EP1169223B1 - Organe d'entrainement d'un bateau - Google Patents

Organe d'entrainement d'un bateau Download PDF

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Publication number
EP1169223B1
EP1169223B1 EP00917580A EP00917580A EP1169223B1 EP 1169223 B1 EP1169223 B1 EP 1169223B1 EP 00917580 A EP00917580 A EP 00917580A EP 00917580 A EP00917580 A EP 00917580A EP 1169223 B1 EP1169223 B1 EP 1169223B1
Authority
EP
European Patent Office
Prior art keywords
propeller
drive
boat
propellers
drive assembly
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
EP00917580A
Other languages
German (de)
English (en)
Other versions
EP1169223A1 (fr
Inventor
Benny Hedlund
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.)
Volvo Penta AB
Original Assignee
Volvo Penta AB
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 Volvo Penta AB filed Critical Volvo Penta AB
Publication of EP1169223A1 publication Critical patent/EP1169223A1/fr
Application granted granted Critical
Publication of EP1169223B1 publication Critical patent/EP1169223B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/12—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 specially adapted for submerged exhausting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/02—Mounting of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/24—Arrangements, apparatus and methods for handling exhaust gas in outboard drives, e.g. exhaust gas outlets
    • B63H20/245—Exhaust gas outlets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/32—Housings
    • B63H20/34—Housings comprising stabilising fins, foils, anticavitation plates, splash plates, or rudders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/32—Arrangements of propulsion power-unit exhaust uptakes; Funnels peculiar to vessels
    • 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
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • 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
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • B63H2005/106—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type with drive shafts of second or further propellers co-axially passing through hub of first propeller, e.g. counter-rotating tandem propellers with co-axial drive shafts
    • 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
    • B63H25/06—Steering by rudders
    • B63H2025/066—Arrangements of two or more rudders; Steering gear therefor

Definitions

  • the present invention relates to a drive assembly operable to propel a boat when installed therein, wherein an embodiment of the present invention concerns a propeller drive which is arranged in a fixed manner on an outside of a boat hull and has an at least essentially vertical drive shaft which, via an angle gear enclosed in an underwater housing, drives in a counter-rotating manner a pair of at least essentially horizontal propeller shafts each with their own propeller, and a drive unit which is arranged on an inside of the hull and to which the vertical drive shaft is drivably connected.
  • a propeller drive which is arranged in a fixed manner on an outside of a boat hull and has an at least essentially vertical drive shaft which, via an angle gear enclosed in an underwater housing, drives in a counter-rotating manner a pair of at least essentially horizontal propeller shafts each with their own propeller, and a drive unit which is arranged on an inside of the hull and to which the vertical drive shaft is drivably connected.
  • SE 8305066-6 wherein a special embodiment of a drive with a pusher propeller and a tractor propeller is installed in a fixed manner and projects down from a bottom of a hull.
  • An advantage derivable from being able to trim the drive at different angles in relation to the transom stern of the boat is that an associated drive angle can be adapted to a corresponding position of the boat in water, such drive angle being dependent on loading, speed and weather conditions, so that optimum propulsion can be achieved under different operating conditions.
  • Advantages of being able to trim the drive are most apparent in smaller and medium-sized fast-moving boats up to about 40 feet (circa 12 metres).
  • tractor propellers are capable of providing drive assemblies for boats with enhanced propulsion performance. It is further possible to identify from the German patent application no. DE 35 19 599, by virtue of inclusion of a relatively small cavitation plate in conjunction with a pair of mutually counter-rotating tractor propellers, that propulsion performance can be improved to a range wherein cavitation effects occur in the pair of propellers.
  • An object of the invention is to provide more optimal propulsion performance of drive assemblies operable to propel boats when installed thereto.
  • a drive assembly operable to propel a boat when installed therein, the assembly comprising:
  • the invention is of advantage in that a combination of the substantially cylindrical housing, the wing-like profile and implementation of propeller hub diameters favorably in relation to the substantially cylindrical housing is capable of providing the drive assembly with enhanced performance.
  • Propeller drives with pusher propellers which are arranged behind an underwater housing with a torpedo-like portion usually have propellers with hubs which form an extension to a rear region of the torpedo-like portion.
  • This portion has a diameter which is determined by inter alia a space requirement for gear units and propeller shafts accommodated therein, which thus, together with any exhaust discharge outlet in the hubs, determines diameters of the propeller hubs.
  • Even rubber shock-absorbers present in the hubs influence their hub diameter.
  • the hub diameters in turn influence the overall diameter of the propellers. It is usual for the hub diameters to be roughly 30% of their corresponding overall propeller diameters.
  • a benefit of tractor propellers instead of pusher propellers on an outboard drive is inter alia that the pusher propellers work in undisturbed water because the underwater housing lies behind the pusher propellers. It has been found that there is then no flow-related reason to dimension hubs of the pusher propellers in such a manner that a smooth transition is achieved between them and the underwater housing, that is to say in the same way as in drive employing pusher propellers. By reducing the hub diameter of the pusher propellers in relation to the diameter of the torpedo-like underwater housing, the overall pusher propeller diameter can be reduced, which is advantageous in a number of respects.
  • the underwater housing can be dimensioned so as to be shorter in a vertical direction and conssquently lighter than if propeller hubs with the same diameter as the torpedo-like portion of the underwater housing were to be used.
  • the maximum diameters of the hubs are substantially 20% of their corresponding propeller diameters.
  • the substantially cylindrical portion has an end region facing rearward in operation, the end region including an exhaust discharge outlet for discharging exhaust gases generated by the drive unit in operation.
  • the wing-like profile is provided at a rear region thereof with a pivotable rudder blade forming in operation a pivotal extension to the wing-like profile.
  • the substantially cylindrical portion has an elongate length which is substantially equal to a sum of lengths of the wing-like profile and the rudder blade.
  • the exhaust discharge outlet includes a screen at an upper region thereof for promoting removal of exhaust gasses away from the rudder blade.
  • the wing-like profile is adapted to be mountable to an underside of a hull of the boat.
  • the assembly further includes a cavitation plate disposable in operation between the underwater housing and the boat.
  • the propellers include a fore propeller and an aft propeller, such that the propellers have associated blade areas so that, at least under certain operating conditions, the aft propeller is operable to work in a cavity-generating manner, and the fore propeller is operable to work in a cavitation-free manner.
  • a drive installation operable to propel a boat when installed therein, the installation including two assemblies according to the first aspect of the invention, the assemblies being disposable in operation substantially next to one another, wherein the assemblies include individually steerable blades in order to steer a direction of travel of the boat.
  • the assemblies include corresponding pivotable rudder blades, the rudder blades being susceptible to being steered in mutually opposite directions in operation.
  • a reference number 1 designates generally a drive unit consisting of an engine 1 a and a reversing gear mechanism 1b which are fixed to an inner surface 2 on a bottom 4 of a boat hull.
  • An underwater housing 5 has a fastening plate 7 which is fastened to an outer surface 8 on the bottom 4.
  • the engine 1a drives, via an angle gear in a reversing gear of the gear mechanism 1b, an output shaft 9 which in turn drives, via an angle gear comprising conical gearwheels 10, 11 and 12, a pair of propeller shafts 13 and 14, of which the shaft 14 is a hollow shaft, through which the shaft 13 extends.
  • the shaft 13 bears a propeller 15 with a hub 15a and blades 15b
  • the shaft 14 bears a propeller 16 with a hub 16a and blades 16b.
  • the propeller shafts 13 and 14 are mounted in a torpedo-like part 20 of the underwater housing 5.
  • a housing part 21 between the torpedo 20 and the fastening plate 7 has a wing-like profile with slightly domed side surfaces on both sides of a vertical plane of symmetry.
  • a rudder flap 22 is mounted for pivoting about a vertical pivoting axis.
  • the front end portion 23 of the rudder flap 22 has a semi-circular cross section and projects into a semi-circular channel 24, as shown most clearly in Fig. 3, where the starboard drive assembly is shown with the rudder blade removed.
  • the side surfaces of the rudder flap lie, at the front edge, in the same plane as the rear edge of the side surfaces of the housing part 21, so that a smooth transition is obtained between the housing part 21 and the rudder flap 22. Together, these two extend over the entire length of the torpedo 20.
  • the torpedo 20 has a discharge opening 25, in which an exhaust pipe 26 opens, which runs from the engine 1a and through the underwater housing 5.
  • the propellers will work in completely undisturbed water, on the one hand on account of their being positioned in front of the underwater housing and on the other hand on account of the positioning of the exhaust discharge outlet, which moreover, on account of the ejector effect which arises during motion, contributes to minimum exhaust back-pressure.
  • the torpedo is at its rear edge designed with a screen 27 towards the rudder flap 22 in order to screen the rudder blade from the exhaust gas flow.
  • the diameter of the hubs and thus the diameter of the propeller as a whole can be reduced.
  • the maximum diameter of the hubs is normally the same as the maximum diameter of the adjacent part of the underwater housing, whereas the maximum hub diameter of the propellers 15 and 16 shown in Figs 2-5 is roughly 60-65% of the maximum diameter of the torpedo 20 in the portion adjacent to the propellers.
  • the length of the underwater housing in the vertical direction is also affected by the propeller diameter, which means that the smaller the propeller diameter is, the shorter the underwater housing needs to be in the vertical direction.
  • Fig. 2 shows a propeller drive of the type described in connection with Fig. 1, that is to say a drive with an underwater housing 5 which is fixed directly to the bottom surface of the boat hull by its fastening plate 7.
  • the drive has two propellers 15 and 16, of which the fore propeller has three blades whereas the aft propeller has four blades, which is known per se in steerable outboard drives.
  • the blade areas of the propellers are adapted to one another in such a manner that, within a predetermined upper speed range, the aft propeller works in a cavity-generating manner whereas the fore propeller works in a non-cavity-generating manner.
  • the propeller drive in Fig. 2 is mounted on one side of and at a distance from the centre line 30 of the bottom.
  • a corresponding propeller drive is mounted on the other side of the centre line, as shown in greater detail in Fig. 3.
  • the rudder flap of the right-hand drive has been removed in order to illustrate the design of the wing-like part 21 of the underwater housing 5.
  • twin-mounted drives means (not shown) can advantageously be arranged, which make it possible to disconnect the normal synchronous operation of the rudder blades and instead steer the rudder blades in a mirror-inverted manner, that is to say in such a manner that a given deflection of one rudder to, for example, port leads to a corresponding deflection of the other to starboard. In this way, the steering deflections cancel each other out and the rudders instead function as brake flaps without any steering effect.
  • Fig. 4 shows an embodiment of a propeller drive according to the invention, which differs from that described above in that the underwater housing 5 is connected to a housing 32 which is mounted against the transom stern 31 of the hull and contains an angle gear and a reversing gear mechanism with an output shaft connected to the shaft 9 (Fig. 1).
  • the housing 32 and the underwater housing 5 In the transition between the housing 32 and the underwater housing 5, the latter is designed with a cavitation plate 33 which extends up to the transom stern 31.
  • the front edge of the cavitation plate 33 is sealed against the surface of the transom stern, so that the cavitation plate 33 forms an extension of the bottom of the boat.
  • the drive in Fig. 1-3 the drive in Fig.
  • Fig. 4 has a three-bladed fore propeller and a four-bladed aft propeller which is preferably, within a given upper speed range, a cavity-generating propeller.
  • Fig. 5 shows a boat hull with two drives of the type shown in Fig. 4 mounted on the transom stern at an equal distance from the centre line 30.
  • the diagram in Fig. 6 illustrates the overall efficiency as a function of the speed of the boat for one and the same boat type with on the one hand a conventional inboard installation, that is to say straight shafts and a single propeller (broken line), and on the other hand the drive assemblies according to the invention described above (solid line).
  • the difference at, for example, 38 knots is as much as 20 percentage units, in other words an increase in overall efficiency of no less than roughly 40% is obtained with the installation according to the invention compared with a conventional inboard installation.
  • the diagram in Fig. 7 illustrates in a corresponding manner the increase in speed of a boat with a drive assembly according to the invention in relation to the same boat with a conventional inboard installation.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Gear Transmission (AREA)
  • Exhaust Silencers (AREA)
  • Toys (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Claims (11)

  1. Ensemble d'entraînement opérationnel pour propulser un bateau lorsqu'il est installé dedans, ledit ensemble comportant :
    (a) un entraînement à hélices enfermé dans un boîtier sous-marin (5), et opérationnel pour entraîner d'une manière contrarotative une paire d'arbres d'hélice, chaque arbre étant muni d'une hélice correspondante (15, 16), lesdites hélices (15, 16) étant opérationnelles pour fonctionner en tant qu'hélices tractives, et
    (b) une unité d'entraînement (1) pouvant être reliée de manière entraînée audit arbre d'entraînement,
    caractérisé en ce que
    (c) ledit boîtier sous-marin (5) comporte une partie sensiblement cylindrique allongée (20), ladite partie sensiblement cylindrique (20) ayant une forme analogue à une torpille, lesdits arbres d'hélice étant montés dans ladite partie sensiblement cylindrique (20), et
    (d) les hélices (15, 16) comportent des moyeux correspondants (15a, 16a) au niveau de zones centrales de celles-ci, lesdits moyeux (15a, 16a) ayant des diamètres maximums qui sont plus petits qu'un diamètre d'une extrémité avant de la partie sensiblement cylindrique (20) en un endroit adjacent aux hélices (15, 16), ladite partie sensiblement cylindrique (20) pouvant être montée sur ledit bateau par l'intermédiaire d'un profil analogue à une aile (21) dudit ensemble.
  2. Ensemble d'entraînement selon la revendication 1, dans lequel les diamètres maximums desdits moyeux (15a, 16a) sont sensiblement 20 % des diamètres de leur hélice correspondante (15, 16).
  3. Ensemble d'entraînement selon la revendication 1 ou 2, dans lequel la partie sensiblement cylindrique (20) a une zone d'extrémité dirigée vers l'arrière en fonctionnement, ladite zone d'extrémité incluant une sortie d'évacuation d'échappement (25) pour évacuer des gaz d'échappement générés par ladite unité d'entraînement (1) en fonctionnement.
  4. Ensemble d'entraînement selon l'une quelconque des revendications 1 à 3, dans lequel ledit profil analogue à une aile (21) est muni, à une zone arrière de celui-ci, d'un safran de gouvernail (22) formant en fonctionnement un prolongement pivotant dudit profil analogue à une aile (21).
  5. Ensemble d'entraînement selon la revendication 4, dans lequel la partie sensiblement cylindrique (20) a une longueur allongée qui est sensiblement égale à une somme de longueurs dudit profil analogue à une aile (21) et dudit safran de gouvernail (22).
  6. Ensemble d'entraînement selon la revendication 5, dans lequel ladite sortie d'évacuation d'échappement (25) comporte un écran (27) à une zone supérieure de celui-ci pour favoriser un enlèvement de gaz d'échappement loin dudit safran (22).
  7. Ensemble d'entraînement selon l'une quelconque des revendications 1 à 6, dans lequel ledit profil analogue à une aile (21) est adapté pour pouvoir être monté sur le côté inférieur d'une coque dudit bateau.
  8. Ensemble d'entraînement selon l'une quelconque des revendications 1 à 6, dans lequel ledit ensemble comporte en outre une plaque de cavitation (33) pouvant être disposée en fonctionnement entre ledit boîtier sous-marin (5) et le bateau.
  9. Ensemble d'entraînement selon l'une quelconque des revendications 1 à 8, dans lequel lesdites hélices (15, 16) comportent une hélice avant (15) et une hélice arrière (16), de telle sorte que les hélices (15, 16) ont des zones de pale safran associées (15b, 16b), de telle sorte qu'au moins sous certaines conditions de fonctionnement, l'hélice arrière (16) est opérationnelle pour travailler d'une manière générant une cavité, et l'hélice avant (15) est opérationnelle pour travailler d'une manière sans cavitation.
  10. Installation d'entraînement opérationnelle pour propulser un bateau lorsqu'elle est installée dedans, ladite installation comportant deux ensembles selon l'une quelconque des revendications précédentes, lesdits ensembles pouvant être disposés en fonctionnement sensiblement l'un à côté de l'autre, dans laquelle lesdits ensembles comportent des safrans pouvant être gouvernés pour gouverner une direction de déplacement du bateau.
  11. Installation selon la revendication 10, dans lequel lesdits ensembles comportent des safrans de gouvernail correspondants (22), lesdits safrans de gouvernail (22) étant susceptibles d'être gouvernés dans des directions mutuellement opposées en fonctionnement.
EP00917580A 1999-03-16 2000-03-16 Organe d'entrainement d'un bateau Expired - Lifetime EP1169223B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
SE9900936 1999-03-16
SE9900936A SE516559C2 (sv) 1999-03-16 1999-03-16 Drivaggregat i en båt innefattande motroterande, dragande propellrar anordnade på ett undervattenshus med ett torpedliknande parti samt drivinstallation med två sådana drivaggregat
PCT/SE2000/000519 WO2000058151A1 (fr) 1999-03-16 2000-03-16 Organe d'entrainement d'un bateau

Publications (2)

Publication Number Publication Date
EP1169223A1 EP1169223A1 (fr) 2002-01-09
EP1169223B1 true EP1169223B1 (fr) 2006-08-02

Family

ID=20414859

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00917580A Expired - Lifetime EP1169223B1 (fr) 1999-03-16 2000-03-16 Organe d'entrainement d'un bateau

Country Status (5)

Country Link
EP (1) EP1169223B1 (fr)
AT (1) ATE334875T1 (fr)
DE (1) DE60029767T2 (fr)
SE (1) SE516559C2 (fr)
WO (1) WO2000058151A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE523548C2 (sv) * 2002-06-25 2004-04-27 Volvo Penta Ab Dragande fartygspropeller
SE525319C2 (sv) * 2003-06-05 2005-02-01 Volvo Penta Ab Marint propellerdrev
SE525349C2 (sv) 2003-06-23 2005-02-08 Volvo Penta Ab Utombordsdrev för båtar
SE525478C2 (sv) * 2003-07-11 2005-03-01 Volvo Penta Ab Vridbart propellerdrev för en båt
AT503798B1 (de) 2006-06-01 2008-01-15 Brain Automotive Gmbh Antriebseinrichtung für ein wasserfahrzeug
RU2513333C1 (ru) * 2012-12-11 2014-04-20 Николай Евгеньевич Староверов Гребной винт староверова

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2987031A (en) * 1959-07-24 1961-06-06 Conrad R Odden Dual propeller propulsion
AT383323B (de) * 1984-06-01 1987-06-25 Steyr Daimler Puch Ag Bootsantrieb
SE451572B (sv) * 1985-09-17 1987-10-19 Volvo Penta Ab Propellerkombination for ett batpropelleraggregat
NO864485L (no) * 1986-11-11 1988-05-13 Liaaen As A M Fremdriftsanordning for skip og baater.
DE19640481C1 (de) * 1996-09-30 1998-05-28 Lux Werft Und Schiffahrt Gmbh Vorrichtung und Verfahren zum Steuern von Schiffen

Also Published As

Publication number Publication date
DE60029767D1 (de) 2006-09-14
WO2000058151A1 (fr) 2000-10-05
ATE334875T1 (de) 2006-08-15
SE9900936D0 (sv) 1999-03-16
SE9900936L (sv) 2000-09-17
DE60029767T2 (de) 2007-10-18
EP1169223A1 (fr) 2002-01-09
SE516559C2 (sv) 2002-01-29

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