EP1409341A1 - Propulsion par jet d'eau pour bateaux - Google Patents

Propulsion par jet d'eau pour bateaux

Info

Publication number
EP1409341A1
EP1409341A1 EP02762364A EP02762364A EP1409341A1 EP 1409341 A1 EP1409341 A1 EP 1409341A1 EP 02762364 A EP02762364 A EP 02762364A EP 02762364 A EP02762364 A EP 02762364A EP 1409341 A1 EP1409341 A1 EP 1409341A1
Authority
EP
European Patent Office
Prior art keywords
water jet
housing
jet drive
water
drive according
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.)
Granted
Application number
EP02762364A
Other languages
German (de)
English (en)
Other versions
EP1409341B1 (fr
Inventor
Karl-Josef Becker
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP1409341A1 publication Critical patent/EP1409341A1/fr
Application granted granted Critical
Publication of EP1409341B1 publication Critical patent/EP1409341B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
    • B63H11/10—Marine propulsion by water jets the propulsive medium being ambient water having means for deflecting jet or influencing cross-section thereof
    • B63H11/107—Direction control of propulsive fluid
    • B63H11/117—Pivoted vane
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
    • B63H11/10—Marine propulsion by water jets the propulsive medium being ambient water having means for deflecting jet or influencing cross-section thereof
    • B63H11/107—Direction control of propulsive fluid
    • 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
    • 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
    • B63H25/50—Slowing-down means not otherwise provided for

Definitions

  • the invention relates to a water jet drive for watercraft.
  • an impeller In conventional water jet drives, an impeller is usually driven primarily by horizontal drive shafts, but also by vertical drive shafts. The impeller accelerates the water and applies swirl and pressure energy to it. Integrated stator blades set the swirl energy and nozzle-shaped outlets set the pressure energy in flow energy, i.e. in thrust to.
  • Water jet drives with a vertical drive shaft have the advantage that they can control the thrust endlessly by 360 ° all around by means of outlet nozzles arranged in the bottom of the housing or via deflection fins.
  • a disadvantage of these drives is that they strongly divert the flow several times up to the sloping outlet below the floor. As the journey increases, the flow to be redirected upwards in the intake area begins to break, which results in a drop in thrust and further reduces the efficiency.
  • Water jet drives with vertical driveshafts are mainly used in displacement ships as maneuvering and auxiliary systems in the fore ship, but also as main drives in the stern of shallow ships with special maneuvering properties.
  • Water jet drives with a predominantly horizontal drive shaft have the advantage that the water flow to generate thrust has to be deflected far less than with drives with a vertical drive shaft.
  • the power is transmitted directly (i.e. without an angular gear) and the sense of control is retained when reversing.
  • These drives are mainly used as main drives for controlling light and fast gliding boats, but also in special fast ships. They are rarely found in displacement vehicles.
  • Two-stage versions i.e. drives with two impellers are also known for special requirements.
  • the usual steering devices of the water jet drives with a predominantly horizontal drive shaft have a swivel nozzle for control in the forward drive and deflection bends, deflection flaps and / or floor deflection blades for thrust reversal.
  • the steering angle is usually limited to + 30 - 35 ° to port and starboard.
  • These thrust reversers usually produce a more or less disruptive backward thrust component in addition to the transversal thrust component during maneuvering (eg turning over the port or starboard side), which makes more precise control difficult.
  • the transverse thrust sufficiently generated for gliding vehicles is witness with a naturally higher need rather scarce and insufficient for agile maneuvering.
  • the outlet jet can usually Take up air that is transported forward when reversing and then more or less impairs the development of the reverse thrust.
  • the water influx is noticeably impaired by the toughness of the boundary layers on the outer skin and sole - especially when driving slowly and when maneuvering - so that the suction effect of the impeller creates a "vacuum cleaner effect", which Protective grille with stones that are increasingly picked up can clog up so that the thrust development breaks down. Smaller foreign objects that pass through the protective grille like a sieve increase the risk of damage.
  • the invention has for its object to provide an inboard water jet propulsion system with a predominantly horizontal drive shaft, which can be modified for different aft vessels with different inflow conditions, the components for propulsion and control remaining unaffected.
  • From the water inlet to the nozzle outlet it should be possible to generate an optimal thrust with at least two propulsion variants, which can be deflected efficiently in at least all 4 main directions with a tail unit that can be integrated into the housing: forward, backward and in both transverse directions (to port and starboard) and that of the watercraft - primarily displacement vehicles - gives optimal driving and maneuvering properties and ensures their shallow water suitability.
  • the invention is essentially based on the idea of arranging the functional parts of the water jet drive in a container-like housing, so that the water jet drive can be easily inserted into a prepared opening in the hull of a watercraft.
  • the front of the housing is connected to a flow channel that receives a water inlet and also receives the drive shaft.
  • a tubular section (propulsion housing) is provided in the container-like housing, which connects to the flow channel via an opening in the front transverse wall of the housing and comprises at least one impeller rotatable by a drive motor via a horizontal drive shaft, at least one rectifier, and a nozzle outlet, so that when the water jet drive is used as intended, the impeller is led through the flow channel ⁇ , accelerated and then expelled through the nozzle outlet at high speed.
  • the water jet drive further comprises a guide device, which is arranged downstream of the nozzle outlet and is at least partially arranged in the container-like housing, with at least two lateral rudder flaps, which can be pivoted simultaneously from a rest position into a lateral control position, and a deflecting device which can be pivoted into the water jet. flap.
  • the deflection flap and the two rudder flaps form a chamber with the base plate of the container-like housing and an upper cover plate arranged in the housing and a sealing plate arranged vertically in the region of the nozzle outlet, such that the water jet emerging from the nozzle outlet when the deflection flap is closed and in its rest positions located rudder flaps can essentially only be deflected forward by a floor deflection grid provided in the base plate.
  • the deflection flap has lateral guide fins which are designed such that when the deflection flap is closed and the rudder flaps pivoted out of their rest position, there is a transverse opening between the side fin and the corresponding rudder flap contour, through which the water jet emerges in a transverse direction from the chamber, the contour the side surfaces of the container-like housing in this area is selected such that the water jet is not hindered.
  • the water jet drive can be adapted more flexibly to the different shapes of the aft ship and their flow conditions without changing the inner propulsion housing as well as the drive and control components.
  • the combination of the container-shaped housing with the inner propulsion housing enables an optimized inflow and energy conversion in the interior and thus a maximum of thrust, which can be controlled efficiently in all main directions with a guiding device characterized by the combination.
  • the water jet drive can be designed in such a way that the thrust development does not suddenly collapse if there are any basic touches because it is maintained by additional lateral inflows.
  • the water jet propulsion can be manufactured as a ready-to-use containerized propulsion system - if required in a compact design with a preinstalled drive motor - and installed in a prepared fuselage opening in the manner customary in the yard (e.g. by welding or laminating). All assembly welds run far enough outside the functional areas.
  • the invention can be used for a wide variety of glider or displacement type watercraft, e.g. for dinghies, sports boats, landing craft, company vehicles, passenger ships, ferries, work ships, cargo ships, vehicles with special requirements for holding positions, such as Diver base ships.
  • glider or displacement type watercraft e.g. for dinghies, sports boats, landing craft, company vehicles, passenger ships, ferries, work ships, cargo ships, vehicles with special requirements for holding positions, such as Diver base ships.
  • the flow channel is designed such that the water can be fed horizontally from the front.
  • Known water jet drives absorb the water from below through a bottom opening. When using shallow water, ie with a keel clearance of less than 20 cm, these known drives are subject to additional losses, since the tough boundary layers on the outer skin and bottom hinder the water flow to the impeller. The suction effect of the impeller min changes thrust while increasing ship resistance.
  • the horizontal inlet on the other hand, the disadvantages of conventional floor inlets with inflow from below are eliminated by unfavorable deflections and channel friction on the suction side of the impeller and the dreaded vacuum cleaner effect.
  • the rear bearing of the drive shaft can be in a stern tube (with sealed roller bearings) or without, i.e. wet running (in a water-lubricated plain bearing).
  • Intestine is either to arrange the stern tube in front of the impeller in a support star in the inlet channel, the webs of which are shaped in such a way that the water is supplied to the impeller as swirl-free as possible, or in the case of a wet-running shaft, this is the swirl energy in the center of the guide vanes arranged behind the impeller convert into flow energy, stored.
  • the propulsion housing has a circular cross-section in the area of the impeller and a substantially square cross-section in the area of the outlet nozzle, the inner contours between the two cross-sectional shapes forming guiding surfaces which are coiled in such a way that the water coexists with the nozzle outlet reduced swirl leaves.
  • This configuration can be implemented in addition or as an alternative to fixed guide vanes behind the impeller.
  • control flap of the guide device which is pivoted towards the side to be controlled has a larger angle than the adjacent control flap. This ensures that a predominantly transverse thrust to port or starboard is generated.
  • the fish herringbone guiding surfaces of the floor deflecting grille can be at least partially closable.
  • the grille-like guide surfaces of the bottom grille can be made longer and longer towards the rear end of the base plate, in such a way that each of these guide surfaces can additionally take up water from below in the advance of the corresponding watercraft.
  • the rear end of the base plate can protrude beyond the rear contour of the thrust deflection flap, with at least two vertical pipe supports being attached in the rear area of the base plate, which are located upwards on the top plate of the housing or directly on the hull of the corresponding one Support the watercraft.
  • the container-like housing and / or the flow channel can consist of steel, aluminum or a fiber composite material or in a composite construction of metal and plastic.
  • the water jet drive can be designed such that the rudder flaps and the deflection flap in the assembled state of the water jet drive on a watercraft protrude beyond the rear-side mirror of the watercraft and over the side walls of the container-like housing.
  • the water jet drive can also be designed such that the container-like housing with the rudder flaps and the deflection flap in the installed state of the water jet drive on a watercraft is flush with the rear-side mirror of the watercraft and radiation niches are provided on both sides in the side walls for the crossflow.
  • Fig.l shows the longitudinal section of a schematically illustrated first embodiment of a water jet drive according to the invention, which mainly in the rear ship of a watercraft is integrated, as well as alternative arrangements of a drive motor for the water jet drive;
  • FIG. 2 shows a plan view of the water jet drive shown in FIG. 1 when driving ahead;
  • FIG. 3 shows a plan view of the water jet drive shown in FIG. 1 when driving ahead with a change of course (adjusted rudder flaps);
  • FIG. 4 and 5 show a side view and a view from below of the water jet drive shown in FIG. 1 with the deflection flap closed, so that a thrust reverser for stop and. Backward travel takes place;
  • FIG. 6 and 7 top views of the water jet drive with closed deflection flap and laterally pivoted rudder flaps for cross-thrust generation to port and starboard;
  • FIG. 10 shows a side view of the rear area of the water jet drive from the direction designated by X in FIG. 8;
  • Fig.l 1 is an enlarged view of the area designated XI in Fig.10;
  • FIG. 12 shows the longitudinal section of a schematically illustrated second exemplary embodiment of a water jet drive according to the invention with a horizontal inlet from the front, which is arranged entirely in the stern of a watercraft; 13 shows a view of the water jet drive from the direction designated by XIII in FIG. 12 with indicated water inflows from the front and from both sides;
  • FIG. 16 shows a view of the water jet drive from the direction designated XVI in FIG. 12;
  • FIG. 17 shows a side view of a propulsion housing containing an impeller of the water jet drive with integrated rectifier guide surfaces
  • FIG. 18 shows the view of the propulsion housing shown in FIG. 17 from the side labeled XVIII;
  • FIGS. 17 and 18 the views corresponding to FIGS. 17 and 18 of a propulsion housing with two impellers arranged one behind the other and guide vanes arranged between them.
  • Fig.l 1 denotes a water jet drive, which is predominantly integrated into the stern of a watercraft 2.
  • the water jet drive 1 has a container-like housing 3 which can be connected to the watercraft and has a front transverse wall 4, a base plate 5, a top plate 6 and two side walls 7, 8 (FIG. 2), which has a flow channel 10 receiving a water inlet 9 on the front connected is.
  • a tubular section (propulsion housing) 11 which adjoins the flow channel 10 via an opening 12 in the front transverse wall 4 and both at least one impeller 15 rotatable by a drive motor 13 via an axial drive shaft 14 and a nozzle outlet 16 includes, so that at the Intended use of the water jet drive 1, water 100 is supplied to the impeller 15 from below through the flow channel 10, this is accelerated and then expelled at high speed as a water jet 101 through the nozzle outlet 16.
  • inlet of the flow channel 10 there is a fixed or pivotable inlet protection grille 49 which prevents the penetration of interfering bodies.
  • Behind the impeller 15 are guide vanes 30 for rectification and swirl utilization of the water flow.
  • the water jet drive 1 further comprises a guide device 17 arranged downstream of the nozzle outlet 16 and at least partially arranged in the container-like housing 3 with at least two lateral rudder flaps 18, 19, which simultaneously move from a rest position (FIG. 2) into lateral control positions (FIGS. 3, 6 and 7) are pivotable, and a deflection flap 20 which can be lowered and closed in the water jet 101.
  • the deflection flap 20 and the two rudder flaps 18, 19 form a chamber 23 with the base plate 5 of the container-like housing 3 and a cover plate 21 arranged in the housing 3 and a sealing plate 22 which is arranged approximately vertically in the region of the nozzle outlet 16.
  • the water jet 101 By closing the deflection flap 20 (FIG. 4), the water jet 101 is deflected and emerges from a floor deflection grid 24 arranged in the base plate 5 in the direction ahead and thus generates thrust for stopping and for reversing.
  • This forward-deflected water jet creates an evenly distributed thrust that ensures course stability.
  • the course stability when reversing is further ensured by the fact that the evenly distributed thrust "pulls" the hull, so that the hull acts as a straight rudder surface.
  • the deflection flap 20 is equipped on both sides with guide fins 25, 26 (FIG. 6). They cause the water jet 101 to be deflected in the transverse direction in an orderly manner even when the rudder flaps 18, 19 are inclined, and the energy of the water jet 101 is thus largely converted into transverse thrust.
  • the two rudder flaps 18, 19 are arranged in the housing 3 so as to be pivotable about approximately vertical axes 27, 28 (FIG. 2). When driving straight ahead, they lie in the rest position at the side of the water jet 101. It produces feed force in full force, straight ahead and uninhibitedly to the rear.
  • the rudder flaps 18, 19 are shaped in their rear part corresponding to the rounding of the deflection flap 20 and, in the rest position with the deflection flap 20 lowered, close the chamber 23 behind the outlet nozzle 16 approximately tightly.
  • the two rudder flaps 18, 19 are pivoted laterally and thus direct the water jet 101 with the aid of the guide fins 25, 26 attached to the deflection flap 20 in the transverse direction to port or starboard (FIGS. 6 and 7).
  • the two rudder flaps 18, 19 are connected to one another for actuation via a coupling rod 29 (FIGS. 8 and 9).
  • a coupling rod 29 (FIGS. 8 and 9).
  • one of the rudder flaps 18, 19 - the primary flap - is actuated by an actuating force.
  • the actuating force can be manual in nature, generated by a hydraulic swivel motor, hydraulic or electric cylinder or in some other way.
  • the geometry of the two rudder flaps 18, 19 is designed such that when they are pivoted they each release a lateral outlet opening 31, 32 between the ceiling plate 21, base plate 5 rudder flaps 18, 19 and the guide fins 25, 26 of the deflection flap 20 (FIGS. 6 and 7) that are up to more than the cross-sectional area of the water jet behind the nozzle outlet 16 corresponds and thus enables an optimal implementation of the water jet 101 in transverse thrust.
  • the bottom deflection grid 24 arranged in the bottom plate 5 of the housing 3 has a central strut 35 (FIG. 5), between which and 36 a frame 36 deflection fins 37, 38 are attached.
  • a central strut 35 (FIG. 5)
  • the water jet 101 emerges forward in a slight oblique direction when the deflection flap 20 is closed and thus generates the thrust for stop and reverse travel.
  • the individual deflection fins 37, 38 are arranged obliquely in a herringbone manner. They cause the deflected water jet 101 to split in a fork-like manner so that it flows past on both sides of the water inlet 9 in a slight oblique direction. This prevents, according to the invention, that the deflected water jet 101 disrupts the normal inflow under the keel of the watercraft 2 from the front into the flow channel 10 too much and that air still absorbed by the water jet is nevertheless transported directly to the impeller 15 and the thrust yield for stopping and reversing is unnecessarily impaired.
  • the exit surface of the floor deflecting grating 24 can be completely or partially closed according to the invention.
  • the deflecting fins 37, 38 can be arranged between the central strut 35 and the frame 36 of the floor deflecting grating 24 such as blind slats. In this way the passage opening can be reduced and the strength of the reverse flow can be influenced.
  • deflection fins 37, 38 of the two sides are designed to be separately adjustable, then when reversing, changing the two water jet components can make a sensitive course influence, which also prevents a possibly disruptive cross-flow escaping sideways.
  • the water jet 101 sweeping over the floor deflection grid 24 causes a suction effect, as it e.g. of water jet pumps is known.
  • the additional water masses sucked in through the floor deflection grid 24 and accelerated by the water jet have an advantageous effect on the thrust yield.
  • the deflecting fins 37, 38 are staggered in height so that the following deflecting fin 37, 38 lies somewhat lower than the one before it. This means that each fin "draws” additional water. Water is taken up at the speed of the vehicle, which then contributes to the increase in thrust due to the described effect and thus further increases the efficiency of the water jet drive 1.
  • the water jet drive 1 is installed in the corresponding watercraft 2 in such a way that the deflection flap 20 projects downwards and beyond the mirror of the watercraft 2, it may be necessary, for example, to continue the top plate 6 and the base plate 5 an accident protection protruding to the rear is provided. The same applies to lateral, approximately vertical protection. All parts required for accident protection are designed and attached to the water jet drive or the watercraft so that they do not protrude into the water jet when driving ahead.
  • the drive motor 13 is at least partially attached to or next to the flow channel 10 (shown in dashed lines in Fig.l) and the engine power via a clutch 40 is transmitted to drive shaft 14 by belt drive 41.
  • This also has the advantage that the belt drive 41 brings about a vibration decoupling, provides an advantageous reduction which makes a special reduction gear unnecessary and reduces the mechanical losses.
  • FIGS. 12 to 16 A further exemplary embodiment of the invention is described below with the aid of FIGS. 12 to 16.
  • the water jet drive designated 1 ' is installed further forward in the watercraft 2', so that even when the deflection flap 20 'is lowered, it does not protrude from the mirror contour of the watercraft 2'.
  • the mirror 50 'of the watercraft 2' is drawn in for the cross flow, so that open (or outgoing) niches 51, 52 for the cross flow are formed to the rear and to the sides (FIGS. 13 and 16), both downwards as well as tapering to the rear.
  • the flow channel 10' is designed such that the water can be fed horizontally from the front.
  • an outer base plate 53 is arranged on the outside in front of the front transverse wall 4 'of the container-like housing 3', which serves on the one hand for carrying out, storing and sealing the drive shaft and on the other hand has inclined guide surfaces 54 (FIG. 15) which this base plate 53 has on it Underside gives a funnel-shaped and tower-shaped contour and which adapts to the ends of the stern and is connected to it.
  • a shoulder body 55 is arranged with guide surfaces 56 which are inclined outwards and which give the shoulder body 55 a funnel-shaped inner jacket.
  • the outer jacket of the attachment body 55 has conical outer contours which flow in a flow shape onto the outer edges of the transverse wall 4 '.
  • the extension body 55 therefore forms with the outer base plate 53 a horizontal flow channel 10 'with an oval water inlet 9' in a so-called wide shape.
  • a support star 57 'for supporting the drive shaft 14' can be arranged in the horizontal water inlet 9 'of the flow channel 10' in front of the impeller 15 '(FIG. 14), the webs 58' of which are shaped such that they have a rectifying effect exert the impeller flow.
  • the nozzle outlet 16 ' having an essentially angular cross-section
  • the inner contours of the propulsion housing 11' in the transition area behind the circular cross-section of the impeller 15 'to the essentially angular nozzle outlet 16' form guide surfaces 59 which are coiled in such a way that they convert swirl energy into flow energy up to the nozzle outlet 16 '.
  • propulsion housing 11 ' Such a configuration of the propulsion housing 11 'enables the container-shaped outer housing 3' and thus the water jet drive 1 'to be kept narrower and lighter overall.
  • Inlet protection grille, 50 'mirror, 52 niches outer base plate

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Hydraulic Turbines (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

L'invention concerne une propulsion par jet d'eau (1; 1') pour bâteaux (2;2') comprenant au moins un impulseur (15; 15') tournant au moyen d'un moteur d'entraînement (13) par l'intermédiaire d'un arbre d'entraînement horizontal (14; 14'), au moins un dispositif de conversion sous forme de redresseur de courant et une sortie de tuyère (16; 16'). Lors de l'utilisation conforme à sa destination de la propulsion par jet d'eau (1; 1') de l'eau (100) est aménée à l'impulseur (15; 15') par un canal d'écoulement (10; 10'), cette eau étant accélérée puis expulsée à grande vitesse par la sortie de tuyère (16; 16'). L'invention vise à rendre l'utilisation de cette propulsion par jet d'eau (1; 1') possible, même sur des gros bâteaux (par ex. des bâtiments de déplacement à fond plat) (2;2') ayant différentes poupes, les organes d'entraînement et de commande devant rester intacts, et à obtenir une commande de poussée efficace sur un grand angle, même en marche arrière. A cet effet, les organes de fonctionnemnt de la propulsion par jet d'eau (1; 1') sont en majorité disposés dans un carter de type conteneur (3; 3'), de sorte que la propulsion par jet d'eau (1; 1') est reliée de manière simple au plancher du bâteau (2; 2') conçu à cet effet. Le carter (3; 3') est relié sur le devant à un canal d'écoulement (10, 10') recevant une entrée d'eau (9). Ledit carter de type conteneur (3; 3') comporte une section tubulaire (carter de propulsion) (11; 11') reliée au canal d'écoulement (10, 10') par l'intermédiaire d'un orifice (12) se trouvant dans une paroi transversale avant (4; 4') du carter (3; 3').
EP02762364A 2001-07-20 2002-07-17 Propulsion par jet d'eau pour bateaux Expired - Lifetime EP1409341B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10135543A DE10135543A1 (de) 2001-07-20 2001-07-20 Antriebs- und Steuereinrichtung für Wasserfahrzeuge
DE10135543 2001-07-20
PCT/EP2002/007916 WO2003011685A1 (fr) 2001-07-20 2002-07-17 Propulsion par jet d'eau pour bateaux

Publications (2)

Publication Number Publication Date
EP1409341A1 true EP1409341A1 (fr) 2004-04-21
EP1409341B1 EP1409341B1 (fr) 2004-12-15

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP02762364A Expired - Lifetime EP1409341B1 (fr) 2001-07-20 2002-07-17 Propulsion par jet d'eau pour bateaux

Country Status (3)

Country Link
EP (1) EP1409341B1 (fr)
DE (2) DE10135543A1 (fr)
WO (1) WO2003011685A1 (fr)

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Publication number Priority date Publication date Assignee Title
CN108657404A (zh) * 2017-03-31 2018-10-16 青岛福鼎数码科技有限公司 船用纤维复合材料喷水推进装置
WO2022066855A1 (fr) * 2020-09-23 2022-03-31 Mastercraft Boat Company, Llc Bateaux, procédés et dispositifs utilisés pour générer un sillage souhaité

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DE10135543A1 (de) 2003-02-06
WO2003011685A1 (fr) 2003-02-13
EP1409341B1 (fr) 2004-12-15

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