US20080045093A1 - De-Coupling Clutch, Particularly for Marine Use - Google Patents
De-Coupling Clutch, Particularly for Marine Use Download PDFInfo
- Publication number
- US20080045093A1 US20080045093A1 US10/576,924 US57692404A US2008045093A1 US 20080045093 A1 US20080045093 A1 US 20080045093A1 US 57692404 A US57692404 A US 57692404A US 2008045093 A1 US2008045093 A1 US 2008045093A1
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- United States
- Prior art keywords
- clutch
- speed
- output shaft
- decoupling
- drive
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04M—TELEPHONIC COMMUNICATION
- H04M1/00—Substation equipment, e.g. for use by subscribers
- H04M1/02—Constructional features of telephone sets
- H04M1/0202—Portable telephone sets, e.g. cordless phones, mobile phones or bar type handsets
- H04M1/0206—Portable telephones comprising a plurality of mechanically joined movable body parts, e.g. hinged housings
- H04M1/0208—Portable telephones comprising a plurality of mechanically joined movable body parts, e.g. hinged housings characterized by the relative motions of the body parts
- H04M1/0214—Foldable telephones, i.e. with body parts pivoting to an open position around an axis parallel to the plane they define in closed position
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04M—TELEPHONIC COMMUNICATION
- H04M1/00—Substation equipment, e.g. for use by subscribers
- H04M1/02—Constructional features of telephone sets
- H04M1/0202—Portable telephone sets, e.g. cordless phones, mobile phones or bar type handsets
- H04M1/0206—Portable telephones comprising a plurality of mechanically joined movable body parts, e.g. hinged housings
- H04M1/0208—Portable telephones comprising a plurality of mechanically joined movable body parts, e.g. hinged housings characterized by the relative motions of the body parts
- H04M1/0214—Foldable telephones, i.e. with body parts pivoting to an open position around an axis parallel to the plane they define in closed position
- H04M1/0216—Foldable in one direction, i.e. using a one degree of freedom hinge
Definitions
- This invention relates to a decoupling clutch, particularly for marine use.
- a marine engine is coupled to a propeller via a gear-box which provides a single gear ratio.
- the speed of the watercraft is controlled by controlling the engine speed via a throttle.
- watercraft are geared so that they run most efficiently at their intended cruising speed.
- a large yacht may be designed to cruise at 35 to 40 knots and is thus geared to be most efficient and controllable at around that speed.
- a problem with this arrangement is that such craft are very difficult to operate at the low speeds that may be required, for example, when docking the craft. It is very difficult to dock a boat safely if, for example, the lowest speed that the boat will satisfactorily travel at, is around 10 knots.
- a further problem which occurs with watercraft is “clunking” which occurs as a watercraft is put into forward or reverse gear. Whilst it is not a serious problem from an operational point of view, clearly a person spending a large sum of money to buy a watercraft, particularly at the more expensive end of the market, might expect to get a transmission system which does not “clunk” when the craft is put into gear.
- the present invention concerns the provision of a decoupling clutch in a drive shaft, most preferably a drive shaft of a watercraft of the like.
- the decoupling clutch is separate from the transmission and is not associated with a gearbox or the like.
- the clutch does not change the direction of rotation of the drive shaft and has a single clutch area.
- the advantage of having a single clutch area is that the clutch may be slipped at any speed or torque. This also allows for high energy launches and driveline protection.
- a control system is provided for controlling slippage of the clutch.
- the slip speed of the clutch is controlled by monitoring both the input shaft speed and the output propeller speeds.
- the output speed may be used as an input to control the slip speed, allowing for clutch slip at any speed and torque.
- the present invention provides a decoupling clutch system for use in a marine craft, the system including a decoupling clutch having a single clutch area and being separate from and not associated with a gearbox or the like, the decoupling clutch system including an input shaft for operative connection to a drive shaft of the marine craft, and being arranged to drive, via the decoupling clutch, an output shaft which, in use, is operatively connected to a propeller, jet drive or the like of the marine craft, the decoupling clutch system further including a piston or the like for controlling engagement of the clutch, a control system, means for monitoring the input shaft speed and transmitting the input shaft speed to the control system, means for monitoring the output shaft speed and transmit he output shaft speed to the control system, the control system being arranged to control slippage of the clutch by monitoring both the input shaft speed and the output shaft speeds and adjusting the engaging forces on the clutch to adjust clutch slippage accordingly.
- the decoupling clutch typically includes an input shaft and friction plates which are splined to the input shaft.
- Drive is provided to the output shaft through clutch plates which are splined to a clutch drum which is in turn, splined to an output shaft.
- the output shaft and input shaft may be reversed, with the friction plates splined to the output shaft.
- a piston or the like may be provided to force the friction plates and clutch plates together to transfer drive from the input shaft to the output shaft.
- the force provided by the piston is controlled by controlling the pressure in the piston using direct acting high flow electro hydraulic solenoids.
- a biasing ns such as a return spring may be provided to disengage the piston.
- the control system typically monitors driver input, input speed and output speed to control the output speed through control of piston pressure.
- the various modes may be programmed into the control means which using feedback from sensors automatically controls the piston to ensure that the system operates in the correct mode—normal, trolling, docking etc.
- the present invention provides a number of significant advantages over existing systems. By controlled slipping of the clutch or disengaging the clutch during forward or reverse gear engagement transmission “clunk” can be eliminated. By using controlled slip across the clutch automatically corrects for clutch wear/clearance, oil type, oil degradation, oil levels and is not affected by temperature.
- the control of slip speed together with a single area clutch allows the clutch to slip at any speed or torque which achieves high energy launches and also protects the driveline of a marine craft when the craft's propeller contacts obstacles such as the sea bed, branches, rocks or the like.
- controlled slippage of the clutch may also be used for slow speed operation of marine craft for trolling and docking functions without the need for a more complex and expensive two speed gearbox.
- the present invention also allows additional functionality in the form of a “Hi-launch energy” mode in which the clutch is slipped to reduce the load on the engine which allows the engine to rev to maximum torque before locking the clutch on.
- FIG. 1 is a section through de-coupling clutch embodying the present invention.
- FIG. 2 shows the de-coupling clutch of FIG. 1 and an associated control system.
- FIGS. 3 a to 3 d schematically illustrate the use of the de-coupling clutch of FIG. 1 in various watercraft having differing transmission systems.
- a marine de-coupling clutch 10 for a waters embodying the present invention is shown.
- the clutch is enclosed in a casing 11 .
- An input in the form of a rotating shaft having torque provides drive via a damper 12 to an input shaft 14 .
- the input shaft 14 is connected to an output shaft 16 via a clutch means 18 .
- the clutch means 18 includes friction plates 20 which are splined to the input shaft 14 .
- a singe clutch area is provided.
- Drive is provided to the output shaft 16 through the clutch steel plates 22 which are splined to clutch drum 24 which is in turn, splined to the output shaft 16 .
- the clutch further includes a piston 26 which is arranged to provide force to compress the friction plates 20 and steel plates 22 together. There is only a drive path through the clutch when the friction plates 20 and steel plates 22 are forced together by the piston.
- the force provided by the piston is controlled by controlling the pressure in the piston using direct acting high flow electro hydraulic solenoids 36 (refer to FIG. 2 ).
- a return spring 30 pushes the piston off.
- Pressure is supplied to the solenoids through an axially mounted pump 28 linked to a regulator valve.
- the system includes a centrifugal dam 34 to prevent the clutch self-applying due to rotational speed.
- the system includes an embedded control system which monitors driver input, and includes an input speed sensor 38 , an output speed sensor 40 and a temperature sensor 42 whose signals are fed to an electronic control unit 44 which control the slip speed (the out speed minus the input speed).
- the control system controls the output speed through control of piston pressure via an electrical signal sent to the electro hydraulic solenoid 36 .
- the electronic control unit may receive input signals indicative of the engine's throttle position 26 and gear position 48 .
- the system may receive electronic requests for the various modes that the system operates in such as docking, trolling, hi-launch energy, via a CAN/BUS 50 for example from any suitable input such as buttons, levers, radio controls or the like.
- the engine speed is increased with the de-coupling clutch disengaged, and the clutch then engaged to provide a sudden impetus to the watercraft.
- the present invention provides a stand alone controllable clutch which is entirely independent of the transmission of the watercraft.
- the system does not change the direction of rotation of the transmission shaft.
- the system may be fitted to any type of marine propulsion system such as jet drives, outboards, etc in which it acts as a speed control device.
- the system does not change drive direction and is not rotation direction sensitive.
- the clutch may also be used to achieve slip to protect the driveline of a marine craft, when the craft's propeller contacts obstacles such as branches, the sea bed, rocks or the like.
- the clutch may be used to maintain continuous slip to achieve high energy launches, in which the engine is driven at high rpm with the clutch slipping and the clutch is then engaged to accelerate the craft rapidly.
- FIGS. 3 a to 3 d schematically illustrate the use of the de-coupling clutch in a number of different watercraft having different drive systems.
- FIG. 1 illustrates the use of the decoupling clutch 10 in a boat 302 driven by an outboard motor 304 in which the decoupling clutch is installed in the drive shaft 306 between the motor 308 and propeller 310 .
- FIG. 3 b illustrates the use of the decoupling clutch 10 in a boat 320 with an inboard/outboard drive in which the decoupling clutch 10 is disposed between the inboard engine 322 and the outboard drive 324 .
- FIG. 3 c illustrates a yet further boat 340 which includes a shaft drive in which a de-coupling clutch is disposed in the output so between the engine/transmission 324 and propeller 344 .
- a de-coupling clutch may also be used with offset and step down shaft drives.
- FIG. 3 d illustrates a boat 360 having a V-drive system in which the de-coupling clutch is installed in the drive shaft 361 between the engine 362 and propeller drive 364 .
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- Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Telephone Set Structure (AREA)
- Casings For Electric Apparatus (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Stand alone decoupling clutch (10) is used in drive shafts, eg of watercraft. Clutch (10) is separate from any gearbox, etc, does not change the direction of rotation of the drive shaft, and has a single clutch area which allows slippage at any speed or torque. Electronic control system (44) controls slippage of the clutch (10) providing for low speed operation, high energy launches, driveline protection, etc. Slip speed is controlled sensing input shaft speed (38) and the output propeller speed (40) and altering hydraulic pressure accordingly on a clutch-compressing piston by opening direct-acting, high flow, electro-hydraulic solenoids (36).
Description
- This invention relates to a decoupling clutch, particularly for marine use.
- In most existing drives in watercraft, a marine engine is coupled to a propeller via a gear-box which provides a single gear ratio. The speed of the watercraft is controlled by controlling the engine speed via a throttle. Generally speaking, watercraft are geared so that they run most efficiently at their intended cruising speed. A large yacht may be designed to cruise at 35 to 40 knots and is thus geared to be most efficient and controllable at around that speed. However a problem with this arrangement is that such craft are very difficult to operate at the low speeds that may be required, for example, when docking the craft. It is very difficult to dock a boat safely if, for example, the lowest speed that the boat will satisfactorily travel at, is around 10 knots. It is also, in some cases, desirable to have a low gear ratio for applications where increased torque is required, or where low speed operation (trolling) is required, with a higher gear ratio for high speed operation. Although a number of multi-speed drive transmissions have been proposed for watercraft, to address this problem, those transmissions suffer from a number of problems, principally relating to the cost, size and complexity of the transmissions. For example, U.S. Pat. No. 6,350,165 discloses a watercraft which incorporates a two forward speed plus one reverse speed transmission which is based on a planetary gear apparatus and is consequently relatively high cost.
- A further problem which occurs with watercraft, is “clunking” which occurs as a watercraft is put into forward or reverse gear. Whilst it is not a serious problem from an operational point of view, clearly a person spending a large sum of money to buy a watercraft, particularly at the more expensive end of the market, might expect to get a transmission system which does not “clunk” when the craft is put into gear.
- It is an object of the present invention to address or alleviate at least some of the problems of the prior art.
- Any discussion of documents, acts, materials, devices, articles or the like which has been included in the present specification is solely for the purpose of providing a context for the present invention. It is not to be taken as an admission that any or all of these matters form part of the prior art base or were common general knowledge in the field relevant to the present invention as it existed before the priority date of each claim of this application.
- In a first broad aspect, the present invention concerns the provision of a decoupling clutch in a drive shaft, most preferably a drive shaft of a watercraft of the like. The decoupling clutch is separate from the transmission and is not associated with a gearbox or the like. The clutch does not change the direction of rotation of the drive shaft and has a single clutch area.
- The advantage of having a single clutch area is that the clutch may be slipped at any speed or torque. This also allows for high energy launches and driveline protection.
- A control system is provided for controlling slippage of the clutch. The slip speed of the clutch is controlled by monitoring both the input shaft speed and the output propeller speeds. The output speed may be used as an input to control the slip speed, allowing for clutch slip at any speed and torque.
- This in one preferred aspect, the present invention provides a decoupling clutch system for use in a marine craft, the system including a decoupling clutch having a single clutch area and being separate from and not associated with a gearbox or the like, the decoupling clutch system including an input shaft for operative connection to a drive shaft of the marine craft, and being arranged to drive, via the decoupling clutch, an output shaft which, in use, is operatively connected to a propeller, jet drive or the like of the marine craft, the decoupling clutch system further including a piston or the like for controlling engagement of the clutch, a control system, means for monitoring the input shaft speed and transmitting the input shaft speed to the control system, means for monitoring the output shaft speed and transmit he output shaft speed to the control system, the control system being arranged to control slippage of the clutch by monitoring both the input shaft speed and the output shaft speeds and adjusting the engaging forces on the clutch to adjust clutch slippage accordingly.
- The decoupling clutch typically includes an input shaft and friction plates which are splined to the input shaft. Drive is provided to the output shaft through clutch plates which are splined to a clutch drum which is in turn, splined to an output shaft. Alternatively the output shaft and input shaft may be reversed, with the friction plates splined to the output shaft. A piston or the like may be provided to force the friction plates and clutch plates together to transfer drive from the input shaft to the output shaft.
- In a preferred embodiment the force provided by the piston is controlled by controlling the pressure in the piston using direct acting high flow electro hydraulic solenoids. A biasing ns such as a return spring may be provided to disengage the piston.
- The control system typically monitors driver input, input speed and output speed to control the output speed through control of piston pressure. The various modes may be programmed into the control means which using feedback from sensors automatically controls the piston to ensure that the system operates in the correct mode—normal, trolling, docking etc
- The present invention provides a number of significant advantages over existing systems. By controlled slipping of the clutch or disengaging the clutch during forward or reverse gear engagement transmission “clunk” can be eliminated. By using controlled slip across the clutch automatically corrects for clutch wear/clearance, oil type, oil degradation, oil levels and is not affected by temperature.
- The control of slip speed together with a single area clutch allows the clutch to slip at any speed or torque which achieves high energy launches and also protects the driveline of a marine craft when the craft's propeller contacts obstacles such as the sea bed, branches, rocks or the like.
- Similarly controlled slippage of the clutch may also be used for slow speed operation of marine craft for trolling and docking functions without the need for a more complex and expensive two speed gearbox.
- Further the present invention also allows additional functionality in the form of a “Hi-launch energy” mode in which the clutch is slipped to reduce the load on the engine which allows the engine to rev to maximum torque before locking the clutch on.
- A specific embodiment of the present invention will now be described by way of example only, and with reference to the accompanying drawings in which:
-
FIG. 1 is a section through de-coupling clutch embodying the present invention; and -
FIG. 2 shows the de-coupling clutch ofFIG. 1 and an associated control system. -
FIGS. 3 a to 3 d schematically illustrate the use of the de-coupling clutch ofFIG. 1 in various watercraft having differing transmission systems. - Referring to
FIG. 1 , amarine de-coupling clutch 10 for a waters embodying the present invention is shown. The clutch is enclosed in acasing 11. An input in the form of a rotating shaft having torque provides drive via adamper 12 to aninput shaft 14. - The
input shaft 14 is connected to an output shaft 16 via a clutch means 18. - The clutch means 18 includes
friction plates 20 which are splined to theinput shaft 14. A singe clutch area is provided. Drive is provided to the output shaft 16 through theclutch steel plates 22 which are splined toclutch drum 24 which is in turn, splined to the output shaft 16. The clutch further includes apiston 26 which is arranged to provide force to compress thefriction plates 20 andsteel plates 22 together. There is only a drive path through the clutch when thefriction plates 20 andsteel plates 22 are forced together by the piston. - The force provided by the piston is controlled by controlling the pressure in the piston using direct acting high flow electro hydraulic solenoids 36 (refer to
FIG. 2 ). When pressure is not supplied, areturn spring 30 pushes the piston off. Pressure is supplied to the solenoids through an axially mountedpump 28 linked to a regulator valve. The system includes acentrifugal dam 34 to prevent the clutch self-applying due to rotational speed. - With reference to
FIG. 2 , the system includes an embedded control system which monitors driver input, and includes aninput speed sensor 38, anoutput speed sensor 40 and a temperature sensor 42 whose signals are fed to anelectronic control unit 44 which control the slip speed (the out speed minus the input speed). The control system controls the output speed through control of piston pressure via an electrical signal sent to the electrohydraulic solenoid 36. The electronic control unit may receive input signals indicative of the engine'sthrottle position 26 andgear position 48. The system may receive electronic requests for the various modes that the system operates in such as docking, trolling, hi-launch energy, via a CAN/BUS 50 for example from any suitable input such as buttons, levers, radio controls or the like. For a high launch energy mode, the engine speed is increased with the de-coupling clutch disengaged, and the clutch then engaged to provide a sudden impetus to the watercraft. - Thus, the present invention provides a stand alone controllable clutch which is entirely independent of the transmission of the watercraft. The system does not change the direction of rotation of the transmission shaft.
- The system may be fitted to any type of marine propulsion system such as jet drives, outboards, etc in which it acts as a speed control device. The system does not change drive direction and is not rotation direction sensitive.
- The clutch may also be used to achieve slip to protect the driveline of a marine craft, when the craft's propeller contacts obstacles such as branches, the sea bed, rocks or the like. The clutch may be used to maintain continuous slip to achieve high energy launches, in which the engine is driven at high rpm with the clutch slipping and the clutch is then engaged to accelerate the craft rapidly.
-
FIGS. 3 a to 3 d schematically illustrate the use of the de-coupling clutch in a number of different watercraft having different drive systems.FIG. 1 illustrates the use of the decoupling clutch 10 in aboat 302 driven by anoutboard motor 304 in which the decoupling clutch is installed in thedrive shaft 306 between the motor 308 andpropeller 310. -
FIG. 3 b illustrates the use of the decoupling clutch 10 in aboat 320 with an inboard/outboard drive in which thedecoupling clutch 10 is disposed between theinboard engine 322 and theoutboard drive 324. -
FIG. 3 c illustrates a yetfurther boat 340 which includes a shaft drive in which a de-coupling clutch is disposed in the output so between the engine/transmission 324 andpropeller 344. Although an in-line shaft drive is shown, the decoupling clutch may also be used with offset and step down shaft drives. -
FIG. 3 d illustrates aboat 360 having a V-drive system in which the de-coupling clutch is installed in thedrive shaft 361 between theengine 362 andpropeller drive 364. - The above we only examples and the system may be used in watercraft having other types of drive system.
- It will be appreciated by persons skilled in the art that numerous variations and/or modifications way be made to the invention as shown in the specific embodiments without departing from the spirit or scope of the invention as broadly described. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive.
Claims (8)
1. A decoupling clutch system for use in a marine craft, the system including a decoupling clutch having a single clutch area and being separate from and not associated with a gearbox or the like, the decoupling clutch system including an input shaft for operative connection to a drive shaft of the marine craft, and being arranged to drive, via the decoupling clutch, an output shaft which, in use, is operatively connected to a propeller, jet drive or the like of the marine craft, the decoupling clutch system further including a piston or the like for controlling engagement of the clutch, a control system, means for monitoring the input shaft speed and transmitting the input shaft speed to the control system, means for monitoring the output shaft speed and transmitting the output shaft speed to the control system, the control system being arranged to control slippage of the clutch by monitoring both the input shaft speed and the output shaft speeds and adjusting the engaging forces on the clutch to adjust clutch slippage accordingly.
2. A decoupling clutch system as claimed in claim 1 wherein the engaging force on the clutch provided by the piston is controlled by controlling the pressure in the piston using direct acting high flow electro hydraulic solenoids.
3. A decoupling clutch system as claimed in claim 1 or 2 including a biasing means such as a spring or the like, biased to disengage the clutch.
4. A decoupling clutch system as claimed in any one of claims 1 to 3 wherein friction plates are splined to the input shaft and drive is provided to the output shaft through clutch plates which are splined to a clutch drum which is splined to the output shaft.
5. A decoupling clutch system as claimed in any one of claims 1 to 3 wherein friction plates are splined to the output shaft and drive is provided from the input shaft through clutch plates which are splined to a clutch drum which is splined to the input shaft.
6. A watercraft including a drive unit including an engine and a transmission and an output shaft to a propeller, jet drive, or the like characterised by a decoupling clutch system including a clutch having a single clutch area and being separate from and not associated with a gearbox or the like and having an input shaft operatively connected to a drive shaft of the marine craft, and being arranged to drive, via the decoupling clutch, an output shaft which is operatively connected to a propeller, jet drive or the like of the marine craft, the decoupling clutch system further including a piston or the like for controlling engagement of the clutch, a control system, means for monitoring the input shaft speed and transmitting the input shaft speed to the control system, means for monitoring the output shaft speed and transmitting the output shaft speed to the control system, the control system being arranged to control slippage of the clutch by monitoring both the input shaft speed and the output shaft speeds and adjusting the engaging forces on the clutch to adjust clutch slippage accordingly.
7. A decoupling clutch system as claimed in claim 6 wherein the engaging force on the clutch provided by the piston is controlled by controlling the pressure in the piston using direct acting high flow electro hydraulic solenoids.
8. A decoupling clutch system as claimed in claim 6 or 7 including a biasing means such as a spring or the like, biased to disengage the clutch.
Applications Claiming Priority (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2003371759 | 2003-10-31 | ||
JP2003-371759 | 2003-10-31 | ||
JP2004133463A JP2005318248A (en) | 2004-04-28 | 2004-04-28 | Foldable mobile terminal |
JP2004-133463 | 2004-04-28 | ||
JP2004133462A JP2005318247A (en) | 2004-04-28 | 2004-04-28 | Foldable mobile terminal |
JP2004-133462 | 2004-04-28 | ||
PCT/AU2004/001428 WO2005037643A1 (en) | 2003-10-20 | 2004-10-20 | De-coupling clutch, particularly for marine use |
Publications (1)
Publication Number | Publication Date |
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US20080045093A1 true US20080045093A1 (en) | 2008-02-21 |
Family
ID=34557014
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/576,924 Abandoned US20080045093A1 (en) | 2003-10-31 | 2004-10-20 | De-Coupling Clutch, Particularly for Marine Use |
US10/576,942 Abandoned US20090104949A1 (en) | 2003-10-31 | 2004-10-29 | Connecting device, and small electronic apparatus and folding portable terminal apparatus having the same |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/576,942 Abandoned US20090104949A1 (en) | 2003-10-31 | 2004-10-29 | Connecting device, and small electronic apparatus and folding portable terminal apparatus having the same |
Country Status (4)
Country | Link |
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US (2) | US20080045093A1 (en) |
EP (1) | EP1679859A1 (en) |
TW (1) | TW200522661A (en) |
WO (1) | WO2005043869A1 (en) |
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- 2004-10-29 WO PCT/JP2004/016131 patent/WO2005043869A1/en not_active Application Discontinuation
- 2004-10-29 US US10/576,942 patent/US20090104949A1/en not_active Abandoned
- 2004-10-29 EP EP04817423A patent/EP1679859A1/en not_active Withdrawn
- 2004-10-29 TW TW093133214A patent/TW200522661A/en unknown
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US11396765B2 (en) | 2017-07-03 | 2022-07-26 | International Meteorological Consultant Inc. | Hinge and hinge roll |
Also Published As
Publication number | Publication date |
---|---|
WO2005043869B1 (en) | 2005-06-16 |
TW200522661A (en) | 2005-07-01 |
US20090104949A1 (en) | 2009-04-23 |
EP1679859A1 (en) | 2006-07-12 |
WO2005043869A1 (en) | 2005-05-12 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: NAUTITECH PTY LTD., AUSTRALIA Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:TAMBA, RICHARD TERRENCE;TAPPER, STEPHEN;DONNELLY, PAUL ANTHONY;REEL/FRAME:019050/0860 Effective date: 20060511 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |