EP0407630B1 - Propulsion for hydrofoils - Google Patents
Propulsion for hydrofoils Download PDFInfo
- Publication number
- EP0407630B1 EP0407630B1 EP89112617A EP89112617A EP0407630B1 EP 0407630 B1 EP0407630 B1 EP 0407630B1 EP 89112617 A EP89112617 A EP 89112617A EP 89112617 A EP89112617 A EP 89112617A EP 0407630 B1 EP0407630 B1 EP 0407630B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- propeller
- housing
- boat
- drive according
- joint
- 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 - Lifetime
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
- B63H5/1252—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters the ability to move being conferred by gearing in transmission between prime mover and propeller and the propulsion unit being other than in a "Z" configuration
Definitions
- the invention relates to a boat drive for gliding boats, consisting of a drive motor with a leading to the propeller, at an acute angle to the water surface emerging from the transom drive shaft with an internal and an external universal joint, the propeller in a tunnel-like laterally pivotable, after open bottom housing is mounted and the tunnel-like housing at the bottom / rear edge starting from the direction of travel to the propeller bearing gradually extending upwards to about half the diameter of the propeller.
- a known boat drive of this type is shown in DE-PS 30 42 197.
- Boat drives designed in this way have already proven themselves in practice, since the given engine power can be used with a high overall efficiency, thereby resulting in high boat acceleration and high top speed can be achieved.
- the object of the invention is to further improve this boat drive described in DE-PS 30 42 197, in particular to maximize the sliding properties of the boat to be driven, which are determined by the drive.
- the gliding boat in motion experiences a dynamic buoyancy, which lifts the boat out of the water with increasing speed, so that from a certain speed it only touches the water with the stern or with the step and stern.
- Decisive for achieving this high speed is the reduction in resistance when the boat is gliding. It must therefore be avoided everything that could impair this resistance reduction or generate avoidable resistance by any drive parts.
- a further reduction in resistance can be achieved in that the parts of the boat floor still touching the water slide on the water surface at the lowest possible angle.
- this angle is determined by the location and the Form of the drive.
- the drive element i.e. the ship's propeller, as in DE-PS 30 42 197, is at approximately the same height as the boat floor, but the drive shaft is at an acute angle to the boat floor given by the design, and that is over the Propeller plane in the direction of travel extending rearward is arranged parallel to the propeller shaft.
- This optimum is achieved according to the invention in that an upper housing part, which extends from about the propeller bearing counter to the direction of travel and can be pivoted about an approximately horizontal axis, is sealed against the side housing parts in such a way that between the bottom / rear edge and the At the beginning of the tunnel-like housing an open gap remains in the direction of travel and that another joint or a gear is inserted between the propeller shaft and the propeller bearing.
- the joint is a synchronized shaft joint combined with the propeller bearing, expediently a homokinetic joint or, if only a small angle is to be compensated, a double tooth coupling (curved tooth coupling).
- the external universal joint is expediently combined with a gear transmission arranged on the housing, in which the drive-side gear lies over the output-side gear which is connected to the propeller via a propeller shaft.
- the gear transmission can be a spur gear or, at larger angles, a bevel gear.
- the housing With regard to the housing, according to a further embodiment of the invention, it is again proposed to increase the efficiency that it begins with an approximately the contour of the lip following the bottom / rear edge and expands essentially inside and outside following a hyperbolic function (sinh). This results in the lowest flow resistance for the water column to be accelerated by the propeller, combined with a uniform, efficiency-increasing flow to the propeller.
- sinh hyperbolic function
- the water flowing in above the housing through the gap which is open in the direction of travel can also be used to cool the gear transmission and to soundproof the exhaust if the space above the housing encloses the external universal joint and the exhaust pipe of the drive motor, including a spray cover is.
- a water mist then forms in this room with relatively large water droplets, which have an excellent sound-absorbing effect, so that the exhaust noise can hardly be heard outside.
- the boat still has to be trimmed with regard to its relative position to the water level.
- this can be roughly achieved in that the tunnel-like housing is pivoted about a horizontal axis located on the outside universal joint until the ideal line of action to the boat bottom is established.
- a fine trim results from the fact that the upper housing part, which extends from about the propeller bearing against the direction of travel, is pivoted about an approximately horizontal axis, this housing part being sealed against the lateral housing parts. This accelerates the accelerated water jet more or less strongly against this housing part or against this trim tab, and will thus adjust the relative position of the hull to the water level.
- a bearing body (2) is attached to the transom (1) of a gliding boat, in which a gimbal (3) is arranged so as to be pivotable via vertical axle bolts lying parallel to the transom (1). Inside this gimbal (3), a tunnel-like housing (4) is attached to horizontal axle bolts arranged outside the center, which, starting with a knife-like lip (15), extends beyond a propeller (6) and follows a hyperbolic function.
- the outer universal joint (7) of a drive cardan shaft (8) is also accommodated in the bearing body (2).
- An intermediate shaft (9) leads from the universal joint (7) to the propeller (6) via a synchronous shaft joint (10).
- the entire tunnel-like housing (5) can be pivoted about its horizontally lying articulation axis by a hydraulic cylinder (11). This pivoting serves for rough trimming of the boat as well as for lifting the entire housing during road transport or when changing propellers. Fine trimming is carried out by an upper housing part (12) which is attached to the end of the housing and which is arranged around a horizontal one Axis (13), for example via a further hydraulic cylinder (not shown), is pivotable.
- the drawing also shows a spray cover (14) which covers the space above the housing (5) starting from the housing lip (15) until the articulation of the hydraulic cylinder (11).
- the external universal joint (7) is located in this room.
- the exhaust (16) of the drive motor also opens into this space.
- the propeller plane of the propeller (6) is not at an angle to the water level, but exactly in the normal plane, which results in a good efficiency of the propeller ( 6) results. This is achieved by the constant velocity shaft joint (10), which is attached inside the housing (5).
- the propeller (6) sucks water into the space of the tunnel-like housing (5) and expels this water column to the rear (arrow 17).
- the fact that the lip (15) of the housing (5) is located somewhat below the bottom (18) of the sliding boat means that water also flows into the gap (19) open in the direction of travel, which not only effectively prevents Air can be sucked in, but it also cools the shaft bearing (7) running in oil.
- This inflowing water splashes against the spray cover (14), so that the entire space above the housing (5) fills with a coarse droplet of water mist, which has a very good sound-absorbing effect, so that the exhaust noises from the exhaust (16) can hardly be heard to the outside are.
- a gear (20) is arranged after the outer universal joint (7), from which the propeller shaft (21) leads to the propeller (6).
- the gear (20) lowers the propeller shaft and thus also the propeller so that its line of action lies approximately at the bottom (18) of the sliding boat.
- the gear (20) is a spur gear, so that the propeller plane of the propeller (6) is not exactly in the vertical plane or in the normal plane to the water level. A slight angular misalignment is achieved by the universal joint (7). If the propeller plane (6) is to be placed exactly in this normal plane to the water level, a bevel gear is expediently used instead of the spur gear.
Abstract
Description
Die Erfindung betrifft einen Bootsantrieb für Gleitboote, bestehend aus einem Anbtriebsmotor mit einer zum Propeller führenden, in einem spitzen Winkel zur Wasseroberfläche aus dem Heckspiegel austretenden Antriebs-Gelenkwelle mit einem innen- und einem außenliegenden Kreuzgelenk, wobei der Propeller in einem tunnelartigen seitlich verschwenkbaren, nach unten offenen Gehäuse gelagert ist und sich das tunnelartige Gehäuse bei der Boden/Heck-Kante beginnend sich entgegen der Fahrtrichtung bis über die Propellerlagerung hinaus erstreckend allmählich nach oben bis etwa zum halben Propellerdurchmesser ansteigend erweitert.The invention relates to a boat drive for gliding boats, consisting of a drive motor with a leading to the propeller, at an acute angle to the water surface emerging from the transom drive shaft with an internal and an external universal joint, the propeller in a tunnel-like laterally pivotable, after open bottom housing is mounted and the tunnel-like housing at the bottom / rear edge starting from the direction of travel to the propeller bearing gradually extending upwards to about half the diameter of the propeller.
Einen bekannten derartigen Bootsantrieb zeigt die DE-PS 30 42 197 in dieser Art ausgeführte Bootsantriebe haben sich in der Praxis schon sehr bewährt, da durch sie die gegebene Motorleistung mit einem hohen Gesamtwirkungsgrad ausgenutzt werden kann, wodurch sich eine hohe Bootsbeschleunigung wie auch eine hohe Endgeschwindigkeit erzielen läßt.A known boat drive of this type is shown in DE-PS 30 42 197. Boat drives designed in this way have already proven themselves in practice, since the given engine power can be used with a high overall efficiency, thereby resulting in high boat acceleration and high top speed can be achieved.
Aufgabe der Erfindung ist es, diesen in der DE-PS 30 42 197 beschriebenen Bootsantrieb weiter zu verbessern, insbesondere die durch den Antrieb mitbestimmten Gleiteigenschaften des anzutreibenden Bootes zu maximieren.The object of the invention is to further improve this boat drive described in DE-PS 30 42 197, in particular to maximize the sliding properties of the boat to be driven, which are determined by the drive.
Das in Fahrt befindliche Gleitboot erfährt durch seine besondere Bauweise einen dynamischen Auftrieb, der das Boot mit zunehmender Geschwindigkeit aus dem Wasser hebt, so daß es von einer bestimmten Geschwindigkeit an das Wasser nur noch mit dem Heck beziehungsweise mit Stufe und Heck berührt. Dadurch ergibt sich eine erhebliche Widerstandsverminderung und damit die hohe mit diesen Booten erzielbare Geschwindigkeit. Maßgebend für das Erreichen dieser hohen Geschwindigkeit ist also die Widerstandsverminderung bei im Gleiten befindlichen Boot. Es muß daher alles vermieden werden, was durch irgendwelche Antriebsteile diese Widerstandsverminderung beeinträchtigen beziehungsweise vermeidbaren Widerstand erzeugen könnte. Hierzu gehören insbesondere die Unterwasserteile des Antriebs, die daher, wenn nicht vermeidbar, strömungsgünstig auszuführen sind. Eine weitere Widerstandsreduzierung kann dadurch erfolgen, daß die noch das Wasser berührenden Teile des Bootsbodens in einem möglichst flachen Winkel auf der Wasseroberfläche gleiten. Dieser Winkel wird jedoch bestimmt durch die Lage und die Form des Antriebs. Bei den üblichen tiefliegenden, also unterhalb des Bodens befindlichen Antrieben, wird sich stets ein den Bug aufrichtendes hohes Drehmoment ergeben, das auch beim Gleiten die optimale Lage der gleitenden Bootsteile in einem spitzen Winkel zur Wasseroberfläche verhindert beziehungsweise durch Trimmen des Bootskörpers nur unter Verlust von Antriebsleistung erreichen läßt. Gleiches trifft zu, wenn zwar das Antriebselement, also der Schiffspropeller, wie bei der DE-PS 30 42 197 auf etwa gleicher Höhe wie der Bootsboden liegt, die Antriebswelle jedoch in einem durch die Bauart gegebenen spitzen Winkel zum Bootsboden liegt und das sich über die Propellerebene in Fahrtrichtung nach hinten erstreckende Tunnelgehäuse parallel zur Propellerwelle angeordnet ist. Dadurch bildet sich ein negatives Drehmoment aus, das kontinuierlich den Bug auf die Wasserfläche drückt, was auch nicht durch Verändern des Trimmwinkels des gesamten Außenbordaggregats verbessert werden kann. Bei diesem sich zwangsläufig einstellenden großen Winkel der Antriebswelle zur Wasseroberfläche ergibt sich außerdem noch der Nachteil, daß die Propellerblätter in Bezug auf eine vertikale Ebene beziehungsweise eine Normalebene zum Wasserspiegel eine ungleiche Steigung aufweisen, so daß die eintauchenden Blätter eine größere Steigung aufweisen als die austauchenden Blätter. Dadurch ergeben sich unterschiedliche Anstellwinkel der Propellerblätter, die den Propeller-Wirkungsgrad mindern.Due to its special design, the gliding boat in motion experiences a dynamic buoyancy, which lifts the boat out of the water with increasing speed, so that from a certain speed it only touches the water with the stern or with the step and stern. This results in a significant reduction in drag and thus the high speed that can be achieved with these boats. Decisive for achieving this high speed is the reduction in resistance when the boat is gliding. It must therefore be avoided everything that could impair this resistance reduction or generate avoidable resistance by any drive parts. This includes in particular the underwater parts of the drive, which are therefore, if not avoidable, designed to be aerodynamically efficient. A further reduction in resistance can be achieved in that the parts of the boat floor still touching the water slide on the water surface at the lowest possible angle. However, this angle is determined by the location and the Form of the drive. With the usual low-lying drives, i.e. those located below the bottom, there will always be a high uplifting torque, which prevents the optimal position of the sliding boat parts at an acute angle to the water surface even when gliding or by trimming the hull only with loss of drive power can be achieved. The same applies if the drive element, i.e. the ship's propeller, as in DE-PS 30 42 197, is at approximately the same height as the boat floor, but the drive shaft is at an acute angle to the boat floor given by the design, and that is over the Propeller plane in the direction of travel extending rearward is arranged parallel to the propeller shaft. This creates a negative torque that continuously presses the bow onto the surface of the water, which cannot be improved by changing the trim angle of the entire outboard unit. This inevitably occurring large angle of the drive shaft to the water surface also has the disadvantage that the propeller blades have an uneven slope with respect to a vertical plane or a normal plane to the water level, so that the immersing blades have a greater gradient than the immersing blades . This results in different angles of attack of the propeller blades, which reduce the propeller efficiency.
Optimal wäre ein Antrieb, im wesentlichen der Konstruktion nach der DE-PS 30 42 197 entsprechend, in seiner Wirkungslinie jedoch etwa mit dem Bootsboden gleichlaufend unter Vermeidung von zusätzlichen trimmenden oder sonstwie benötigten widerstandserhöhenden Unterwasserteilen. Dieses Optimum wird nach der Erfindung dadurch erreicht, daß ein oberer, sich ab etwa der Propellerlagerung entgegen der Fahrtrichtung erstreckender Gehäuseteil, um eine etwa horizontal liegende Achse verschwenkbar, gegen die seitlichen Gehäuseteile abgedichtet angebracht ist, daß zwischen der Boden/Heck-Kante und dem Beginn des tunnelartigen Gehäuses ein in Fahrtrichtung offener Spalt verbleibt und daß zwischen der Gelenkwelle und der Propellerlagerung ein weiteres Gelenk oder ein Getriebe eingefügt ist.Optimal would be a drive, essentially in accordance with the construction according to DE-PS 30 42 197, but in its line of action, however, roughly in line with the bottom of the boat while avoiding additional trimming or otherwise required resistance-increasing Underwater parts. This optimum is achieved according to the invention in that an upper housing part, which extends from about the propeller bearing counter to the direction of travel and can be pivoted about an approximately horizontal axis, is sealed against the side housing parts in such a way that between the bottom / rear edge and the At the beginning of the tunnel-like housing an open gap remains in the direction of travel and that another joint or a gear is inserted between the propeller shaft and the propeller bearing.
Wird die im wesentlichen der DE PS 30 42 197 entsprechende Konstruktion in dieser Art und Weise ausgeführt, besteht die Möglichkeit, die Propellerebene in die Vertikalebene beziehungsweise die Normalebene zum Wasserspiegel zu legen und so die Wirkungslinie des Antriebs in eine im Boot liegende parallel zum Bootsboden verlaufende Ebene zu legen. Dadurch wird nicht nur erreicht, daß die beim Gleiten noch das Wasser berührenden Bootsteile in einem sehr flachen Winkel und damit mit sehr geringem Widerstand auf der Wasserfläche gleiten, sondern auch, daß der Propeller nunmehr, da seine Propellerebene senkrecht zur Fahrtrichtung liegt, mit einem sehr hohen Wirkungsgrad und ohne den Propeller schädigenden Schwingungen arbeitet. Soll der Propeller derart effektiv arbeiten, muß selbstverständlich auf jeden Fall verhindert werden, daß Luft angesaugt wird, welche schlagartig diesen hohen Wirkungsgrad vermindern würde. Bei den bisherigen Konstruktionen war dies nie ganz zu vermeiden, da ja diese Gleitboote durch Verschwenken des Antriebes gesteuert werden, mithin also zwischen dem verschwenkbaren Antriebsteil und dem Boot stets ein nach unten offener Spalt verbleiben muß, durch den Luft angesaugt werden kann. Dieses Ansaugen von den Wirkungsgrad stark vermindernder Luft wird nach der Erfindung durch den angegebenen in Fahrtrichtung offenen Spalt zwischen dem Gehäuse und der Boden/Heck-Kante vermieden, da nunmehr ein stetiger Wasserstrom durch diesen Spalt hindurch auf die Oberseite des Gehäuses geleitet wird, der das Ansaugen von Luft durch diesen Spalt mit Sicherheit verhindert.If the construction corresponding essentially to DE PS 30 42 197 is carried out in this way, there is the possibility of placing the propeller plane in the vertical plane or the normal plane to the water level and thus the line of action of the drive in a boat lying parallel to the bottom of the boat Level. This not only ensures that the parts of the boat still touching the water glide at a very shallow angle and thus with very little resistance on the water surface, but also that the propeller now, with its propeller plane perpendicular to the direction of travel, with a very high efficiency and works without vibrations damaging the propeller. If the propeller is to work so effectively, it must of course be prevented in any case that air is sucked in, which would suddenly reduce this high efficiency. In the previous designs, this was never completely avoidable, since these slide boats are controlled by pivoting the drive, so there must always be a gap open between the pivotable drive part and the boat, through which air can be sucked in. This suction of the efficiency of greatly reducing air is according to the invention avoided by the indicated gap in the direction of travel between the housing and the bottom / rear edge, since a steady water flow is now passed through this gap to the top of the housing, which reliably prevents the suction of air through this gap.
Insgesamt ergibt sich damit ein Bootsantrieb, der außerordentlich effektiv arbeitet, da widerstandserhöhende Unterwasserteile vollkommen vermieden sind, da keine Luft in die durch den Propeller beschleunigte Wassersäule angesaugt werden kann, da der Wirkungsgrad des Propellers, da er nunmehr innerhalb der Normalebene zur Wasserfläche liegt, maximiert ist und da die Wirkungslinie des Antriebs innerhalb des Bootes parallel zum Bootsboden liegt.Overall, this results in a boat drive that works extremely effectively, since resistance-increasing underwater parts are completely avoided, since no air can be sucked into the water column accelerated by the propeller, since the efficiency of the propeller, since it is now within the normal plane of the water surface, is maximized and because the line of action of the drive inside the boat is parallel to the bottom of the boat.
Hinsichtlich des Gelenkes beziehungsweise Getriebes ergeben sich mehrere Möglichkeiten. So wird nach einer besonderen Ausgestaltung der Erfindung vorgeschlagen, daß das Gelenk ein mit der Propellerlagerung zusammengefaßtes Gleichgang-Wellengelenk ist, zweckmäßigerweise ein homokinetisches Gelenk oder auch, wenn nur ein kleiner Winkel auszugleichen ist, eine Doppelverzahnungskupplung (Bogenzahn-Kupplung). Wird ein Getriebe verwendet, so wird zweckmäßigerweise das außen liegende Kreuzgelenk mit einem am Gehäuse angeordneten Zahnradgetriebe zusammengefaßt, bei dem das antriebsseitige Zahnrad über dem abtriebsseitigen Zahnrad liegt, das über eine Propellerwelle mit dem Propeller verbunden ist. Bei der Anwendung des Getriebes wird also die Propellerwelle des Propellers in die gewünschte Wirkungslinie des Antriebes gelegt, wobei das Kreuzgelenk den Winkelversatz aufnimmt. Das Zahnradgetriebe kann hierbei ein Stirnradgetriebe oder, bei größeren Winkeln, auch ein Kegelradgetriebe sein.With regard to the joint or gearbox, there are several options. It is proposed according to a special embodiment of the invention that the joint is a synchronized shaft joint combined with the propeller bearing, expediently a homokinetic joint or, if only a small angle is to be compensated, a double tooth coupling (curved tooth coupling). If a transmission is used, the external universal joint is expediently combined with a gear transmission arranged on the housing, in which the drive-side gear lies over the output-side gear which is connected to the propeller via a propeller shaft. When using the gearbox, the propeller shaft of the propeller is placed in the desired line of action of the drive, the universal joint absorbing the angular offset. The gear transmission can be a spur gear or, at larger angles, a bevel gear.
Hinsichtlich des Gehäuses wird nach einer weiteren Ausgestaltung der Erfindung wiederum zur Erhöhung des Wirkungsgrades vorgeschlagen, daß es mit einer etwa der Kontur des der Boden/Heck-Kante folgenden Lippe beginnt und sich im wesentlichen innerhalb und außerhalb einer Hyperbelfunktion (sinh) folgend erweitert. Damit ergibt sich der geringste Strömungswiderstand für die durch den Propeller zu beschleunigende Wassersäule, verbunden mit einer gleichmäßigen, Wirkungsgrad erhöhenden Anströmung des Propellers.With regard to the housing, according to a further embodiment of the invention, it is again proposed to increase the efficiency that it begins with an approximately the contour of the lip following the bottom / rear edge and expands essentially inside and outside following a hyperbolic function (sinh). This results in the lowest flow resistance for the water column to be accelerated by the propeller, combined with a uniform, efficiency-increasing flow to the propeller.
Das oberhalb des Gehäuses durch den in Fahrtrichtung offenen Spalt einströmende Wasser kann nach der Erfindung auch zum Kühlen des Zahnradgetriebes sowie zur Schalldämmung des Auspuffs genutzt werden, wenn der Raum oberhalb des Gehäuses das außen liegende Kreuzgelenk sowie auch die Auspuffleitung des Antriebsmotors einschließend von einer Spritzabdeckung umfangen ist. Es bildet sich dann in diesem Raum ein Wassernebel mit verhältnismäßig großen Wassertröpfchen, die ausgezeichnet schalldämmend wirken, so daß das Auspuffgeräusch nach außen kaum noch zu vernehmen ist.According to the invention, the water flowing in above the housing through the gap which is open in the direction of travel can also be used to cool the gear transmission and to soundproof the exhaust if the space above the housing encloses the external universal joint and the exhaust pipe of the drive motor, including a spray cover is. A water mist then forms in this room with relatively large water droplets, which have an excellent sound-absorbing effect, so that the exhaust noise can hardly be heard outside.
Selbstverständlich muß auch bei diesem Antrieb das Boot hinsichtlich seiner relativen Lage zum Wasserspiegel noch ausgetrimmt werden. Nach einer bevorzugten Ausgestaltung der Erfindung ist dies grob dadurch zu erreichen, daß das tunnelartige Gehäuse um eine beim außenseitigen Kreuzgelenk liegende horizontale Achse verschwenkt wird, bis sich die ideale Wirkungslinie zum Bootsboden einstellt. Eine Feintrimmung ergibt sich dadurch, daß der obere sich ab etwa der Propellerlagerung entgegen der Fahrtrichtung erstreckende Gehäuseteil um eine etwa horizontal liegende Achse verschwenkt wird, wobei dieser Gehäuseteil gegen die seitlichen Gehäuseteile abgedichtet ist. Dadurch drückt der beschleunigte Wasserstrahl mehr oder weniger stark gegen dieses Gehäuseteil beziehungsweise gegen diese Trimmklappe, und wird somit die relative Lage des Bootskörpers zum Wasserspiegel einstellen.Of course, with this drive the boat still has to be trimmed with regard to its relative position to the water level. According to a preferred embodiment of the invention, this can be roughly achieved in that the tunnel-like housing is pivoted about a horizontal axis located on the outside universal joint until the ideal line of action to the boat bottom is established. A fine trim results from the fact that the upper housing part, which extends from about the propeller bearing against the direction of travel, is pivoted about an approximately horizontal axis, this housing part being sealed against the lateral housing parts. This accelerates the accelerated water jet more or less strongly against this housing part or against this trim tab, and will thus adjust the relative position of the hull to the water level.
Auf der Zeichnung sind Ausführungsbeispiele des Erfindungsgegenstandes schematisch dargestellt und zwar zeigen
- Fig.1 eine erste Ausführung mit einem Gleichgang-Wellengelenk
und - Fig.2 eine Ausführung mit einem Stirnradgetriebe.
- 1 shows a first embodiment with a constant velocity universal joint
and - 2 shows an embodiment with a spur gear.
Am Heckspiegel (1) eines Gleitbootes ist ein Lagerkörper (2) angebracht, in dem ein Kardanring (3) über parallel zum Heckspiegel (1) liegende vertikale Achsbolzen verschwenkbar angeordnet ist. Innerhalb dieses Kardanringes (3) ist an horizontal liegenden, außerhalb des Zentrums angeordneten Achsbolzen, ein tunnelartiges Gehäuse (4) angebracht, das sich beginnend mit einer messerartigen Lippe (15) einer Hyperbelfunktion folgend über einen in ihm gelagerten Propeller (6) hinaus erstreckt. In dem Lagerkörper (2) untergebracht ist auch noch das außenseitige Kreuzgelenk (7) einer Antriebs-Gelenkwelle (8). Von dem Kreuzgelenk (7) führt eine Zwischenwelle (9) über ein Gleichgang-Wellengelenk (10) zu dem Propeller (6).A bearing body (2) is attached to the transom (1) of a gliding boat, in which a gimbal (3) is arranged so as to be pivotable via vertical axle bolts lying parallel to the transom (1). Inside this gimbal (3), a tunnel-like housing (4) is attached to horizontal axle bolts arranged outside the center, which, starting with a knife-like lip (15), extends beyond a propeller (6) and follows a hyperbolic function. The outer universal joint (7) of a drive cardan shaft (8) is also accommodated in the bearing body (2). An intermediate shaft (9) leads from the universal joint (7) to the propeller (6) via a synchronous shaft joint (10).
Das gesamte tunnelartige Gehäuse (5) kann durch einen Hydraulikzylinder (11) um seine horizontal liegende Anlenkachse verschwenkt werden. Dieses Verschwenken dient zum Grobtrimmen des Bootes wie auch zum Anheben des gesamten Gehäuses beim Straßentransport beziehungsweise beim Propellerwechsel. Eine Feintrimmung erfolgt durch einen endständig am Gehäuse angebrachten oberen Gehäuseteil (12), der um eine horizontal liegende Achse (13), zum Beispiel über einen weiteren Hydraulikzylinder (nicht eingezeichnet), verschwenkbar ist. Aus der Zeichnung ersichtlich ist auch noch eine Spritzabdeckung (14), die den Raum oberhalb des Gehäuses (5) beginnend von der Gehäuselippe (15) bis zur Anlenkung des Hydraulikzylinders (11) abdeckt. In diesem Raum befindet sich das außenseitige Kreuzgelenk (7). Außerdem mündet in diesen Raum auch der Auspuff (16) des Antriebmotors.The entire tunnel-like housing (5) can be pivoted about its horizontally lying articulation axis by a hydraulic cylinder (11). This pivoting serves for rough trimming of the boat as well as for lifting the entire housing during road transport or when changing propellers. Fine trimming is carried out by an upper housing part (12) which is attached to the end of the housing and which is arranged around a horizontal one Axis (13), for example via a further hydraulic cylinder (not shown), is pivotable. The drawing also shows a spray cover (14) which covers the space above the housing (5) starting from the housing lip (15) until the articulation of the hydraulic cylinder (11). The external universal joint (7) is located in this room. In addition, the exhaust (16) of the drive motor also opens into this space.
Gegenüber den üblichen Antrieben dieser Art, auch gegenüber dem Antrieb nach der DE-PS 30 42 197, liegt die Propellerebene des Propellers (6) nicht in einem Winkel zum Wasserspiegel, sondern exakt in der Normalebene hierzu, wodurch sich ein guter Wirkungsgrad des Propellers (6) ergibt. Erreicht wird dies durch das Gleichlauf-Wellengelenk (10), das innerhalb des Gehäuses (5) angebracht ist. Bei Betrieb dieses Bootsantriebes saugt der Propeller (6) Wasser in den Raum des tunnelartigen Gehäuses (5) und stößt diese Wassersäule nach hinten (Pfeil 17) aus. Gleichzeitig wird dadurch, daß die Lippe (15) des Gehäuses (5) sich etwas unterhalb des Bodens (18) des Gleitbootes befindet, erreicht, daß auch Wasser in den in Fahrtrichtung offenen Spalt (19) einströmt, was nicht nur wirkungsvoll verhindert, daß Luft angesaugt werden kann, sondern das auch die in Öl laufende Wellenlagerung (7) kühlt. Dieses einströmende Wasser spritzt gegen die Spritzabdeckung (14), so daß sich der gesamte Raum oberhalb des Gehäuses (5) mit einem grobtropfigen Wassernebel füllt, der sehr gut schalldämmend wirkt, so daß die Auspuffgeräusche vom Auspuff (16) nach außen kaum noch zu hören sind.Compared to the usual drives of this type, also compared to the drive according to DE-PS 30 42 197, the propeller plane of the propeller (6) is not at an angle to the water level, but exactly in the normal plane, which results in a good efficiency of the propeller ( 6) results. This is achieved by the constant velocity shaft joint (10), which is attached inside the housing (5). When this boat drive is operating, the propeller (6) sucks water into the space of the tunnel-like housing (5) and expels this water column to the rear (arrow 17). At the same time, the fact that the lip (15) of the housing (5) is located somewhat below the bottom (18) of the sliding boat means that water also flows into the gap (19) open in the direction of travel, which not only effectively prevents Air can be sucked in, but it also cools the shaft bearing (7) running in oil. This inflowing water splashes against the spray cover (14), so that the entire space above the housing (5) fills with a coarse droplet of water mist, which has a very good sound-absorbing effect, so that the exhaust noises from the exhaust (16) can hardly be heard to the outside are.
Bei der Ausführung der Erfindung nach Fig.2 ist ein Getriebe (20) nach dem äußeren Kreuzgelenk (7) angeordnet, von dem die Propellerwelle (21) zum Propeller (6) führt. Durch das Getriebe (20) wird die Propellerwelle und damit auch der Propeller so tief gelegt, daß seine Wirklinie etwa beim Boden (18) des Gleitbootes liegt. In der Darstellung ist das Getriebe (20) ein Stirnradgetriebe, so daß die Propellerebene des Propellers (6) nicht exakt in der Vertikalebene beziehungsweise in der Normalebene zum Wasserspiegel liegt. Ein geringer Winkelversatz wird allerdings durch das Kreuzgelenk (7) erreicht. Soll auch hier die Propellerebene (6) exakt in diese Normalebene zum Wasserspiegel gelegt werden, so wird zweckmäßigerweise statt des Stirnradgetriebes ein Kegelradgetriebe eingesetzt.2, a gear (20) is arranged after the outer universal joint (7), from which the propeller shaft (21) leads to the propeller (6). The gear (20) lowers the propeller shaft and thus also the propeller so that its line of action lies approximately at the bottom (18) of the sliding boat. In the illustration, the gear (20) is a spur gear, so that the propeller plane of the propeller (6) is not exactly in the vertical plane or in the normal plane to the water level. A slight angular misalignment is achieved by the universal joint (7). If the propeller plane (6) is to be placed exactly in this normal plane to the water level, a bevel gear is expediently used instead of the spur gear.
Fahrversuche mit einem derart ausgestatteten Gleitboot haben gezeigt, daß durch diese Anordnung tatsächlich ein optimaler Bootsantrieb verwirklicht ist, der durch die Kombination dieser drei Erfindungsmerkmale nicht nur außerordentlich effektiv arbeitet, sondern der es auch gestattet, den gesamten Bootskörper durch Verschwenken des oberen Gehäuseteils (12) in eine ideale widerstandsarme Lage relativ zum Wasserspiegel zu bringen.Trials with a slide boat equipped in this way have shown that an optimal boat drive is actually achieved through this arrangement, which not only works extremely effectively due to the combination of these three features of the invention, but also allows the entire boat hull to be swiveled by pivoting the upper housing part (12). to bring them into an ideal low-resistance position relative to the water level.
Claims (10)
- A boat drive for hydroplanes comprising a drive motor with a drive universally-jointed shaft which leads to the propeller and which issues from the transom at an acute angle relative to the surface of the water, with an inward and an outward universal joint, wherein the propeller is mounted in a tunnel-like, laterally pivotable, downwardly open housing and the tunnel-like housing, beginning at the bottom/stern edge, progressively increases in size in opposite relationship to the direction of travel, extending to beyond the propeller mounting in an upwardly rising configuration to approximately half the propeller diameter, characterised in that an upper housing portion (12) which extends approximately from the propeller mounting in opposite relationship to the direction of travel is mounted pivotably about a substantiallly horizontally disposed axis (13) in sealed relationship with the lateral housing portions, that a gap (19) which is open in the direction of travel remains between the bottom/stern edge and the beginning of the tunnel-like housing (5) and that a further joint (10) or a transmission (20) is inserted between the universally-joined shaft (8) and the propeller mounting.
- A boat drive according to claim 1 characterised in that the joint (10) is a constant-speed shaft joint which is combined with the propeller mounting.
- A boat drive according to claim 2 characterised in that the constant-speed shaft joint is homokinetic joint.
- A boat drive according to claim 2 characterised in that the constant-speed shaft joint is a double-tooth coupling (spiral tooth coupling).
- A boat drive according to claim 1 characterised in that the outward universal joint (7) is combined with a gear transmission (20) which is arranged on the housing (5) and in which the gear (22) on the drive side is disposed above the gear (23) which is on the driven side and which is connected to the propeller (6) by way of a propeller shaft (21).
- A boat drive according to claim 5 characterised in that the gear transmission (20) is a spur gear transmission.
- A boat drive according to claim 5 characterised in that the gear transmission is a bevel gear transmission.
- A boat drive according to claim 5 characterised in that the housing (5) begins with a lip (15) which approximately follows the contour of the bottom/stern edge and increases in size substantially inside and outside following a hyperbolic function (sinh).
- A boat drive according to claim 8 characterised in that the lip (15) is disposed slightly beneath the bottom/stern edge.
- A boat drive according to claim 8 or claim 9 characterised in that the space above the housing (5), the outward universal joint (7) and the exhaust pipe (16) of the drive engine are enclosed by a spray cover (14).
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ES198989112617T ES2035458T3 (en) | 1989-07-11 | 1989-07-11 | BOAT PROPULSION FOR HYDROPLANE BOATS. |
AT89112617T ATE82554T1 (en) | 1989-07-11 | 1989-07-11 | BOAT DRIVE FOR PLANING BOATS. |
DE8989112617T DE58902780D1 (en) | 1989-07-11 | 1989-07-11 | BOAT DRIVE FOR SLIDING BOATS. |
EP89112617A EP0407630B1 (en) | 1989-07-11 | 1989-07-11 | Propulsion for hydrofoils |
US07/541,063 US5066255A (en) | 1989-07-11 | 1990-06-20 | Drive arrangement for a planing boat |
AU58883/90A AU627599B2 (en) | 1989-07-11 | 1990-07-10 | Drive arrangement for a planing boat |
GR920402721T GR3006363T3 (en) | 1989-07-11 | 1992-11-26 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP89112617A EP0407630B1 (en) | 1989-07-11 | 1989-07-11 | Propulsion for hydrofoils |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0407630A1 EP0407630A1 (en) | 1991-01-16 |
EP0407630B1 true EP0407630B1 (en) | 1992-11-19 |
Family
ID=8201606
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP89112617A Expired - Lifetime EP0407630B1 (en) | 1989-07-11 | 1989-07-11 | Propulsion for hydrofoils |
Country Status (7)
Country | Link |
---|---|
US (1) | US5066255A (en) |
EP (1) | EP0407630B1 (en) |
AT (1) | ATE82554T1 (en) |
AU (1) | AU627599B2 (en) |
DE (1) | DE58902780D1 (en) |
ES (1) | ES2035458T3 (en) |
GR (1) | GR3006363T3 (en) |
Families Citing this family (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5290182A (en) * | 1992-09-03 | 1994-03-01 | Mondelop J Luis A | Boat propelling assembly |
US5326294A (en) * | 1993-05-25 | 1994-07-05 | Schoell Harry L | Stern drive for boats |
US5667415A (en) * | 1995-06-07 | 1997-09-16 | Arneson; Howard M. | Marine outdrive with surface piercing propeller and stabilizing shroud |
US5673643A (en) * | 1996-09-30 | 1997-10-07 | Poppa; Michael J. | Hydrofoil accessory for marine propulsion device |
US6247979B1 (en) * | 1997-08-20 | 2001-06-19 | Dbd Marine Pty. Ltd. | Inboard/outboard boat drive |
AU741205B2 (en) * | 1997-08-20 | 2001-11-22 | Dbd Marine Pty Ltd | Inboard/outboard boat drive |
US5931710A (en) * | 1998-01-12 | 1999-08-03 | Johnson, Sr.; Clyde | Surface drive kit for marine craft |
US6482057B1 (en) | 1999-10-19 | 2002-11-19 | Harry L. Schoell | Trimmable marine drive apparatus |
WO2002030740A1 (en) * | 2000-10-12 | 2002-04-18 | Noyes Evan L Jr | Boat propulsion system |
ATE301575T1 (en) | 2000-11-08 | 2005-08-15 | Fikret Duelger | AFT UNIT FOR WATERCRAFT |
US6431927B1 (en) | 2001-03-23 | 2002-08-13 | Michael W. Sage | Outboard propeller drive system for watercraft |
US7335074B2 (en) | 2005-06-21 | 2008-02-26 | Howard Arneson | Shroud enclosed inverted surface piercing propeller outdrive |
US8403715B1 (en) | 2011-12-06 | 2013-03-26 | Howard M. Arneson | Marine jet drive |
CN103342160B (en) * | 2013-07-30 | 2015-11-04 | 杜秀堂 | Ship propeller |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2096223A (en) * | 1936-08-12 | 1937-10-19 | David G Chandler | Boat propelling mechanism |
US2415183A (en) * | 1943-03-22 | 1947-02-04 | Brett D Law | Boat propelling and steering unit |
US2860594A (en) * | 1955-04-20 | 1958-11-18 | Elmer C Kiekhaefer | Splash deflector |
SE369697B (en) * | 1968-04-18 | 1974-09-16 | Penn Yan Boats Inc | |
US3768432A (en) * | 1971-10-18 | 1973-10-30 | E Spaulding | Shallow water adaptor for outboard motors |
DE3042197C2 (en) * | 1980-11-08 | 1984-08-09 | Roland 6729 Neupotz Sand | Drive for water vehicles, in particular for fast planing boats |
US4565532A (en) * | 1981-02-18 | 1986-01-21 | Kaama Marine Engineering, Inc. | Stern drive |
NO158335C (en) * | 1986-02-27 | 1988-08-24 | Jaico Marine A S | DEVICE FOR INBOARD / OUTBOARD HEAT COVER FOR BAATER. |
-
1989
- 1989-07-11 EP EP89112617A patent/EP0407630B1/en not_active Expired - Lifetime
- 1989-07-11 AT AT89112617T patent/ATE82554T1/en not_active IP Right Cessation
- 1989-07-11 DE DE8989112617T patent/DE58902780D1/en not_active Expired - Lifetime
- 1989-07-11 ES ES198989112617T patent/ES2035458T3/en not_active Expired - Lifetime
-
1990
- 1990-06-20 US US07/541,063 patent/US5066255A/en not_active Expired - Lifetime
- 1990-07-10 AU AU58883/90A patent/AU627599B2/en not_active Ceased
-
1992
- 1992-11-26 GR GR920402721T patent/GR3006363T3/el unknown
Also Published As
Publication number | Publication date |
---|---|
US5066255A (en) | 1991-11-19 |
DE58902780D1 (en) | 1992-12-24 |
AU5888390A (en) | 1992-01-16 |
GR3006363T3 (en) | 1993-06-21 |
ATE82554T1 (en) | 1992-12-15 |
AU627599B2 (en) | 1992-08-27 |
ES2035458T3 (en) | 1993-04-16 |
EP0407630A1 (en) | 1991-01-16 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP0407630B1 (en) | Propulsion for hydrofoils | |
DE60029940T2 (en) | BOAT DRIVE | |
DE2539315C3 (en) | Motorcycle-like water gliding vehicle | |
DE2043802A1 (en) | Outboard propulsion unit | |
DE3009671C2 (en) | ||
DE60101949T2 (en) | Method for reducing the rear impedance and tail shape | |
DE2525838A1 (en) | MARINE DRIVE DEVICE | |
DE2521556A1 (en) | INBOARD-OUTBOARD DRIVE FOR WATER VEHICLES | |
DE3490269C2 (en) | Vessel with adjustable draught | |
DE3443209C2 (en) | Ship propulsion device | |
DE2100207C2 (en) | Power unit for boats | |
DE2318788C2 (en) | High speed watercraft | |
DE3303554C2 (en) | ||
EP3019397B1 (en) | Boat drive | |
WO2004050477A1 (en) | Watercraft | |
DE3042197C2 (en) | Drive for water vehicles, in particular for fast planing boats | |
DE60029767T2 (en) | drive arrangement | |
DE1506162A1 (en) | Amphibious vehicle | |
EP0534169A1 (en) | Ship | |
DE3936280A1 (en) | Aquaplane for stern of marine vessel - has adjustable mountings to generate thrust from stern wave of vessel | |
DE2014326A1 (en) | Watercraft, particularly suitable for oil recovery | |
DE2303723A1 (en) | DEVICE FOR LOWERING THE SOUND LEVEL OF AN ENGINE FIXED INTO A HULL | |
EP0392019A1 (en) | High-speed vessel | |
DE3542557C2 (en) | Device for discharging exhaust gases and cooling water from an internal combustion engine of a ship propulsion device | |
DE3126992A1 (en) | Amphibious motor vehicle |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 19900602 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AT BE CH DE ES FR GB GR IT LI NL SE |
|
17Q | First examination report despatched |
Effective date: 19920504 |
|
ITF | It: translation for a ep patent filed |
Owner name: DE DOMINICIS & MAYER S.R.L. |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AT BE CH DE ES FR GB GR IT LI NL SE |
|
REF | Corresponds to: |
Ref document number: 82554 Country of ref document: AT Date of ref document: 19921215 Kind code of ref document: T |
|
GBT | Gb: translation of ep patent filed (gb section 77(6)(a)/1977) | ||
REF | Corresponds to: |
Ref document number: 58902780 Country of ref document: DE Date of ref document: 19921224 |
|
ET | Fr: translation filed | ||
REG | Reference to a national code |
Ref country code: ES Ref legal event code: FG2A Ref document number: 2035458 Country of ref document: ES Kind code of ref document: T3 |
|
REG | Reference to a national code |
Ref country code: GR Ref legal event code: FG4A Free format text: 3006363 |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
26N | No opposition filed | ||
EAL | Se: european patent in force in sweden |
Ref document number: 89112617.9 |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: IF02 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: NL Payment date: 20020717 Year of fee payment: 14 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: AT Payment date: 20020722 Year of fee payment: 14 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: BE Payment date: 20020723 Year of fee payment: 14 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: ES Payment date: 20020724 Year of fee payment: 14 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: CH Payment date: 20020726 Year of fee payment: 14 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: AT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20030711 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: ES Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20030712 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LI Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20030731 Ref country code: CH Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20030731 Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20030731 |
|
BERE | Be: lapsed |
Owner name: *SAND ROLAND Effective date: 20030731 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: NL Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20040201 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
NLV4 | Nl: lapsed or anulled due to non-payment of the annual fee |
Effective date: 20040201 |
|
REG | Reference to a national code |
Ref country code: ES Ref legal event code: FD2A Effective date: 20030712 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 20050627 Year of fee payment: 17 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: SE Payment date: 20050722 Year of fee payment: 17 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GR Payment date: 20050726 Year of fee payment: 17 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20060711 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20060712 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20060719 Year of fee payment: 18 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: IT Payment date: 20060731 Year of fee payment: 18 Ref country code: DE Payment date: 20060731 Year of fee payment: 18 |
|
EUG | Se: european patent has lapsed | ||
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20060711 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20080201 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST Effective date: 20080331 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20070731 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20070202 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20070711 |