EP1755942B1 - Schiffsmotoranordnung mit einer unter einem schiffsrumpf befestigbaren gondel - Google Patents

Schiffsmotoranordnung mit einer unter einem schiffsrumpf befestigbaren gondel Download PDF

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Publication number
EP1755942B1
EP1755942B1 EP05746629A EP05746629A EP1755942B1 EP 1755942 B1 EP1755942 B1 EP 1755942B1 EP 05746629 A EP05746629 A EP 05746629A EP 05746629 A EP05746629 A EP 05746629A EP 1755942 B1 EP1755942 B1 EP 1755942B1
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EP
European Patent Office
Prior art keywords
propeller
ship
pod
propulsion
nozzle
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EP05746629A
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English (en)
French (fr)
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EP1755942A1 (de
Inventor
Christian Gaudin
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Alstom SA
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Alstom SA
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Priority to SI200530097T priority Critical patent/SI1755942T1/sl
Priority to PL05746629T priority patent/PL1755942T3/pl
Publication of EP1755942A1 publication Critical patent/EP1755942A1/de
Application granted granted Critical
Publication of EP1755942B1 publication Critical patent/EP1755942B1/de
Priority to CY071101492T priority patent/CY1107016T1/el
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    • 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
    • B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose
    • 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
    • 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
    • B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
    • B63H2005/1258—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with electric power transmission to propellers, i.e. with integrated electric propeller motors
    • 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

Definitions

  • the invention relates to a compact POD (propulsion-oriented drive) type propulsion assembly, wherein the support leg is intended to be pivotally mounted under the hull of the vessel.
  • the parts respectively called front and rear of the nacelle are defined relative to the bow and stern of the ship, that is to say that the front part of the nacelle points to the bow of the ship at least when the propulsion assembly ensures the forward march of the ship.
  • the propeller is located at the front of the nacelle, unlike a propulsion assembly according to the invention.
  • the conventional POD propulsion units for ships are not intended to work in the wake of the ship and instead have a support leg sufficiently high so that the propeller is located outside the boundary layer of the wake.
  • These conventional sets of POD type propulsion are therefore generally bulky at least because of the large space required between the hull of the ship and the propeller.
  • propulsion assemblies are generally subject to phenomena of vibration and cavitation, cavitation being particularly present when the propulsion assembly is in gyration. Cavitation is a phenomenon that releases crackling water vapor bubbles at the end of the blades of a propeller. In naval hydrodynamics, cavitation alters the performance of propulsion systems, induces vibrations, causes erosion of rotating parts and radiates noise that penalizes the acoustic discretion of a boat
  • a propulsion assembly as defined above in which a propeller of a compact POD auxiliary propellant is located at the rear of the nacelle.
  • This propeller is also intended to work in the wake of another so-called main propeller propeller which is mounted on a fixed shaft disposed under the hull of the ship.
  • the main propeller is intended to provide most of the propulsion power, for example, through a diesel engine installed in the ship, while the POD propeller auxiliary propeller is provided to provide either additional propulsion power or directive power if this thruster is rotated for the guidance of the ship.
  • this arrangement is located either in front of the nacelle, or further back but only up to the level of the central part of the support leg.
  • the function of these fins is to improve the propulsive efficiency by recovering the axial component of the rotational energy of the swirling flow created by the main propeller, and they must therefore be relatively close to the main propeller. It can be provided a small inclination of the fins relative to the axis of the nacelle to increase energy recovery.
  • the overall propulsion package including the main propeller remains bulky and requires a relatively large draft under the hull as well as for conventional POD propulsion units. .
  • the invention aims to reduce the draft under the hull of a ship having at least one propeller with a propeller mounted on a nacelle, compared to conventional solutions.
  • the invention aims to provide a propulsion unit that can be brought closer to the hull, and more particularly a set of compact POD type.
  • the invention aims to reduce the height of the support leg of the nacelle to bring the propeller as much as possible of the hull, while avoiding cavitation phenomena.
  • the invention also aims to increase the efficiency of the drive assembly and to reduce the costs at least of the driving portion of this assembly.
  • the invention proposes a compact propulsion unit which operates on the principle of a propeller pump, that is to say which ensures the propulsion of the ship through the forced displacement of water in the nozzle.
  • the propeller pump technology is inspired by aircraft engines, particularly with respect to the control of the incoming flow, and uses a system that plays on the backflow of water to avoid cavitation phenomena.
  • a propeller pump works in liquid flow, while a conventional propeller works in liquid thrust.
  • the principle of propeller pump propulsion has long been applied to submarine propulsion systems, and that the positioning of a propeller pump in the wake of a submarine allows to obtain a good performance while reducing the acoustic disturbances.
  • It is further known, in particular from the patent document US 4,600,394 applications of propeller pump technology to outboard and inboard engines for boats.
  • the subject of the invention is a propulsion assembly as defined in the preamble, characterized in that it comprises a nozzle which at least partially surrounds the propeller and said fin ring, in that the blades each having an end with an edge flush with the inner wall of the nozzle so that the helix constitutes the rotor of a propeller pump, and in that the fin ring is included in an area between the central portion of said nozzle; support leg and propeller.
  • the arrangement formed by the fins and the nozzle constitutes the stator of the propeller pump.
  • a propeller pump generally rotates 50 to 100% faster than a conventional propeller at equivalent power, which reduces the torque of the propeller drive motor by 50 to 100% and thus allows a reduction of 20 to 40%. % of the diameter of the motor (for an electric motor) compared to a conventional POD assembly.
  • the reduction in the diameter of the engine makes it possible to reduce the diameter of the nacelle and the mass of the assembly for the embodiments where the engine is housed in the nacelle.
  • the reduction of the diameter of the nacelle makes it possible to reduce the hydrodynamic drag of the propulsion assembly and thus to increase the propulsive efficiency.
  • a propulsion assembly according to the invention can be made with a nozzle whose internal diameter, that is to say substantially the diameter of the propeller, is of the order of twice the diameter of the nacelle. This makes it possible to have a sufficient section of the propeller to ensure a good flow of water in the pump while having a relatively low hydrodynamic drag for the propulsion assembly compared to the device of the patent. DE 101 58320 .
  • the propeller pump can be brought closer to the hull of the ship because it does not transmit pressure pulsations generating vibration aboard the ship.
  • This is explained first of all by the fact that the flow of water is organized by the stator of the propeller pump, which allows the speed of arrival of the water at the rotor is homogenized in the chamber which separates the rotor of the stator.
  • the remanent pressure pulsations generated by the propeller pump are therefore relatively small.
  • these remanent pulses are attenuated at the nozzle of the pump, and their impact on the hull of the ship is low enough not to generate vibration aboard the ship.
  • the draft below the hull can then be expected to be lower than with a conventional POD package, allowing more flexibility in the design of the ship's rear shapes.
  • the fact of placing the propeller pump inside the boundary layer of the wake of the ship offers the advantage of increasing the propulsive efficiency compared to a disposal outside this boundary layer. Indeed, inside this boundary layer, the speed of the water at the inlet of the propeller pump is decreased compared to an arrangement of the pump out of this layer, which increases the differential between the speeds respectively at the outlet of the nozzle and at the inlet of the pump and thus increases the thrust produced by the rotor of the pump. It should be known that the thickness of the boundary layer increases with the speed and size of the ship. At the cruising speed of the ship, the wake is greater, and the propulsive efficiency is thus increased compared to lower speeds.
  • the fins constitute flow directioners for the propeller pump.
  • the arrangement of crown fins is included in an area located longitudinally behind the central portion of the support leg, so as to be close enough to the propeller.
  • the central part of a support leg is defined as the part comprising a cavity communicating with the interior of the hull of the ship.
  • a propulsion assembly according to the invention is particularly intended for a ship in which the support leg of the nacelle is intended to be pivotally mounted under the hull of the ship, so that the propulsion unit is POD type.
  • the propulsion unit is POD type.
  • Figure 1 schematically shows a sectional view of a propulsion assembly according to the invention and type POD, in a vertical plane containing the longitudinal axis of the nacelle.
  • FIG. 2 schematically represents a perspective view of the propulsion assembly of FIG. 1.
  • FIG. 3 schematically shows a top view of another set of propulsion according to the invention, wherein the rear end of the support leg is a flow orientator flap.
  • FIG. 4 schematically represents a front view of another propulsion assembly according to the invention and of the POD type, comprising two identical thrusters arranged side by side.
  • the propulsion unit 1 is seen laterally in longitudinal section along the plane formed by the longitudinal axis X of the nacelle 2 and the pivot axis Y of the assembly 1.
  • This set 1 is installed under the hull 10 of a ship, the nacelle 2 being conventionally connected to a support leg 3 pivotally mounted on a sealed bearing 9 passing through the hull of the ship.
  • the nacelle 2 is dimensioned to contain an electric motor 8 whose rotor (not shown) is integral in rotation with the drive shaft 11 of the propeller 4. 11 is maintained along the axis X through bearings 12.
  • the nacelle and the support leg 3 are profiled so as to optimize the hydrodynamic flow of the water flow represented by the arrows F.
  • a propulsion assembly As known from the state of the art, another embodiment can also be envisaged in which the engine is disposed inside the hull of the ship, a mechanical transmission system with a bevel gear then being provided to transmit the rotation of the motor to the drive shaft of the propeller.
  • the leg that supports the platform is pivotally mounted relative to the hull of the ship.
  • This other leg may be of small size, since the nozzle is preferably very close to the hull.
  • the orientation of the ship can then be provided by specific directional means dissociated from the propulsion assembly, or according to the principle shown in the patent EP 1 270 404 which uses a set of auxiliary propulsion propulsion compact type POD.
  • the sealed bearing 9 is provided to allow the support leg 3 to rotate to provide the steering function of the ship.
  • the pivoting of the support leg 3 may be provided in particular up to 180 ° relative to the normal propulsion position shown in the figure, to arrive. a propulsion position in "braking" mode with a thrust that opposes the advancement of the ship.
  • a mode "braking” can also be obtained in the case of a support leg 3 not pivoting or little pivoting, by a substantial thrust of reverse by reversing the direction of rotation of the propeller 4 ..
  • the propulsion assembly comprises an arrangement of flow orientating fins such as 52 and 53 which are fixed to the nacelle 2, this arrangement forming a ring 5 substantially perpendicular to the axis X of the nacelle and included in a zone Zx located longitudinally between the support leg 3 and the propeller 4.
  • this zone Zx is situated between the central part of the support leg and the propeller, as explained further with reference to Figure 3.
  • the ring 5 is formed of at least five fins
  • the propeller 4 comprises at least three blades 14.
  • a nozzle 6 surrounds the helix 4 and the crown 5 of fins.
  • the inlet profile of the nozzle 6 as well as the orientation of each fin are preferably adapted to the ship's wake card at its cruising speed. It should be noted that the nozzle contributes to the total thrust by its own lift.
  • the propeller comprises a hub 13 integral in rotation with the shaft 11, hub on which are mounted blades 14. Each blade 14 has an end with an edge 7 flush with the inner wall of the nozzle.
  • the ring 5 and the nozzle 6 constitute the stator of the propeller pump, the propeller 4 constituting the rotor of the pump.
  • the nozzle has a section which decreases gradually towards the rear and has forms of convergence or divergence adapted according to the cruising speed provided for the ship, in order to increase the propulsive efficiency.
  • the fins have an inclined profile to reduce their hydrodynamic resistance. Therefore, as can be seen in FIG. 1, it is not necessary for the front part of the nozzle to extend over the entire longitudinal zone Zx for positioning the ring gear 5.
  • the front limit of this zone is represented by a dashed line at the same X-axis abscissa as the front end of the fins. It is also quite possible to use even more profiled fins and thus substantially increase the longitudinal depth of the zone Zx positioning of the crown 5 fins.
  • At least three flow orienting fins are used to ensure a good attachment of the nozzle 6 to the nacelle 2.
  • the axis of symmetry of the nozzle coincides substantially with the longitudinal axis X of the nacelle, which allows a small clearance between the edges 7 of the ends of the blades 14 of the propeller and the inner wall of the nozzle.
  • the blades 14 are all identical, and the end edge 7 of a blade flush with the nozzle is defined by two sharp angles so as to maximize the curvilinear length flush with the nozzle relative to the total length of the periphery of the blade. It is known that such an angular shape of the blade end edges is advantageous for propeller pump technology.
  • the pump rotor constituted by the propeller 4 comprises at least two blades 14. Simulations by calculation show that it is not advantageous to have a rotor formed by a single blade twisted on the principle of embodiment disclosed by the patent US 4,600,394 .
  • the distance D Y between the nozzle 6 of the propeller pump and the hull 10 of the ship is defined so that the propeller 4 works optimally in the wake of the ship.
  • such positioning of the propeller pump thus optimally increases the propulsive efficiency with respect to positioning out of the boundary layer of the wake.
  • the propulsion unit 1 is viewed in perspective in order to better visualize the respective structures of the crown 5 of flow orienting fins and of the helix 4.
  • the crown 5 here comprises six fins 50 to 55 to direct the flow of water entering the propeller pump so as to give this flow a rotation torque substantially equal to that of the rotor but rotating in the opposite direction, the flow of water then being free of energy of rotation at the output of the rotor which has the advantage of increasing the efficiency of the propeller pump.
  • the fin 55 is hidden by the rear of the nacelle 2 in this representation.
  • Each fin has an at least approximately planar surface which has an orientation determined with respect to the axis X of the nacelle.
  • the angle of orientation ⁇ n of a fin is defined as the angle formed between the plane of the fin and the X axis.
  • Each fin, such as 52 or 54, is attached to the rear of the gondola. with an orientation angle of its own, such as ⁇ 2 or ⁇ 4 .
  • each angle ⁇ n is determined from the ship's wake card at its cruising speed, and each angle ⁇ n is adapted as a function of the incoming water flow so as to orient the water inlet to rotor and avoid cavitation phenomena.
  • the influence of the support leg 3 on the streams of water entering the nozzle is taken into account, in particular for the angle of orientation ⁇ 2 of the fin 52 which is located behind the leg 3.
  • the profile of The nozzle inlet is also preferably determined from the ship wake map at its cruising speed.
  • the rotor of the propulsion unit according to the invention develops a reduced torque, and thus the deviation of the flow in the stator must remain moderate to be in agreement with this couple.
  • the orientation angles of the fins are relatively small, and therefore that a water passage in the opposite direction is possible.
  • Each angle of orientation ⁇ n can be determined between, for example, 3 ° and 15 °, which makes it possible to obtain a sufficient backward thrust by reversing the direction of rotation of the helix 4, the flow of water produced by the propeller then not noticeably disturbed by the fins.
  • a rotor whose blades are each of right generatrix can accept the full nominal torque in reverse rotation of the rotor, unlike a conventional propeller type "skew" as described for example in the patent document US 6,371,726 this is due to the good distribution of the mechanical stresses on the surface of the blades which has the effect of improving the braking thrust. It is understood that an object with a right generatrix is formed by the translation of a two-dimensional contour along a line that intersects the plane of the contour.
  • the blades 14 of the propeller 4 are shown with a slight twisting visible in the figure and are therefore generatrices slightly curvilinear, but it is understood that blades rigorously straight generators can be preferred to further improve the braking thrust. It is also visible that the end edge 7 of a blade 14 flush with the inner wall of the nozzle 6 is curvilinear. Moreover, as in Figure 1, it is visible that the shape of the nozzle is slightly converging towards the rear. Finally, it can be noted that the pivot axis Y of the propulsion unit 1 does not necessarily correspond to the axis of symmetry of the support leg 3, and can for example be shifted forwardly as in the position represented by FIG. 'Y axis' in the figure.
  • a propulsion unit according to the invention has a nacelle 2 with a diameter of the order of two meters and a nozzle 6 of about four meters in diameter, for a motor power of the order 13 MW.
  • the crown 5 has seven orienting fins, and the rotor propeller 4 comprises five blades 14. The number of revolutions per minute of the rotor is greater than two hundred.
  • the invention reduces the motor mass by more than 50%, and reduce by more than 25% the diameter of the propeller and the diameter of the nacelle.
  • the reduction obtained for the draft is of the order of 3 meters, and the efficiency of the POD set with a propeller pump is more than 5% higher than the efficiency of the conventional POD assembly.
  • FIG. 3 another set of propulsion 1 'according to the invention is shown schematically from above.
  • the nacelle 2 and the propeller pump are shown in section along a horizontal plane containing the longitudinal axis X of the nacelle, while the support leg 3 'is shown in section along another horizontal plane located above the nacelle.
  • the rear end portion 3'A of the support leg 3 ' constitutes a flow orienting flap, this portion having a substantially planar surface which has a determined orientation ⁇ ' with respect to the axis X of the nacelle.
  • the ring 5 comprises at least two orienting fins similar to the fins 50 to 55 with respect to FIGS. 1 and 2, and therefore comprises a particular fin consisting of the part 3'A.
  • the zone Zx in which the crown of fins is comprised perpendicular to the longitudinal axis X of the nacelle lies between the central part of the support leg and the propeller.
  • said central portion including a cavity in the leg communicating with the interior of the vessel.
  • the central portion C of the support leg 3 ' is substantially above the engine 8 installed in the nacelle, and a forced air flow between the nacelle and the inside of the vessel is provided in this central part with a flow rate sufficient for engine cooling.
  • the rear end portion 3'A of the support leg may be arranged to go up to be flush with the hull of the ship by passing the top of the nozzle 6, a recess then to be provided in this part 3'A so to allow the insertion of the top of the nozzle with its maintenance by the part 3'A.
  • This embodiment makes it possible to a certain extent to reduce the hydrodynamic drag of the propulsion assembly with respect to the embodiment shown in FIGS. 1 and 2.
  • FIG. 4 another propulsion unit 1 "according to the invention is shown very schematically from the front while looking towards the rear of the ship.
  • This assembly is of the POD type, and comprises two identical or quasi identical propellers arranged side by side.
  • Each thruster is here identical to that of the propulsion assembly 1 or 1 'described above.
  • the two thrusters are mechanically connected to a single pivoting support leg 3 "mounted under the hull 10 of the ship.
  • This support leg 3 has the shape of a star with three branches, and its pivot axis Y" corresponds to the axis of the widest branch.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Electroluminescent Light Sources (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Motor Or Generator Frames (AREA)

Claims (11)

  1. Triebwerksaufbau (1, 1', 1") für ein Schiff, aufweisend:
    - Zumindest einen Triebwerksrumpf (2), der mechanisch mit einer Stützstrebe (3, 3', 3") verbunden ist, die dazu dient, unter dem Kiel (10) eines Schiffs montiert zu werden,
    - eine Schiffsschraube (4), die auf der Rückseite des Antriebsrumpfs vorgesehen ist und zumindest zwei Schaufeln (14) aufweist und drehfest mit einer Transmissionswelle (11) vorgesehen ist, die mit einem Motor (8) verbunden ist,
    dadurch gekennzeichnet, dass er Folgendes aufweist:
    - Eine Anordnung aus zumindest drei Strömungsorientierungsquerrudern (50 bis 55, 3'A), die an dem Antriebsrumpf (2) fest angebracht sind, wobei die Anordnung einen Kranz (5) im Wesentlichen senkrecht zu der Längsachse (X) des Antriebsrumpfs (2) bildet,
    - eine Düse (6), welche die Schiffsschraube (4) und den Querruderkranz (5) zumindest teilweise umgibt, derart dass die Schaufeln (14) jeweils ein Ende mit einem Rand (7) aufweisen, der zu der Innenwand der Düse (6) zumindest auf gleicher Höhe gebracht ist, damit die Schiffsschraube (4) den Rotor einer Schiffsschraubenpumpe bildet, und derart, dass der Kranz (5) eine Zone (Zx) aufweist, die zwischen dem zentralen Teil der Stützstrebe (3, 3', 3") und der Schiffsschraube zu liegen kommt.
  2. Triebwerksaufbau nach Anspruch 1, wobei die Düse (6) an der Schiffsschraube (4) über zumindest fünf Querruder (50, 55, 3'A) festgelegt ist, und wobei die Schiffsschraube (4) zumindest drei Schaufeln (14) aufweist.
  3. Triebwerksaufbau nach einem der vorangehenden Ansprüche, wobei jedes Querruder (50, 55, 3'A) des Kranzes (5) eine zumindest in etwa ebene Fläche aufweist, die eine bestimmte Orientierung (α0, ..., α5, α') in Bezug auf die Achse (X) des Antriebsrumpfes (2) aufweist.
  4. Triebwerksaufbau nach Anspruch 3, wobei das Einlassprofil der Düse (6) und die Orientierung (α0, ... , α5, α') von jedem Querruder an den Kielwasserverlauf bzw. das Kielwasserprofil des Schiffs angepasst sind.
  5. Triebwerksaufbau nach Anspruch 3 oder 4, wobei die bestimmte Orientierung (α0, ..., α5, α') von jedem Querruder zwischen 3° und 15° beträgt.
  6. Triebwerksaufbau nach einem der vorangehenden Ansprüche, wobei die Rotationsrichtung der Schiffsschraube (4) umkehrbar ist, um eine Bremsschubkraft für das Schiff zu erzeugen.
  7. Triebwerksaufbau nach einem der vorangehenden Ansprüche, wobei die Schaufeln (14) des Rotors der Schiffsschraubenpumpe jeweils eine gerade Mantellinie aufweisen.
  8. Triebwerksaufbau nach einem der vorangehenden Ansprüche, wobei das rückwärtige Ende (3'A) der Stützdrehstrebe (3') eines der Querruder des Kranzes (5) bildet.
  9. Schiff, das mit zumindest einem Triebwerksaufbau (1, 1', 1") nach einem der vorangehenden Ansprüche ausgestattet ist, wobei die Stützstrebe (3, 3', 3") des Aufbaus dazu dient, fest unter dem Kiel (10) des Schiffs montiert zu werden.
  10. Schiff, das mit zumindest einem Triebwerksaufbau (1, 1', 1") nach einem der Ansprüche 1 bis 8 ausgestattet ist, wobei die Stützstrebe (3, 3', 3") des Aufbaus dazu dient, schwenkbar unter dem Kiel (10) des Schiffs montiert zu werden, damit der Triebwerksaufbau mit dem Typ POS übereinstimmt.
  11. Schiff nach Anspruch 9 oder 10, wobei die Distanz (Dγ) zwischen der Düse (6) und dem Kiel (10) des Schiffs so definiert ist, dass die Schiffsschraube (4) in dem Kielwasser des Schiffs optimal arbeitet.
EP05746629A 2004-04-30 2005-04-26 Schiffsmotoranordnung mit einer unter einem schiffsrumpf befestigbaren gondel Active EP1755942B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
SI200530097T SI1755942T1 (sl) 2004-04-30 2005-04-26 Sestava ladijskega motorja s trupom namescenim pod ladijski trup
PL05746629T PL1755942T3 (pl) 2004-04-30 2005-04-26 Zespół napędowy dla statku zawierający gondolę silnikową przeznaczoną do zainstalowania pod kadłubem statku
CY071101492T CY1107016T1 (el) 2004-04-30 2007-11-21 Προωθητικο συστημα για πλοιο, περιλαmβανον μια λεμβο προοριζομενη να εγκατασταθει κατω απο τα υφαλα του πλοιου

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0450842A FR2869586B1 (fr) 2004-04-30 2004-04-30 Ensemble de propulsion pour navire, comprenant une nacelle destinee a une installation sous la carene du navire
PCT/FR2005/050280 WO2005110840A1 (fr) 2004-04-30 2005-04-26 Ensemble de propulsion pour navire, comprenant une nacelle destinee a une installation sous la carene du navire

Publications (2)

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EP1755942A1 EP1755942A1 (de) 2007-02-28
EP1755942B1 true EP1755942B1 (de) 2007-08-22

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EP05746629A Active EP1755942B1 (de) 2004-04-30 2005-04-26 Schiffsmotoranordnung mit einer unter einem schiffsrumpf befestigbaren gondel

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US (1) US8435089B2 (de)
EP (1) EP1755942B1 (de)
JP (1) JP4753936B2 (de)
KR (1) KR101205683B1 (de)
CN (1) CN100471755C (de)
AT (1) ATE370884T1 (de)
CY (1) CY1107016T1 (de)
DE (1) DE602005002143T2 (de)
DK (1) DK1755942T3 (de)
ES (1) ES2292138T3 (de)
FR (1) FR2869586B1 (de)
HR (1) HRP20070491T3 (de)
NO (1) NO337466B1 (de)
PL (1) PL1755942T3 (de)
PT (1) PT1755942E (de)
RU (1) RU2372246C2 (de)
SI (1) SI1755942T1 (de)
WO (1) WO2005110840A1 (de)

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RU2372246C2 (ru) 2009-11-10
DE602005002143D1 (de) 2007-10-04
CN1960909A (zh) 2007-05-09
NO20065467L (no) 2007-01-30
SI1755942T1 (sl) 2008-04-30
DE602005002143T2 (de) 2008-05-15
DK1755942T3 (da) 2007-12-17
FR2869586B1 (fr) 2006-06-16
KR20070005015A (ko) 2007-01-09
RU2006141597A (ru) 2008-06-10
US8435089B2 (en) 2013-05-07
ATE370884T1 (de) 2007-09-15
JP2007535440A (ja) 2007-12-06
KR101205683B1 (ko) 2012-11-27
JP4753936B2 (ja) 2011-08-24
FR2869586A1 (fr) 2005-11-04
CN100471755C (zh) 2009-03-25
PL1755942T3 (pl) 2008-02-29
NO337466B1 (no) 2016-04-18
WO2005110840A1 (fr) 2005-11-24
PT1755942E (pt) 2007-11-06
EP1755942A1 (de) 2007-02-28
HRP20070491T3 (en) 2007-12-31
ES2292138T3 (es) 2008-03-01
CY1107016T1 (el) 2012-09-26
US20080194155A1 (en) 2008-08-14

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