnement à basse vitesse et évitant qu'il se forme des remous ablatifs sur la surface extérieure du conduit lors d'un fonctionnement à des vitesses élevées.
PCT/JP2011/000770 2010-02-16 2011-02-10 Propulseur comportant un conduit attaché et véhicule comprenant ce propulseur WO2011102103A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN2011800080867A CN102712353A (zh) 2010-02-16 2011-02-10 带有导管的推进器及具备该推进器的船舶
SG2012057675A SG183162A1 (en) 2010-02-16 2011-02-10 Thruster with duct and ship including the same
BR112012019241A BR112012019241A2 (pt) 2010-02-16 2011-02-10 "propulsor com duto e navio compeendendo propulsor com duto"

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010-031061 2010-02-16
JP2010031061A JP2011168075A (ja) 2010-02-16 2010-02-16 ダクト付きスラスタ及びそれを備えた船舶

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Publication Number Publication Date
WO2011102103A1 true WO2011102103A1 (fr) 2011-08-25

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PCT/JP2011/000770 WO2011102103A1 (fr) 2010-02-16 2011-02-10 Propulseur comportant un conduit attaché et véhicule comprenant ce propulseur

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JP (1) JP2011168075A (fr)
KR (1) KR20120098941A (fr)
CN (1) CN102712353A (fr)
BR (1) BR112012019241A2 (fr)
SG (1) SG183162A1 (fr)
WO (1) WO2011102103A1 (fr)

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KR101444293B1 (ko) 2013-02-08 2014-09-30 삼성중공업 주식회사 추진 장치용 덕트
US10040528B2 (en) 2013-02-08 2018-08-07 Samsung Heavy Ind. Co., Ltd. Propulsion device for ship
KR101589124B1 (ko) 2014-02-07 2016-01-27 삼성중공업 주식회사 선박의 추진장치
CN103963948B (zh) * 2014-05-22 2017-02-15 中国船舶重工集团公司第七○二研究所 一种高效导管设计方法
WO2019245086A1 (fr) * 2018-06-22 2019-12-26 필드지 주식회사 Structure de conduit pour navire

Citations (3)

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Publication number Priority date Publication date Assignee Title
JPS5143598A (ja) * 1974-10-09 1976-04-14 Mitsubishi Heavy Ind Ltd Nozurupuropera
JPH02151593A (ja) * 1988-12-01 1990-06-11 Grausring Joship 船の推進装置
JP2006306304A (ja) * 2005-04-28 2006-11-09 Niigata Shipbuilding & Repair Inc 推進装置及びその製造方法

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Publication number Priority date Publication date Assignee Title
FI79991C (fi) * 1986-04-29 1990-04-10 Hollming Oy Propelleranordning foer ett fartyg.
DE202008006069U1 (de) * 2008-03-10 2008-07-17 Becker Marine Systems Gmbh & Co. Kg Vorrichtung zur Verringerung des Antriebsleistungsbedarfes eines Schiffes

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5143598A (ja) * 1974-10-09 1976-04-14 Mitsubishi Heavy Ind Ltd Nozurupuropera
JPH02151593A (ja) * 1988-12-01 1990-06-11 Grausring Joship 船の推進装置
JP2006306304A (ja) * 2005-04-28 2006-11-09 Niigata Shipbuilding & Repair Inc 推進装置及びその製造方法

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CN102712353A (zh) 2012-10-03
KR20120098941A (ko) 2012-09-05
SG183162A1 (en) 2012-09-27
JP2011168075A (ja) 2011-09-01
BR112012019241A2 (pt) 2019-09-24

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