EP0591969B1 - Unité de propulsion pour bateaux - Google Patents

Unité de propulsion pour bateaux Download PDF

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Publication number
EP0591969B1
EP0591969B1 EP93116247A EP93116247A EP0591969B1 EP 0591969 B1 EP0591969 B1 EP 0591969B1 EP 93116247 A EP93116247 A EP 93116247A EP 93116247 A EP93116247 A EP 93116247A EP 0591969 B1 EP0591969 B1 EP 0591969B1
Authority
EP
European Patent Office
Prior art keywords
drive
drive unit
motor
unit according
casing
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
Application number
EP93116247A
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German (de)
English (en)
Other versions
EP0591969A1 (fr
Inventor
Reinhold Reuter
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schottel GmbH and Co KG
Original Assignee
Schottel GmbH and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Schottel GmbH and Co KG filed Critical Schottel GmbH and Co KG
Publication of EP0591969A1 publication Critical patent/EP0591969A1/fr
Application granted granted Critical
Publication of EP0591969B1 publication Critical patent/EP0591969B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B17/00—Vessels parts, details, or accessories, not otherwise provided for
    • B63B17/0018—Arrangements or devices specially adapted for facilitating access to underwater elements, e.g. to propellers ; Externally attached cofferdams or the like
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B63H2025/425—Propulsive elements, other than jets, substantially used for steering or dynamic anchoring only, with means for retracting, or otherwise moving to a rest position outside the water flow around the hull

Definitions

  • the propeller In watercraft intended for traffic in shallow water, it is known to arrange the propeller vertically adjustable. While driving in water of sufficient depth, the propeller works in a water depth that is optimal from the overall situation, when driving in appropriately shallow water, the propeller is adjusted so far that it can still provide propulsion, but ground contact is excluded and at Staying in extremely shallow waters, the propeller is even adjusted upwards so that it is above the lowest point of the hull.
  • rudder propellers are a special type of ship propulsion.
  • the ship propeller not only serves to apply the propulsive force necessary for the movement of the ship, but the propeller can also be pivoted so that the direction of the effect of the propulsive force, that is to say not only the speed of travel but also the direction of travel, can be determined.
  • a rudder propeller system is used in a watercraft that is intended for traffic in shallow waters, the following construction is known.
  • the hull In view of the shallow water depth, the hull has a flat, level bottom.
  • a shaft-shaped housing (“container”) leads out from the ship's interior, and the ship's propeller is axial in this housing adjustable (in the longitudinal direction of the housing).
  • the propeller lies outside the shaft-like housing below the ship's floor level and is driven by a drive shaft train, on the upper end of which a drive motor acts, the lower end of which acts on the propeller and which is coaxial with the shaft-like Housing is passed through this housing.
  • the propeller is moved upwards in relation to the shaft-like housing, possibly retracted into the housing.
  • the propeller By turning the propeller around the longitudinal axis of the drive shaft, it is possible to set the direction of travel for the ship's movement.
  • the present invention is not exclusively concerned with such a drive, but preferably and when discussing the invention, problems of such a drive were preferably dealt with.
  • the engine is permanently installed in the ship's hull and the drive shaft train is designed to be variable in length, for example by connecting a drive shaft part on the motor side and a drive shaft part on the propeller side in a rotationally fixed manner to one another via spline teeth.
  • the drive shaft train is designed to be variable in length, for example by connecting a drive shaft part on the motor side and a drive shaft part on the propeller side in a rotationally fixed manner to one another via spline teeth.
  • a relatively long and correspondingly heavy shaft-like housing is necessary, the length of which results from the maximum length of the drive shaft train which can be changed in length, namely when the propeller has been moved as far as possible out of the housing, that is to say the maximum distance between the motor and propeller is present.
  • the object of the present invention is to show a possible remedy, i.e. to be able to manage with a shaft-like housing, which can be shorter than with previous solutions.
  • Main assemblies of the rudder propeller system are the rudder propeller 1, the drive motor 2 and the vertical drive shaft train 3 between the drive motor 2 at the upper and the rudder propeller 1 at the lower end of the drive shaft train 3.
  • the propeller 4 is in one Nozzle housing 5 arranged.
  • the propulsive force for a ship to which the system is assigned is brought about by rotating the propeller 4 about its longitudinal axis 6.
  • the direction of travel of such a ship can be changed in that the rudder propeller 1 is pivoted about the longitudinal axis 7 of the drive shaft train 3, which is why the rudder propeller 1 can be pivoted through 360 ° about this longitudinal axis.
  • the housing 8 of the underwater transmission 9 of the rudder propeller 1 is connected to a tube 10, which surrounds the drive shaft train 3 and is forcibly pivoted about the longitudinal axis 7 in a cladding tube 11, which in turn is held in the shaft-like housing 12 so that it cannot be rotated and cannot be moved.
  • This housing is part of the ship's hull, firmly integrated into it and positioned such that its lower, rudder propeller-side end lies in the plane of the bottom 13 of the ship's hull 14, to which the drive unit is assigned.
  • the cladding tube 11 is held in the housing 12 by a plurality of arms 15, 16, of which the arms 15 are combined to form a fluid-tight ring which surrounds the cladding tube 11 on the inner circumference in a fluid-tight manner and is held in the housing 12 on the outer circumference in a fluid-tight manner and which thus holds the interior the housing into an upper "dry” housing chamber 17 and a lower "wet" chamber 18 which is in communication with the water in which the Propeller 4 works.
  • a stuffing box 50 serves for the fluid-tight passage of the cladding tube 11 through the ring 15.
  • the penetration of water into the annular space between the cladding tube 11 and the tube 10 serves to form a pivot bearing 51 at the lower end of the cladding tube 11 between the latter and the tube 10.
  • the penetration of water in the tube 10 is finally prevented by the fact that the lower end of the open at both ends, but otherwise inherently fluid-tight tube 10 is connected fluid-tight to the inherently fluid-tight housing 8 of the submersible transmission 9, from which in turn the propeller shaft 6 in one fluid-tight pivot bearing 52 is brought out.
  • At least the ring 15, but possibly also the arms 16, are supported on the inner wall of the housing 12 via guide rollers 27, their rotatability being blocked when quick-release fasteners 26 are closed, when the propulsion means 1 is in the lower end or working position, which, however, are detachable if the propulsion means is to be retracted into the housing 12 and for this purpose the entirety of the propulsion means 1 and the drive shaft train 3 including the tube 10, cladding tube 11 and at least ring 15 with the motor 2 pivoted into its non-operative position (broken line in FIG. 1) should be adjusted upwards.
  • the motor 2 is an electric motor, the housing of which is arranged on a bearing journal 22, which is held coaxially to the housing 12 on a housing cover 23 and projects into the shaft-like housing 12.
  • the cover 23 is a multi-perforated disc, the edge of which is supported on an upper, outwardly directed ring flange 24 of the housing 12 with the interposition of an elastic ring, a detachable connection being effected with screw connections distributed over the circumference.
  • the bearing journal 22 which is arranged coaxially with the longitudinal axis 25 of the shaft-like housing 12, and the longitudinal axis 7 of the motor output shaft 20, the drive shaft train 3 and the longitudinal axis of the motor 2, when the latter is in the operating position, are laterally offset from the longitudinal axis 25 by the amount "e" of the housing 12 arranged.
  • the clutch 19 is engaged; the engine 2 can rotate the propeller 4 about its longitudinal axis 6 via the drive shaft train 3.
  • the rudder propeller 1 is located outside the housing 12 and below the ship's bottom 13. In this position, the rudder propeller is shown by solid lines in FIG. 1. He can by pivoting the tube 10 in a defined manner about its longitudinal axis 7 in order to impart a desired direction of travel to the watercraft.
  • the clutch 19 is opened so that the drive connection between the motor 2 and drive shaft train 3 is interrupted.
  • the motor 2, including the shaft section 20, can then be pivoted on the bearing journal 22 about its longitudinal axis 25 into the inoperative position, as is shown by broken lines in FIG. 1.
  • the drive shaft train 3 can be adjusted past the engine 2 upwards and the overall arrangement is designed according to the invention such that the rudder propeller 1 is located completely above the ship's bottom 13 (FIG.
  • the drive shaft train 3 follows does not protrude above the housing 12, the drive shaft assembly 3 and the motor 2 are located within the shaft-like housing, the motor 2 and drive shaft assembly 3 are located side by side in the shaft-like housing 12 in the region of the upper end, that is to say the entire adjustment or Rudder propeller drive and the shaft-like housing 12 can be built lower by the height H of the motor 2 and no additional space above the rudder propeller drive in the ship's hull must be kept free.
  • the pivoting movement of the rudder propeller 1 about the longitudinal axis 7 of the drive shaft train 3 can be carried out in a conventional manner, so that there is no need to go into this in detail.
  • the coupling 19 can have any functional training, so that it does not have to be discussed in more detail.
  • FIG. 2 schematically shows a hydraulic adjustment device 90 with pistons and cylinders which can be hydraulically adjusted relative to one another, but a mechanical adjustment means, for example a worm gear or a rack and pinion gear, is also possible.
  • the motor 2 should preferably be an electric motor because its connections prove to be particularly useful for the pivotable motor. It can be fixed in its two end positions by latches 28 on the cover 23.
  • a not insignificant aspect is the expandability of the assembly from propulsion means 1, drive shaft train 3 and motor 2 with a shaft-like structure remaining in the watercraft Housing 12.
  • a prerequisite for this is that the inner wall of the housing 12 has no constriction from the bottom up, that connecting means between the radial arms 15, 16 can be released, that the cover 23 with the bearing pin 22 attached to it can be removed upward from the housing 12 and that finally the inner diameter of the housing 12 is larger than the horizontal extension of the propulsion means 1 if the assembly 1-3 is to be removable upwards.
  • the shaft-like housing can be closed on its underside in the plane of the flat bottom 13 of the watercraft by a cover or a closing plate 28, so that the flat bottom 13 of the watercraft has no interruption .

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  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Actuator (AREA)
  • Transmission Devices (AREA)
  • Saccharide Compounds (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Seal Device For Vehicle (AREA)
  • Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Feedback Control In General (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)
  • Threshing Machine Elements (AREA)
  • Vehicle Body Suspensions (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Sink And Installation For Waste Water (AREA)
  • Agricultural Machines (AREA)

Claims (20)

  1. Unité de propulsion pour bateaux, comprenant une ligne d'arbre de commande entre un moteur de commande et un moyen de propulsion, cette unité de propulsion à ligne verticale d'arbre de commande étant disposée dans un carter en forme de cage, dans la coque, de telle manière que la distance entre moteur et moyen de propulsion puisse être réglable, caractérisée en ce que le moteur (2) agit sur la ligne d'arbre de commande (3) par l'intermédiaire d'un dispositif d'accouplement (19) débrayable et qu'il peut être déplacé dans un plan horizontal entre deux positions finales, lorsque le dispositif d'accouplement (19) est débrayé, et en ce que, dans l'une de ces positions finales, le moteur (2) et la ligne d'arbre de commande (3) peuvent être reliés l'un à l'autre tandis que, dans l'autre position finale du moteur (2), la ligne d'arbre de commande (3) peut être déplacée, avec le moyen de propulsion (1) qui lui est associé, latéralement devant le moteur.
  2. Unité de propulsion selon la revendication 1, caractérisée en ce que le moteur (2) est disposé mobile à l'intérieur du carter (12) et en ce que, dans la position finale, dans laquelle la ligne d'arbre de commande (3) passe latéralement devant le moteur (2), l'écartement latéral entre le moteur (2) et la ligne d'arbre de commande (3) est plus grand que le diamètre extérieur de la ligne d'arbre de commande, mais toutefois plus petit que l'étendue horizontale du moyen de propulsion (1), de telle manière que la ligne d'arbre de commande (3) puisse passer latéralement devant le moteur, mais pas le moyen de propulsion (1).
  3. Unité de propulsion selon la revendication 1 ou 2, caractérisée en ce que le moteur (2) est monté, de manière à pouvoir pivoter dans le sens horizontal, sur un axe de support (22) vertical, les axes longitudinaux (25, 7) de cet axe de support (22) et de la ligne d'arbre de commande (3) étant parallèles l'un à l'autre, avec un décalage latéral l'un par rapport à l'autre.
  4. Unité de propulsion selon l'une des revendications 1 à 3, caractérisée en ce que le moyen de propulsion (1) se trouve, dans l'une de ses positions finales, à l'intérieur du carter, tandis que, dans son autre position finale, il est situé à l'extérieur du carter (12) à une distance prédéterminée par rapport à l'extrémité, côté moyen de propulsion, du carter (12).
  5. Unité de propulsion selon l'une des revendications 1 à 4, caractérisée en ce que l'extrémité, côté moyen de propulsion, du carter (12) est située au niveau du fond (13) du bateau (14) destiné au transport dans des eaux peu profondes.
  6. Unité de propulsion selon l'une des revendications 1 à 5, caractérisée par des moyens mécaniques pour faire pivoter le moteur (2)
  7. Unité de propulsion selon l'une des revendications 1 à 6, caractérisée en ce que le dispositif d'accouplement (19) est intégré dans la ligne d'arbre de commande (3).
  8. Unité de propulsion selon l'une des revendications 1 à 7, caractérisée en ce que le moteur (2) est un moteur électrique.
  9. Unité de propulsion selon l'une des revendications 1 à 8, caractérisée en ce que le moyen de propulsion (1) comprend une hélice (4).
  10. Unité de propulsion selon la revendication 9, caractérisée en ce que l'hélice (4) à un axe de rotation horizontal (6) et en ce que l'arbre d'hélice est relié à la ligne d'arbre de commande (3) verticale par l'intermédiaire d'un engrenage angulaire (9).
  11. Unité de propulsion selon la revendication 9 ou 10, caractérisée en ce que l'hélice (4) est placée dans un carter (5) à profil intérieur en tuyère.
  12. Unité de propulsion selon l'une des revendications 9 à 11, caractérisée en ce que le carter d'hélice (5) constitue, avec le carter d'engrenage (8), un ensemble qui est coordonné à l'extrémité inférieure d'un tube (10), qui entoure la ligne d'arbre de commande (3).
  13. Unité de propulsion selon la revendication 12, caractérisée en ce que le tube (10) est monté dans le carter en forme de cage (12), de manière à tourner autour de son axe longitudinal (7) et en ce que le moyen de propulsion est ainsi une hélice de gouvernail actif, à l'aide de laquelle peuvent être déterminées la vitesse de marche et la direction de marche du bateau.
  14. Unité de propulsion selon la revendication 13, caractérisée en ce que le montage du tube (10) dans le carter en forme de cage (12) est effectué au moyen de bras radiaux (15, 16), dont les extrémités extérieures sont reliées au carter en forme de cage (12) de manière rigide mais détachable, et qui maintiennent, dans des paliers tournants (50), le tube (10) et la ligne d'arbre de commande (3) entourée par le tube.
  15. Unité de propulsion selon la revendication 14, caractérisée en ce que des bras inférieurs (16) délimitent des passages pour fluides entre l'intérieur du carter en forme de cage (12) et la zone située sous le fond (13) du bateau, tandis que des bras situés plus haut font partie d'une plaque étanche aux fluides (15), qui sépare l'espace (18) situé au-dessous de la plaque (15) et qui peut être rempli de fluides, d'un espace (17), situé au-dessus de la plaque (15) et exempt de fluides.
  16. Unité de propulsion selon l'une des revendications 3 à 15, caractérisée en ce que l'axe de support (22) et le carter en forme de cage (12), au moins sensiblement cylindrique, sont situés par leurs axes longitudinaux au moins sensiblement selon le même axe.
  17. Unité de propulsion selon la revendication 16, caractérisée en ce que le carter en forme de cage (12) est réalisé, entre ses deux extrémités, sans réduction de diamètre depuis le bas jusqu'en haut.
  18. Unité de propulsion selon la revendication 17, caractérisée en ce que le carter en forme de cage (12) est fermé, à son extrémité supérieure, par un couvercle (23), qui peut être levé, parallèlement à lui-même, vers le haut à partir du carter en forme de cage, ce qui permet de pouvoir extraire du carter en forme de cage (12) vers le haut l'ensemble constitué par le moteur (2), la ligne d'arbre de commande (3) et le moyen de propulsion (1), après avoir détaché les fixations entre les bras radiaux (15, 16) et le carter en forme de cage (12).
  19. Unité de propulsion selon la revendication 18, caractérisée en ce que des galets (27), verrouillables sur la paroi interne du carter en forme de cage (12), sont associés aux extrémités, côté carter, des bras radiaux (15, 16).
  20. Unité de propulsion selon l'une des revendications 1 à 19, caractérisée par une plaque de fermeture située au niveau de l'extrémité, côté moyen de propulsion, du carter en forme de cage (12) et qui obture celui-ci, lorsque le moyen de propulsion (1) est rentré dans le carter (12).
EP93116247A 1992-10-07 1993-10-07 Unité de propulsion pour bateaux Expired - Lifetime EP0591969B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4233662 1992-10-07
DE4233662A DE4233662A1 (de) 1992-10-07 1992-10-07 Antriebseinheit für Wasserfahrzeuge

Publications (2)

Publication Number Publication Date
EP0591969A1 EP0591969A1 (fr) 1994-04-13
EP0591969B1 true EP0591969B1 (fr) 1996-05-01

Family

ID=6469811

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93116247A Expired - Lifetime EP0591969B1 (fr) 1992-10-07 1993-10-07 Unité de propulsion pour bateaux

Country Status (12)

Country Link
US (1) US5435762A (fr)
EP (1) EP0591969B1 (fr)
JP (1) JPH06211188A (fr)
CN (1) CN1033846C (fr)
AT (1) ATE137459T1 (fr)
CA (1) CA2107965A1 (fr)
DE (2) DE4233662A1 (fr)
DK (1) DK0591969T3 (fr)
ES (1) ES2086847T3 (fr)
FI (1) FI934390A (fr)
GR (1) GR3020465T3 (fr)
NO (1) NO933569L (fr)

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US6067697A (en) * 1996-01-24 2000-05-30 Kamewa Finland Oy Method for removing a propeller assembly from and for mounting the same in an opening in the bottom of a swimming vessel
FI103194B1 (fi) * 1996-01-24 1999-05-14 Kamewa Finland Ltd Menetelmä ja laitteisto potkurilaitteen irrottamiseksi uivan aluksen pohjassa olevasta aukosta ja asentamiseksi siihen
FI107042B (fi) * 1998-09-14 2001-05-31 Abb Azipod Oy Propulsioyksikön kääntäminen
US7641526B1 (en) * 2008-09-09 2010-01-05 Thrustmaster of Texas, Inc. Vessel and underwater mountable azimuthing thruster
DE102008042597A1 (de) * 2008-10-02 2010-04-08 Zf Friedrichshafen Ag Propellerantriebsanordnung zum Steuern und Antreiben eines Schiffes
KR101381271B1 (ko) * 2009-03-05 2014-04-04 비컨 핀란드 리미티드 오와이 접혀 들어갈 수 있는 추진 장치 또는 대응물을 위한 정비 공간
BR112012005622A2 (pt) * 2009-09-14 2016-06-21 Itrec Bv embarcação com uma unidade propulsora retrátil, instalação propulsora para ser montada em um casco de uma embarcação, unidade propulsora, e, método para operar uma embarcação
US7992275B1 (en) * 2010-09-16 2011-08-09 Thrustmaster of Texas, Inc. Method for thruster withdrawal for maintenance or vessel transit without the need for an external crane, remote operated vehicle, or diver
DE102010055778A1 (de) * 2010-12-23 2012-06-28 Schottel Gmbh Schiffsantrieb
FI122660B (fi) * 2010-12-30 2012-05-15 Waertsilae Finland Oy Sisäänvedettävä vesialuksen ohjauspotkuriyksikkö
KR20130024467A (ko) * 2011-08-31 2013-03-08 에스티엑스조선해양 주식회사 언더워터 마운팅 아지무스 스러스터의 평판 형 수밀 장비 및 그 탑재 방법
DE102012103814A1 (de) * 2012-05-02 2013-11-07 Schottel Gmbh Antriebsvorrichtung für ein Schiff
NL2009156C2 (nl) * 2012-07-09 2014-01-13 Imc Corporate Licensing B V Vaartuig met roteerbare pod.
ES2710456T3 (es) * 2012-12-14 2019-04-25 Rolls Royce Oy Ab Procedimiento para desmontar y/o montar una sección sumergida de una unidad propulsora retráctil
ES2552830B1 (es) * 2012-12-14 2016-09-30 Rolls-Royce Oy Ab Procedimiento para desmontar y/o montar una sección submarina de una unidad propulsora retráctil
ITMI20130693A1 (it) 2013-04-26 2014-10-27 Fincantieri Cantieri Navali It Metodo per la manutenzione di un propulsore retrattile
ITMI20130694A1 (it) 2013-04-26 2014-10-27 Fincantieri Cantieri Navali It Propulsore retrattile
CN106628081A (zh) * 2016-11-29 2017-05-10 海南大学 一种用于航海船舶的螺旋桨推进系统
CN107856830A (zh) * 2017-11-15 2018-03-30 桂林宏建机械制造有限公司 一种竹筏动力传动装置
FI3892872T3 (fi) * 2020-04-08 2023-04-03 Abb Oy Propulsioyksikkö

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FR832537A (fr) * 1937-05-14 1938-09-28 Dispositif pour la propulsion des navires
US2302795A (en) * 1941-11-14 1942-11-24 Noble Warren Ship propulsion means
US3807347A (en) * 1972-10-20 1974-04-30 W Baldwin Retractable thru-hull drive system for boats
NO136038C (no) * 1975-06-18 1978-04-14 Liaaen As A M Propellanordning.
NL173727C (nl) * 1977-09-19 1984-03-01 Schottel Nederland Bv Stuurschroefconstructie met ophaalbare schroef.
IT1222924B (it) * 1987-10-15 1990-09-12 Mauro Salvetti Gruppo produlsore retrattile migliorato per imbracazioni
SU1641702A1 (ru) * 1988-09-29 1991-04-15 Предприятие П/Я Р-6654 Водометное подруливающее устройство
JPH0723980B2 (ja) * 1991-10-16 1995-03-15 株式会社リコー 複写管理装置

Also Published As

Publication number Publication date
FI934390A0 (fi) 1993-10-06
CN1098375A (zh) 1995-02-08
CA2107965A1 (fr) 1994-04-08
GR3020465T3 (en) 1996-10-31
FI934390A (fi) 1994-04-08
JPH06211188A (ja) 1994-08-02
CN1033846C (zh) 1997-01-22
DK0591969T3 (da) 1996-06-03
ES2086847T3 (es) 1996-07-01
NO933569L (no) 1994-04-08
DE4233662A1 (de) 1994-04-14
ATE137459T1 (de) 1996-05-15
US5435762A (en) 1995-07-25
DE59302436D1 (de) 1996-06-05
EP0591969A1 (fr) 1994-04-13
NO933569D0 (no) 1993-10-06

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