CA1243904A - Rudder for ships travelling in ocean areas where there is an ice risk - Google Patents
Rudder for ships travelling in ocean areas where there is an ice riskInfo
- Publication number
- CA1243904A CA1243904A CA000416751A CA416751A CA1243904A CA 1243904 A CA1243904 A CA 1243904A CA 000416751 A CA000416751 A CA 000416751A CA 416751 A CA416751 A CA 416751A CA 1243904 A CA1243904 A CA 1243904A
- Authority
- CA
- Canada
- Prior art keywords
- rudder
- guide head
- rotor
- blade
- ice
- Prior art date
- 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.)
- Expired
Links
Landscapes
- Structures Of Non-Positive Displacement Pumps (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
- Butt Welding And Welding Of Specific Article (AREA)
- Accessory Devices And Overall Control Thereof (AREA)
- Farming Of Fish And Shellfish (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
The present invention relates to a rudder for ships travelling in ocean areas where there is a risk of ice and whose rudder blade end is provided with a lift prestress profile, which is constructed as a symmetrical thickened or widened portion and which has at its profile end an ice cutter tapering in blade-like manner towards the end. Upstream of the rudder blade, whose leading edge can carry a rotor, can be connected a fixed guide head, which can also be frontally provided with a rotor. As a result of this measure the rudder action is improved and it is possible for the ship to move astern in the ice.
The present invention relates to a rudder for ships travelling in ocean areas where there is a risk of ice and whose rudder blade end is provided with a lift prestress profile, which is constructed as a symmetrical thickened or widened portion and which has at its profile end an ice cutter tapering in blade-like manner towards the end. Upstream of the rudder blade, whose leading edge can carry a rotor, can be connected a fixed guide head, which can also be frontally provided with a rotor. As a result of this measure the rudder action is improved and it is possible for the ship to move astern in the ice.
Description
~ 23589-89 The invention relates to a rudder for ships travelling in ocean areas where -there is an ice risk.
Ships travelling in areas where there is an ice risk, often have difEiculties in keeping their course stable, particu-larly when moving astern, due to drifting ice. The reason is that the rudder action is impaired by the ice and in fact the rudder can even be damaged, because an adequate ice repelling action cannot be ensured and also the rudder is exposed to a high pressure side action.
The problem of the present invention is to improve the rudder action, whilst simultaneously improving the pres-sure side action on the rudder, the course stability and the propeller efficiency of ships travelling in ocean areas where there is a risk of ice, even when moving astern.
The present invention provides a rudder for ships travelling ocean areas where there is an ice risk, wherein the rudder has a rudder blade, the rudder blade having a rear end and being provided with a lift prestress profile, which is constructed as a thickened portion that widens symmetrically towards the rear end, said rear end of the rudder blade being provided on each side with one sharp edge, said rear end of the rudder blade having an ice cutter terminally tapering in blade--like manner and having lateral outer side walls of the ice cutter whlch pass into the lift prestress profile of the rudder blade, accompanied by the formation of said sharp edges, via wall sections extending perpendicularly to the longitudinal axis of the rudder blade, the rudder including a guide head at the forward end thereof.
Due to the lift prestress profi].e, the case of a zero rudder angle amidships produces a lift on either side of the rudder in opposite directions and therefore compensating one another. There is a very marked increase in the l.ift, even in ~' ~2~
Ships travelling in areas where there is an ice risk, often have difEiculties in keeping their course stable, particu-larly when moving astern, due to drifting ice. The reason is that the rudder action is impaired by the ice and in fact the rudder can even be damaged, because an adequate ice repelling action cannot be ensured and also the rudder is exposed to a high pressure side action.
The problem of the present invention is to improve the rudder action, whilst simultaneously improving the pres-sure side action on the rudder, the course stability and the propeller efficiency of ships travelling in ocean areas where there is a risk of ice, even when moving astern.
The present invention provides a rudder for ships travelling ocean areas where there is an ice risk, wherein the rudder has a rudder blade, the rudder blade having a rear end and being provided with a lift prestress profile, which is constructed as a thickened portion that widens symmetrically towards the rear end, said rear end of the rudder blade being provided on each side with one sharp edge, said rear end of the rudder blade having an ice cutter terminally tapering in blade--like manner and having lateral outer side walls of the ice cutter whlch pass into the lift prestress profile of the rudder blade, accompanied by the formation of said sharp edges, via wall sections extending perpendicularly to the longitudinal axis of the rudder blade, the rudder including a guide head at the forward end thereof.
Due to the lift prestress profi].e, the case of a zero rudder angle amidships produces a lift on either side of the rudder in opposite directions and therefore compensating one another. There is a very marked increase in the l.ift, even in ~' ~2~
- 2 - 23589-89 the case of the smallest rudder angles, because i-t is reduced on one side and rises sharply on the other side, building up on the prestress.
The provision on each side of a sharp edge, signifi-cantly improves the pressure side action. Accompanied by the formation of sharp edges, the outer wall faces of the ice cutter can pass into the liEt prestress profile of the rudder blade, so that an ice repelling action is possible, when the ship is moving astern.
The rudder may be combined with a rotor rudder, where there can be two different constructional embodiments:
a) the rotor is housed in a fixed rudder post or in a guide head, or b) the rotor is housed in the movable part, i.e. in the rudder blade, the rotor being hydraulically, electrically or mechanically drivable by a drive in the ship.
To prevent twist of the slipstream, the rudder post may also be provided with a sweep back, which can once again be combined with various possibilities for the rudder arrangement and association.
To increase the course stability and improve the propeller efficiency, the rudder blade may be provided with a Costa member constructed in per se known manner, so that the slightly increased resistance of the rudder with the lift pre-stress proEile is compensated again by a simple measure, which is advantageous in ice.
Further adv~ntageous developments of the invention can be gathered from the subc]aims.
The invention is described in greater detail hereinafter relative to em~odiments and the attached drawings~ wherein show:
Fig. 1 the blade of a rudder with a lift prestress profile, a shaped-on ice cutter and sharp edges forrned on either side of the rudder blade. 0 Fig. 2 the rear end area of t~.e rudder blade accorcling to Fig.1 cn a ]arger scale.
Figs. 3, the rudder blade provided wi-th a lift 4 and 5 prestress profile having a fixed guide head in different constructions.
15 Fig. 6 a rudder blade according to Fig. 1 with a lift prestress profile and with a rotor arranged on the leading edge side.
Figs. 7, a rudder blade according to Fig. 1 with 2U 8 and 9 an upstream positioned guide heacl, which is frontally provided with a rotor, in different constructions.
Figs. 10, a rudder blac7e according to Fig. 1, 11 and 12 wi-th an upstream fixed`guide head with a rotor arranged between the latter and the rudder blade~ in different constructions.
Figs. 13 a rudder blade according to Fig. 1 with and 14 an ups-tream fixed guicle head, a rotor arranged betwcen the latter and the rudder
The provision on each side of a sharp edge, signifi-cantly improves the pressure side action. Accompanied by the formation of sharp edges, the outer wall faces of the ice cutter can pass into the liEt prestress profile of the rudder blade, so that an ice repelling action is possible, when the ship is moving astern.
The rudder may be combined with a rotor rudder, where there can be two different constructional embodiments:
a) the rotor is housed in a fixed rudder post or in a guide head, or b) the rotor is housed in the movable part, i.e. in the rudder blade, the rotor being hydraulically, electrically or mechanically drivable by a drive in the ship.
To prevent twist of the slipstream, the rudder post may also be provided with a sweep back, which can once again be combined with various possibilities for the rudder arrangement and association.
To increase the course stability and improve the propeller efficiency, the rudder blade may be provided with a Costa member constructed in per se known manner, so that the slightly increased resistance of the rudder with the lift pre-stress proEile is compensated again by a simple measure, which is advantageous in ice.
Further adv~ntageous developments of the invention can be gathered from the subc]aims.
The invention is described in greater detail hereinafter relative to em~odiments and the attached drawings~ wherein show:
Fig. 1 the blade of a rudder with a lift prestress profile, a shaped-on ice cutter and sharp edges forrned on either side of the rudder blade. 0 Fig. 2 the rear end area of t~.e rudder blade accorcling to Fig.1 cn a ]arger scale.
Figs. 3, the rudder blade provided wi-th a lift 4 and 5 prestress profile having a fixed guide head in different constructions.
15 Fig. 6 a rudder blade according to Fig. 1 with a lift prestress profile and with a rotor arranged on the leading edge side.
Figs. 7, a rudder blade according to Fig. 1 with 2U 8 and 9 an upstream positioned guide heacl, which is frontally provided with a rotor, in different constructions.
Figs. 10, a rudder blac7e according to Fig. 1, 11 and 12 wi-th an upstream fixed`guide head with a rotor arranged between the latter and the rudder blade~ in different constructions.
Figs. 13 a rudder blade according to Fig. 1 with and 14 an ups-tream fixed guicle head, a rotor arranged betwcen the latter and the rudder
3;0 blade and a ~urther rotor arranged on the-leading edge of the guide head, in - different constructions.
.
Figs.~15l the rudder blade of Fig. 1 with a rotor 16 and 17 arranged on the leadlng edge side and an .
upstream guide head, in di~ferent constructions.
Figs. 18, the r~dcler blade of Fig. 1 with a ro-tor 19 and 20 arranged on its leading edge, and an upstream fixed guide head, carrying on its leading edge a further rotor, in different constructions. ' F],g. 21 a rudder blade with a Costa me~lber in a plan view.
,Fig. 22 a side view,of the rudder blade of Fig. 1.
F'igo 23 the rudder blade with a sweepback formed on its end.
Fig. 24 the current path in the case of a rudder profile with a lift prestress and the rudder at a zero angle.
Fig. 25 the current path for a rudder profile with a lif`t prestress with the rudder angle differing from zero degrees.
Fig. 26 the current path in the case of a rudder ~ 20 profile with a lift prestress with a - fixed guide head connected upstream of the rudder bl~ad~eD
Fig. 27 the current.path in the case of a rudder profile with a lift prestress and a rotor connected upstream of the rudder blade.
Rudder 10 of Figs. 1 to 23 comprises rudder blade 11, which is pivotable about the pivot axis 12 by means of drives, which are not shown in the drawings. The rear end of rudder blade 11 is designa-~ ted lla ~nd the leading edge thereo~ is designated 13.
The blade 11 of r~dder 10 is provided at its end lla in the embodiment shown in Figs. l and 2 with a profiling or profiled member which, in the . ~ . .
.
.
case o-f a zero rudder angle, produces on either side of the rudder, oppositely directed and therefore self-compensating lift effects. This lef-t prestress profile is designated 20 and is constructed as a symmetrical thickened or widened portion 21 of end ~la of the rudder blade.
Normal rudder profiles give rise a-t the rudder head to a compression of the current path, which leads to -an underpressure and in the case of 1-0 correct configuration in point ~ brings about a forwardly directed buoyancy, so that the profile resistance is raised (Fig. 24). As a result of a symme'crical thickened portion 21 of the rudder end, the current in contact with the profile undergoes fur-ther acceleration at point B, which gives rise to an additional buoyancy vector and produces a lift prestress. At a rudder angle, the transverse force on the back is considerably increased, so that the current is deflected more.
Although the current deflection is less on the - suction side, the profile shape with its lift .
prestress produces an additional buoyancy, so that the overall rudder trasverse force is improved - (Fig. 25).
This lift prestress profile 20 is obtained by the symmetrical thickened or widened por-tion 21 at end lla of blade 11 of rudder 10.
TQ prevent an uncontrolled separat1on of the current, on either side of rudder blade 11, the lift prestress profile ~0 passes into sh~rp edges 22 (Fig. 2). A corresponding dead water behind the rudder blade acts in the same way as a profile ~ extension and, on adjust~ent, also increases the - rudder action.
. :
:
.. .
' - 6 _ ~2~
According to another embodimen-t blade 11 of rudder 10 has in the vicinity of the liEt prestress profile 20 an ice cutter 25, which terminally tapers in blade-like manner. When the ship is moving astern in ice, this leads to the particular advantage -that the ice is repelled by this cut-ter. The outer wall surfaces 25a oE ice cutter 25 pass into the lift prestress profile 20 of rudder blade 11, accompanied by the formation of sharp edges 22 on ei-ther side, via wall sections 25b extending perpendicularly to the longitudinal axis of the rudder blade.
However, it is possible to provide other profiles or profiled members at the rudder end, but they must be such that a lift prestress is obtained, i.e. the profile or profiled member at the rudder end must be such that in the case of a zero rudder angle amidships a lift is produced on either side of the rudder, which is oppositely directed and therefore is self-compensating. However, even in the case of the smallest rudder angles, the lift rises very sharply, because it decreases on one side, whilst on the other side, building up on the pres-tress, it rises sharply. The possibility also exists of providing the rudder post of rudder 10 with a sweepback 60 (Fig. 23), whose end areas are then interconnected or pass into the ice cutter 25, so that the ice is repelled when the ship is moving astern in ice.
By fitting an ice cutter 25 behind the lif-t prestress profile 20, the rudder can also be used for the highest ice class and the rudder blade and spindle are effectively protected when moving astern. In the manner shown in Figure 2, apart from being shaped like an ice cutter, it can be provided with ice-repelling surfaces.
:~2~
The rudder lO sho~ in Figs. 3 to 20 and provided with 1;he rudder b]ade ll having the lift prestress profile 20 is combined wi-th a guide head and/or rotors, in accordance with the - 5 various embcdiments.
According to Figs. 3 to S, rudder blade ll of rudder lO is provided with a fixed guide head - 30, which is connected upstream of the pivotable blade ll and can be shaped in many different ~o ways.
In the embodiment of Fig. 6, blade ll of rudder 10 is provided with a rotor 40, which is positioned on the leading edge 13 o~ blade ll.
Figs. 7 to 9 show various embodiments of a rudder blade ll with an upstream fixed guide head 30, which carries on its leading edge side a rotor 140. Rotor 140 can have different diameters and the fixed guide head 30 can have di~ferent shapesO
In the case of the embodiments shown in ~igs. lO to 12, between blade ll of rotor lO and fixed guide head 30 is provided a rotor 24~. Once again the guide head 30 can be shaped in different ; ways and the rotor can have different diameters.
- It is possible to arran~e rotor 240 between rudder blade ll and guide head 30. Howevér, it is also possible to positioned rotor 240 in the rear area of guide head 30.
According to the embodiments of Figs. 13 and 14~ a rotor 240 can be arranged between blade ll of rotor lO and the fixed guide head 30, whilst on its leading edge side guide head 30 also carries a rotor 140.
In the embodiment of Figs. 15 to 17 the rudder blade ll carries on its leading edge side rotor 40.
3 [34 A fixed guide head 30 is positioned upstream of the thus constructed rudder blade 11 with rotor 40.
Bo-th rudder blade 11 and the upstream guide head 30 can be provided in each case with a rotor.
In accordance with Figs. 18 to 20, on the leading edge side of rudder blade 11 carries a rotor 40 5uide head 30 is also provided on the leading edge side with a rot~r 140. Once again guide head 1030 can have dif~erent shapes and rotor 40 or 140 can have different diameters.
Rotors 40, 140, 240 are driven hydraulically, electrically or mechanically, preferably by a not shown drive arranged in the ship.
15To improve the course ~tability ~nd improve the propeller efficiency, according to the embodiment of Figs, 21 and 22 blade 11 of rudder 10 is provided with a Costa member 50. This is constituted by toroidally shaped portions on the two rudder blade side walls.
' -.
:;
: : -: ~ :
' .' ' ' , , ~, !
.
Figs.~15l the rudder blade of Fig. 1 with a rotor 16 and 17 arranged on the leadlng edge side and an .
upstream guide head, in di~ferent constructions.
Figs. 18, the r~dcler blade of Fig. 1 with a ro-tor 19 and 20 arranged on its leading edge, and an upstream fixed guide head, carrying on its leading edge a further rotor, in different constructions. ' F],g. 21 a rudder blade with a Costa me~lber in a plan view.
,Fig. 22 a side view,of the rudder blade of Fig. 1.
F'igo 23 the rudder blade with a sweepback formed on its end.
Fig. 24 the current path in the case of a rudder profile with a lift prestress and the rudder at a zero angle.
Fig. 25 the current path for a rudder profile with a lif`t prestress with the rudder angle differing from zero degrees.
Fig. 26 the current path in the case of a rudder ~ 20 profile with a lift prestress with a - fixed guide head connected upstream of the rudder bl~ad~eD
Fig. 27 the current.path in the case of a rudder profile with a lift prestress and a rotor connected upstream of the rudder blade.
Rudder 10 of Figs. 1 to 23 comprises rudder blade 11, which is pivotable about the pivot axis 12 by means of drives, which are not shown in the drawings. The rear end of rudder blade 11 is designa-~ ted lla ~nd the leading edge thereo~ is designated 13.
The blade 11 of r~dder 10 is provided at its end lla in the embodiment shown in Figs. l and 2 with a profiling or profiled member which, in the . ~ . .
.
.
case o-f a zero rudder angle, produces on either side of the rudder, oppositely directed and therefore self-compensating lift effects. This lef-t prestress profile is designated 20 and is constructed as a symmetrical thickened or widened portion 21 of end ~la of the rudder blade.
Normal rudder profiles give rise a-t the rudder head to a compression of the current path, which leads to -an underpressure and in the case of 1-0 correct configuration in point ~ brings about a forwardly directed buoyancy, so that the profile resistance is raised (Fig. 24). As a result of a symme'crical thickened portion 21 of the rudder end, the current in contact with the profile undergoes fur-ther acceleration at point B, which gives rise to an additional buoyancy vector and produces a lift prestress. At a rudder angle, the transverse force on the back is considerably increased, so that the current is deflected more.
Although the current deflection is less on the - suction side, the profile shape with its lift .
prestress produces an additional buoyancy, so that the overall rudder trasverse force is improved - (Fig. 25).
This lift prestress profile 20 is obtained by the symmetrical thickened or widened por-tion 21 at end lla of blade 11 of rudder 10.
TQ prevent an uncontrolled separat1on of the current, on either side of rudder blade 11, the lift prestress profile ~0 passes into sh~rp edges 22 (Fig. 2). A corresponding dead water behind the rudder blade acts in the same way as a profile ~ extension and, on adjust~ent, also increases the - rudder action.
. :
:
.. .
' - 6 _ ~2~
According to another embodimen-t blade 11 of rudder 10 has in the vicinity of the liEt prestress profile 20 an ice cutter 25, which terminally tapers in blade-like manner. When the ship is moving astern in ice, this leads to the particular advantage -that the ice is repelled by this cut-ter. The outer wall surfaces 25a oE ice cutter 25 pass into the lift prestress profile 20 of rudder blade 11, accompanied by the formation of sharp edges 22 on ei-ther side, via wall sections 25b extending perpendicularly to the longitudinal axis of the rudder blade.
However, it is possible to provide other profiles or profiled members at the rudder end, but they must be such that a lift prestress is obtained, i.e. the profile or profiled member at the rudder end must be such that in the case of a zero rudder angle amidships a lift is produced on either side of the rudder, which is oppositely directed and therefore is self-compensating. However, even in the case of the smallest rudder angles, the lift rises very sharply, because it decreases on one side, whilst on the other side, building up on the pres-tress, it rises sharply. The possibility also exists of providing the rudder post of rudder 10 with a sweepback 60 (Fig. 23), whose end areas are then interconnected or pass into the ice cutter 25, so that the ice is repelled when the ship is moving astern in ice.
By fitting an ice cutter 25 behind the lif-t prestress profile 20, the rudder can also be used for the highest ice class and the rudder blade and spindle are effectively protected when moving astern. In the manner shown in Figure 2, apart from being shaped like an ice cutter, it can be provided with ice-repelling surfaces.
:~2~
The rudder lO sho~ in Figs. 3 to 20 and provided with 1;he rudder b]ade ll having the lift prestress profile 20 is combined wi-th a guide head and/or rotors, in accordance with the - 5 various embcdiments.
According to Figs. 3 to S, rudder blade ll of rudder lO is provided with a fixed guide head - 30, which is connected upstream of the pivotable blade ll and can be shaped in many different ~o ways.
In the embodiment of Fig. 6, blade ll of rudder 10 is provided with a rotor 40, which is positioned on the leading edge 13 o~ blade ll.
Figs. 7 to 9 show various embodiments of a rudder blade ll with an upstream fixed guide head 30, which carries on its leading edge side a rotor 140. Rotor 140 can have different diameters and the fixed guide head 30 can have di~ferent shapesO
In the case of the embodiments shown in ~igs. lO to 12, between blade ll of rotor lO and fixed guide head 30 is provided a rotor 24~. Once again the guide head 30 can be shaped in different ; ways and the rotor can have different diameters.
- It is possible to arran~e rotor 240 between rudder blade ll and guide head 30. Howevér, it is also possible to positioned rotor 240 in the rear area of guide head 30.
According to the embodiments of Figs. 13 and 14~ a rotor 240 can be arranged between blade ll of rotor lO and the fixed guide head 30, whilst on its leading edge side guide head 30 also carries a rotor 140.
In the embodiment of Figs. 15 to 17 the rudder blade ll carries on its leading edge side rotor 40.
3 [34 A fixed guide head 30 is positioned upstream of the thus constructed rudder blade 11 with rotor 40.
Bo-th rudder blade 11 and the upstream guide head 30 can be provided in each case with a rotor.
In accordance with Figs. 18 to 20, on the leading edge side of rudder blade 11 carries a rotor 40 5uide head 30 is also provided on the leading edge side with a rot~r 140. Once again guide head 1030 can have dif~erent shapes and rotor 40 or 140 can have different diameters.
Rotors 40, 140, 240 are driven hydraulically, electrically or mechanically, preferably by a not shown drive arranged in the ship.
15To improve the course ~tability ~nd improve the propeller efficiency, according to the embodiment of Figs, 21 and 22 blade 11 of rudder 10 is provided with a Costa member 50. This is constituted by toroidally shaped portions on the two rudder blade side walls.
' -.
:;
: : -: ~ :
' .' ' ' , , ~, !
Claims (8)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A rudder for ships travelling ocean areas where there is an ice risk, wherein the rudder has a rudder blade, the rudder blade having a rear end and being provided with a lift prestress profile, which is constructed as a thickened portion that widens symmetrically towards the rear end, said rear end of the rudder blade being provided on each side with one sharp edge, said rear end of the rudder blade having an ice cutter terminally tapering in blade-like manner and having lateral outer side walls of the ice cutter which pass into the lift prestress profile of the rudder blade, accompanied by the forma-tion of said sharp edges, via wall sections extending perpendi-cularly to the longitudinal axis of the rudder blade, the rudder including a guide head at the forward end thereof.
2. A rudder as claimed in claim 1, wherein said guide head is a fixed guide head.
3. A rudder as claimed in claim 1, wherein said guide head comprises a rotor.
4. A rudder as claimed in claim 1, wherein said guide head comprises a fixed guide head having a frontally arranged rotor.
5. A rudder as claimed in claim 1, wherein said guide head comprises a rotor arranged between the rudder blade and a fixed guide head.
6. A rudder as claimed in claim 1, wherein said guide head comprises a fixed guide head, with a first rotor posi-tioned upstream thereof and a second rotor downstream thereof.
7. A rudder as claimed in claim 1, wherein said guide head comprises a rotor with an upstream fixed guide head.
8. A rudder as claimed in claim 1, wherein said guide head comprises a first rotor with an upstream fixed guide head, which on the leading edge side carries a second rotor.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19828224238 DE8224238U1 (en) | 1982-08-27 | 1982-08-27 | OARS FOR ICE HAZARDOUS SHIPS |
| DEG8224238.0 | 1982-08-27 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1243904A true CA1243904A (en) | 1988-11-01 |
Family
ID=6743130
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000416751A Expired CA1243904A (en) | 1982-08-27 | 1982-12-01 | Rudder for ships travelling in ocean areas where there is an ice risk |
Country Status (4)
| Country | Link |
|---|---|
| CA (1) | CA1243904A (en) |
| DE (1) | DE8224238U1 (en) |
| FI (1) | FI76531C (en) |
| NO (1) | NO154003C (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU2610778C1 (en) * | 2016-03-28 | 2017-02-15 | Федеральное Государственное Автономное Образовательное Учреждение Высшего Профессионального Образования "Дальневосточный Федеральный Университет" (Двфу) | Icegoing vessel steering device |
-
1982
- 1982-08-27 DE DE19828224238 patent/DE8224238U1/en not_active Expired
- 1982-09-06 FI FI823075A patent/FI76531C/en not_active IP Right Cessation
- 1982-09-08 NO NO823038A patent/NO154003C/en unknown
- 1982-12-01 CA CA000416751A patent/CA1243904A/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU2610778C1 (en) * | 2016-03-28 | 2017-02-15 | Федеральное Государственное Автономное Образовательное Учреждение Высшего Профессионального Образования "Дальневосточный Федеральный Университет" (Двфу) | Icegoing vessel steering device |
Also Published As
| Publication number | Publication date |
|---|---|
| FI76531C (en) | 1988-11-10 |
| NO823038L (en) | 1984-02-28 |
| FI823075A0 (en) | 1982-09-06 |
| FI76531B (en) | 1988-07-29 |
| NO154003B (en) | 1986-03-24 |
| NO154003C (en) | 1986-07-02 |
| DE8224238U1 (en) | 1983-12-08 |
| FI823075L (en) | 1984-02-28 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |