DK160471B - SHIP HULL FORM - Google Patents
SHIP HULL FORM Download PDFInfo
- Publication number
- DK160471B DK160471B DK352584A DK352584A DK160471B DK 160471 B DK160471 B DK 160471B DK 352584 A DK352584 A DK 352584A DK 352584 A DK352584 A DK 352584A DK 160471 B DK160471 B DK 160471B
- Authority
- DK
- Denmark
- Prior art keywords
- hull
- waterline
- hull shape
- approximately
- kvi
- Prior art date
Links
Classifications
-
- 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
-
- 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
-
- 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
- B63B2001/066—Substantially vertical stems
Landscapes
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
- Underground Or Underwater Handling Of Building Materials (AREA)
- Diaphragms For Electromechanical Transducers (AREA)
Description
iin
DK 160471 BDK 160471 B
Den foreliggende opfindelse angår en skibsskrogform af deplacementty-pen.The present invention relates to a ship hull shape of the displacement type.
Ved givne hoveddimensioner kan konventionelle skrogformer opnå større 5 dødvægt ved at undervandsskrogets fyldighed øges, således at det totale deplacement forøges.With given head dimensions, conventional hull shapes can achieve greater dead weight by increasing the fullness of the underwater hull, thus increasing the total displacement.
For at forbedre en konventionel skrogforms tværskibsstabilitet udtrykt i initialmetacenterhøjden, kan skrogformens bredde øges, for derved at 10 opnå et større vandiinieinertimoment, eventuelt samtidig med en hævning af undervandsskrogets volumentyngdepunkt.In order to improve the cross-hull stability of a conventional hull form, expressed at the initial metacenter height, the width of the hull shape can be increased, thereby obtaining a greater water moment of inertia, possibly at the same time as raising the volume center of gravity of the underwater hull.
Imidlertid vil sådanne forandringer som forøget bredde og forøget fyl-dighed, efter hånden som kravene til tværskibsstabilitet og hastighed 15 forøges, medføre uakceptable bidrag til det konventionelle fartøjs fremdrivningsmodstand, såvel i stille vand som i bølger.However, such changes as increased width and fullness, as the requirements for transverse stability and velocity 15 increase, make unacceptable contributions to the conventional vessel's propulsion resistance, both in still water and in waves.
For at forbedre konventionelle skrogformers søgående egenskaber, udtrykt ved fartøjets vinkelbevægelser omkring en tværskibsakse, beteg-20 net duvning, lodrette bevægelser, betegnet sætning, og øget fremdrivningsmodstand i forhold til stille vand kan de naturlige perioder for duvning og sætning søges ændret, således at fartøjets naturlige perioder for disse bevægelser i størst mulig udstrækning ikke falder sammen med mødeperioden for de bølgerlængder som kan mødes.In order to improve the sea-going properties of conventional hull shapes, expressed by the angular motions of the vessel around a transverse axis, denoted pulsation, vertical motions, denominated theorem, and increased propulsion resistance with respect to quiet water, the natural periods of pulsation and theorem can be altered so that the vessel's natural periods for these movements to the greatest extent do not coincide with the meeting period for the wavelengths that can meet.
2525
For konventionelle skrogformer kan konstruktionsændringer medføre kun små forbedringer i de søgående egenskaber, og der indtræffer synkrone duvnings- og sætningsbevægelser samt stor forøgelse i fremdrivnings-modstanden ved sejlads i mødende bølger, hvor den fremherskende bølge-30 længde tilnærmelsesvis er lig med skibets længde i vandlinien.For conventional hull shapes, structural changes can result in only minor improvements in sea-going properties, and synchronous pushing and settling movements and large increases in propulsion resistance when sailing in oncoming waves, where the predominant wave length is approximately equal to the length of the ship's water .
Konventionelle skrogformer med en tilnærmelsesvis rektangulær deplacementsfordeling i langskibsretning vil med forøget skrogstørrelse blive udsat for bøjnings- og forskydningspåvirkninger, som forudsætter store 35 materialedimensioner og i særlige tilfælde også begræsninger i fordelingen af last og/eller ballast.Conventional hull shapes with an approximately rectangular longitudinal displacement distribution will, with increased hull size, be subjected to bending and shear stresses that require large material dimensions and, in particular cases, constraints in the distribution of cargo and / or ballast.
Ifølge den foreliggende opfindelse kan dødvægt, tværskibsstabilitet, søgående egenskaber og størrelsen af bøjnings- og forskydningspåvirk-In accordance with the present invention, dead weight, transverse stability, seagoing properties and the magnitude of bending and shear effects
DK 160471 BDK 160471 B
2 ninger på skibsdrageren forbedres uden de ovennævnte ulemper, idet skrogformen kan udføres med større fyldighed end konventionelle skrogformer, udtrykt ved slankhedsforholdet L/V^, hvor L er skrogformens længde i konstruktionsvandlinien svarende til en dybgang T til sommer-5 fribord, og hvor V er deplacementets volumen af skrogformen til konstruktionsvandlinien, og hvor L/V^ kan være ca. 3 eller større, uden den specifikke fremdrivningsmodstand øges i forhold til konventionelle skrogformer, samtidig med at skrogbredden B kan øges, således at L/B forholdet kan være ca. 2 eller større, og hvor B er skrogformets stør-10 ste bredde i konstruktionsvandlinien, hvorved skrogformens metacenter-højde kan mere end fordobles i forhold til konventionelle skrogformer med samme længde L.2 on the carrier is improved without the above drawbacks, the hull shape being able to be executed with greater fullness than conventional hull shapes, expressed by the slenderness ratio L / V ^, where L is the length of the hull shape in the construction water line corresponding to a draft T to summer-5 freeboard and V is the displacement volume of the hull shape to the construction water line and where L / V ^ may be approx. 3 or greater, without the specific propulsion resistance, is increased relative to conventional hull shapes, while increasing the hull width B so that the L / B ratio can be approx. 2 or greater, and where B is the largest width of the hull shape in the construction water line, whereby the hull shape metacenter height can more than double compared to conventional hull shapes of the same length L.
Ifølge den foreliggende opfindelse vil den forbedrede skrogforms søgå-15 ende egenskaber ved de for konventionelle skrogformers kritiske bølge-længde/skroglængde forhold i mødende bølger være forbedret, således at skrogformens duvnings- og sætningsbevægelser reduceres i forhold til tilsvarende bevægelser for konventionelle skrogformer ved samme hastighed, samtidig med at fremdrivningsmodstand reduceres i tilsvarende 20 grad.In accordance with the present invention, the search-like properties of the improved hull shape at the critical wavelength / hull length ratios of the encountering waves will be improved, so that the hull shape and setting movements of the hull form are reduced relative to similar movements for conventional hull shapes at the same speed. , while reducing propulsion resistance by a corresponding 20 degrees.
Ifølge den foreliggende opfindelse vil deplacementsfordel ingen i langskibsretning antage en tilnærmet Rayleigh-kurve, som med normal lastfordeling medfører en reduktion i langskibsbøjningsmomentet i forhold 25 til andre fartøjer. For at opnå de nævnte forbedringer må skibsskrog-form med skarp bov og bred, retafkortet hæk, i og under konstruktions-vandlinien, ifølge opfindelsen udføres med tilnærmelsesvis harmonisk sinusformede vandlinier (kvi,1,2,3) mellem bov og hæk, der i skrogformens længderetning gennemløber en halv cyklus med et andet ekstremums-30 punkt, svarende til mindste vandliniebredde, omtrent ved boven, og et andet ekstremumspunkt, svarende til største vandliniebredde, omtrent ved hækken, og hvor vandliniernes agterste tværskibsafslutning (0^ p-OpOg^s), tilnærmelsesvis vinkelret på skrogets centerlinie, gradvis med vandliniernes øgede dybde fra konstruktionsvandlinien, forskydes i 35 fartretningen frem til tangering med skrogets grundplan g omtrent midtskibs, således at et tilnærmelsesvis skråplan s, der er lagt gennem de respektive vandliniers tværskibsafslutning, danner en bred afslutning på skrogformens agterste halvdel.According to the present invention, no longitudinal displacement advantage will assume an approximate Rayleigh curve which, with normal load distribution, results in a reduction in longitudinal bending moment relative to other vessels. In order to achieve the said improvements, ship hull form with sharp bow and wide, straight cut hedge, in and below the construction water line, according to the invention must be carried out with approximately harmonically sinusoidal water lines (kvi, 1,2,3) between bow and hedge which in the longitudinal direction of the hull shape extends for half a cycle with another extreme 30 point, corresponding to the minimum waterline width, approximately at the top, and another extreme point, corresponding to the largest waterline width, approximately at the stern, and at the rear transverse end of the waterlines (0 ^ p-OpOg ^ s ), approximately perpendicular to the center line of the hull, gradually with the increased depth of the water lines from the construction water line, is displaced in the forward direction until tangent to the hull's basic plane g approximately mid-ship, so that an approximately inclined plane s laid through the transverse end of the respective water lines forms a wide on the rear half of the hull shape.
DK 160471 BDK 160471 B
33
Det brede agterskib tillader udnyttelse af et fremdrivningssystem bestående af et i et vandret plan tværskibssti 11 et bæreplan (p) i skrogformens fulde bredde med strømlinieformet profil, fast eller drejeligt omkring en vandret akse i forbindelse med understøtninger (q), eventu-5 elt forsynet med et eller flere vandrette ror (h) i agterkanten, og hvor flere fremdrivningsenheder (f) er monteret i bæreplanets for- eller agterkant over eller under dette.The wide stern allows the utilization of a propulsion system consisting of a horizontal plane transverse path 11 a support plane (p) in the full width of the hull shape with a streamlined profile, fixed or pivotal about a horizontal axis in connection with supports (q), optionally provided with one or more horizontal rudders (h) at the trailing edge, and wherein several propulsion units (f) are mounted in the leading or trailing edge of the carrier above or below it.
Ifølge den foreliggende opfindelse vil et tværskibssnit gennem skrog-10 formen under konstruktionsvandlinien (kvi) i en afstand på ca. 0,15 L agterfra have et forholdstal mellem bredden (Bj) i konstruktionsvandlinien og dybden (tj) af skrogformen målt fra samme vandlinie, som vil være ca. 3 eller større end tilsvarende forholdstal for et snit ved L/2 med bredden (Bg) og dybde (tg) målt på samme måde.According to the present invention, a transverse section through the hull shape below the structural water line (kvi) will be at a distance of approx. 0.15 L at the rear have a ratio between the width (Bj) of the construction waterline and the depth (tj) of the hull shape measured from the same waterline, which will be approx. 3 or greater than corresponding ratios for a section at L / 2 with width (Bg) and depth (tg) measured in the same way.
1515
Som følge af opfindelsen vil skrogformens parameter e = Cp/c^ være ca. 1 eller større, hvor Cp er defineret som skrogformens prismatiske koefficient i længderetningen udtrykt ved forholdstallet mellem depla-cementets volumen til konstruktionsvandlinien, V, og volumenet af et 20 legeme, der er lig med arealet af et tværskibssnit op til konstruktionsvandlinien ved L/2, betegnet Ajyg, multipliceret med konstruktionsvandliniens længde L, og hvor c^ er vandliniekoefficienten for konstruktionsvandlinien defineret som forholdet mellem vandliniearealet Akvl P™duktet L«B, hvor B er vandliniens største bredde.According to the invention, the hull shape parameter e = Cp / c ^ will be approx. 1 or greater, where Cp is defined as the longitudinal prismatic coefficient of the hull shape, expressed by the ratio of the displacement volume to the structural waterline, V, and the volume of a body equal to the area of a transverse section up to the structural waterline at L / 2, denoted Ajyg, multiplied by the length of the structural waterline L and where c ^ is the waterline coefficient of the construction waterline defined as the ratio of the waterline area Akvl P ™ the product L «B, where B is the greatest width of the waterline.
2525
Som følge af opfindelsen vil konstruktionsvandliniens areal tyngdepunkt (LCF) ligge omkring 0,2 L agter for L/2, og den forbedrede skrogforms volumentyngdepunkt ved dybgang til konstruktionsvandlinien (kvi) omkring 0,125 L foran areal tyngdepunktet.According to the invention, the area center of gravity of the structural water line (LCF) will be about 0.2 L aft for L / 2, and the volume center of gravity of the improved hull form at draft to the structural water line (kvi) about 0.125 L in front of the area of center of gravity.
3030
Skrogformen ifølge opfindelsen kan i området fra hækken og fremefter til ca. 0,3 L forsynes med hvirvel regulerende vedhæng, som kan bestå af faste eller bøjelige finnelignende indretninger (v) i strømliniernes retning, monteret tilnærmelsesvis vinkelret i forhold til skrog-35 formens flade cirka ved overgangen fra skrogformens bund til skrogets sider eller som langskibsgående spor eller furer i form af spidse, rektangulære eller bølgeformede tværsnit (x), som aftager i dybde i fartretningen, og som ved omkring 0,3 L går over i den jævne del af skrogplanet (s).The hull shape according to the invention can range from about the stern onwards to approx. 0.3 L is provided with swirl regulating pendants which may consist of fixed or flexible fin-like devices (v) in the direction of the streamlines, mounted approximately perpendicular to the surface of the hull shape approximately at the transition from the bottom of the hull shape to the sides of the hull or as longitudinal track or grooves in the form of pointed, rectangular or wavy cross-sections (x), which decrease in depth in the direction of travel and which at about 0,3 L pass into the smooth part of the hull plane (s).
44
DK 160471 BDK 160471 B
Skrogformen ifølge opfindelsen er vist i den medfølgende tegning, hvor fig► 1 viser skrogformens konstruktionsvandlinien (kvi) med et tilnærmet sinusforløb mellem bov og hæk, med areal tyngdepunkt 5 (LCF) ca. 0,2 L agter for L/2, og hvor konstruktionsvandli niens længde/bredde forhold, L/B, er vist ca. 2, fig. 2 viser skrogformen i et lodret snit under konstruktionsvandlinien (kvi), hvor de i fartretningen forskudte vandliniernes agterste tværskibsafslutning (0^, Op 02, 03) langs 10 skråplanet (s) er vist gående over i grundplanet (g) ved ca.The hull shape according to the invention is shown in the accompanying drawing, in which Fig. 1 shows the hull shape construction water line (kvi) with an approximate sinusoidal distance between the bow and stern, with area center of gravity 5 (LCF) approx. 0.2 L is intended for L / 2, and where the length / width ratio of the structural water, L / B, is shown approx. 2, FIG. 2 shows the hull shape in a vertical section below the structural water line (kvi), in which the aft transverse ship end of the water lines (0 ^, Op 02, 03) along the inclined plane (s) is displaced along the base plane (g) at approx.
L/2, og hvor afstanden mellem arealtyngdepunktet (LCF) og opdriftstyngdepunktet (LCB) for skrogformen ved en dybgang til konstruktionsvandlinien (kvi) er ca. 0,125 L, fig. 3 viser skrogformen i fig. 2 projekteret i et vandret plan med 15 vandlinierne kvi, 1, 2, 3, i dette eksempel med U-spant i skrogformens forreste del, men andre kendte spanteformer kan også benyttes efter forholdene, fig. 3 viser også det karakteristiske forhold mellem bredde og dybde for et snit omkring 0,1 L agterfra og ved L/2, hvor bredderne og dybderne er 20 betegnet henholdsvis Bj og B^, og tj og fig. 4 viser et lodret snit nær midterplanet i skrogformens agterste del med grundplanet (g), skråplanet (s), understøtningen (q), bæreplanet (p), det vandrette ror (h), fremdrivningsen-hederne (f) og det lodrette ror (r) i dette tilfælde vist 25 med fremdrivningsenheden (f) foran og under bæreplanet (p), men fremdrivningsenheden kan også monteres i bæreplanets agterkant eller overkant, fig. 5 viser et snit parallelt med og under skråplanet (s), bæreplanet (p), understøtningerne (q), de vandrette ror (h), den 30 overliggende kontur af konstruktionsvandlinien (kvi) og frem- drivningsenhederne (f), i dette eksempel i et antal på fire, som er monteret i bæreplanets forkant, fig. 6 viser den forbedrede skrogforms konstruktionsvandlinie (kvi), hvor der på figurens øverste halvdel er illustreret et eksem-35 pel på placering af de i forbindelse med skråplanet (s) mon terede finnelignende vedhæng (v), og på den nedre figurhalvdel er der illustreret et eksempel på den furede del (x) i skråplanet (s), i begge tilfælde vist med stiplet linie, og hvor A-A i fig. 6 er et tværskibssnit gennem den agterste 5L / 2, and where the distance between the area center of gravity (LCF) and buoyancy center of gravity (LCB) of the hull shape at a draft to the structural water line (kvi) is approx. 0.125 L, fig. 3 shows the hull shape of FIG. 2 is projected in a horizontal plane with the 15 water lines kvi, 1, 2, 3, in this example with U-shank in the front part of the hull form, but other known shaft shapes can also be used according to the conditions. 3 also shows the characteristic ratio of width to depth for a section about 0.1 L from behind and at L / 2, where the widths and depths are denoted Bj and B1, respectively, and tj and fig. 4 is a vertical sectional view near the center plane of the rear portion of the hull shape with the base plane (g), the inclined plane (s), the support (q), the carrier plane (p), the horizontal rudder (h), the propulsion units (f) and the vertical rudder ( r) in this case shown 25 with the propulsion unit (f) in front of and under the support plane (p), but the propulsion unit can also be mounted in the trailing edge or top edge of the support plane; 5 shows a section parallel to and below the inclined plane (s), the supporting plane (p), the supports (q), the horizontal rudder (h), the overlying contour of the structural water line (kvi) and the propulsion units (f), in this example in a number of four mounted in the leading edge of the carrier, fig. 6 shows the construction hull shape (kvi) of the improved hull shape, where an example is shown on the upper half of the figure of the pendant-like pendant (v) mounted in connection with the inclined plane (s), and the lower figure half is illustrated. an example of the grooved portion (x) of the inclined plane (s), in both cases shown in dotted line, and wherein AA in FIG. 6 is a cross-sectional view through the rear 5
DK 16047 1 BDK 16047 1 B
del af skråplanet (s), der er gengivet i fig. 7 med hvirvel kontrollerende faste eller bøjelige vedhæng (v) i den venstre figurhalvdel og med eksempel på langsskibsorienterede furer (x) med antydning af omtrentlig udstrækning (d) 5 i forhold til skråplanet (s) i højre halvdel af figuren.part of the inclined plane (s) shown in FIG. 7 with swirl controlling fixed or flexible pendants (v) in the left half of the figure and with example of long ship oriented grooves (x) with an indication of approximate extent (d) 5 relative to the inclined plane (s) in the right half of the figure.
10 15 20 25 30 3510 15 20 25 30 35
Claims (5)
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NO832617 | 1983-07-19 | ||
| NO832617 | 1983-07-19 | ||
| NO84840609A NO153560C (en) | 1983-07-19 | 1984-02-20 | HULL FORM. |
| NO840609 | 1984-02-20 |
Publications (4)
| Publication Number | Publication Date |
|---|---|
| DK352584D0 DK352584D0 (en) | 1984-07-18 |
| DK352584A DK352584A (en) | 1985-01-20 |
| DK160471B true DK160471B (en) | 1991-03-18 |
| DK160471C DK160471C (en) | 1991-08-26 |
Family
ID=26647852
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK352584A DK160471C (en) | 1983-07-19 | 1984-07-18 | SHIP HULL FORM |
Country Status (8)
| Country | Link |
|---|---|
| EP (1) | EP0134767B1 (en) |
| KR (1) | KR850001104A (en) |
| DE (1) | DE3462769D1 (en) |
| DK (1) | DK160471C (en) |
| ES (1) | ES8505599A1 (en) |
| FI (1) | FI78650C (en) |
| GR (1) | GR82096B (en) |
| NO (1) | NO153560C (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU717548B2 (en) * | 1994-04-21 | 2000-03-30 | Roar Ramde | Hull configuration |
| US5711239A (en) * | 1994-04-21 | 1998-01-27 | Petroleum Geo-Services As | Propeller configuration for sinusoidal waterline ships |
| US5598802A (en) * | 1994-04-21 | 1997-02-04 | Ramde; Roar R. | Hull configuration |
| WO1997024253A1 (en) * | 1995-12-27 | 1997-07-10 | Petroleum Geo-Services A/S | Sinusoidal waterline hull configuration with bulge |
| WO1997024255A1 (en) * | 1995-12-27 | 1997-07-10 | Petroleum Geo-Services A.S | Oblique plane angle and froude number for hull with sinusoidal waterlines |
| WO1997024256A1 (en) * | 1995-12-27 | 1997-07-10 | Petroleum Geo-Services A.S | Sinusoidal waterline hull configuration with skeg |
| US5701835A (en) * | 1996-02-16 | 1997-12-30 | Petroleum Geo-Services As | Production vessel with sinusoidal waterline hull |
| NO983369L (en) * | 1998-07-21 | 2000-01-24 | Petroleum Geo Services As | hull Form |
| NO324501B1 (en) * | 2003-08-01 | 2007-11-05 | Rolls Royce Marine As | Device for increasing the transmission stability of ships |
| WO2011097686A1 (en) * | 2010-02-11 | 2011-08-18 | Austal Ships Pty Ltd | Slender hull |
| RU2493039C1 (en) * | 2012-02-02 | 2013-09-20 | Российская Федерация, От Имени Которой Выступает Министерство Промышленности И Торговли Российской Федерации | Surface single-hull displacement fast-speed ship |
| CN105416505B (en) * | 2015-12-09 | 2018-01-16 | 中远船务工程集团有限公司 | The low-resistance of bow and arrow type waterline wears swingboat bow |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE103483C (en) * | ||||
| FR26082E (en) * | 1922-01-10 | 1923-07-30 | New form reducing the resistance to movement experienced as a result of the inertia of the surrounding environment by solid bodies moving in air or water | |
| US1831643A (en) * | 1928-05-07 | 1931-11-10 | Yourkevitch Vladimir | Trace of ships' lines |
| FR1236622A (en) * | 1959-06-11 | 1960-11-18 | Hull shape |
-
1984
- 1984-02-20 NO NO84840609A patent/NO153560C/en not_active IP Right Cessation
- 1984-07-11 FI FI842794A patent/FI78650C/en not_active IP Right Cessation
- 1984-07-17 GR GR75325A patent/GR82096B/el unknown
- 1984-07-18 ES ES534423A patent/ES8505599A1/en not_active Expired
- 1984-07-18 DE DE8484850227T patent/DE3462769D1/en not_active Expired
- 1984-07-18 KR KR1019840004206A patent/KR850001104A/en not_active Application Discontinuation
- 1984-07-18 EP EP84850227A patent/EP0134767B1/en not_active Expired
- 1984-07-18 DK DK352584A patent/DK160471C/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| KR850001104A (en) | 1985-03-16 |
| EP0134767A1 (en) | 1985-03-20 |
| NO153560B (en) | 1986-01-06 |
| FI842794A (en) | 1985-01-20 |
| DE3462769D1 (en) | 1987-04-30 |
| GR82096B (en) | 1984-12-13 |
| FI842794A0 (en) | 1984-07-11 |
| NO153560C (en) | 1986-04-16 |
| DK160471C (en) | 1991-08-26 |
| DK352584D0 (en) | 1984-07-18 |
| EP0134767B1 (en) | 1987-03-25 |
| ES534423A0 (en) | 1985-06-01 |
| FI78650C (en) | 1989-09-11 |
| FI78650B (en) | 1989-05-31 |
| NO840609L (en) | 1985-01-21 |
| ES8505599A1 (en) | 1985-06-01 |
| DK352584A (en) | 1985-01-20 |
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