WO2017033921A1 - Navire - Google Patents

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Publication number
WO2017033921A1
WO2017033921A1 PCT/JP2016/074488 JP2016074488W WO2017033921A1 WO 2017033921 A1 WO2017033921 A1 WO 2017033921A1 JP 2016074488 W JP2016074488 W JP 2016074488W WO 2017033921 A1 WO2017033921 A1 WO 2017033921A1
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WO
WIPO (PCT)
Prior art keywords
ship
bow
line
region
vertical direction
Prior art date
Application number
PCT/JP2016/074488
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English (en)
Japanese (ja)
Inventor
智 藤田
虎卓 山本
校優 木村
Original Assignee
三井造船株式会社
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 三井造船株式会社 filed Critical 三井造船株式会社
Priority to CN201680043001.1A priority Critical patent/CN107848601B/zh
Priority to KR1020187000075A priority patent/KR102043054B1/ko
Publication of WO2017033921A1 publication Critical patent/WO2017033921A1/fr
Priority to PH12018500398A priority patent/PH12018500398A1/en

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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
    • B63B1/06—Shape of fore part
    • 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
    • B63B1/06—Shape of fore part
    • B63B1/063—Bulbous bows
    • 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
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/40—Other means for varying the inherent hydrodynamic characteristics of hulls by diminishing wave resistance
    • 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 can efficiently flow the water flow in the bow portion provided with the bow flare, can reduce the increase in wave-making resistance and the increase in resistance in the waves, and has a wide exposed deck. It is related with the ship which has the bow shape which can do.
  • the shape near the front end of the bow that is, the bow shape, is required to have a shape with low wave resistance and little increase in resistance due to waves in order to reduce the energy required for propulsion of the vessel. .
  • the shape of the bow of the ship is designed so that the shape near the full waterline and below it is not so enlarged near the front end of the bow, except for the bow valve.
  • the width of the exposed deck is required to be somewhat wide from the viewpoint of the arrangement of the mooring machine. Therefore, as shown in FIGS. 6 to 8, in the conventional ship 1X, the width of the hull near the exposed deck 13 (Z4) is larger than the vicinity of the full load water line WL in order to increase the width of the hull on the exposed deck 13. In many cases, the upper part Pb is widened upward from the position Pc, and the bow flare 14X is wider on the upper side than the full load water line WL on the bow part.
  • the bow frame line (from the water line (horizontal section line) Z0 at the position of the full load water line WL to the water line Z4 of the exposed deck 13 is Body line)
  • the shape of X1 to X4 is gradually widened upward.
  • the inclination angle ⁇ of the bow frame lines X1 to X4 is set to the bow perpendicular F.F. P. In the vicinity, it is smaller than 40 degrees with respect to the vertical direction. Therefore, the front end side of the bow has a shape that is enlarged as it goes upward from a portion slightly above the water line Z0 at the position of the full load water line WL.
  • the structure is subject to the F. P. It is also necessary not to protrude forward more than a certain length. This restriction is strict, and the structure can P.
  • the shape above the water line Z0 at the position of the full load water line WL is as shown by an elliptical part of a one-dot chain line in FIG.
  • the water lines Z1 to Z4 are almost perpendicular to the hull centerline in the vicinity of the front end, and must be extremely enlarged.
  • the front end shape of the bow flare 14X is close to a plane perpendicular to the front-rear direction of the ship 1X. This tendency is particularly prominent in the enlargement ship in which the square coefficient Cb exceeds 0.75.
  • the water hits the water surface a large wave is generated by the bow end, and the incident wave is strongly reflected forward by the bow end, and the hull resistance is greatly increased.
  • the bow end profile is inclined forward largely above the maximum water line, and the vicinity of the front end of the water line above the maximum water line is An enlarged vessel with an acute angle has been proposed.
  • this enlarged ship when the distance from the bow perpendicular to the foremost end of the ship is limited to be short, the range in which the bow end profile can be tilted is also reduced. Therefore, when a deck of a certain width or more is provided in a valveless ship type or a ship close to it, there is a problem that the main part of the bow end on the maximum draft line cannot be unavoidably enlarged in this enlarged ship.
  • the bow shape of a ship in which the foremost end of the ship substantially coincides with the bow perpendicular line and the water line up to the upper deck height is an acute angle. Proposed.
  • a configuration relating to a spherical bow having a substantially vertical bow end profile and all water lines above the spherical bow having acute angles is provided. Proposed.
  • the configuration related to the bow shape and the spherical bow of the ship has a problem that it cannot be applied when a wide deck is required.
  • the present invention has been made in view of the above-described situation, and the object thereof is to efficiently flow the water flow in the bow portion provided with the bow flare to the rear, increasing the wave-making resistance and in the waves. It is an object of the present invention to provide a ship having a bow shape that can reduce an increase in resistance and can have a wide exposed deck.
  • the ship for achieving the above-described purpose is located at a position 0.5% away from the bow perpendicular to the back of the bow perpendicular to the longitudinal direction of the ship and 2% away from the bow perpendicular to the length between the perpendiculars.
  • the surface of the hull in the first region in a cross section perpendicular to the front-rear direction of the ship when the region between the full load water line and the exposed deck in the vertical direction of the ship is the first region.
  • the length of the specific slope line portion whose inclination angle formed by the tangent line of the bow frame line with the vertical direction is 65 degrees or more from the upper side is one side, and the ship It is comprised so that it may be 2% or more of the mold width.
  • the main part of the bow flare in the vicinity of the bow perpendicular is inclined at a larger angle than the prior art ship, specifically, 65 degrees or more with respect to the vertical direction.
  • the hull is expanded slightly from the lower part, the degree of enlargement on the full load waterline near the bow end can be made smaller than in the prior art, and the hull shape near the exposed deck can be widened. .
  • the area near the front edge of the bow flare is not a vertical plane directly below the exposed deck, but a plane that is inclined forward to some extent with respect to the vertical direction. Even if it rises to the vicinity of the exposed deck along the vicinity of the front edge of the water, the water moves along a surface inclined upward on the upper side, so that a positive momentum is obtained. Therefore, even if the water exceeds the exposed deck height, the possibility of flooding on the exposed deck is reduced.
  • S. S. (Square Station) 9.95-S. S. 9.80 is to satisfy the condition that a section having an inclination of 65 degrees or more exists in one of the bow frame lines at least 2% of the mold width per side.
  • the lower part of the bow frame line can be thinned in the wide range from the full load water line to the slightly lower part of the exposed deck in the vicinity of the bow end, so it is less bloated than the prior art ship.
  • the part, i.e. the thinned part goes up to a high position.
  • the upper limit of the width in the width direction of the inclination angle and the specific inclination line portion is usually 90 degrees naturally on the structure of the ship, and the upper limit of the length in the width direction of the specific inclination line portion is The upper limit of the inclination angle is preferably 85 degrees or less, and the length in the width direction of the specific inclination line part is preferably 40% or less in order to further reduce the impact force caused by waves.
  • the bow flare is often made with a surface shape that requires a three-dimensional bending process in the prior art, but by forming the main part of the bow flare with a developable surface, Can be made by simply bending a flat plate two-dimensionally, making it easier to bend the hull surface, despite the fact that the shape of the flare is significantly different from that of the conventional bow flare. This makes it possible to significantly reduce the man-hour for processing the bow flare and reduce the processing cost.
  • a difference in height between the full load water line and the exposed deck at the bow end is set as a reference height, and in the first region, a reference horizontal line that is 50% higher than the full load water line in the vertical direction of the ship
  • the bow frame line having the specific inclined line portion of 2% or more of the mold width is the most hull center side portion in the first lower region. If the distance in the hull width direction between the outermost side and the furthest side portion is 4% or less of the mold width, the following effects are obtained.
  • the bow frame line in the vicinity of the bow vertical line spread from a little above the full load water line, but according to this configuration, the bow shape on the water surface is sharpened to the same extent as the full water line. can do.
  • the horizontal cross-section line of the hull is almost the same shape as the horizontal cross-section line at the position of the full load waterline, up to the slightly lower part of the exposed deck, so that the shape in this range all suppresses the generation of waves and the incident wave. It is optimized from the viewpoint of suppressing reflection, and the resistance increase is remarkably small. In particular, the hull resistance in the waves can be reduced.
  • a difference in height between the full load water line and the exposed deck at the bow end is defined as a reference height, and the reference height is 50% higher than the full load water line in the vertical direction of the ship in the first region.
  • the bow frame line having a specific inclined line portion of 2% or more of the mold width is included in the first lower area.
  • the bow frame line is configured such that a portion whose inclination angle with respect to the vertical direction is ⁇ 10 degrees or less exists at 25% or more of the reference height. Note that the portion where the inclination angle to the vertical direction is ⁇ 10 degrees or less may be a straight line or a substantially straight curve.
  • the lower portion of the bow frame line has a vertical straight line or a shape with an inclination angle close to ⁇ 10 degrees, and rises to a bent portion where the angle of inclination angle with respect to the vertical direction starts to increase. Therefore, the shape of the waterline near the bow end is substantially the same as the shape of the waterline on the full load waterline, far above the full load waterline. Thereby, hull resistance becomes smaller. At the same time, the shape of the hull near the bow end becomes simple, so that workability is improved and work costs are reduced.
  • the tilt angle of the lower part of the bow frame line is ⁇ 10 degrees or less.
  • the lower limit is minus 10 degrees and the upper limit is plus 10 Degree.
  • the lower limit is 25% of the reference height, but is usually 30% or more, preferably 40% or more of the reference height, but more than 50% is more. preferable.
  • a difference in height between the full load water line and the exposed deck at the bow end is defined as a reference height, and the reference height is 50% higher than the full load water line in the vertical direction of the ship in the first region.
  • the area between the horizon and the exposed deck is the first upper area.
  • the curvature radius is in the first upper region of the ship. If the bow frame line is formed so that there is a recess that is 8% or less of the mold width or there is a break point, the following effects are obtained.
  • the bow frame line of the bow flare is usually composed of a smooth curve or straight line, and even if a recess with a slightly smaller radius of curvature of the bow frame line is provided, it is just above the full waterline.
  • this configuration by combining with the above configuration, it is possible to limit the enlarged portion near the bow end to a narrower range, narrow the range of widening the hull toward the deck, Most of the lines can be made sharp and have excellent fluidity. That is, the advantage by having employ
  • the tangent of the cross-sectional curve is the vertical direction in any of the cross-sectional curves obtained by cutting the hull surface with an arbitrary plane parallel to the hull center plane in the second region.
  • the hull surface of the bow flared portion does not have a particularly large inclination with respect to the vertical direction as compared with the prior art ship. Even if the bow portion moves downward and the bow flare collides with the water surface, the impact of the bow flare surface from the water remains at the same level as that of the prior art ship.
  • the hull of the bow frame line near the horizontal of the above-mentioned specific inclination line part has a small angle with the water surface and a large impact when subjected to waves,
  • the inclination angle with respect to the vertical direction is not so large, the angle that such a hull surface makes with the water surface is not large, and the impact force by waves is the same as that of the conventional ship. It turns out that it is a grade. This was not known in the prior art.
  • the increase in wave resistance and wave resistance is smaller than that of the prior art ship. Energy consumption is less than prior art ships.
  • FIG. 1 is a front view schematically showing a hull shape in a cross section according to a longitudinal direction of a ship in a ship according to an embodiment of the present invention.
  • FIG. 2 is a side view schematically showing a hull shape in a longitudinal section according to the width direction of the ship in the ship according to the embodiment of the present invention.
  • FIG. 3 is a plan view schematically showing a hull shape in a horizontal section according to the height direction of the ship in the ship of the embodiment of the present invention.
  • FIG. 4 is a partially enlarged view of FIG.
  • FIG. 5 is a partially enlarged view of FIG.
  • FIG. 6 is a front view schematically showing a hull shape in a cross section according to the longitudinal direction of the ship in a conventional ship.
  • FIG. 7 is a side view schematically showing a hull shape in a longitudinal section according to a width direction of a ship in a conventional ship.
  • FIG. 8 is a plan view schematically showing a hull shape in a horizontal section according to a height direction of a ship in a conventional ship.
  • the ship according to this embodiment is a displacement-type ship 1 having a bow shape as shown in FIGS.
  • the ship 1 has a bow perpendicular line F.V. P.
  • a region which is the region Zr between the deck 13 is defined as a first region R1.
  • lines indicating the shape of the bow flare in each cross section perpendicular to the longitudinal direction of the ship 1 are bow frame lines X1 to X4 (hereinafter referred to as Xi), and a tangent Lx of the bow frame line Xi.
  • Xi bow frame lines
  • Lz tangent linex of the bow frame line Xi.
  • the specific inclination line part be the part where the inclination angle ⁇ formed by the vertical direction Lz is 65 degrees or more from the upper side.
  • the upper limit of the inclination angle ⁇ is 90 degrees because of the configuration of the ship 1, but the upper limit of the inclination angle is preferably 85 degrees or less.
  • the length of the specific inclined line portion is one piece in the bow frame line Xj of the bow frame lines X1 to X4 (hereinafter referred to as Xi). It is comprised so that it may be 2% or more of the type
  • the upper limit of the length of the width direction of this specific inclination line part will be 50%, Preferably it is 40% or less.
  • the main portion of the nearby bow flare 14 is inclined with respect to the vertical direction Lz at a larger angle than the prior art, for example, the ship 1X of FIG. 6, specifically 65 degrees or more, so that the bow end Fm ( 1 to FIG. 5 is a portion slightly below the exposed deck 13 in which the degree of enlargement to the vicinity of the full load water line WL in the vicinity of the bow perpendicular line FP) is smaller than that of the conventional ship 1X. Since the hull is expanded from P, the degree of enlargement on the full load water line WL in the vicinity of the bow end can be made smaller than that in the prior art, and the hull shape in the vicinity of the exposed deck 13 can be widened.
  • the ship 1 since the ship 1 is wide in the vicinity of the exposed deck 13, it is possible to easily secure the width of the exposed deck 13 and prevent the exposed deck 13 from being flooded.
  • the vicinity of the front end of the bow flare 14 is not a vertical surface just below the exposed deck 13 but a surface inclined to some extent with respect to the vertical direction. Even when the water rises up to the vicinity of the exposed deck 13 along the vicinity of the front end of the bow flare 14, the water moves along a surface inclined upward on the upper side, so that a positive momentum is obtained. Therefore, even if the water exceeds the height of the exposed deck 13, the possibility of flooding on the exposed deck 13 is reduced.
  • the bow flare 14 is often made with a surface shape that requires three-dimensional bending in the prior art, but by forming the main portion of the bow flare 14 with a developable surface, Many parts can be made by simply bending a flat plate two-dimensionally, making it easy to bend the hull surface, despite the fact that the shape of the flare 14 is significantly different from that of the prior art bow flare. Thus, the man-hours for processing the bow flare 14 can be significantly reduced, and the processing cost can be reduced.
  • the bow frame line Xj having a specific inclined line portion of 2% or more of the mold width Bm is located between the most hull center side portion and the most hull side portion in the first lower region R1b.
  • the distance bi in the hull width direction is configured to be 4% or less of the mold width Bm.
  • the bow perpendicular F.R. The bow frame line Xi in the vicinity of P was extended from a little above the full load water line WL, but according to this configuration, the bow shape on the water surface is sharpened to the same extent as the full load water line WL. Can do.
  • the horizontal cross-section line of the hull is almost the same shape as the horizontal cross-section line at the position of the full load water line WL up to a slightly lower portion P of the exposed deck 13, the shape in this range is all suppressing the occurrence of waves and It is optimized from the viewpoint of suppressing reflection of incident waves, and the resistance increase is extremely small, and in particular, the hull resistance in waves can be reduced.
  • the inclination angle ⁇ formed with the vertical direction Lz in the first lower region R1b is approximately ⁇ 10 degrees or less. It is configured so that there is a bow frame line Xk in which the straight line portion exists at 25% or more of the reference height Hs.
  • the length of the portion of the inclination angle ⁇ is usually 30% or more, preferably 40% or more of the reference height Hs, and more preferably 50% or more.
  • a bent portion having a vertical straight line or a shape with an inclination angle ⁇ close to ⁇ 10 degrees and an angle of the inclination angle ⁇ with respect to the vertical direction Lz starts to increase. Since it is comprised so that it may rise to P, the waterline surface shape of the vicinity of the bow end Fm becomes a shape substantially the same as the waterline surface shape in the full load waterline WL to the part P considerably above the full load waterline WL. Thereby, hull resistance becomes smaller. At the same time, the hull shape in the vicinity of the bow end Fm becomes simple, so that the workability is improved and the work cost is reduced.
  • any one of the bow frame lines Xj having a specific inclination line portion of 2% or more of the mold width Bm is concave when viewed from the outside of the ship 1, and 1
  • the upper region R1a is configured such that there is a recess having a curvature radius R of 8% or less of the mold width Bm of the ship 1, or a bow frame line Xj in which a break point exists.
  • the bow frame line Xi of the bow flare 14 is usually constituted by a smooth curve or straight line, and even if a recess having a slightly smaller curvature radius R of the bow frame line Xi is provided, it is full.
  • the enlarged portion near the bow end Fm can be limited to a narrower range.
  • the range in which the hull is widened toward the exposed deck 13 can be narrowed, and the majority of the water line at the bow can be made into an excellent shape with an acute angle and fluidity. That is, the advantage of adopting the specific inclined line portion can be maximized.
  • the gentle curve often seen in the front view of the prior art the hull must be enlarged considerably below the exposed deck 13, reducing the above advantages.
  • the tangent line Ly of the cross-sectional curve Yi is obtained. Is configured such that there is no portion where the inclination angle ⁇ with respect to the vertical direction Lz exceeds 50 ° exceeds 0.5% of the length Lpp between perpendiculars. In other words, the portion where the inclination angle ⁇ exceeds 50 degrees is continuous, and is configured to be less than 0.5% of the length Lpp between perpendiculars.
  • the hull of the almost horizontal bow frame line Xj configured as described above has a small angle with the water surface and a large impact when subjected to waves.
  • the inclination angle of the hull surface with respect to the vertical direction Lz does not become so large, and the angle between such a hull surface and the water surface is not so large, and the impact caused by waves
  • the force was found to be comparable to that of the prior art ship 1X. This has not been known before.
  • the square coefficient Cb of this ship 1 is 0.75 or more, or the bow perpendicular F. P.
  • the distance of the foremost end (head end) Fm of the ship 1 is not less than zero and not more than 1% of the length Lpp between perpendiculars, that is, in the case where the degree of enlargement is high, or the hull form is close to the valveless ship type.
  • the vicinity of the front end of the bow flare 14 is particularly likely to be enlarged, whereas the effect when the technology is employed is particularly great.
  • the ship 1 having the above-described configuration since the necessary width of the exposed deck 13 is secured at the bow end Fm, the increase in wave resistance and wave resistance is smaller than that of the conventional ship 1X. Energy consumption when navigating the actual sea area is less than that of the prior art ship 1X.
  • the increase in wave resistance and wave resistance is smaller than that of the prior art ship. Since energy consumption is less than that of prior art vessels, it can be used for many vessels.

Abstract

Selon la présente invention, lorsqu'une première région (R1) est déterminée être une région qui est, par rapport à la direction avant-arrière d'un navire (1), entre une position (Sx1) qui est espacée par 0,5 % de la longueur entre des perpendiculaires (Lpp) vers l'arrière par rapport à la perpendiculaire avant (F.P.), et une position (Sx2) qui est espacée par 2 % de la longueur entre des perpendiculaires (Lpp) vers l'arrière par rapport à la perpendiculaire avant (F.P.), et dans la direction verticale du navire (1), entre une ligne d'eau de charge (WL) et un pont exposé (13), la configuration suivante est obtenue : une ligne de carcasse avant (Xi) indique la forme de la surface de la coque du navire dans la première région (R1) dans une section transversale verticale par rapport à la direction avant-arrière du navire (1); une partie de ligne d'inclinaison spécifique se trouve là où un angle d'inclinaison (α), formé par une ligne tangente (Lx) d'une quelconque ligne de carcasse avant (Xi) avec une direction verticale (Lz), fait au moins 65 degrés selon un angle à partir du dessus; et la longueur de la partie de ligne d'inclinaison spécifique pour un côté du navire fait au moins 2 % de la largeur de la carcasse du navire. Grâce à cette configuration, le flux de l'eau sur une partie d'étrave comportant un dévers d'étrave est amené à s'écouler de manière efficace vers l'arrière; une augmentation de la résistance à la génération des vagues et une augmentation de la résistance des vagues de l'océan sont réduites; et un large pont exposé est fourni.
PCT/JP2016/074488 2015-08-24 2016-08-23 Navire WO2017033921A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201680043001.1A CN107848601B (zh) 2015-08-24 2016-08-23 船舶
KR1020187000075A KR102043054B1 (ko) 2015-08-24 2016-08-23 선박
PH12018500398A PH12018500398A1 (en) 2015-08-24 2018-02-22 Ship

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JP2015164728A JP6578614B2 (ja) 2015-08-24 2015-08-24 船舶
JP2015-164728 2015-08-24

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WO2017033921A1 true WO2017033921A1 (fr) 2017-03-02

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JP (1) JP6578614B2 (fr)
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WO (1) WO2017033921A1 (fr)

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WO2018163953A1 (fr) 2017-03-07 2018-09-13 旭化成株式会社 Composition de matériau de revêtement polyaspartique, film de revêtement, et article revêtu
CN107585257B (zh) * 2017-08-23 2023-12-05 杭州现代船舶设计研究有限公司 一种千吨级散货船船型
CN109866870B (zh) * 2019-03-28 2023-09-22 中国船舶科学研究中心（中国船舶重工集团公司第七0二研究所） 一种冰区航行船舶艏部线型
CN112758273B (zh) * 2019-11-05 2022-08-05 沪东中华造船(集团)有限公司 一种适用于大型lng船艏部外飘拍击的结构布置方法

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JPS60189486U (ja) * 1984-05-29 1985-12-16 日本鋼管株式会社 船首部の波浪衝撃緩和構造
JP2006224811A (ja) * 2005-02-17 2006-08-31 Mitsubishi Heavy Ind Ltd 船舶の船首形状
JP2007237895A (ja) * 2006-03-08 2007-09-20 Mitsui Eng & Shipbuild Co Ltd 船舶
JP2008230480A (ja) * 2007-03-22 2008-10-02 Mitsui Eng & Shipbuild Co Ltd 船舶

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KR20180014158A (ko) 2018-02-07
JP6578614B2 (ja) 2019-09-25
CN107848601B (zh) 2019-09-10
CN107848601A (zh) 2018-03-27
PH12018500398A1 (en) 2018-08-29
JP2017043117A (ja) 2017-03-02

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