EP2238015A2 - Vehicule marin a longueur de coque totale variable - Google Patents

Vehicule marin a longueur de coque totale variable

Info

Publication number
EP2238015A2
EP2238015A2 EP08868219A EP08868219A EP2238015A2 EP 2238015 A2 EP2238015 A2 EP 2238015A2 EP 08868219 A EP08868219 A EP 08868219A EP 08868219 A EP08868219 A EP 08868219A EP 2238015 A2 EP2238015 A2 EP 2238015A2
Authority
EP
European Patent Office
Prior art keywords
additional
buoyancy body
watercraft
buoyancy
additional buoyancy
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.)
Withdrawn
Application number
EP08868219A
Other languages
German (de)
English (en)
Inventor
Peter A. Müller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP2238015A2 publication Critical patent/EP2238015A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/18—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type
    • B63B1/20—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type having more than one planing surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/08—Shape of aft part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B63B39/061—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water by using trimflaps, i.e. flaps mounted on the rear of a boat, e.g. speed boat
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B83/00—Rebuilding or retrofitting vessels, e.g. retrofitting ballast water treatment systems
    • B63B83/30—Rebuilding or retrofitting vessels, e.g. retrofitting ballast water treatment systems for improving energy efficiency, e.g. by improving hydrodynamics or by upgrading the power plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B63B2039/065—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water the foils being pivotal about an axis substantially parallel to the longitudinal axis of the vessel
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the invention is based on a variable hull length for watercraft, according to the preamble of the first claim.
  • Hulls of gliding vehicles should be able to glide as little resistance as possible.
  • various adjuvants are used, e.g. Agents which influence the laminar flow, as described in US Pat. No. 5,819,677 or by the reduction of partial wetted lift surfaces on the fuselage or and introduction of air via specially introduced air ducts, as described in US Pat. No. 5,685,253.
  • the invention has for its object to improve in a watercraft, the fuselage shadows at slow, medium and high speed by means of stepped and shared additional buoyancy bodies in the rear of the vessel by targeted by static, as well as dynamic buoyancy, and the omission of additional buoyancy , depending on the driving situation, use is made.
  • the improvement in slow and medium speed hull characteristics relates to comfort, i. To generate positive buoyancy in the rear area to ensure a fuel-saving trim position of the vessel, as well as a good view to the front, especially during the transition from displacement to sliding and also to let the vehicle smoothly slide through the waves.
  • the improvement in hull characteristics at high speeds refers to a higher speed and, in turn, reduced fuel consumption in relation to the total length of the vessel, due to the reduction or total contact of the wetted area at the rear.
  • the saying ⁇ length running> is true up to a certain sliding speed point, after which the friction, i. the resistance at the hull more inhibiting than the better trim position or the smaller surface pressure of a grossfiambaigen, i. long hull. From this point, a smaller hull area, i. shorter hull advantageous because the less wetted surface of a smaller, resp. shorter hull still produces excellent buoyancy due to increased flow, allowing the vessel to glide more efficiently.
  • the additional buoyancy body has the primary task of reducing the surface pressure per mm 2 on the hull of the vessel, as well as by a positive three-dimensional flow to positively influence the wave pattern behind the vessel (fewer waves means more efficient travel).
  • the additional buoyancy bodies are divided, not only to accommodate Z-drives, surface drives, jets or outboards, but to let the additional, but deliberately limited floor area as far as possible in the longitudinal direction of the vessel, so that a best possible trimming effect is generated and the Rockers to minimize the transverse axis of the vehicle when driving, as well as to achieve a better straight stability, as well as when cornering on the far back inner surface of the rear of the vehicle to have an additional buoyancy so as not to submerge the stern of the vessel in this driving situation. Since the point at which the additional bottom surface of the supplemental buoyant body is negatively affected (due to, for example, loading amount and loading position in the vehicle), adjustable grading of the buoyant auxiliary body to the vehicle body is advantageous. This can be controlled by the driver or automatically via an algorithm.
  • the angle of elevation of a V hull has a great influence on the ride comfort, the fuel consumption and the final speed of a watercraft. Therefore, a variable angle adjustment of the bottom of the additional buoyancy body is provided so that the vehicle's up-hill can be adapted to the driving situation.
  • the installation of such an adjustable floor in an additionally attached or integrated additional buoyancy body is substantially simplified compared to an installation in the preceding watercraft hull, the unused portion of the additional buoyant body can be dense and hollow or AusMmts and represents a safe additional static buoyancy means.
  • trim tabs can still be used therein to improve the trim and the heeling of the watercraft even further, and this can also be effected by means of the entire bottom plate adjustment of the additional buoyancy body.
  • the additional buoyancy bodies can furthermore be connected to one another above the waterline and thus cost-effectively form a floating plate or serve as an enlargement deck of the watercraft.
  • the core of the invention by means of additional buoyancy bodies, which extend at the stern of a vessel and have a gradation relative to the fuselage of the vehicle to use them as buoyant elements to the point where the friction of the additional floor surface has a negative effect.
  • the additional buoyancy bodies intentionally lose active contact with the drag-damaging flow by the fuselage continuing to rise out of the water, thus forming a clear distance from the water surface.
  • the prevention of the resistive flow contact of the additional buoyant body at high speed can also be effected via mechanical lifting means, which are done manually or via a controller.
  • the additional buoyancy bodies create a static buoyancy.
  • Fig. 1 is a three-dimensional rear view of a watercraft fuselage with two laterally arranged at the rear additional buoyancy bodies
  • Fig. 2 is a schematic side view of a watercraft fuselage in three different driving conditions, a) in the positive displacement or semi-sliding, b) in the sliding, c) in the high-speed drive
  • Fig. 3 is a schematic rear view of a watercraft fuselage with two lateral additional buoyancy bodies, which are arranged slightly higher and slightly inwardly towards the rear relative to the rear contour and have additional buoyancy aids
  • Fig. 4 is a schematic side view of a watercraft body with a rear slightly higher set additional buoyant body with additional level and an expiring bevel upwards
  • Fig. 5 is a schematic side view of a watercraft body with a rear auxiliary buoyancy body, which is tiltable in the longitudinal direction of the vehicle and having means for controlling the inclination
  • Fig. 6 is a schematic side view of a watercraft body with a rear auxiliary buoyancy body, which is variable in height and having means for controlling the stroke 7 shows a schematic side view of a watercraft body with a rear auxiliary buoyancy body and a connecting element integrated therein to the stern of the watercraft
  • Fig. 8 is a schematic rear view of a watercraft hull with two lateral additional buoyancy bodies to which the Aufkimmung can be varied
  • FIG. 10 shows a three-dimensional rear view of a watercraft fuselage with two auxiliary buoyancy bodies arranged laterally at the rear and accessories fastened therein, wherein the additional buoyancy bodies are connected to one another by a plate and there is an inner buoyancy part with propulsors therebetween
  • Fig. 11a, b is a schematic bottom plan view of a watercraft fuselage with one side lateral additional buoyancy bodies, which their
  • Fig. 12 is a schematic side view of a watercraft body with a rear additional buoyancy body which is attached to an overhead platform element
  • Fig. 1 shows a three-dimensional rear view of a watercraft fuselage 1 with two laterally arranged on the rear 1a additional buoyancy bodies 2, at the rear 1a, according to the point line U, U form a U and these outer side parts 3 which extend longitudinally to the vessel longitudinal axis or retracted, and inner side panels 4, which are perpendicular or have an angle.
  • the additional bottom 5 is set higher than the fuselage bottom 6, wherein the
  • Watercraft body 1 at the rear end has a spoiler 7.
  • the additional buoyancy body 2 has a rear panel 8 and a cover 9.
  • a closed box shape is desirable, the additional buoyant body 2 should be foamed and thus also generate a static buoyancy.
  • the required additional area in two additional floors 5, which are located in the additional buoyancy body 2, divided, whereby the additional area is in a larger measure length acting in the longitudinal direction the two additional buoyancy bodies 2 should have a distance from each other. The greater the distance between the two additional buoyancy bodies 2 to each other, the longer is the additional bottom 5 with the same area.
  • Empirical tests have shown that a length of the additional floors 6 in the order of about 10% of the watercraft body 1 and a width of 2 times 20% of the width of the watercraft body 1 represent a good value, whereby always the explicit objective for ride comfort, Maneuverability etc. has an influence on the dimensional conditions.
  • the watercraft body 1 depending on the driving situation, can be extended or shortened to the waterline and produce more lift or less friction.
  • the function of the outer side parts 3 is to guide the flow S generated by the watercraft body 1 as low as possible to the rear, as well as strong lateral inclination of the watercraft in curves, the curve inner lying additional buoyancy body 2 by means of its outer side part 3 to make buoyancy.
  • the inner side part 4, together with the Aufklimmung the additional bottom 5 helps to improve the straight-ahead stability on.
  • Fig. 2 shows a schematic side view - for a better understanding is the
  • Additional buoyancy body 2 no more active buoyancy, but since the additional bottom 5 is no longer actively wetted, hardly any friction loss takes place in this area.
  • the watercraft fuselage 1 can be automatically lengthened or shortened specifically to the waterline WL and purposefully generate static buoyancy A s or dynamic buoyancy Ad or no buoyancy at all to the driving conditions.
  • the frictional resistance on the additional buoyancy body 2 can also be influenced. Not shown, but it is understandable that in the
  • the bow should be directed by a shaft upwards, by means of the additional buoyancy body 2 a counter buoyancy force is generated by the additional bottom 6, which counteracts and thus stabilizes the entire vessel around the transverse axis, as well as around the longitudinal axis.
  • FIG. 3 shows a schematic rear view of a watercraft fuselage 1 with two lateral additional buoyancy bodies 2, which are slightly higher in relation to the rear contour, that is to say in FIG. are stepped and extend parallel to the watercraft body 1 to the rear.
  • the outer side parts are e.g. slightly offset inwards, so that the flow S, which arises at the watercraft hull 1, as low as possible can flow past the outer side parts 3, which can even be easily retracted, in a collection winders !, So that they still produce a positive buoyancy when cornering ,
  • the additional buoyancy bodies 2 are permanently mounted on the rear 1a as module elements or laminated directly into the watercraft body 1.
  • Additional strips 10 on the inner side parts give further buoyancy forces and are especially useful when cornering.
  • the point of tearing off the flow S at the trailing edge 7 can be influenced by a movable trailing edge 11, shown here only on the left side. This is adjusted by means of action 16, e.g. Cylinders, which can be driven electrically or by fluids and operated by a calculation algorithm or manually.
  • the side parts 3 can also be mounted laterally flush on the watercraft body 1, as shown in the right half of the drawing.
  • Fig. 4 shows a schematic side view of a watercraft body 1 with a rear slightly higher set, stepped buoyancy additional body 2 and an integrated second additional stage consisting of a secondary additional floor 12, which may have an expiring bevel upwards.
  • a secondary additional floor 12 which may have an expiring bevel upwards.
  • the Aufkimmung drawing technically omitted Especially in recreational vehicles is a Auslotung the optimal center of gravity of the vehicle is extremely difficult to complete. It may be that all passengers board a vehicle at the rear of the vehicle and at the same time a tender boat is attached to the stern.
  • the additional buoyant body 2 may be advantageous to dimension the additional buoyant body 2 correspondingly larger for such constellations, in order to generate more static, as well as dynamic buoyancy, especially when driving and in the transition to gliding, and thus support the trim of the watercraft body 1 in terms of buoyancy.
  • Ad dynamic buoyancy
  • the additional bottom 5 as well as the secondary additional floor 12 instead of the horizontal standard angle X, therefore also with a
  • Outlet angle Z are provided. Also conceivable are multiple gradations.
  • FIG. 5 shows a schematic side view of a watercraft body 1 with a rear auxiliary buoyancy body 2, which can be tilted to the longitudinal direction of the vehicle via the angle of inclination N.
  • This configuration is advantageous in place of standard trim tabs 13, which also affect the flow S and also provide a time-limited lift.
  • the additional base 5 can hereby be produced a much more advantageous trim, the trim angle is substantially none and thus shorter active agent 16 in
  • Additional buoyancy body 2 can be installed.
  • the inclination takes place via rotary elements 14, which are connected to a holder 15 to the watercraft body 1 and active agent 16, which may be a fluid cylinder or an electric drive.
  • active agent 16 which may be a fluid cylinder or an electric drive.
  • the inclination of the additional buoyant body 2 is carried out manually or via an algorithm in the computer 17 with the corresponding inclination sensors 18.
  • the additional bottom (5) are inclined.
  • Fig. 6 shows a schematic side view of a watercraft body 1 with a rear auxiliary buoyancy body 2, which is variable in height.
  • the additional buoyancy body 2 or the additional bottom 5 as a whole, resp. the desired area to be raised as parallel as possible.
  • the lifting takes place via a lifting means 19, e.g. via a spindle drive or via a parallelogram 19a, which is rotatably mounted on the rotary elements 14, on the one hand on the auxiliary buoyancy body 2 and on the other hand on the watercraft body 1, is attached.
  • the stroke H takes place via the active agent 16 which acts on the parallelogram 19 and is connected to the watercraft body 1.
  • the active agent 16 can be controlled manually or via a computer 17, which provides the stroke position at the hub H via the speedometer 20 or tachometer 21 and other sensors.
  • Fig. 7 shows a schematic side view of a watercraft body 1 with a rear auxiliary buoyancy body 2.
  • the Aufkimmung is omitted drawing technology.
  • this first has a fixed connector 5a to the watercraft body 1, wherein the auxiliary bottom 5b is set on the same level as the hull bottom 6, so that the two parts reinforced with each other connect, so that they can withstand the high forces, for example, at racing events in wave jumping.
  • shipyards which modify their vessels with regard to the installation or attachment of the additional buoyancy body 2, can extend their watercraft fuselage 1 on this occasion, to an additional, larger model offer. This can be done inexpensively when attaching the additional buoyancy body 2, wherein the connecting piece 5a also allows a firm connection to the opposite side, on the other buoyancy body 2.
  • FIG. 8 shows a schematic rear view of a watercraft fuselage 1 with two lateral additional buoyancy bodies 2, on which the launching can be varied, by means of a movable additional floor 5, this being fastened advantageously at the pivot point DP and the opening angle KW being able to be changed via active means 16.
  • This function has two objectives: on the one hand, the degree of comfort can be adjusted by the vehicle consumes less fuel by a low V of the additional buoyancy body 2, the watercraft softer in the waves, or by a flat V of the auxiliary buoyancy body 2.
  • the control of the active agent 16 is the same as in Fig. 6.
  • FIG. 9 shows a schematic rear view of a watercraft fuselage 1 with two lateral additional buoyancy bodies 2, on which the acceleration can be varied via the pitch angle KW to KW1, by means of an additional base 5 attached to the pivot point DP, to which a fluid 23 is attached, wherein the Fluid 23 beyond the line of the fuselage bottom 6 into the
  • the fluid 23 is a straight or curved plate and serves as a trim and or flap. Since a flow accumulation occurs in front of the extended fluid 23 in the KW1 region, a buoyancy Ad is generated on the watercraft body 1 and thus the vessel trim position is changed. Trim is also
  • FIG. 10 shows a three-dimensional rear view of a watercraft fuselage 1 with two additional buoyant bodies 2 arranged laterally at the rear and accessories 13, 24, 25 fastened therein, such as standard trim flaps 13, engine exhaust outlet 24, underwater light 25, rudder 29 and transverse thrusters and / or small go home "drives and much more and are summarized as technical means 30, wherein the additional buoyancy bodies 2 are connected to each other by a plate 26, which as bathing platform or part of an extended
  • auxiliary rear buoyancy means can be used. Furthermore, the division of the required auxiliary rear buoyancy means into two separate outer buoyancy bodies 2 serving to serve the free space between the additional buoyancy bodies 2 for an internal buoyancy part 27, which can additionally produce limited buoyancy and, for. equipped with propulsion drives 28, e.g. with propeller, jet or paddle wheel, so that the engines can be moved even further back into the rear area and allows more space for the people on board, but at the same time a balance of static buoyancy As and dynamic buoyancy Ad be made by means of the additional buoyancy body 2 with ease can.
  • propulsion drives 28 e.g. with propeller, jet or paddle wheel
  • an additional buoyant body 2 to the watercraft fuselage 1, it is also possible to use the additional buoyancy body 2 of a material specifically for this tail section, which may thus be unequal to the watercraft fuselage 1 and thus selectively generate more rigidity and or less weight.
  • 11 a shows a schematic bottom view of a watercraft fuselage 1 with a lateral buoyancy body 2 shown on one side, which is fastened on the tail 1a of the watercraft fuselage 1 for production-related or cultivation-relevant reasons, and thus a correspondingly greater percentage influence with respect to the entire wetted surface of the fuselage bottom 6 , in a variation of the stroke of the additional floor 5, exerts.
  • b) shows a schematic bottom view of a watercraft fuselage 1 with a lateral side buoyancy body 2 shown on one side, which aus reasons relevant to manufacture, such as existing negative hull shapes in shipyards, which have already installed side extensions in their fuselage floors to attach the additional buoyancy body 2 directly to these existing extensions, the effect of the additional bottom 5 is lower, the vessel should remain the same in the overall length as in Fig 11a.
  • Both mounting positions have in common that the effect origin before or after the tail 1a has an effect on the wetting of the entire water vehicle, as well as with respect to the static buoyancy.
  • FIG. 7 shows a schematic side view of a watercraft body 1 with a rear auxiliary buoyancy body 2 which is fastened to an overhead platform element 31. Due to an existing negative mold or due to weight optimization, it may be advantageous to leave the watercraft hull 1 as it is to make no material changes, but to install a corresponding, from the market anyway more and more desired rear platform, which simultaneously receives the additional buoyancy body 2 and thus the tail shape is not affected or and at the same time to use a corresponding lightweight and solid material for such an additional buoyant body 2.
  • the gap between the watercraft body 1 and additional buoyancy body 2 can be elegantly laminated or worked out as a clear style element.
  • the platform member 31 may be rigid with the rear 1 a or run as a lift, so that there are additional benefits from the additional buoyancy body 2.

Abstract

L'invention concerne deux flotteurs parallèles additionnels (2) pour véhicule marin, appliqués en poupe (1a) sur la coque d'un véhicule marin (1) ou un élément de plate-forme (31), le fond additionnel (5) de chaque flotteur étant plus élevé, ou nettement plus élevé, que le fond de la coque (6), formant ainsi un gradin. Ceux-ci fournissent, à la fois, une poussée statique (As) et une poussée dynamique (Ad). Les flotteurs additionnels (2) ou les fonds individuels (5) peuvent être réglés, indépendamment l'un de l'autre, en agissant sur l'inclinaison (N), la levée (H) et l'angle d'acculement (KW), et peuvent en outre présenter des moyens techniques (30).
EP08868219A 2007-12-31 2008-12-30 Vehicule marin a longueur de coque totale variable Withdrawn EP2238015A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH20292007 2007-12-31
PCT/CH2008/000551 WO2009082829A2 (fr) 2007-12-31 2008-12-30 Véhicule marin à longueur de coque totale variable

Publications (1)

Publication Number Publication Date
EP2238015A2 true EP2238015A2 (fr) 2010-10-13

Family

ID=40723185

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08868219A Withdrawn EP2238015A2 (fr) 2007-12-31 2008-12-30 Vehicule marin a longueur de coque totale variable

Country Status (3)

Country Link
US (2) US20110126751A1 (fr)
EP (1) EP2238015A2 (fr)
WO (1) WO2009082829A2 (fr)

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US8943993B2 (en) 2015-02-03
US20140000504A1 (en) 2014-01-02
US20110126751A1 (en) 2011-06-02
WO2009082829A2 (fr) 2009-07-09

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