EP1870330B1 - Electric propulsion system for a ship and ship equipped with same - Google Patents

Electric propulsion system for a ship and ship equipped with same Download PDF

Info

Publication number
EP1870330B1
EP1870330B1 EP07110539A EP07110539A EP1870330B1 EP 1870330 B1 EP1870330 B1 EP 1870330B1 EP 07110539 A EP07110539 A EP 07110539A EP 07110539 A EP07110539 A EP 07110539A EP 1870330 B1 EP1870330 B1 EP 1870330B1
Authority
EP
European Patent Office
Prior art keywords
ship
propeller
pods
propulsion
propulsion system
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.)
Active
Application number
EP07110539A
Other languages
German (de)
French (fr)
Other versions
EP1870330A1 (en
Inventor
Christian Gaudin
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.)
STX France SA
Original Assignee
STX France SA
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 STX France SA filed Critical STX France SA
Publication of EP1870330A1 publication Critical patent/EP1870330A1/en
Application granted granted Critical
Publication of EP1870330B1 publication Critical patent/EP1870330B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • 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

Definitions

  • the present invention relates to an electric ship propulsion system and, more particularly, to a large ship propulsion system. It also relates to a ship so equipped.
  • Shipowners' request in terms of passenger ships, for a cruise ship function, for example, is to obtain larger and larger ships, in order to increase the number of passengers per cruise and, at the same time, time, offer them a maximum of cabins that have a sea view.
  • Propulsion propeller and hull girth problems are also encountered for vibration control, preventing good propulsive performance and low pulsation.
  • a propulsion ensured by a combination of several azimuth thrusters, also called “pods”, as opposed to propulsions by line of tree.
  • pod we mean a set of submerged propulsion, outside the hull of the ship and containing the engine propulsion.
  • Pods are complex products but developed enough to provide power up to 30 Mwatts. This solution has the advantage of fulfilling the steering function and the propulsion function by the use of steerable pods. In addition, the greater number of thrusters improves the redundancy of the system, in case of degraded operation by the loss of one of the propulsion elements.
  • the present invention relates to a ship propulsion system overcoming the drawbacks of the prior solutions, that is to say having a redundancy to ensure a minimum cruising speed and to obtain a power of propulsion with propellants standardized to a minimum and compact, at least in critical areas.
  • the combination power / diesel does not optimize redundancy of the system compared to a fully electric system.
  • the failure of a generator set forming part of a set of several generating sets constituting the ship's power supply network is not penalizing to continue to obtain the general operating power of the ship, because of Other generators in the network can provide the relay.
  • a failure of the diesel supply causes at least a temporary stopping of the thruster in relation to this power supply.
  • a fully electric power supply has the advantage of offering greater flexibility in the configuration of the ship, due to the possibility of placing the electric motors at a greater distance and at different levels. This is not the case for diesel engines, which are much more cumbersome.
  • the propulsion system of the central shaft line is, as shown in Figures 1A to 2B, consisting of a conventional propeller.
  • water-jet device that is to say a device installed inside the hull, consisting mainly of a duct water suction, a shaft-driven pump, a downstream rectifier, an accelerator nozzle and jet orientation and reversing devices.
  • the present invention therefore aims at an electric ship propulsion system, particularly large, comprising at least two side pods and a central shaft line.
  • the first great advantage of this configuration is the use of standard thrusters for pods and a shaft line, which is easily adapted to obtain the total power required.
  • the two lateral pods are found in conventional arrangements known and already applied.
  • 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.
  • This problem is conventionally treated by wake regulating bulbs, as is practiced on ships with a line of trees such as, for example, on liquefied gas transport vessels. In this case, it is necessary to provide a complex boiler room, expensive and bulky.
  • a second type of generated problems concerns the power of propulsion to be achieved, in a compact volume to facilitate the integration of the latter in the central wake of the ship, and with a solution that can be standardized to the maximum so as not to unreasonably increase costs.
  • the present invention thus relates to an electric ship propulsion system comprising at least two rear side pods and comprising a shaft line provided centrally along the axis of the ship.
  • the propulsion of said shaft line is provided by a propeller pump consisting of a helix and a ring of flow orienting fins placed upstream of the propeller, a nozzle surrounding the helix assembly / crowns of fins.
  • a pump-propeller-type propulsion makes it possible to overcome the problems of propeller dimensions by keeping at least a power equivalent to a conventional propeller and to avoid acoustic and vibratory disturbances by an orientation of the propeller. flow output of the pump-propeller, which avoids cavitation problems.
  • the presence of the flow orientator fins makes it possible to avoid the need to set up a regulating bulb for the orientation of the wake at the entry of the thruster. In place, one can make a room simple and inexpensive such as a simple stern tube around the axis of the shaft for propulsion with central shaft line.
  • the two side pods are two pods of the propeller pump type such as that described in the patent application. WO 2005/110840 .
  • this thruster ie the compactness, the high power and the suppression of cavitation phenomena, offer a very suitable solution for large vessels. They allow to have more freedom on the shape of the hull and to avoid any phenomenon of "slamming" (in French “tossage”), thanks to the immersion of the transom of the ship.
  • the two rear lateral pods are two pods that can be rotated 360 °.
  • the invention also relates to a ship equipped with an electric propulsion system as described above.
  • the play at the hull of the helix of the pump-propeller is of the order of 500 mm.
  • the nozzle of the central pump-propeller is connected to the hull of the ship, in particular with the aid of an arm, in order to ensure a recovery of effort or an additional maintenance of this propeller, if this one is away from the plane of the ship.
  • a propulsion system 1 is seen from below at the rear part of the ship.
  • This system 1 is installed beneath the hull of the transom 2, at the rear of the ship, and consists of two side thrusters 3 consisting of pod s pump-propeller type, and a central propulsion shaft line 4, arranged according to the central axis 5, longitudinal, of the ship.
  • the central shaft line 4 consists of a pump-propeller 6 consisting of a nozzle 7 surrounding a propeller 8, flow-orientating fins 9 and a stern tube 10.
  • the central shaft line 4 is located behind the thin plane 11 of the ship, thin plane important because of the size of the ship and necessary for the landing of the ship.
  • the figures 1 , 2 and 3 highlight the function of the tube 10 relative to the junction with the thin plane 11. Thus, the flow at the outlet of the thin plane 11 is reoriented along the stern tube 10 to enter the pump-propeller 6, without disturbance wake.
  • FIG. 1 are represented the two lateral thrusters 3 disposed on either side of the central axis 5 of the ship, equidistant from the latter. They are located towards the rear of the ship. As stated above, they consist of pump-propeller-type pod thrusters, that is to say with a nozzle 12 surrounding a propeller 13 and flux orienting fins 14 (see FIG. figure 3 ). These two lateral thrusters 3 work in water flow.
  • the figure 3 is a three-dimensional view of the rear part of a ship with a propulsion system according to the invention. This figure highlights the compactness of the system according to the invention, with respect to the rear dimensions of the ship, as well as the possibility of obtaining a relatively weak game with the hull with thrusters providing the necessary power to the ship and not creating acoustic disturbances.

Landscapes

  • 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)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Abstract

The system (1) has lateral propellants (3) with rear lateral pods e.g. propeller pump type pods, and a central shaft line (4) situated in rear of a thin plane (11) of a ship e.g. passenger ship. The shaft line is provided along a longitudinal central axis (5) of the ship, where a central propulsion of the shaft line is ensured by a propeller pump (6) provided with a stern tube (10). The pump has a flow directing fin ring (9) placed in an upstream of a propeller (8), and a nozzle (7) encircling the propeller and the ring, where the nozzle is connected to a ship`s hull by a load-bearing arm.

Description

La présente invention concerne un système de propulsion électrique de navire et, plus particulièrement, un système de propulsion pour navire de grande taille. Elle se rapporte également à un navire ainsi équipé.The present invention relates to an electric ship propulsion system and, more particularly, to a large ship propulsion system. It also relates to a ship so equipped.

La demande des armateurs, en terme de navire à passagers, pour une fonction 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, de leur proposer un maximum de cabines qui possèdent une vue sur mer.Shipowners' request, in terms of passenger ships, for a cruise ship function, for example, is to obtain larger and larger ships, in order to increase the number of passengers per cruise and, at the same time, time, offer them a maximum of cabins that have a sea view.

Simultanément, il est demandé de réaliser des navires à passagers ayant une vitesse de croisière au moins égale à 20 noeuds.Simultaneously, it is requested to make passenger ships with a cruising speed of at least 20 knots.

Actuellement, les navires à passagers de type "Panamax" ou "Overpanamax", c'est à dire des navires 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. De telles puissances de propulsion par ligne d'arbre, combinées avec l'augmentation de la taille des navires ou de la vitesse de croisière, ne sont pas suffisantes pour répondre à la demande des armateurs.Currently, passenger ships of the "Panamax" or "Overpanamax" type, that is to say ships 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. Such power of propulsion by line of tree, combined with the increase of the size of the ships or the cruising speed, are not sufficient to answer the demand of the shipowners.

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 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 and hull girth problems are also encountered for vibration control, preventing good propulsive performance and low pulsation.

Par ailleurs, l'augmentation de la taille du système de propulsion va à l'encontre des limite s de tirant d'eau et de gabarit pour la propulsion, relativement aux profondeurs des ports ou des zones de transit.On the other hand, the increase in the size of the propulsion system goes against the limits of draft and gauge for propulsion, relative to the depths of ports or transit areas.

Une autre demande forte des armateurs concerne la redondance du système de propulsion, afin d'assurer une vitesse minimum, par exemple de 20 noeuds, lors de la perte temporaire d'un des éléments de propulsion.Another strong demand from the shipowners concerns the redundancy of the propulsion system, in order to ensure a minimum speed, for example of 20 knots, during the temporary loss of one of the propulsion elements.

Sur des navires de fort tonnage, il a été réalisé, afin d'obtenir une puissance de propulsion suffisante et nécessaire, une propulsion assurée par une combinaison de plusieurs propulseurs azimutaux, encore appelés "pods", par opposition aux propulsions par ligne d'arbre. Par le terme "pod", on entend un ensemble de propulsion immergé, extérieur à la coque du navire et contenant la motorisation de la propulsion.On ships of large tonnage, it was realized, in order to obtain a sufficient and necessary propulsion power, a propulsion ensured by a combination of several azimuth thrusters, also called "pods", as opposed to propulsions by line of tree. . By the term "pod", we mean a set of submerged propulsion, outside the hull of the ship and containing the engine propulsion.

Les pods sont des produits complexes mais suffisamment développés pour fournir une puissance allant jusqu'à 30 Mwatts. Cette solution présente l'avantage de remplir la fonction de gouverne et la fonction de propulsion par l'utilisation de pods orientable s. De plus, le nombre plus important de propulseurs permet d'améliorer la redondance du système, en cas de fonctionnement dégradé par la perte d'un des éléments de propulsion.Pods are complex products but developed enough to provide power up to 30 Mwatts. This solution has the advantage of fulfilling the steering function and the propulsion function by the use of steerable pods. In addition, the greater number of thrusters improves the redundancy of the system, in case of degraded operation by the loss of one of the propulsion elements.

Une configuration à 3 pods, à savoir deux disposés latéralement et un selon l'axe central longitudinal du navire, n'est pas une solution standardisable aisément. En effet, le pod "central" se situe dans le sillage du navire, de sorte que sa conception est très complexe et nécessite de grandes dimensions.A configuration with 3 pods, namely two arranged laterally and one along the longitudinal central axis of the ship, is not an easily standardized solution. Indeed, the pod "central" is in the wake of the ship, so its design is very complex and requires large dimensions.

Aussi, pour augmenter la puissance globale de la propulsion, on passe généralement à une configuration à quatre pods, pour assurer la puissance et la redondance nécessaire du système. Cependant, ces réalisations présentent l'inconvénient de se positionner dans la limite acceptable de gabarit et de tirant d'eau des navires de grandes dimensions. Les deux pods placés les plus vers l'avant du navire présentent ainsi un risque important de chocs et de détérioration.Also, to increase the overall power of the propulsion, we generally go to a configuration with four pods, to ensure the necessary power and redundancy of the system. However, these embodiments have the disadvantage of positioning themselves within the acceptable limit of gauge and draft of large ships. The two pods placed the most forward of the ship thus pose a significant risk of shock and deterioration.

La présente invention a pour objet un système de propulsion de navire palliant les inconvénients des solutions antérieures, c'est-à-dire possédant une redondance permettant d'assurer une vitesse minimum de croisière et permettant d'obtenir une puissance de propulsion avec des propulseurs standardisés au maximum et compacts, au moins dans les zones critiques.The present invention relates to a ship propulsion system overcoming the drawbacks of the prior solutions, that is to say having a redundancy to ensure a minimum cruising speed and to obtain a power of propulsion with propellants standardized to a minimum and compact, at least in critical areas.

Elle a plus particulièrement pour but de proposer un système de propulsion de navire, notamment de grandes dimensions, comprenant deux pods latéraux et une ligne d'arbre centrale.It is particularly intended to provide a ship propulsion system, including large, comprising two side pods and a central shaft line.

Il est connu des demandes de brevets EP 1 329 379 et US 2005/0164574 , un système de propulsion pour navires constitué d'une ligne d'arbre centrale assurant la propulsion principale et de deux pods latéraux. La propulsion de la ligne d'arbre centrale est assurée par une alimentation diesel, associée avec une hélice à pâles orientables, afin de répondre à des contraintes de manoeuvrabilité. L'alimentation des pods se fait électriquement.It is known from patent applications EP 1 329 379 and US 2005/0164574 , a propulsion system for ships consisting of a central shaft line providing the main propulsion and two side pods. Propulsion of the central shaft line is provided by a diesel power supply, associated with a propeller with adjustable blades, in order to respond to constraints of maneuverability. Pods power is electrically powered.

Cependant, la combinaison alimentation électrique/diesel ne permet pas d'optimiser une redondance du système par rapport à un système entièrement électrique.However, the combination power / diesel does not optimize redundancy of the system compared to a fully electric system.

En effet, la panne d'un groupe électrogène faisant partie d'un ensemble de plusieurs groupes électrogènes constituant le réseau d'alimentation électrique du navire, n'est pas pénalisante pour continuer à obtenir la puissance générale de fonctionnement du navire, car d'autres groupes électrogènes du réseau peuvent assurer le relais. Par contre, une panne de l'alimentation diesel entraîne l'arrêt au moins temporaire du propulseur en relation avec cette alimentation.In fact, the failure of a generator set forming part of a set of several generating sets constituting the ship's power supply network is not penalizing to continue to obtain the general operating power of the ship, because of Other generators in the network can provide the relay. On the other hand, a failure of the diesel supply causes at least a temporary stopping of the thruster in relation to this power supply.

De plus, une alimentation entièrement électrique présente l'avantage d'offrir une plus grande flexibilité dans la configuration du navire, du fait de la possibilité de placer les moteurs électriques à une plus grande distance et à différents niveaux. Cela n'est pas le cas des moteurs diesel, qui sont beaucoup plus encombrants.In addition, a fully electric power supply has the advantage of offering greater flexibility in the configuration of the ship, due to the possibility of placing the electric motors at a greater distance and at different levels. This is not the case for diesel engines, which are much more cumbersome.

On décrit par ailleurs dans le document WO-A-03/066428 , qui est considéré comme étant l'état de la technique le plus proche, un système de propulsion pour navire comprenant une ligne d'arbre centrale et deux pods latéraux arrières.It is described elsewhere in the document WO-A-03/066428 , which is considered to be the closest state of the art, a ship propulsion system comprising a central shaft line and two rear side pods.

Le système de propulsion de la ligne d'arbre central est, comme le montrent les figures 1A à 2B, constitué d'une hélice classique.The propulsion system of the central shaft line is, as shown in Figures 1A to 2B, consisting of a conventional propeller.

Quant à la forme de réalisation des figures 3A et 3B, on a affaire à un dispositif dit "water-jet device", c'est-à-dire un dispositif installé à l'intérieur de la coque, constitué principalement d'un conduit d'aspiration d'eau, d'une pompe entraînée par un arbre, d'un redresseur situé en aval, d'une tuyère accélératrice et de dispositifs d'orientation et de renversement de jet.As to the embodiment of FIGS. 3A and 3B, there is a so-called "water-jet device", that is to say a device installed inside the hull, consisting mainly of a duct water suction, a shaft-driven pump, a downstream rectifier, an accelerator nozzle and jet orientation and reversing devices.

Le document US-A-4 427 393 décrit un dispositif de propulsion pour navires protégé contre les dommages générés par des morceaux de glace.The document US-A-4,427,393 describes a propulsion device for ships protected against damage caused by pieces of ice.

La présente invention vise donc un système de propulsion électrique de navire, notamment de grandes dimensions, comprenant au moins deux pods latéraux et une ligne d'arbre centrale.The present invention therefore aims at an electric ship propulsion system, particularly large, comprising at least two side pods and a central shaft line.

Le premier grand avantage de cette configuration est l'utilisation de propulseurs standards pour les pods et d'une ligne d'arbre, qui est aisément adaptée pour l'obtention de la puissance totale demandée.The first great advantage of this configuration is the use of standard thrusters for pods and a shaft line, which is easily adapted to obtain the total power required.

Les deux pods latéraux se retrouvent dans des dispositions classiques connues et déjà appliquées.The two lateral pods 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 traité classiquement par des bulbes régulateurs de sillage, comme cela est pratiqué sur les navires à une ligne d'arbre tels que, par exemple, sur les navires de transports de gaz liquéfié. Dans ce cas, il est nécessaire de prévoir une pièce chaudronnée complexe, coûteuse et volumineuse.This problem is conventionally treated by wake regulating bulbs, as is practiced on ships with a line of trees such as, for example, on liquefied gas transport vessels. In this case, it is necessary to provide a complex boiler room, expensive and bulky.

Un second type de problèmes générés concerne la puissance de propulsion à atteindre, dans un volume compact pour faciliter l'intégration de celle-ci dans le sillage central du navire, et avec une solution standardisable au maximum pour ne pas augmenter déraisonnablement les coûts.A second type of generated problems concerns the power of propulsion to be achieved, in a compact volume to facilitate the integration of the latter in the central wake of the ship, and with a solution that can be standardized to the maximum so as not to unreasonably increase costs.

Comme dit plus haut, la présente invention a ainsi pour objet un système de propulsion électrique de navire comprenant au moins deux pods latéraux arrières et comprenant une ligne d'arbre prévue de manière centrale selon l'axe du navire.As said above, the present invention thus relates to an electric ship propulsion system comprising at least two rear side pods and comprising a shaft line provided centrally along the axis of the ship.

Selon l'invention, la propulsion de ladite ligne d'arbre est assurée par une pompe hélice 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.According to the invention, the propulsion of said shaft line is provided by a propeller pump consisting of a helix and a ring of flow orienting fins placed upstream of the propeller, a nozzle surrounding the helix assembly / crowns of fins.

De cette manière, la présence d'une propulsion de type pompe-hélice permet de pallier les problèmes de dimensions de l'hélice en gardant au minimum 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, ce qui permet d'éviter les problèmes de cavitations.In this way, the presence of a pump-propeller-type propulsion makes it possible to overcome the problems of propeller dimensions by keeping at least a power equivalent to a conventional propeller and to avoid acoustic and vibratory disturbances by an orientation of the propeller. flow output of the pump-propeller, which avoids cavitation problems.

La présence des ailerons orienteurs de flux, permet d'éviter la nécessité de mettre en place un bulbe régulateur pour l'orientation du sillage en entrée du propulseur. En lieu et place, on peut réaliser une pièce simple et peu coûteuse telle qu'un simple tube d'étambot autour de l'axe de l'arbre pour une propulsion à ligne d'arbre centrale.The presence of the flow orientator fins makes it possible to avoid the need to set up a regulating bulb for the orientation of the wake at the entry of the thruster. In place, one can make a room simple and inexpensive such as a simple stern tube around the axis of the shaft for propulsion with central shaft line.

Il est à noter qu'en tant que tel, le principe de propulsion par pompe-hélice est appliqué depuis longtemps à des systèmes de propulsion de sous-marins, et que le positionnement d'une pompe-hélice dans le sillage d'un sous-marin permet d'obtenir un meilleur rendement qu'avec une hélice classique 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 principle of propulsion by propeller pump has long been applied to propulsion systems of submarines, and that the positioning of a pump-propeller in the wake of a sub -marine provides better performance than a conventional propeller while reducing acoustic disturbances. Indeed, the pump-propeller works in liquid flow, while a conventional propeller works in liquid thrust.

Selon une réalisation préférée de l'invention, les deux pods latéraux sont deux pods de type pompe hélice tels que celui décrit dans la demande de brevet WO 2005/110840 . Ainsi, tous les avantages de ce propulseur, c'est à dire la compacité, la puissance élevée et la suppression des phénomènes de cavitations, offrent une solution très adaptée aux navires de grandes dimensions. Ils permettent ainsi d'avoir plus de liberté sur la forme de la carène et d'éviter tout phénomène de "slamming" (en français "tossage"), grâce à l'immersion du tableau arrière du navire.According to a preferred embodiment of the invention, the two side pods are two pods of the propeller pump type such as that described in the patent application. WO 2005/110840 . Thus, all the advantages of this thruster, ie the compactness, the high power and the suppression of cavitation phenomena, offer a very suitable solution for large vessels. They allow to have more freedom on the shape of the hull and to avoid any phenomenon of "slamming" (in French "tossage"), thanks to the immersion of the transom of the ship.

Selon une réalisation de l'invention, les deux pods latéraux arrières sont deux pods orientables à 360°.According to one embodiment of the invention, the two rear lateral pods are two pods that can be rotated 360 °.

L'invention se rapporte également à un navire équipé d'un système de propulsion électrique tel décrit ci-dessus.The invention also relates to a ship equipped with an electric propulsion system as described above.

Selon un mode de réalisation, le jeu à la coque de l'hélice de la pompe-hélice est de l'ordre de 500 mm.According to one embodiment, the play at the hull of the helix of the pump-propeller is of the order of 500 mm.

Avantageusement, la tuyère de la pompe-hélice centrale est reliée à la coque du navire, en particulier à l'aide d'un bras, afin d'assurer une reprise d'effort ou un maintien supplémentaire de ce propulseur, si celui-ci est éloigné du plan du navire.Advantageously, the nozzle of the central pump-propeller is connected to the hull of the ship, in particular with the aid of an arm, in order to ensure a recovery of effort or an additional maintenance of this propeller, if this one is away from the plane of the ship.

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 longitudinale d'une ligne d'arbre centrale selon l'invention,
  • la figure 3 est une vue tridimensionnelle de la partie arrière d'un navire, équipée du système de propulsion selon l'invention.
Reading the description below will help in understanding the invention. This description, given solely by way of example, is made with reference to the appended drawings in which:
  • the figure 1 shows schematically in view from below of a propulsion system according to the invention,
  • the figure 2 shows a longitudinal view of a central shaft line according to the invention,
  • the figure 3 is a three-dimensional view of the rear part of a ship, equipped with the propulsion system according to the invention.

Sur la figure 1, un système de propulsion 1 selon l'invention est vu de dessous au niveau de la partie arrière du navire. Ce système 1 est installé sous la carène du tableau arrière 2, en partie arrière du navire, et est constitué de deux propulseurs latéraux 3 constitués de pod s de type pompe-hélice, et d'une propulsion centrale à ligne d'arbre 4, disposé selon l'axe central 5, longitudinal,du navire.On the figure 1 , a propulsion system 1 according to the invention is seen from below at the rear part of the ship. This system 1 is installed beneath the hull of the transom 2, at the rear of the ship, and consists of two side thrusters 3 consisting of pod s pump-propeller type, and a central propulsion shaft line 4, arranged according to the central axis 5, longitudinal, of the ship.

La ligne d'arbre centrale 4 est constituée d'une pompe-hélice 6 constituée d'une tuyère 7 entourant une hélice 8, d'ailerons orienteurs de flux 9 et d'un tube d'étambot 10.The central shaft line 4 consists of a pump-propeller 6 consisting of a nozzle 7 surrounding a propeller 8, flow-orientating fins 9 and a stern tube 10.

La ligne d'arbre centrale 4 est située en arrière du plan mince 11 du navire, plan mince important du fait de la taille du navire et nécessaire pour l'attinage du navire. Les figures 1, 2 et 3 mettent en évidence la fonction du tube 10 par rapport à la jonction avec le plan mince 11. Ainsi, le flux en sortie du plan mince 11 est réorienté le long du tube d'étambot 10 pour pénétrer dans la pompe-hélice 6, sans perturbation du sillage.The central shaft line 4 is located behind the thin plane 11 of the ship, thin plane important because of the size of the ship and necessary for the landing of the ship. The figures 1 , 2 and 3 highlight the function of the tube 10 relative to the junction with the thin plane 11. Thus, the flow at the outlet of the thin plane 11 is reoriented along the stern tube 10 to enter the pump-propeller 6, without disturbance wake.

Selon la figure 1 sont représentées les deux propulseurs latéraux 3 disposés de part et d'autre de l'axe central 5 du navire, à équidistance de ce dernier. Ils sont situés plutôt vers l'arrière du navire. Comme dit plus haut, ils sont constitués de propulseurs de pods de type pompe-hélice, c'est à dire avec une tuyère 12 entourant une hélice 13 et des ailerons orienteurs de flux 14, (voir la figure 3). Ces deux propulseurs latéraux 3 travaillent en débit d'eau.According to figure 1 are represented the two lateral thrusters 3 disposed on either side of the central axis 5 of the ship, equidistant from the latter. They are located towards the rear of the ship. As stated above, they consist of pump-propeller-type pod thrusters, that is to say with a nozzle 12 surrounding a propeller 13 and flux orienting fins 14 (see FIG. figure 3 ). These two lateral thrusters 3 work in water flow.

A la figure 2 est particulièrement visible la jonction de la tuyère 7 entourant la pompe-hélice 6 de la propulsion centrale 4, à la coque du navire et plus précisément au tableau arrière 2 du navire, par l'intermédiaire d'un bras 15. Ce bras 15 permet une répartition des efforts de maintien de la propulsion centrale 4 qui, dans cette configuration, est éloignée du plan mince 11 du navire.To the figure 2 is particularly visible the junction of the nozzle 7 surrounding the propeller pump 6 of the central propulsion 4, the hull of the ship and more specifically the transom 2 of the ship, via an arm 15. This arm 15 allows a distribution of the central propulsion maintaining efforts 4 which, in this configuration, is remote from the thin plane 11 of the ship.

La figure 3 est une vue tridimensionnelle de la partie arrière d'un navire avec un système de propulsion selon l'invention. Cette figure met en évidence la compacité du système selon l'invention, par rapport aux dimensions arrière du navire, ainsi que la possibilité d'obtenir un jeu à la coque relativement faible avec des propulseurs fournissant la puissance nécessaire au navire et ne créant pas de perturbations acoustiques.The figure 3 is a three-dimensional view of the rear part of a ship with a propulsion system according to the invention. This figure highlights the compactness of the system according to the invention, with respect to the rear dimensions of the ship, as well as the possibility of obtaining a relatively weak game with the hull with thrusters providing the necessary power to the ship and not creating acoustic disturbances.

L'invention ne se limite pas aux seules représentations proposées ci-dessus, elle s'étend à toutes autres variantes restant dans le cadre des revendications.The invention is not limited to the representations proposed above, it extends to all other variants remaining within the scope of the claims.

Claims (6)

  1. Electric propulsion system for electrically propelling a ship, which system comprises at least two aft side pods (3) and a shaft line (4) designed to be central on the axis (5) of the ship, characterized in that the propulsion from said shaft line (4) is delivered by a screw pump (6) constituted by a propeller (8) and by a ring of flow director fins (9) placed upstream from the propeller (8), a duct (7) surrounding the assembly made up of the propeller (8) and of the ring of fins (9).
  2. Electric propulsion system for electrically propelling a ship according to claim 1, characterized in that the two side pods (3) are pods of the screw-pump type.
  3. Electric propulsion system for electrically propelling a ship according to any preceding claim, characterized in that the two aft side pods (3) are pods that are steerable through 360°.
  4. A ship equipped with an electric propulsion system according to any one of claims 1 to 3.
  5. A ship according to claim 4, characterized in that the hull clearance of the propeller (8) of the screw pump (6) is about 500 mm.
  6. A ship according to claim 4 or claim 5, characterized in that the duct (7) around the central screw pump (6) is connected to the hull by a force take-up arm (15).
EP07110539A 2006-06-20 2007-06-19 Electric propulsion system for a ship and ship equipped with same Active EP1870330B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0605459A FR2902403B1 (en) 2006-06-20 2006-06-20 SHIP ELECTRICAL PROPULSION SYSTEM AND SHIP THUS EQUIPPED

Publications (2)

Publication Number Publication Date
EP1870330A1 EP1870330A1 (en) 2007-12-26
EP1870330B1 true EP1870330B1 (en) 2011-10-19

Family

ID=37834094

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07110539A Active EP1870330B1 (en) 2006-06-20 2007-06-19 Electric propulsion system for a ship and ship equipped with same

Country Status (8)

Country Link
EP (1) EP1870330B1 (en)
JP (1) JP2008001357A (en)
KR (1) KR20070120904A (en)
CN (1) CN101092163B (en)
AT (1) ATE529329T1 (en)
DK (1) DK1870330T3 (en)
ES (1) ES2374947T3 (en)
FR (1) FR2902403B1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US12084162B2 (en) 2020-03-13 2024-09-10 Torqeedo Gmbh Drive arrangement for driving a boat

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FI122324B (en) * 2007-07-06 2011-11-30 Aker Arctic Technology Oy Process for improving the ice breaking properties and watercraft of a watercraft produced by the method
JP4573911B1 (en) * 2010-02-10 2010-11-04 長山 明 Ship
CN102490886A (en) * 2011-12-06 2012-06-13 武汉武船海洋工程船舶设计有限公司 Ocean engineering ship
CN103507933A (en) * 2012-06-29 2014-01-15 北京科实医学图像技术研究所 Improvement project of ship steering mechanism
CN102897290A (en) * 2012-10-08 2013-01-30 江苏省镇江船厂（集团）有限公司 Offshore petroleum platform support ship propelled by electric rudder propellers
JP2014076755A (en) * 2012-10-11 2014-05-01 Suzuki Motor Corp Watercraft control system, watercraft control method, and program
JP6618869B2 (en) * 2016-08-19 2019-12-11 ジャパンマリンユナイテッド株式会社 Ship propulsion system
JP6618868B2 (en) * 2016-08-19 2019-12-11 ジャパンマリンユナイテッド株式会社 Ship propulsion system

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA1176919A (en) * 1980-10-24 1984-10-30 Eric R. May Propulsion of ships
JPS6328098U (en) * 1986-08-08 1988-02-24
US6238257B1 (en) * 1998-10-30 2001-05-29 Bird-Johnson Company Surface vessel with a waterjet propulsion system
JP3958051B2 (en) 2002-01-22 2007-08-15 三菱重工業株式会社 Ship and its operation method
FI113753B (en) * 2002-02-06 2004-06-15 Kvaerner Masa Yards Oy System, method and method of installation on a craft
FI115128B (en) 2002-05-24 2005-03-15 Waertsilae Finland Oy Watercraft Propulsion System and Method for Using a Watercraft Propulsion System
GB0328960D0 (en) * 2003-12-13 2004-01-14 Univ Newcastle Support for propulsion apparatus for a water-borne vessel, and propulsion apparatus incorporating such support
FR2869586B1 (en) * 2004-04-30 2006-06-16 Alstom Sa PROPULSION ASSEMBLY FOR SHIP, COMPRISING A NACELLE FOR AN INSTALLATION UNDER THE CARINE OF THE VESSEL

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US12084162B2 (en) 2020-03-13 2024-09-10 Torqeedo Gmbh Drive arrangement for driving a boat

Also Published As

Publication number Publication date
ATE529329T1 (en) 2011-11-15
EP1870330A1 (en) 2007-12-26
JP2008001357A (en) 2008-01-10
DK1870330T3 (en) 2012-01-23
ES2374947T3 (en) 2012-02-23
CN101092163B (en) 2012-02-01
KR20070120904A (en) 2007-12-26
FR2902403B1 (en) 2008-09-19
CN101092163A (en) 2007-12-26
FR2902403A1 (en) 2007-12-21

Similar Documents

Publication Publication Date Title
EP1870330B1 (en) Electric propulsion system for a ship and ship equipped with same
EP1755942B1 (en) Marine engine assembly including a pod mountable under a ship's hull
US6581537B2 (en) Propulsion of underwater vehicles using differential and vectored thrust
EP1826117B1 (en) Electric propulsion system for a ship with three transmission shafts
JP2016508469A (en) Ship propulsion system
FR2927605A1 (en) HYDRAULIC PROPELLER WITH IMPROVED PERIPHERAL ROTOR.
EP1401705B1 (en) Ship pod-mounted hydrojet propeller unit driven by a hollow electric motor
EP2259963B1 (en) A method of providing a ship with a large diameter screw propeller and a ship having a large diameter screw propeller
WO2009126096A1 (en) A method of providing a ship with a large diameter screw propeller and a ship having a large diameter screw propeller
KR20190076907A (en) Marine vessel
FI113753B (en) System, method and method of installation on a craft
FR2973330A1 (en) VESSEL FOR LOADING-LOADING LOADS, TYPE CATAMARAN HYBRID PROPULSION
FI76032C (en) PROPELLERDRIVET FARTYG.
JP4699282B2 (en) Ship
US20020127925A1 (en) Augmented thrust waterjet propulsor
JPH0567598U (en) Water jet propulsion device
RU2782398C2 (en) Power plant with outboard water cannon for marine vehicles
JP2005075064A (en) Water jet pump
FR2613687A1 (en) Movable power-transmission device with a turbine, or propeller, and submerged or semisubmerged hydraulic motor for boats
KR20140098505A (en) Propulsion reinforced ship
CH717097B1 (en) Hotel cruise ship for use in a lake environment.
FR3107698A1 (en) Aircraft propulsion system combining two open rotor propulsion units and one BLI propulsion unit
BE401899A (en)
FR2639604A1 (en) Drive device for propelling a sailing boat equipped with a keel, in particular a multi-hulled racing craft
BE396949A (en)

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK YU

17P Request for examination filed

Effective date: 20080407

17Q First examination report despatched

Effective date: 20080526

AKX Designation fees paid

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: STX FRANCE S.A.

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602007017961

Country of ref document: DE

Effective date: 20111215

REG Reference to a national code

Ref country code: DK

Ref legal event code: T3

REG Reference to a national code

Ref country code: NL

Ref legal event code: VDEP

Effective date: 20111019

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2374947

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20120223

LTIE Lt: invalidation of european patent or patent extension

Effective date: 20111019

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 529329

Country of ref document: AT

Kind code of ref document: T

Effective date: 20111019

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120219

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120220

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120120

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120119

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

26N No opposition filed

Effective date: 20120720

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602007017961

Country of ref document: DE

Effective date: 20120720

BERE Be: lapsed

Owner name: STX FRANCE S.A.

Effective date: 20120630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120630

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20120619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120630

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120630

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120619

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20111019

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20070619

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DK

Payment date: 20140519

Year of fee payment: 8

REG Reference to a national code

Ref country code: DK

Ref legal event code: EBP

Effective date: 20150630

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 10

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20160630

Year of fee payment: 10

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150630

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 11

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 12

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20181114

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170620

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230426

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20240613

Year of fee payment: 18

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20240624

Year of fee payment: 18

Ref country code: FI

Payment date: 20240521

Year of fee payment: 18

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20240606

Year of fee payment: 18