JPH0510190U - Composite support type super high speed ship - Google Patents
Composite support type super high speed shipInfo
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- JPH0510190U JPH0510190U JP5868591U JP5868591U JPH0510190U JP H0510190 U JPH0510190 U JP H0510190U JP 5868591 U JP5868591 U JP 5868591U JP 5868591 U JP5868591 U JP 5868591U JP H0510190 U JPH0510190 U JP H0510190U
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Abstract
(57)【要約】
【目的】 燃料タンクの重心位置と船全体の重心位置を
一定の位置関係にもってくることにより、燃料減少に伴
う船体姿勢の制御を容易に行えるようにした複合支持型
船舶を提供する。
【構成】 上部船体１と下部船体２とからなる船体を有
し、翼走時には下部船体２の浮力と水中翼４の揚力の双
方で船体を支持する複合支持型の船舶において、揚力作
用点Ｌを挟んで前後にそれぞれ船全体の重心位置Ｇと燃
料タンクの重心位置Ｆを配置してなる複合支持型超高速
船である。これにより航海中の燃料消費に伴う全体重量
の変化によって、所定の船首トリムを形成するような船
体姿勢制御が自然に行われる。そして翼揚力を所定の値
に抑制できる。
(57) [Summary] [Purpose] A composite-supported ship in which the position of the center of gravity of the fuel tank and the position of the center of gravity of the entire ship have a fixed positional relationship so that the hull attitude can be easily controlled as the fuel decreases. I will provide a. [Structure] In a composite support type ship having a hull composed of an upper hull 1 and a lower hull 2 and supporting the hull by both the buoyancy of the lower hull 2 and the lift of a hydrofoil 4 when flying, It is a composite support type ultra-high speed ship in which the center of gravity position G of the entire ship and the center of gravity position F of the fuel tank are arranged in front of and behind each other with the center of gravity interposed therebetween. As a result, the hull attitude control for forming a predetermined bow trim is naturally performed by the change in the total weight due to the fuel consumption during the voyage. Then, the wing lift can be suppressed to a predetermined value.
Description
【０００１】[0001]
この考案は、船全体の重心と燃料積載時の燃料タンクの重心位置を一定の関係 位置に設定してある複合支持型超高速船に関する。 The present invention relates to a composite support type ultra-high speed ship in which the center of gravity of the entire ship and the position of the center of gravity of a fuel tank when fuel is loaded are set in a fixed relational position.
【０００２】[0002]
最近我が国でも短距離間の旅客輸送用として水中翼の揚力で船体の全重量を支 えてウォータジェット推進により超高速で航走する小型旅客船が登場して、旅客 分野における高速化のニーズに応えている。 Recently in Japan, a small passenger ship has emerged for ultra-high speed water jet propulsion that supports the full weight of the hull by the lift of hydrofoils for short-distance passenger transport, and responds to the needs for higher speeds in the passenger field. There is.
【０００３】 一方、貨物専用輸送の分野では、従来コンテナ船等による比較的遅い速度での 大量輸送を特徴としてきたが、最近製品の多品種少量生産化、或いは生産拠点の 海外展開など生産システムの変化に伴って、海上輸送においても製品（例えば電 子部品や生鮮食料品等）を生産地から比較的近隣の需要地へ迅速に輸送するため に大型かつ超高速化の気運が急速に高まって来ている。On the other hand, in the field of freight-only transportation, conventionally, it has been characterized by large-scale transportation at a relatively slow speed by a container ship, etc. Due to changes, large-scale and ultra-high speed movements are rapidly increasing in order to quickly transport products (such as electronic parts and fresh food products) from their production areas to relatively neighboring demand areas even by sea transportation. It is coming.
【０００４】 上述した超高速旅客船と同様な形式で超高速貨物船の大型化を図った場合、自 ずとその載荷重量にも制限が出てくる。この船型では、例えば載荷重量約１００ ０ｔの大型超高速貨物船は巨大な水中翼が必要となり、船体抵抗が増大するため に経済的には不利と言われている。When an ultra-high-speed freighter is made larger in size in the same manner as the above-mentioned ultra-high-speed passenger ship, the loading capacity of the ultra-high-speed cargo ship is naturally limited. With this type of ship, for example, a large ultra-high-speed cargo ship with a loading capacity of about 100 tons requires huge hydrofoil, which is economically disadvantageous because the hull resistance increases.
【０００５】 そこで、図４(a) 側面図、同図(b) 正面図に示すような船体を上部船体１と下 部船体２とで構成し、この両船体間の前後にセンタストラット３を設け、さらに この下部船体２の両側に水中翼４を突設した複合支持型の船舶が提案されている 。なお、ＷＬは水面を示す。この種船舶に関する先行技術としては特開昭６１− ５４３８２号公報（従来例１）、特開平３−３２９９４号公報（従来例２）等が ある。Therefore, a hull as shown in FIG. 4 (a) side view and FIG. 4 (b) front view is composed of an upper hull 1 and a lower hull 2, and center struts 3 are provided in front of and behind the two hulls. There is proposed a multi-support type ship in which hydrofoil 4 is provided on both sides of the lower hull 2. In addition, WL shows a water surface. As prior arts relating to this type of ship, there are JP-A-61-54382 (conventional example 1) and JP-A-3-32994 (conventional example 2).
【０００６】 かかる複合支持船型においては、図４に示すように低速時には上部船体１の下 部が水中に没するｄ1 の吃水で航走する艇走状態と、高速になると水中翼４の揚 力により上部船体が水面上に浮上し、ｄ2 の吃水で航走する翼走状態とがあり、 翼走状態では翼揚力と下部船体２の浮力とで船全体の重量を支持している。[0006] In such composite support ship, the state run boat to run Wataru in Kissui of d 1 the lower portion of the upper hull 1 is submerged in the water at low speed as shown in FIG. 4, lifting hydrofoil 4 becomes faster upper hull floats on the water surface, there is a wing run state run Wataru in Kissui of d 2, the blades run state supporting the weight of the entire ship buoyancy wing lift and lower the hull 2 by the force.
【０００７】[0007]
このように複合支持型船型では、通常の排水量型船舶とは全く異なった航走状 態を形成するため、特に船体構造が軽量化されており、全体重量に占める燃料重 量の割合が通常船舶に比して大きい。 In this way, the composite support hull form a sailing condition that is completely different from that of a normal displacement-type ship, so the hull structure is particularly lightened, and the fuel weight in the total weight is the proportion of the normal ship. Large compared to.
【０００８】 従って、最初出港時には燃料タンクに満載された燃料が航海するうちに徐々に 消費されていき、その分全体重量は軽くなっていくが、元来船体自体が格段に軽 量に作られているために、この燃料減少に伴う全体重量の減少率が大きく、これ はすぐに船体姿勢の大きな変化として現れてくる。[0008] Therefore, at the time of first departure, the fuel full in the fuel tank is gradually consumed while sailing, and the overall weight becomes lighter by that amount, but the hull itself was originally made much lighter. As a result, the rate of decrease in total weight due to this decrease in fuel is large, and this immediately appears as a large change in hull attitude.
【０００９】 すなわち、燃料が減少して全体重量が軽くなると、浮力は変化せず又揚力も変 化しないとすれば、船体が浮き上がりすぎて翼および舵の没水深度が小さくなり 、船体姿勢の制御力の減少という問題を生起するうえに、燃料減少によりモーメ ントのバランスも崩れて安定航走の支障になる。これを制御するために、上記従 来例１のような迎角可変のフィンを設置すると、かなりの抵抗増加を招き、また 従来例２の如く水中翼４が固定の場合に水中翼４に付設されているフラップ操作 で行おうとすると、船体の姿勢制御はフラップが担っているために船体姿勢の制 御力減少の問題を生起する。また、バラスト調整による場合には、かかる複合支 持型船舶がもつ船体軽量化の要請に沿わず、推進性能を悪化させてしまう。That is, if the buoyancy does not change and the lift does not change when the fuel decreases and the total weight becomes lighter, the hull rises too much and the submersion depth of the wing and the rudder becomes small. In addition to the problem of reduced controllability, the loss of fuel also causes a loss of momentum balance, which hinders stable cruising. In order to control this, if a fin having a variable angle of attack as in the above-mentioned conventional example 1 is installed, a considerable increase in resistance is caused, and when the hydrofoil 4 is fixed as in the conventional example 2, it is attached to the hydrofoil 4. If the flap operation is performed, the flaps are responsible for the attitude control of the hull, which causes a problem that the controllability of the hull attitude is reduced. Further, in the case of adjusting the ballast, the propulsion performance is deteriorated without meeting the request for weight reduction of the hull of such a composite support type ship.
【００１０】 本考案の目的は、燃料タンクの重心位置と船全体の重心位置を一定の位置関係 にもってくることにより、燃料減少に伴う船体姿勢の制御を容易に行えるように した複合支持型船舶を提供することにある。An object of the present invention is to provide a composite support type ship in which the position of the center of gravity of the fuel tank and the position of the center of gravity of the entire ship are brought into a fixed positional relationship so that the hull attitude can be easily controlled as the fuel decreases. To provide.
【００１１】[0011]
上記目的達成のため、本考案の要旨は、上部船体と下部船体とからなる船体を 有し、翼走時には下部船体の浮力と水中翼の揚力の双方で船体を支持する複合支 持型の船舶において、揚力作用点を挟んで前後にそれぞれ船全体の重心位置と燃 料タンクの重心位置を配置してなる複合支持型超高速船にある。 In order to achieve the above object, the gist of the present invention is a composite-support type ship that has a hull consisting of an upper hull and a lower hull, and supports the hull by both the buoyancy of the lower hull and the lift of the hydrofoil when winging. Is a composite-supported ultra-high-speed ship in which the center of gravity of the entire ship and the center of gravity of the fuel tank are located in front of and behind the point of action of lift.
【００１２】[0012]
上記構成において、出港時には燃料タンクに燃料を満載状態にして出港するが 、航海するうちに徐々に燃料が消費されて減少していく。燃料減少に伴い船の全 体重量が減少するが、浮力は変化せず、又揚力は相対的に大きくなるから船体は さらに浮き上がり船体姿勢の制御力を減少することになる。しかし、揚力作用点 の前後に船全体の重心と燃料タンクの重心位置が配置されているため、燃料減少 による船全体の重心位置が前方に移動した分船首方向へのトリムモーメントが発 生し、若干ながら船首トリムの方向へ自然に船体姿勢が変化していくようになる 。その結果、水中翼の迎角が自動的に減少して揚力が減少し、船体がさらに浮き 上がろうとするのを抑制する。 In the above configuration, when leaving the port, the fuel tank is fully loaded with fuel, but the fuel is gradually consumed and decreased during the voyage. Although the total weight of the ship decreases with the decrease in fuel, the buoyancy does not change and the lift is relatively large, so the hull further rises and the control force of the hull attitude is reduced. However, since the center of gravity of the entire ship and the center of gravity of the fuel tank are located before and after the point of action of lift, a trim moment in the bow direction is generated due to the shift of the center of gravity of the entire ship due to fuel reduction, The hull attitude will naturally change slightly toward the bow trim. As a result, the angle of attack of the hydrofoil is automatically reduced, the lift is reduced, and the hull is prevented from further lifting.
【００１３】[0013]
以下、本考案の実施例を図面を参照しながら説明する。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
【００１４】 図１は本考案にかかる複合支持型船舶の概略側面図、図２はその横断面図であ る。本考案は、大型で且つ超高速の船を対象としている。FIG. 1 is a schematic side view of a composite support type ship according to the present invention, and FIG. 2 is a cross sectional view thereof. The present invention is intended for large and ultra high speed vessels.
【００１５】 これらの図において、１は上部船体、２は下部船体、３はセンタストラット、 ４は固定水中翼を示す。なお、５はサイドストラット、６はウォータジェット噴 出口、７は操縦室等が配置されている上部構造物、Ｆは船首部、Ａは船尾部を示 す。In these figures, 1 is an upper hull, 2 is a lower hull, 3 is a center strut, and 4 is a fixed hydrofoil. In addition, 5 is a side strut, 6 is a water jet ejection port, 7 is an upper structure in which a cockpit and the like are arranged, F is a bow portion, and A is a stern portion.
【００１６】 図示するように複合支持型の船型は、広い積載スペース９を有する上部船体１ と、この船底中央部に前後に垂下された断面翼状のセンタストラット３と、この 前後のセンタストラット３の下端部に上部船体１とほぼ同長の魚雷状の下部船体 ２と、この下部船体２のストラットとほぼ同じ位置において両側に略水平に突設 した固定（それ自身迎角の調整はできない）の水中翼４から主になる。この水中 翼４の先端部付近は、上部船体１の両船側から垂下したサイドストラット５によ り支持されている。なお、水中翼４には船体の姿勢制御等のための複数のフラッ プ（図示せず）がそれぞれ付設されている。航走中には後部のセンタストラット ３の下方の下部船体２に設けた吸入口（図示せず）からウォータジェットポンプ により水を吸引して船尾端の噴出口６より高速で噴射して船体が前進推力を得る ようになっている。As shown in the figure, the composite-support type hull includes an upper hull 1 having a wide loading space 9, a center strut 3 having a wing-shaped cross section that hangs back and forth in the central portion of the bottom of the hull, and front and rear center struts 3. A torpedo-shaped lower hull 2 that is approximately the same length as the upper hull 1 at the lower end, and a fixed substantially horizontal projection on both sides at the same position as the struts of this lower hull 2 (the angle of attack itself cannot be adjusted). Mainly from hydrofoil 4. The vicinity of the tip of the hydrofoil 4 is supported by side struts 5 hanging from both sides of the upper hull 1. The hydrofoil 4 is provided with a plurality of flaps (not shown) for controlling the attitude of the hull. During navigation, water is sucked from a suction port (not shown) provided in the lower hull 2 below the center strut 3 at the rear by a water jet pump and jetted at high speed from the jet port 6 at the stern end. It is designed to obtain forward thrust.
【００１７】 かかる複合支持型船舶の前進航走状態には、前述した通り翼走状態と艇走状態 の２つがある。すなわち、港湾内や離着岸時等の低速時には水中翼４の揚力が無 くなるので、上部船体１が着水して航走する艇走状態と、高速走行時には水中翼 ４の揚力と下部船体２の浮力とで船の全重量を支持して上部船体１を水面ＷＬ上 に浮上させて航走する翼走状態である。そのため、複合支持船型では特に船体構 造重量の軽量化が図られており、全体重量に占める燃料重量の割合が通常船舶に 比して大きい。従って、航海するうちには燃料の減少に伴って全体重量が減少し 船体が軽量であるがゆえに船体姿勢変化が大きく現れる。これを、水中翼に付設 のフラップで制御しようとすると、外乱に対する船体姿勢の制御力の減少を招き 、一方、バラスト調整による場合には船体軽量化の要請に反し、推進性能を悪化 させる。As described above, there are two forward running states of the composite-support type ship, namely, the wing running state and the boat running state. That is, since the hydrofoil 4 has no lift at low speeds such as in a harbor or at the time of landing / decoupling, the upper hull 1 is in a boating condition in which it is in contact with water, and at high speed, the lift of the hydrofoil 4 and the lower hull are lower. With the buoyancy of 2, the upper hull 1 is supported by the entire weight of the ship and the upper hull 1 is levitated above the water surface WL for sailing. Therefore, the weight of the hull structure has been particularly reduced in the compound support hull type, and the ratio of fuel weight to the total weight is larger than that of a normal vessel. Therefore, during the voyage, the total weight decreases with the decrease in fuel, and the hull attitude changes significantly because the hull is lightweight. If this is attempted to be controlled by the flaps attached to the hydrofoil, the control force of the hull attitude with respect to disturbance will be reduced, while on the other hand, if the ballast is adjusted, the propulsion performance will be deteriorated, contrary to the demand for weight reduction of the hull.
【００１８】 そこで、本考案では、図３に示す如く、揚力作用点Ｌを挟んで貨物、燃料等を 含む船全体の重心位置Ｇの後方の適当な位置に燃料タンクの重心位置Ｆがくるよ うに、上部船体１の船尾部近くに燃料タンク８が配設されている。Ｂは船全体の 浮心位置を示す。Therefore, in the present invention, as shown in FIG. 3, the center of gravity F of the fuel tank is located at an appropriate position behind the center of gravity G of the entire ship including cargo, fuel, etc. across the point L of lift acting. As described above, the fuel tank 8 is arranged near the stern of the upper hull 1. B shows the center of buoyancy of the entire ship.
【００１９】 このように燃料タンク８の重心Ｆを船体重心Ｇの後方に位置させる理由は次の 通りである。The reason why the center of gravity F of the fuel tank 8 is located behind the center of gravity G of the ship is as follows.
【００２０】 すなわち、上述したように全体重量の割りには多量の燃料を燃料タンクに積載 して出港する。そして、最初の時点では、船全体の重心Ｇのまわりの揚力と浮力 によるモーメントは釣り合って船はイーブンキール（トリムゼロ）の状態で翼走 する。しかし、航海するうちに徐々に燃料は消費されて減少していき、航海を終 えるころには燃料タンク８の重量はゼロ近くに減少する。この燃料減少に伴い全 体重量も減少するが、浮力は変化せず揚力が全体重量減少に対し相対的に大きく なるためこのままでは船体はさらに浮き上がることになる。その結果、翼および 舵の没水深度が小さくなり、船体姿勢の制御力が減少する。しかし、本考案では 燃料が減少するにつれて船全体の重心位置が前方（ＧからＧ1 ）に移動すること をも考慮に入れて、揚力作用点Ｌを挟んで前後にそれぞれ船全体の重心位置Ｇと 燃料タンクの重心位置Ｆとが適当な相対位置となるように配置してあるので、燃 料減少分によるトリムモーメントが小さくなった分、若干ながら次第に船首トリ ムの方向へ自然に船体姿勢が変化していくようになる。この時、水中翼４の迎角 は所定の角度まで自動的に減少して揚力も所定の値まで減少する。これにより、 吃水を一定に保持しながら、船体姿勢の制御力を減少させることなく、かつ抵抗 を大幅に増加させることなく安定した翼走状態を維持して走行を継続できるもの である。That is, as described above, a large amount of fuel is loaded in the fuel tank for the entire weight, and the vehicle leaves the port. At the initial point, the moment of lift and buoyancy around the center of gravity G of the entire ship is balanced, and the ship runs in the even keel (zero trim) state. However, the fuel is gradually consumed and reduced during the voyage, and the weight of the fuel tank 8 is reduced to near zero by the end of the voyage. Although the total weight also decreases with this decrease in fuel, the buoyancy does not change and the lift increases relative to the total weight reduction, so the hull will further lift up as it is. As a result, the submersion depth of the wing and rudder becomes smaller, and the control force of the hull attitude decreases. However, in the present invention, taking into consideration that the center of gravity of the entire ship moves forward (from G to G 1 ) as the fuel decreases, the position of the center of gravity G of the entire ship in front of and behind the lift acting point L is considered. Since the fuel tank center of gravity F and the fuel tank's center of gravity F are located at appropriate positions relative to each other, the trim moment due to the decrease in fuel consumption is reduced, and the hull posture naturally gradually moves toward the bow trim. It will change. At this time, the angle of attack of the hydrofoil 4 automatically decreases to a predetermined angle, and the lift also decreases to a predetermined value. As a result, it is possible to maintain a stable wing running state while maintaining constant water drainage, without reducing the control force of the hull attitude and without significantly increasing resistance.
【００２１】 また、揚力作用点Ｌを浮心位置Ｂより後方にくるようにすると、何らかの原因 で揚力が急激に減少した場合には、船体が翼の迎角を増す方向にトリムするので 船体の揚力が増加し、船体を所定の姿勢に戻そうとする力が働くという利点があ る。Further, if the lift action point L is located behind the buoyancy position B, if the lift force suddenly decreases for some reason, the hull is trimmed in the direction of increasing the attack angle of the wing. There is an advantage that the lift is increased and the force that tries to return the hull to a predetermined posture is exerted.
【００２２】[0022]
以上説明したように、本考案によれば、複合支持型船舶において、揚力作用点 を挟んで前後にそれぞれ船全体の重心と燃料タンクの重心位置とが適当な相対位 置となるようにしたので、航海中の燃料消費に伴う全体重量の変化によって、所 定の船首トリムを形成するような船体姿勢制御が自然に行われる。その結果、燃 料減少とともに翼迎角が所定の角度まで自然に減少して翼揚力が所定の値まで減 少させることができる。このように、出港から最終航海を終えて入港するまでの 間の全航海において、燃料タンクに積載した燃料が消費されていくに伴い全体重 量が変化しても、これに応じて自動的に翼揚力を所定の値に抑制することができ るため、常に所定の船体姿勢を保持でき、安定した航走が可能となる。 As described above, according to the present invention, in the composite support type ship, the center of gravity of the entire ship and the position of the center of gravity of the fuel tank are located at appropriate relative positions with respect to the lift action point. The hull attitude control that naturally forms a certain bow trim is naturally performed by the change in the total weight due to the fuel consumption during voyage. As a result, as the fuel decreases, the blade attack angle naturally decreases to a predetermined angle, and the blade lift can be reduced to a predetermined value. In this way, even if the total weight changes as the fuel loaded in the fuel tank is consumed during the entire voyage from the departure of the port to the end of the final voyage, it automatically responds accordingly. Since the wing lift can be suppressed to a predetermined value, a predetermined hull attitude can be maintained at all times, and stable navigation is possible.
【図１】本考案の実施例にかかる複合支持型船舶の側面
図である。FIG. 1 is a side view of a composite support type ship according to an embodiment of the present invention.
【図２】同横断面図である。FIG. 2 is a transverse sectional view of the same.
【図３】本考案の船全体の重心と揚力作用点及び燃料タ
ンク重心との位置関係を示す図面である。FIG. 3 is a view showing a positional relationship between the center of gravity of the entire ship of the present invention, a lift acting point, and a center of gravity of a fuel tank.
【図４】(a)、(b) は、複合支持型船舶における航走状
態を説明するための側面図と横断面図である。4 (a) and 4 (b) are a side view and a cross-sectional view for explaining a sailing state in a composite support type ship.
１…上部船体 ２…下部船体 ３…センタストラット ４…水中翼 ５…サイドストラット ８…燃料タンク Ｇ…船全体の重心 Ｆ…燃料タンクの重心 Ｌ…揚力作用点 Ｂ…浮心 1 ... Upper hull 2 ... Lower hull 3 ... Center strut 4 ... Hydrofoil 5 ... Side strut 8 ... Fuel tank G ... Center of gravity of entire ship F ... Center of gravity of fuel tank L ... Lifting point B ... Floating center
Claims (1)
し、翼走時には下部船体の浮力と水中翼の揚力の双方で
船体を支持する複合支持型の船舶において、燃料タンク
の重心位置を揚力作用点を挟んで船全体の重心位置より
後方にくるように構成してなる複合支持型超高速船。[Claims for utility model registration] [Claim 1] A composite support type ship having a hull composed of an upper hull and a lower hull, and supporting the hull by both buoyancy of the lower hull and lift of the hydrofoil when the wing is running. In the composite-supported ultra-high-speed ship, in which the position of the center of gravity of the fuel tank is located behind the position of the center of gravity of the entire ship with the lift acting point interposed therebetween.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1991058685U JP2502917Y2 (en) | 1991-07-25 | 1991-07-25 | Composite support type super high speed ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1991058685U JP2502917Y2 (en) | 1991-07-25 | 1991-07-25 | Composite support type super high speed ship |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0510190U true JPH0510190U (en) | 1993-02-09 |
| JP2502917Y2 JP2502917Y2 (en) | 1996-06-26 |
Family
ID=13091410
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1991058685U Expired - Fee Related JP2502917Y2 (en) | 1991-07-25 | 1991-07-25 | Composite support type super high speed ship |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2502917Y2 (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5449790A (en) * | 1977-09-22 | 1979-04-19 | Eiji Aida | Engine room attached to exterior of bottom of hull for large high speed hydrofoil craft |
-
1991
- 1991-07-25 JP JP1991058685U patent/JP2502917Y2/en not_active Expired - Fee Related
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5449790A (en) * | 1977-09-22 | 1979-04-19 | Eiji Aida | Engine room attached to exterior of bottom of hull for large high speed hydrofoil craft |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2502917Y2 (en) | 1996-06-26 |
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