EP2259964B1 - Verfahren zur ausstattung eines schiffs mit einer antriebsschraube von hohem durchmesser und schiff mit antriebsschraube von hohem durchmesser - Google Patents

Verfahren zur ausstattung eines schiffs mit einer antriebsschraube von hohem durchmesser und schiff mit antriebsschraube von hohem durchmesser Download PDF

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Publication number
EP2259964B1
EP2259964B1 EP09731260.7A EP09731260A EP2259964B1 EP 2259964 B1 EP2259964 B1 EP 2259964B1 EP 09731260 A EP09731260 A EP 09731260A EP 2259964 B1 EP2259964 B1 EP 2259964B1
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EP
European Patent Office
Prior art keywords
ship
propeller
screw propeller
modular housing
base line
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.)
Not-in-force
Application number
EP09731260.7A
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English (en)
French (fr)
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EP2259964A4 (de
EP2259964A1 (de
Inventor
Jan-Olov FORSSTRÖM
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Kongsberg Maritime Sweden AB
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Rolls Royce AB
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Publication of EP2259964A1 publication Critical patent/EP2259964A1/de
Publication of EP2259964A4 publication Critical patent/EP2259964A4/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—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
    • 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
    • B63H1/15—Propellers having vibration damping means
    • 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
    • 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 a method of increasing propulsion efficiency and onboard ship comfort performance.
  • It also relates to a ship having a propeller arrangement that provides increased propulsion efficiency and onboard ship comfort performance.
  • ship designates a marine vessel that usually has enough size to carry its own boats, such as lifeboats, dinghies, or runabouts.
  • a rule of thumb used is "a boat can fit on a ship, but a ship can't fit on a boat”.
  • transom designates the surface that forms the stem of a vessel.
  • Transoms may be flat or curved and they may be vertical, raked forward (known as retroussé), or raked aft.
  • the bottom tip of the transom can be approximately on the waterline, in which case the stem of the vessel is referred to as a "transom stern", or the hull can continue so that the centerline is well above the waterline before terminating in a transom, in which case it is referred to as a "counter stern".
  • a principal cause of hull vibration is pressure fluctuations in the water generated by the propeller which act on the hull above the propeller. Due to variations in the wake across the propeller disc, that is, the area swept out by the propeller blades, the blades undergo substantial changes in loading as the propeller rotates. With a conventional single screw stem construction, the maximum wake at the propeller disc may be as much as eight times the minimum wake there.
  • One effect of the rapidly changing loading on the propeller blades as the propeller rotates is to produce the strong pressure pulses in the water which excite hull vibrations and may cause serious cavitation erosion of the propeller blades.
  • the stem profile is curved rearwardly in an arc over the propeller and is then curved upwardly to form the aft extremity of the ship.
  • This curved shape is necessary to provide the large clearance between the propeller and the part of the hull which lies above the propeller that is necessary in order to moderate the effects on the hull of the propeller-excited pressure fluctuations in the water, and to conform to the wake pattern produced by the rest of the ship.
  • This curved shape is usually formed in one piece as a stern frame casting. For a 400,000 dwt ship, the stern frame may be 50 ft (15 m) high and weigh 600 tons. It is extremely expensive to manufacture and when it arrives at the shipyard it is often found to be twisted so that additional pieces have to be welded on to correct its shape.
  • US 3,983,829 suggests to solve this problem by making a complex profile adjacent the stern, comprising to improve the wake pattern and thereby enable fitting of a propeller of larger diameter. As is well known, improved propulsive efficiency can be obtained by reducing the shaft RPM and increasing the propeller diameter.
  • the design suggested by US 3,983,829 is very complex and therefore indeed expensive, which most likely is one of the reasons why this known design from 1974 has never been a success on the market.
  • DE 33 03 554 A1 discloses a method and a ship according to the preamble of the annexed claims 1 and 8.
  • the object of the present invention is to permit the use of a large diameter screw propeller to increase propulsion efficiency and on board ship comfort performance, which is achieved in accordance with the present invention as defined in the appended claims.
  • Fig. 1 there is shown a schematic side-view of a ship 1.
  • the ship 1 has a hull 10 having a base line 11, a stem 12, a stem 14 and a transom 13.
  • a propulsion unit 2 comprising a propeller 20.
  • An engine or motor 24 is arranged to drive the propeller 20.
  • Fig. 1 also shows the waterline 16 (i.e. the "design waterline” corresponding to the waterline for the ship 1 when carrying a "standard load” for its use). Further, it is shown that the ship 1 is floating in water 4.
  • the surface 40 of the water 4 is schematically shown as also the crest 41 of a rising wave formed at a distance behind transom 13 of the hull 10 when the ship 1 is propelled at cruising speed.
  • the propulsive units 6 are "containerized", i.e. they include “containers” that are modular housings 60 surrounding equipment for the proper operation of the propulsive unit 6.
  • the hull design shown in Figs. 1 and 5 comprises a structure at the transom 13 including generally vertical recesses/pockets 13' (see Figs. 5 and 7 ) for the containers 60 of the propulsive units.
  • Each container or housing 60 has its associated thruster unit or pod unit 6 fitted adjacent its lower end, and it extends vertically across the transom 13 and fits into the recess/pocket 13' having a sloping fore wall 13" (se figs.2 and 3 ).
  • the housing/container 60 may be tilted between a position where the tip of the propeller 20 extends below the base line 11 ( fig. 2 ) and a up tilted position ( fig. 3 ) where no tip of the propeller 20 extends below the base line 11. Thanks to the arrangement in accordance with the invention a larger propeller 20 may be used which provides considerable advantages. Further the arrangement easily facilitates positioning of the thruster unit or pod unit 6 at a location, where its propeller 20 will be positioned at a distance from the transom 13, which provides further advantages.
  • the propeller 20 is mounted to be located at a distance behind the transom 13 of the hull 10.
  • the distance aft of the transom is here shown to be chosen such that the propeller 20 will be positioned substantially centrally in relation to the crest of the rising stem wave 41, which in some situations may provide additional advantages, but such a positioning is in no way limiting regarding the basic principle of the invention.
  • the diameter of the propeller normally is at most about 80 % of the distance H between the base line 11 and the waterline 16, since firstly the propeller may not extend below the base line 11, secondly there must be sufficient clearance between the propeller tip and the hull not to create vibrations and thirdly there must be a certain distance between the surface 40 and the propeller tip to not have air sucked in.
  • a propeller 20 having an outer diameter that is much larger than traditionally, i.e. sometimes possibly even larger than the distance H between the base line 11 and the deadweight waterline 16.
  • the invention is applicable to a large variety of ships, from 10 dwt (preferably at least 100 dwt) to 500,000 dwt, i.e. ships using relatively large propellers of at least 0.5m, e.g. from 0.5-15 m in diameter.
  • the main focus is seagoing commercial vessels where the invention may have a drastically positive influence regarding both cost and environmentally.
  • the preferred positioning of the propeller 20 will eliminate any major impact regarding vibrations on the hull 10, which in turn provides improved comfort and indeed eliminates some traditional design restrictions. Moreover, it will also have a positive effect regarding load on the propeller 20, e.g. since the hull 10 may be designed to create fewer pulsations at this position, compared to being positioned ahead of the transom 13.
  • An especially large propeller 20 may be used, in embodiments using the fact that the crest 41 is at a much higher level than the surrounding surface 40, mostly about 1-1.5 m higher for a midsized ship at cruising speed.
  • the propulsive unit is a rotatable thruster, e.g. a pod unit 6.
  • the inventive concept is intended for pushing pod propellers and rotatable thrusters, but it is useful also with pulling units and non-rotatable thrusters.
  • a very large propeller 20 may be used, which has it upper end near the deadweight waterline 16, but which at cruising speed is safely submerged in water thanks to the stem wave 41.
  • the vertical extending portion thereof 30' may be formed to act as a rudder.
  • the diameter D1 of the propeller 20 in some applications may be chosen within the range of about 85-100 % of the height H between the base line 11 and the waterline 16.
  • the propeller 20 might even be designed to be much larger, i.e. having D1 to be larger than 100 % of H, e.g. about 130 %. If desired, this may be achieved in combination with a control system, including a break pin 18 protruding deeper than the propeller tip and which is positioned near/at the stem 12 of the ship 1. This system is described more in detail in connection with Fig. 5 .
  • Fig. 2 is a simplified schematic side view of the stem 14 of the ship of Fig. 1 presenting more details regarding the containerized tiltable unit 6 in a normal operating position.
  • the container or housing 60 is substantially vertical and mounted in the transom recess or pocket 13', which has an forward sloping fore wall 13" for permitting the containerized propulsor to be tilted.
  • the unit 6 is designed to have sufficient buoyancy to float, which brings about some advantages, e.g. that it may be towed by a minor vessel in connection with exchange/mounting of a unit 6 to desired location for exchange/mounting.
  • a tilting mechanism 62 e.g.
  • hydraulic piston/s is arranged within a pocket 63 of the fore wall 13", to enable movement/tilting. Thanks to the ability of tilting, a larger propeller may be used compared to conventional arrangements, due to allowing the propeller to extend below the baseline during propulsion on deep water. On shallow water the housing 60 may be tilted to such an extent, that the tip of the lowermost propeller blade 20 does not extend past the base line 11 of the ship as shown in Fig. 3 .
  • the slope of the forward sloping fore wall 13" is determined by the desired tilt of the containerized propulsor and is decided during the planning and designing of the ship.
  • the propeller may preferably be located under the crest 41 of the stem wave rising behind the ship, and the tip of the lowermost propeller blade 20 extends downward past the base line 11 of the hull 10.
  • Fig.4 is a principle sketch showing the movement of the containerized unit 6 on tilting.
  • the containerized unit 6 includes the propeller 20 having the diameter D and a rotational axis 20', and the container or housing 60 stands on a support plane 15.
  • a slewing bearing 61 for permitting rotation of the propulsive unit 6 around a generally vertical axis 62 is provided at the bottom of the container or housing 60 and displaced toward a rear wall of the container or housing 60.
  • a pivotal axis permitting the tilting of the containerized unit 6 in the recess or pocket 13' is designated 63 and is located in the corner formed by the front wall and the bottom of the container or housing 60.
  • Fig. 4 clearly illustrates how the vertical distance F that the propeller blade tip at its bottom position is lifted depends on the tilt angle ⁇ and the sizes of and relations between A , B , C , D , and E .
  • an increased propeller diameter may require that the propeller axis 20' be mounted at a lower level to avoid that the propeller blade tip at its normal top position, i.e . before tilting, cuts through the crest of the stem wave into the air.
  • Fig. 5 there is shown a view from behind, i.e. presenting a ship 10 in accordance with the invention, equipped with a pair of propellers, but also using a single propeller is within the ambit of the invention.
  • Fig. 5 depicts one embodiment of the present invention in combination with a specific control system for enabling automatic upward tilting of the housing 6, if the ship enters into a shallow area.
  • an/several actuation pin/s 18 protruding downwards, having a length L that positions the end of the pin 18 a sufficient distance beneath the base line 11, to protrude deeper than the distance that any tip of the propeller may reach beneath the base line 11.
  • the pin 18 is arranged to be retractable or pivotal or telescopic to enable it to "dip down" when needed, for instance in harbor or shallow water.
  • the time frame for the control sequence would be about 28 seconds at 7 knots, which may be seen as a good margin for performing the tilting operation, that by means of a sufficiently powerful tilt-mechanism 62 may easily be performed within that time frame. At 5 knots it would be about 39 seconds.
  • a combination of the tilting of the containerized propulsor with the possibility of stopping the propeller with its blades in a ⁇ position instead of a + position, and use of an auxiliary propulsion unit, e.g. a swing-down/up thruster (not shown), makes it possible to use still larger propellers.
  • a running propeller may have its tip at about 40 % of the radius beneath the "base line".
  • For a 4-blade propeller with a diameter of 5.3 m it means that it is possible to increase the diameter to above 7 m with a loading that is half of the original loading. This would give roughly at least 15 % improved propulsion efficiency.
  • Fig.6 is a schematic view from above of the stem of the twin-screw ship shown in Fig. 5 , showing inter alia a plurality of retractable, controlled stud bolts 70 arranged in the side walls 13a, 13b of each pocket 13', used for securing the containers or housings 60 in at least two positions in the pocket 13', viz. the normal operating position and the tilted position.
  • a stud bolt 70 schematically illustrated in Fig. 7 , having a piston rod 71, which is axially displaceable by a conventional actuator, (e.g. hydraulic or screw mechanism not shown).
  • the piston rod 71 has a free end carrying a head 72, having a tapered front portion.
  • the side wall 13b of the pocket 13' is provided with a matching chamber 73, to provide a snug fit of the head 72 within the recess 73, which recess 73 can receive the entire head 72.
  • the chamber 73 may also be tapered, and they are so matched to each other that only a portion of the tapered head 72 can be pushed out of the chamber 73).
  • the container or housing 60 has a side wall provided with a recess 64 that has a taper matching that of the top portion of the tapered head 72. The taper ensures a positive locking of the containerized propulsor 6 in the desired position in the recess or pocket 13'.
  • channels 74 and 65 are provided for injecting oil or grease between the tapered surfaces.
  • a further advantage in using "containerized propulsion units” relies in the fact that they may be easily/quickly exchanged, which brings about many advantages per se, e.g. quick exchange by another unit, e.g. if the existing one needs maintenance, without need of stoppage. Moreover it makes it possible to use different propulsion units depending/adapted to different needs, if a modularized concept is used that may provide a range of different propulsion units to optimize propulsion efficiency depending on need of power in relation to load and/or need of speed, etc.
  • the invention is not limited by the examples described above but may be varied within the scope of the appended claims.
  • the skilled person realizes from the above mentioned advantages that the basic principle of the invention is not related to positioning the propeller in the event of the wave, but indeed to the fact of having the propeller tiltable an preferably in a position behind the transom, i.e. away from the hull. Further it is understood that in some cases, it may be advantageous to position a rudder in front of the containerized propulsor 6.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Vibration Prevention Devices (AREA)
  • Mixers Of The Rotary Stirring Type (AREA)

Claims (18)

  1. Verfahren, um ein Schiff mit mindestens 10 DWT mit einem drehbaren Schraubenpropeller (20) an einem Heck des Schiffrumpfs (10) zu versehen, wobei das Verfahren umfasst:
    Bestimmen einer Auslegungs-Wasserlinie (16) des Schiffs und einer Grundlinie (11) des Schiffrumpfs (10);
    Bestimmen einer vertikalen Entfernung (H) zwischen der Wasserlinie (16) und der Grundlinie (11);
    Auswählen eines Durchmessers des Schraubenpropellers (20), der mindestens 0,5 m und 50-200% der vertikalen Entfernung (H) beträgt;
    Bereitstellen des Schraubenpropellers (20) in einer Antriebseinheit (6);
    Verkleiden der Antriebseinheit (6) mit einem modularen Gehäuse (60), wobei das modulare Gehäuse (60) Ausrüstung für den Betrieb der Antriebseinheit (6) umgibt;
    gekennzeichnet durch
    Bereitstellen von mindestens einer allgemein vertikalen Aussparung (13') in einem Heckspiegel (13) des Rumpfs (10), wobei die Aussparung (13') geformt ist, um das modulare Gehäuse (60) aufzunehmen, und wobei das modulare Gehäuse (60) neigbar in der Aussparung (13') angebracht ist unter Verwendung eines Neigungsmechanismus' (62), der eingerichtet ist, das modulare Gehäuse (60) zu neigen, um ein Bewegen/Neigen des Schraubenpropellers (20) zwischen mindestens zwei verschiedenen Positionen zu ermöglichen.
  2. Verfahren nach Anspruch 1, gekennzeichnet durch Anbringen des Propellers (20) in einer Entfernung hinter dem Heckspiegel (13).
  3. Verfahren nach Anspruch 1 oder 2, wobei das modulare Gehäuse (60) zwischen mindestens zwei verschiedenen Positionen geneigt werden kann, umfassend:
    eine Reiseposition, in der sich mindestens ein Teil des Schraubenpropellers (20) unterhalb der Grundlinie (11) erstreckt; und
    eine zweite Position, in der sich kein Teil des Schraubenpropellers (20) unterhalb der Grundlinie (11) erstreckt, und wobei das modulare Gehäuse (60) in der Aussparung (13') im Heckspiegel (13) mechanisch in mindestens zwei verschiedenen Positionen gesichert werden kann.
  4. Verfahren nach Anspruch 3, wobei sich in der Reisestellung mindestens ein Teil des Schraubenpropellers (20) oberhalb der Auslegungswasserlinie (16) erstreckt, aber unterhalb einer erwarteten Krone (41) einer ansteigenden Heckwelle eingetaucht ist, wenn das Schiff bei einer Reisegeschwindigkeit angetrieben wird.
  5. Verfahren nach irgendeinem vorhergehenden Anspruch, wobei die Antriebseinheit (6) in einem Winkel der Größenordnung 5-20°, bevorzugt 5-15° geneigt werden kann.
  6. Verfahren nach einem der vorhergehenden Ansprüche 1-5, wobei die Antriebseinheit (6) mit ausreichendem Auftrieb eingerichtet ist, um zu schwimmen, wobei der Auftrieb bevorzugt hauptsächlich in dem modularen Gehäuse (60) bereitgestellt wird.
  7. Verfahren nach einem der vorhergehenden Ansprüche 1-6, wobei der Schraubenpropeller (20) einen Durchmesser aufweist, der 85-150% der vertikalen Entfernung (H) entspricht.
  8. Schiff mit mindestens 10 DWT und umfassend einen Rumpf (10), ein Heck (14) umfassend einen Spiegel (13), und einen Schraubenpropeller (20), wobei das Schiff aufweist:
    eine Auslegungswasserlinie (16) des Schiffs;
    eine Grundlinie (11) des Rumpfs (10); und
    eine vertikale Entfernung (H) zwischen der Wasserlinie (16) und der Grundlinie (11);
    dadurch gekennzeichnet, dass
    der Schraubenpropeller (20) einen Durchmesser aufweist, der mindestens 0,5 m und 50-200% der vertikalen Entfernung (H) beträgt;
    der Schraubenpropeller (20) als eine Antriebseinheit (6) bereitgestellt ist, die durch ein modulares Gehäuse (60) verkleidet ist, das die Ausrüstung für den Betrieb der Antriebseinheit (6) umgibt;
    dadurch gekennzeichnet, dass
    der Heckspiegel (13) mindestens eine allgemein vertikale Aussparung (13') aufweist, die geformt ist, das modulare Gehäuse (60) aufzunehmen, und einen Neigungsmechanismus (62), der eingerichtet ist, um das modulare Gehäuse (60) zu neigen; und
    dass das modulare Gehäuse (60) neigbar in der Aussparung (13') angebracht ist, so dass der Schraubenpropeller (20) zwischen mindestens zwei verschiedenen Positionen bewegt/geneigt werden kann.
  9. Schiff nach Anspruch 8, weiter umfassend eine Sicherungsanordnung (70), die eingerichtet ist, das modulare Gehäuse (60) in zwei verschiedenen Positionen in der Aussparung (13') des Heckspiegels (13) zu sichern.
  10. Schiff nach Anspruch 9, wobei eine erste Position eine normale Reiseposition ist und eine zweite Position derart ist, dass sich dort kein Teil des drehbaren Schraubenpropellers (20) unterhalb der Grundlinie (11) befindet.
  11. Schiff nach einem der Ansprüche 8-10, wobei der Neigemechanismus (62) eingerichtet ist, das modulare Gehäuse (60) in einem Winkel der Größenordnung 5-20°, bevorzugt 5-15° zu neigen.
  12. Schiff nach einem der Ansprüche 8-11, wobei der Propeller (20) in einer Entfernung hinter dem Heckspiegel (13) und bevorzugt so positioniert ist, dass der Propeller (20) unter der Krone (41) der Welle eingetaucht ist, wenn das Schiff bei Reisegeschwindigkeit angetrieben wird.
  13. Schiff nach einem der Ansprüche 8-12, wobei das Schiff mindestens 100 DWT aufweist und das Gehäuse (60) schwenkbar ist, so dass mindestens eine obere Spitze des Propellers sich in mindestens einer Position oberhalb der Wasserlinie erstreckt und sich in mindestens einer anderen Position eine untere Spitze des Propellers unterhalb der Grundlinie erstreckt.
  14. Schiff nach einem der Ansprüche 8-13, wobei das Schiff einen einzelnen Schraubenpropeller (20) aufweist.
  15. Schiff nach einem der Ansprüche 8-13, wobei das Schiff ein Doppelschraubenschiff ist.
  16. Schiff nach einem der Ansprüche 8-15, wobei das Schiff ein mehrfach angetriebenes Schiff ist.
  17. Schiff nach einem der Ansprüche 8-16, wobei der Propeller (20) einen Durchmesser aufweist, der größer als die Entfernung (H) zwischen der Wasserlinie (16) und der Grundlinie (11) ist.
  18. Schiff nach einem der Ansprüche 8-17, wobei die zwei verschiedenen Positionen einschließen:
    eine Reiseposition, in der sich eine unterste Spitze des Schraubenpropellers (20) unterhalb der Grundlinie (11) erstreckt; und
    eine zweite Position, in der sich die unterste Spitze des Schraubenpropellers (20) nicht unterhalb der Grundlinie (11) erstreckt.
EP09731260.7A 2008-04-08 2009-03-30 Verfahren zur ausstattung eines schiffs mit einer antriebsschraube von hohem durchmesser und schiff mit antriebsschraube von hohem durchmesser Not-in-force EP2259964B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0800785 2008-04-08
PCT/SE2009/050333 WO2009126096A1 (en) 2008-04-08 2009-03-30 A method of providing a ship with a large diameter screw propeller and a ship having a large diameter screw propeller

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EP2259964A1 EP2259964A1 (de) 2010-12-15
EP2259964A4 EP2259964A4 (de) 2013-03-20
EP2259964B1 true EP2259964B1 (de) 2015-07-08

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EP (1) EP2259964B1 (de)
KR (1) KR101608031B1 (de)
CN (1) CN102015438B (de)
WO (1) WO2009126096A1 (de)

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EP2535263B1 (de) * 2011-06-14 2014-10-29 ABB Oy Antriebsanordnung in einem Schiff
EP2993122B1 (de) * 2014-09-03 2018-07-04 ABB Oy Schiffsantriebsanordnung
FR3052741B1 (fr) * 2016-06-17 2019-07-12 Ge Energy Power Conversion Technology Limited Ensemble de propulsion pour vehicule marin, comprenant une unite de propulsion, un palier de gouverne et des moyens de fixation
EP3501965A1 (de) 2017-12-22 2019-06-26 Meyer Turku Oy Wasserfahrzeug
DE102018118163A1 (de) 2018-07-26 2020-01-30 Torqeedo Gmbh Bootsantrieb
WO2021234571A1 (en) * 2020-05-22 2021-11-25 Potts Steven Edward Watercraft with electric drive system

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SE449206B (sv) * 1982-02-05 1987-04-13 Kamewa Ab Propellerdrivet fartyg
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JPH01178099A (ja) * 1988-01-08 1989-07-14 Yanmar Diesel Engine Co Ltd 船舶の推進装置
CN1032300C (zh) * 1989-10-27 1996-07-17 道格拉斯·格兰·希斯洛普 船用推进装置
UA19663C2 (uk) * 1993-07-15 1997-12-25 Петро Петрович Слинько Судhовий hапівзаhуреhий рушій
FR2781755B1 (fr) * 1998-07-29 2000-09-29 Alternatives En Bateau ou navire a propulsion electrique
PT1177130E (pt) * 1999-05-11 2003-12-31 Siemens Ag Helice leme electrica com uma altura de instalacao reduzida
WO2001000484A1 (de) * 1999-06-24 2001-01-04 Siemens Aktiengesellschaft Schiff der handelsmarine mit einem zur aufnahme von gütern und/oder personen bestimmten schiffsrumpf
FI115041B (fi) * 2000-01-28 2005-02-28 Abb Oy Aluksen moottoriyksikkö
CN2887749Y (zh) * 2005-12-11 2007-04-11 中国船舶重工集团公司第七○二研究所 半浸桨传动装置
US20080070455A1 (en) * 2006-09-20 2008-03-20 Wen-Yun Chen Boat hull structure

Also Published As

Publication number Publication date
KR101608031B1 (ko) 2016-03-31
EP2259964A4 (de) 2013-03-20
KR20110020766A (ko) 2011-03-03
CN102015438A (zh) 2011-04-13
WO2009126096A1 (en) 2009-10-15
EP2259964A1 (de) 2010-12-15
CN102015438B (zh) 2015-03-04

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