EP1826117B1 - Electric propulsion system for a ship with three transmission shafts - Google Patents
Electric propulsion system for a ship with three transmission shafts Download PDFInfo
- Publication number
- EP1826117B1 EP1826117B1 EP07102658A EP07102658A EP1826117B1 EP 1826117 B1 EP1826117 B1 EP 1826117B1 EP 07102658 A EP07102658 A EP 07102658A EP 07102658 A EP07102658 A EP 07102658A EP 1826117 B1 EP1826117 B1 EP 1826117B1
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- European Patent Office
- Prior art keywords
- propeller
- propulsion system
- ship
- propulsion
- ship propulsion
- 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.)
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H1/00—Propulsive elements directly acting on water
- B63H1/02—Propulsive elements directly acting on water of rotary type
- B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
- B63H1/14—Propellers
- B63H1/28—Other means for improving propeller efficiency
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- 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
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/32—Other parts
- B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts
Definitions
- the present invention relates to an electric ship propulsion system and, more particularly, a propulsion system for a large ship at high cruising speed.
- the demand of the shipowners, in terms of passenger ship, for a cruise ship function for example, is to get ships bigger and bigger in size, in order to increase the number of passengers per cruise and at the same time , offer them a maximum of cabins that have a view of the sea.
- passenger vessels of the "Panamax” or “Overpanamax” type that is to say ships respectively able or not to transit through the Panama Canal
- passenger vessels of the "Panamax” or “Overpanamax” type that is to say ships respectively able or not to transit through the Panama Canal
- passenger vessels of the "Panamax” or “Overpanamax” type that is to say ships respectively able or not to transit through the Panama Canal
- engines having a respective power of about 20 MWatts generally have an electric propulsion with two shaft lines with engines having a respective power of about 20 MWatts.
- propulsion by shaft line is meant a propulsion system in which a motor located inside the hull of the ship, delivers its power to an external propulsion means, via a transmission shaft.
- a ship propulsion system with three shaft lines is described in the document GB 1 331 497 .
- pod is meant a submerged propulsion assembly, outside the hull of the vessel and containing the engine propulsion. This solution has the advantage of fulfilling the functions of steering and propulsion by the use of a steerable pod. In addition, the larger number of thrusters improves the redundancy of the system in case of degraded or defective operation.
- the central shaft line poses potential problems with regard to the dimensions and the performances to be achieved.
- a first level of generated problems is of vibratory type, which means that important vibrations are formed because of the disturbance of the wake by the skeg, ie by the extension of the keel of the ship at the level of the hull of the transom of the ship.
- the object of the present invention is to propose an electric ship propulsion system with three shaft lines that overcomes the drawbacks mentioned above, that is to say having an acceptable vibratory level, as well as a hull game and a power output. propulsion sufficient.
- the present invention thus relates to an electric ship propulsion system comprising two lines of conventional propeller side shafts and rear transverse thrusters.
- a third propeller shaft line is provided centrally, along the axis of the vessel, this third shaft line having its axis which passes over the tunnels of the transverse rear thrusters.
- the propulsion of the central shaft line is provided by a propeller pump and, more particularly, the propeller pump consists of a helix and a ring of flow orienting fins placed upstream of the propeller pump. helix, a nozzle surrounding the propeller assembly / aileron crowns.
- the presence of a propeller-type propulsion makes it possible to overcome the problems of the dimensions of the propeller by keeping a power equivalent to a conventional propeller, and to avoid acoustic and vibratory disturbances by a flow orientation. at the output of the pump-propeller. This avoids cavitation problems.
- the pump-propeller propulsion principle has long been applied to submarine propulsion systems, and that the positioning of a propeller-pump in the wake of a submarine -marine provides a good performance, while reducing acoustic disturbances. Indeed, the pump-propeller works in liquid flow, while a conventional propeller works in liquid thrust.
- the diameter of the propeller of the central propulsion is less than the diameter of the propellers of the lateral propulsions and, according to a particular embodiment, the diameter of the central propeller of the order of 4800 mm. .
- the play at the hull of the central helix is of the order of 500 mm.
- Propulsion by pump-propeller because of its smaller dimension propeller propulsion classic and, because of the presence of the nozzle which channels the wake pump output, allows to bring the entire propulsion of the hull of the ship, without generating vibrations.
- a wake regulating bulb is placed upstream of the central helix.
- the wake disturbed by the skeg is channeled to the pump-impeller inlet, so as to improve the performance of the pump-propeller.
- the wake regulating bulb consists of a substantially cylindrical piece.
- the presence of flow orienting fins makes it possible to simplify the shape of the regulating bulb easily and thus to produce a simple and inexpensive piece for propulsion with a central shaft line.
- the propulsion system 1 is seen from below at the rear part of the ship.
- This system 1 is installed under the hull of the transom 2, at the rear of the ship, and consists of two propulsions with side shaft lines 3 (that is to say along lines parallel to the central axis 5 of the ship and arranged symmetrically on both sides of it) and propulsion with central shaft line 4.
- the two lateral shaft lines 3 are therefore conventionally arranged on either side of the central axis 5 of the ship, equidistant from the latter. They consist of a shaft 6 and a propeller 7 conventional, as known to those skilled in the art. Rudders 8 are represented in the continuity of the two shaft lines 3, these rudders 8 ensuring the maneuverability of the ship.
- the motors and feed means have not been shown to make the figure readable.
- the central shaft line 4 consists of an axis 9 connected to a pump-propeller 10, consisting of a nozzle 11 surrounding a propeller 12 and flow orienting fins 13, and a flow regulating bulb or skeg 14.
- the bearings 19 of the pump-propeller 10 are also shown.
- This central shaft line 4 is located in the thin plane 15 of the ship, a thin plane important because of the size of the ship and necessary for the landing of the ship.
- the figure 1 highlights the function of the skeg 14 with respect to the junction with the thin plane 15.
- Rear transverse thrusters 16 are represented in their respective tunnels 17 at this thin plane, the shaft 9 passing above these two tunnels 17 and centrally on the thrusters 16 and their junctions 18, to the feed motors .
- the rear transverse thrusters 16 are represented so as to show the positioning of the axis 9 of the central shaft line propulsion 4 above the tunnels 17 of the transverse rear thrusters 16.
- the figure 3 shows a three-dimensional view of the rear part of the ship, with a propulsion system as described according to the invention. This figure highlights the relative position of the propellers 7 and the pump-propeller 10 relative to the transom 2 of the ship. The play at the hull of the pump-propeller 10 is much less important than for the conventional propellers 7.
- this propulsion system advantageously makes it possible to maintain a hull at the submerged transom 2 or with V-shapes to avoid the problems of slamming (shocks occurring on the flat part at the bottom of the ship when it falls back into the sea after emergence) back.
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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)
Description
La présente invention concerne un système de propulsion électrique de navire et, plus particulièrement, un système de propulsion pour navire de grande taille et à vitesse de croisière élevée.The present invention relates to an electric ship propulsion system and, more particularly, a propulsion system for a large ship at high cruising speed.
La demande des armateurs, en terme de navire à passagers, pour une fonction de navire de croisière par exemple, est d'obtenir des navires de plus en plus grand en taille, afin d'augmenter le nombre de passagers par croisière et en même temps, leur proposer un maximum de cabines qui disposent d'une vue sur la mer.The demand of the shipowners, in terms of passenger ship, for a cruise ship function for example, is to get ships bigger and bigger in size, in order to increase the number of passengers per cruise and at the same time , offer them a maximum of cabins that have a view of the sea.
Simultanément, il est demandé de réaliser des navires à passagers ayant une vitesse de croisière de plus en plus élevée, en particulier supérieure à 25 noeuds.At the same time, it is requested to make passenger ships with increasing cruising speed, in particular greater than 25 knots.
Actuellement, les navires à passagers de type "Panamax" ou "Overpanamax" (c'est à dire des navires respectivement capables ou non de transiter par le canal de Panama) ont généralement une propulsion électrique à deux lignes d'arbre avec des moteurs ayant une puissance respective d'environ 20 MWatts.Currently, passenger vessels of the "Panamax" or "Overpanamax" type (that is to say ships respectively able or not to transit through the Panama Canal) generally have an electric propulsion with two shaft lines with engines having a respective power of about 20 MWatts.
De telles puissances de propulsion par ligne d'arbre, combinées avec l'augmentation de la taille des navires ou la vitesse de croisière ne sont pas suffisantes pour répondre à la demande des armateurs.Such propulsion powers per line of tree, combined with the increase in vessel size or cruising speed are not sufficient to meet the demand of shipowners.
Par "propulsion par ligne arbre", on entend un système de propulsion dans lequel un moteur situé à l'intérieur de la coque du navire, délivre sa puissance à un moyen de propulsion externe, par l'intermédiaire d'un arbre de transmission.By "propulsion by shaft line" is meant a propulsion system in which a motor located inside the hull of the ship, delivers its power to an external propulsion means, via a transmission shaft.
Un système de propulsion de navire comportant trois lignes d'arbre est décrit dans le document
De plus, vouloir augmenter la puissance par ligne d'arbre est de nature à poser des problèmes techniques relatifs à la surpuissance du moteur. On se trouve également confronté à des problèmes de taille d'hélice de propulsion et de jeu à la coque pour la maîtrise des vibrations, ce qui empêche d'obtenir un bon rendement propulsif et des pulsations faibles.In addition, wanting to increase the power per shaft line is likely to pose technical problems relating to engine overpower. Propulsion propeller size and hull play are also encountered for vibration control, which prevents good propulsive performance and low pulsations.
Sur des navires de fort tonnage et afin d'obtenir une puissance de propulsion suffisante et nécessaire, il est bien connu de mettre en oeuvre cette propulsion en faisant usage d'une combinaison de plusieurs propulseurs azimutaux, encore appelés "pods", ceci par opposition aux propulsions par ligne d'arbre.On ships of large tonnage and in order to obtain sufficient and necessary propulsion power, it is well known to implement this propulsion by making use of a combination of several azimuth thrusters, also called "pods", as opposed to propulsion by tree line.
Par le terme "pod", on entend un ensemble de propulsion immergé, extérieur à la coque du navire et contenant la motorisation de la propulsion. Cette solution présente l'avantage de remplir les fonctions de gouverne et de propulsion par l'utilisation d'un pod orientable. De plus, le nombre plus important de propulseurs permet d'améliorer la redondance du système en cas de fonctionnement dégradé ou défectueux.By the term "pod" is meant a submerged propulsion assembly, outside the hull of the vessel and containing the engine propulsion. This solution has the advantage of fulfilling the functions of steering and propulsion by the use of a steerable pod. In addition, the larger number of thrusters improves the redundancy of the system in case of degraded or defective operation.
Cependant, certains armateurs ne souhaitent pas installer ce type de système de propulsion sur leur navire et imposent une installation par ligne d'arbre avec utilisation d'hélices classiques et de propulseurs latéraux arrières. Cette contrainte, ajoutée aux risques générés par l'augmentation de la puissance par ligne d'arbre, amène donc à répartir la puissance souhaitée sur trois lignes d'arbre.However, some shipowners do not wish to install this type of propulsion system on their ship and impose a shaft line installation using conventional propellers and rear side thrusters. This constraint, added to the risks generated by the increase of the power per line of tree, thus leads to distribute the desired power on three lines of tree.
Et cette solution conduit à répartir trois lignes d'arbre en une selon une position centrale (c'est-à-dire selon l'axe médian longitudinal du navire) et en deux lignes latérales (c'est-à-dire parallèles à cet axe médian longitudinal).And this solution leads to dividing three tree lines into one in a central position (that is to say along the longitudinal median axis of the ship) and in two lateral lines (that is to say parallel to this line). longitudinal median axis).
Ces deux lignes d'arbre latérales se retrouvent dans des dispositions classiques connues et déjà appliquées.These two lateral shaft lines are found in conventional arrangements known and already applied.
Par contre, la ligne d'arbre centrale pose potentiellement des problèmes au regard des dimensions et des performances à atteindre.On the other hand, the central shaft line poses potential problems with regard to the dimensions and the performances to be achieved.
Un premier niveau de problèmes générés est de type vibratoire, ce qui signifie que des vibrations importantes sont formées du fait de la perturbation du sillage par le skeg, c'est à dire par le prolongement de la quille du navire au niveau de la carène du tableau arrière du navire.A first level of generated problems is of vibratory type, which means that important vibrations are formed because of the disturbance of the wake by the skeg, ie by the extension of the keel of the ship at the level of the hull of the transom of the ship.
Ce problème est résolu classiquement par des bulbes régulateurs de sillage, comme cela est pratiqué sur les navires à une seule ligne d'arbre tels que, par exemple, sur les navires de transports de gaz liquéfié. Pour ce faire, il est nécessaire de prévoir une pièce chaudronnée complexe, coûteuse et volumineuse.This problem is conventionally solved by wake regulating bulbs, as is practiced on single-line vessels such as, for example, on liquefied gas transport vessels. To do this, it is necessary to provide a complex boiler room, expensive and bulky.
La situation est plus problématique dans le cas où les navires sont équipés de propulseurs transversaux arrières car la ligne d'arbre doit passer au-dessus des tunnels de ces propulseurs, ce qui rapproche l'hélice de la coque et ne permet plus de maintenir les jeux à la coque requis pour atteindre les niveaux vibratoires généralement demandés, sauf à diminuer fortement le diamètre de l'hélice et donc la part de puissance prise par cette hélice centrale.The situation is more problematic in the case where the ships are equipped with transverse thrusters because the shaft line must pass over the tunnels of these thrusters, which brings the propeller closer to the hull and no longer makes it possible to maintain the propellers. hull games required to reach the vibratory levels generally required, except to strongly reduce the diameter of the propeller and therefore the power share taken by this central propeller.
La présente invention a pour objet de proposer un système de propulsion électrique de navire à trois lignes d'arbre palliant aux inconvénients cités précédemment, c'est à dire présentant un niveau vibratoire acceptable, ainsi qu'un jeu à la coque et une puissance de propulsion suffisants.The object of the present invention is to propose an electric ship propulsion system with three shaft lines that overcomes the drawbacks mentioned above, that is to say having an acceptable vibratory level, as well as a hull game and a power output. propulsion sufficient.
La présente invention a ainsi pour objet un système de propulsion électrique de navire comprenant deux lignes d'arbres latérales à hélices classiques et des propulseurs transversaux arrières.The present invention thus relates to an electric ship propulsion system comprising two lines of conventional propeller side shafts and rear transverse thrusters.
Selon l'invention, une troisième ligne d'arbre à hélice est prévue de manière centrale, selon l'axe du navire, cette troisième ligne d'arbre ayant son axe qui passe au dessus des tunnels des propulseurs transversaux arrières.According to the invention, a third propeller shaft line is provided centrally, along the axis of the vessel, this third shaft line having its axis which passes over the tunnels of the transverse rear thrusters.
De manière avantageuse, la propulsion de la ligne d'arbre centrale est assurée par une pompe hélice et, plus particulièrement, la pompe-hélice est constituée d'une hélice et d'une couronne d'ailerons orienteurs de flux placés en amont de l'hélice, une tuyère entourant l'ensemble hélice /couronnes d'ailerons.Advantageously, the propulsion of the central shaft line is provided by a propeller pump and, more particularly, the propeller pump consists of a helix and a ring of flow orienting fins placed upstream of the propeller pump. helix, a nozzle surrounding the propeller assembly / aileron crowns.
De cette manière, la présence d'une propulsion de type pompe-hélice permet de pallier les problèmes de dimensions de l'hélice en gardant une puissance équivalente à une hélice classique, et d'éviter les perturbations acoustique et vibratoire par une orientation du flux en sortie de la pompe-hélice. Cela permet d'éviter les problèmes de cavitation.In this way, the presence of a propeller-type propulsion makes it possible to overcome the problems of the dimensions of the propeller by keeping a power equivalent to a conventional propeller, and to avoid acoustic and vibratory disturbances by a flow orientation. at the output of the pump-propeller. This avoids cavitation problems.
Il est à noter qu'en tant que tel, le principe de propulsion par pompe-hélice est appliqué depuis longtemps à des systèmes de propulsions de sous-marins, et que le positionnement d'une pompe-hélice dans le sillage d'un sous-marin permet d'obtenir un bon rendement, tout en réduisant les perturbations acoustiques. En effet, la pompe-hélice travaille en débit de liquide, alors qu'une hélice classique travaille en poussée de liquide.It should be noted that as such, the pump-propeller propulsion principle has long been applied to submarine propulsion systems, and that the positioning of a propeller-pump in the wake of a submarine -marine provides a good performance, while reducing acoustic disturbances. Indeed, the pump-propeller works in liquid flow, while a conventional propeller works in liquid thrust.
Selon une réalisation de l'invention, le diamètre de l'hélice de la propulsion centrale est inférieur au diamètre des hélices des propulsions latérales et, selon un mode de réalisation particulier, le diamètre de l'hélice centrale de l'ordre de 4800 mm.According to one embodiment of the invention, the diameter of the propeller of the central propulsion is less than the diameter of the propellers of the lateral propulsions and, according to a particular embodiment, the diameter of the central propeller of the order of 4800 mm. .
Selon une caractéristique particulière de l'invention, le jeu à la coque de l'hélice centrale est de l'ordre de 500 mm. La propulsion par pompe-hélice, du fait de sa dimension inférieure aux propulsions par hélice classique et, du fait de la présence de la tuyère qui canalise le sillage en sortie de pompe, permet de rapprocher l'ensemble de propulsion de la coque du navire, sans générer de vibrations.According to a particular characteristic of the invention, the play at the hull of the central helix is of the order of 500 mm. Propulsion by pump-propeller, because of its smaller dimension propeller propulsion classic and, because of the presence of the nozzle which channels the wake pump output, allows to bring the entire propulsion of the hull of the ship, without generating vibrations.
De manière avantageuse, un bulbe régulateur de sillage est placé en amont de l'hélice centrale. Ainsi, le sillage perturbé par le skeg est canalisé en entrée de pompe-hélice, de manière à améliorer les performances de la pompe-hélice.Advantageously, a wake regulating bulb is placed upstream of the central helix. Thus, the wake disturbed by the skeg is channeled to the pump-impeller inlet, so as to improve the performance of the pump-propeller.
Selon une réalisation préférée de l'invention, le bulbe régulateur de sillage est constitué d'une pièce de forme sensiblement cylindrique. La présence des ailerons orienteurs de flux permet de simplifier aisément la forme du bulbe régulateur et, ainsi, de réaliser une pièce simple et peu coûteuse pour une propulsion à ligne d'arbre centrale.According to a preferred embodiment of the invention, the wake regulating bulb consists of a substantially cylindrical piece. The presence of flow orienting fins makes it possible to simplify the shape of the regulating bulb easily and thus to produce a simple and inexpensive piece for propulsion with a central shaft line.
La lecture de la description ci-après aidera à la compréhension de l'invention. Cette description, donnée uniquement à titre d'exemple, est faite en référence aux dessins annexés dans lesquels :
- la
figure 1 montre de manière schématique en vue de dessous d'un système de propulsion selon l'invention, - la
figure 2 montre une vue en coupe longitudinale d'une ligne d'arbre centrale selon l'invention, - la
figure 3 montre une vue tridimentionnelle de la partie arrière d'un navire équipée du système de propulsion selon l'invention.
- the
figure 1 shows schematically in view from below of a propulsion system according to the invention, - the
figure 2 shows a longitudinal sectional view of a central shaft line according to the invention, - the
figure 3 shows a three-dimensional view of the rear part of a ship equipped with the propulsion system according to the invention.
Sur la
Les deux lignes d'arbre latérales 3 sont donc disposées classiquement de part et d'autre de l'axe central 5 du navire, à équidistance de ce dernier. Elles sont constituées d'un arbre 6 et d'une hélice 7 classiques, tels que connus de l'homme du métier. Des safrans 8 sont représentés dans la continuité des deux lignes d'arbre 3, ces safrans 8 assurant la manoeuvrabilité du navire. Les moteurs et moyens d'alimentation n'ont pas été représentés afin de rendre la figure lisible.The two lateral shaft lines 3 are therefore conventionally arranged on either side of the central axis 5 of the ship, equidistant from the latter. They consist of a
Sur les
Cette ligne d'arbre 4 centrale est situé dans le plan mince 15 du navire, plan mince important du fait de la taille du navire et nécessaire pour l'attinage du navire. La
Des propulseurs transversaux 16 arrières sont représentés dans leurs tunnels respectifs 17 au niveau de ce plan mince, l'arbre 9 passant au dessus de ces deux tunnels 17 et de manière centrée sur les propulseurs 16 et leur jonctions 18, vers les moteurs d'alimentation.Rear
Selon la
Il apparaît ainsi évident que le positionnement d'une ligne d'arbre centrale 4 avec propulseurs transversaux arrière 16 est contraignante en terme de positionnement très limitatif et oblige alors à rapprocher l'hélice vers la coque du navire.It thus appears obvious that the positioning of a central shaft line 4 with transverse
La
Ainsi, ce système de propulsion permet de manière avantageuse de maintenir une carène au tableau arrière 2 immergée ou avec des formes en V pour éviter les problèmes de slamming (chocs se produisant sur la partie plane au fond du navire quand il retombe dans la mer après émergence) arrière.Thus, this propulsion system advantageously makes it possible to maintain a hull at the submerged
Claims (8)
- An electric ship propulsion system comprising two side shaft lines (3) with conventional propellers (7) and stern transverse thrusters (16), the system being characterized in that a third shaft line (4) with a propeller (12) is provided centrally on the axis (5) of the ship, and in that said third shaft line (4) has its shaft (9) passing over the tunnels (17) of the stern transverse thrusters (16).
- An electric ship propulsion system according to claim 1, characterized in that the central shaft-line drive (4) is provided by a screw pump (10).
- An electric ship propulsion system according to claim 2, characterized in that the screw pump (10) is constituted by a propeller (12) and a ring of flow-directing fins (13) placed upstream from the propeller, a nozzle (11) surrounding the assembly of the propeller (12) and the ring of fins (13).
- An electric ship propulsion system according to any preceding claim, characterized in that the diameter of the propeller (12) of the central line (4) is less than the diameter of the propellers (7) of the side lines (3).
- An electric ship propulsion system according to claim 4, characterized in that the diameter of the propeller (12) of the central line (4) is about 4800 mm.
- An electric ship propulsion system according to any preceding claim, characterized in that the clearance between the hull and the propeller (12) of the central line (4) is about 500 mm.
- An electric ship propulsion system according to any preceding claim, characterized in that a wake-regulator bulb (14) is located upstream from the propeller (12) of the central line (4).
- An electric ship propulsion system according to claim 7, characterized in that the wake-regulator bulb (14) is constituted by a part that is substantially cylindrical in shape.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR0601791A FR2897836B1 (en) | 2006-02-28 | 2006-02-28 | ELECTRIC PROPULSION SYSTEM OF SHIP WITH THREE LINES OF TREES |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP1826117A1 EP1826117A1 (en) | 2007-08-29 |
| EP1826117B1 true EP1826117B1 (en) | 2010-08-25 |
Family
ID=37111733
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP07102658A Expired - Fee Related EP1826117B1 (en) | 2006-02-28 | 2007-02-19 | Electric propulsion system for a ship with three transmission shafts |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP1826117B1 (en) |
| JP (1) | JP2007230547A (en) |
| KR (1) | KR20070089622A (en) |
| DE (1) | DE602007008628D1 (en) |
| ES (1) | ES2350643T3 (en) |
| FR (1) | FR2897836B1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2938234B1 (en) | 2008-11-13 | 2010-11-26 | Stx France Cruise Sa | AUTOMOTIVE SHIP AFFECTED TO NAVIGATION ON A SET DISTANCE BETWEEN A STARTING POINT AND A POINT OF ARRIVAL |
| AT507419B1 (en) * | 2008-11-17 | 2010-05-15 | Marinno Maritime Innovations | CROSS-RADIATOR FOR A WATER VEHICLE |
| WO2011144239A1 (en) * | 2010-05-19 | 2011-11-24 | Wärtsilä Finland Oy | Rotational energy recovery appendage |
| FR2991285B1 (en) * | 2012-06-01 | 2014-07-11 | Stx France Sa | VESSEL WITH AT LEAST ONE LINE OF TREES EQUIPPED WITH A PROPELLER PUMP PROPELLER |
| CN103226844B (en) * | 2013-05-16 | 2016-09-28 | 北京建筑工程学院 | A kind of three-dimensional geological tunnel based on spatial data structure system modeling method |
| CN112874740B (en) * | 2021-04-21 | 2022-08-30 | 上海船舶研究设计院（中国船舶工业集团公司第六0四研究院） | Ship tail arrangement structure of three full-rotation main thrusters |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR585270A (en) * | 1923-07-06 | 1925-02-24 | Propulsion apparatus for ships | |
| GB1331497A (en) * | 1971-09-29 | 1973-09-26 | Stone Manganese Marine Ltd | Propulsion systems for ships |
| JPS5338796U (en) * | 1976-09-07 | 1978-04-05 | ||
| DE3246730A1 (en) * | 1982-12-17 | 1984-06-20 | Licentia Patent-Verwaltungs-Gmbh, 6000 Frankfurt | ELECTRICALLY DRIVEN SCREW |
| JPS62157697U (en) * | 1986-03-29 | 1987-10-06 | ||
| JP3175230B2 (en) * | 1991-10-16 | 2001-06-11 | 石川島播磨重工業株式会社 | Low noise low vibration ship propulsion system |
| JPH09263296A (en) * | 1996-03-27 | 1997-10-07 | Hitachi Zosen Corp | Hull structure |
-
2006
- 2006-02-28 FR FR0601791A patent/FR2897836B1/en not_active Expired - Fee Related
-
2007
- 2007-02-19 ES ES07102658T patent/ES2350643T3/en active Active
- 2007-02-19 DE DE602007008628T patent/DE602007008628D1/en active Active
- 2007-02-19 EP EP07102658A patent/EP1826117B1/en not_active Expired - Fee Related
- 2007-02-22 JP JP2007042069A patent/JP2007230547A/en active Pending
- 2007-02-27 KR KR1020070019535A patent/KR20070089622A/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| FR2897836B1 (en) | 2008-05-30 |
| ES2350643T3 (en) | 2011-01-25 |
| DE602007008628D1 (en) | 2010-10-07 |
| FR2897836A1 (en) | 2007-08-31 |
| JP2007230547A (en) | 2007-09-13 |
| EP1826117A1 (en) | 2007-08-29 |
| KR20070089622A (en) | 2007-08-31 |
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