EP2535262B1 - Antriebsanordnung in einem Schiff - Google Patents

Antriebsanordnung in einem Schiff Download PDF

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Publication number
EP2535262B1
EP2535262B1 EP11169720.7A EP11169720A EP2535262B1 EP 2535262 B1 EP2535262 B1 EP 2535262B1 EP 11169720 A EP11169720 A EP 11169720A EP 2535262 B1 EP2535262 B1 EP 2535262B1
Authority
EP
European Patent Office
Prior art keywords
ship
chamber
hull
shaft
propulsion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP11169720.7A
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English (en)
French (fr)
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EP2535262A1 (de
Inventor
Kimmo KOKKILA
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.)
ABB Oy
Original Assignee
ABB Oy
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
Priority to EP11169720.7A priority Critical patent/EP2535262B1/de
Application filed by ABB Oy filed Critical ABB Oy
Priority to JP2014515175A priority patent/JP2014516865A/ja
Priority to BR112013031988A priority patent/BR112013031988A2/pt
Priority to KR1020137032897A priority patent/KR20140007013A/ko
Priority to PCT/EP2012/061190 priority patent/WO2012171952A1/en
Priority to CA2838782A priority patent/CA2838782A1/en
Priority to CN201280029078.5A priority patent/CN103596839A/zh
Priority to SG2013089453A priority patent/SG195282A1/en
Priority to RU2014100896/11A priority patent/RU2544250C1/ru
Publication of EP2535262A1 publication Critical patent/EP2535262A1/de
Priority to US14/107,469 priority patent/US20140179178A1/en
Application granted granted Critical
Publication of EP2535262B1 publication Critical patent/EP2535262B1/de
Active legal-status Critical Current
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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
    • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
    • 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
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • 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
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor

Definitions

  • the invention relates to a ship with a propulsion arrangement according to the preamble of claim 1.
  • the ship is provided with at least one propulsion unit situated at the stem of the ship.
  • the ship can either have only one propulsion unit situated at the stem of the ship or two parallel propulsion units situated at the stem of the ship on opposite sides of the center line of the hull of the ship.
  • Propulsion units are used especially in large ships e.g. cruisers, tankers transporting oil or liquefied natural gas, vehicle carriers, container ships and ferries.
  • WO publication 98/54052 discloses a ship with twin propellers and twin Schilling rudders i.e. a respective rudder for each propeller.
  • Each rudder is pivotably mounted by a respective shaft, has a bulbous nose portion, a waisted mid-portion and a flared tail.
  • the flared tail flares outwardly substantially only on the inner side of each rudder i.e. the side which faces the other rudder pair.
  • Each rudder has an upper plate and a lower plate with the plates much more extensive on the inner side than on the outer side, the plates being aligned with streamlines from the respective propeller and the lower plate having a downwardly angled portion on the inner side.
  • the rudders seem to form some kind of a toe-out angle in relation to the centerline of the hull.
  • US patent 7,033,234 discloses a method for steering a planning V-bottomed boat with double individually steerable drive units with underwater housings, which extend down from the bottom of the boat.
  • the underwater housings are set with a so called toe-in angle, i.e. inclined towards each other with opposite angels of equal magnitude relative to the boat center line.
  • the inner drive unit is set with a greater steering angle than the outer drive unit.
  • JP patent publication 2006007937 discloses an arrangement in a ship with two pods with contra-rotating propellers situated at the stem of the ship.
  • the first pod is in a first embodiment mounted stationary into the skeg so that the shaft line is inclined upwards.
  • the second pod is fastened by means of a horizontal axis to a steering table, which steering table rotates around a vertical axis and which steering table can be lowered and raised by means of hydraulic cylinders.
  • the shaft line of the second pod is aligned with the shaft line of the first pod.
  • the rear end of the first pod is in a second embodiment fastened with a horizontal axis to the skeg and the front end of the first pod is fastened to a vertical cylinder.
  • Both pods are in a third embodiment fastened to opposite ends of a common frame, which frame is supported from the middle part a horizontal axis to a steering table, which steering table rotates around a vertical axis and which steering table can be lowered and raised by means of hydraulic cylinders.
  • a steering table which steering table rotates around a vertical axis and which steering table can be lowered and raised by means of hydraulic cylinders.
  • the object of the invention is to improve prior art propulsion arrangements in ships.
  • the propulsion arrangement according to the invention is characterized by the features of claim 1.
  • the propulsion arrangement comprises at least one propulsion unit situated at the stem of the ship.
  • the ship comprises a hull having a horizontal water line.
  • the at least one propulsion unit comprises a hollow support structure attached to the hull, a chamber attached to the support structure, an electric motor within the chamber, a propeller at the front end of the chamber, said propeller being connected by means of a shaft to the electric motor, and a pivotably supported rudder at the rear end of the chamber.
  • the at least one propulsion unit is according to the invention mounted so that the shaft line forms a vertical tilt angle in the range of 1 to 8 degrees in relation to the water line so that the front end of the chamber is lower than the rear end of the chamber in relation to the water line.
  • the vertical tilt angle of the at least one propulsion unit improves the water inflow angle to the propeller, which improves the efficiency of the propeller.
  • the vertical tilt angle of the at least one propulsion unit also reduces noise and vibrations in the hull of the ship, which are due to cavitation as the improved inflow angle to the propeller reduces cavitation.
  • the vertical tilt angle of the at least one propulsion unit also reduces shaft line vibrations and forces. This is due to the fact that there are less asymmetric forces acting on the propeller when the water inflow angle to the propeller is improved. Reduced loads and vibrations will increase the lifetime of the bearings of the shaft as well as other components affected by these vibrations and forces.
  • the invention can advantageously be used in a ship having two propulsion units situated side by side at opposite sides of the center line of the ship at the stem of the ship.
  • Each propulsion unit is advantageously mounted in a toe-out position forming a horizontal tilt angle in the range of 0.5 to 6 degrees in relation to the center line of the hull.
  • the front end of the chamber is thus inclined away from the center line of the hull of the ship and the rear end of the chamber is inclined towards the center line of the hull of the ship.
  • This toe-out arrangement of the propulsion units will further improve the efficiency of the propellers and reduce noise and vibrations in the hull of the ship.
  • the invention can be used in large ships provided with at least one propulsion unit at the stem of the ship, e.g. cruisers, tankers transporting oil or liquefied natural gas, vehicle carriers, container ships and ferries.
  • the power of the propulsion unit in such large ships is in the order of at least 1 MW.
  • FIG 1 shows a prior art propulsion arrangement.
  • the arrangement comprises a propulsion unit 10 situated at the stem of the ship.
  • the propulsion unit 10 comprises a support structure 11, a chamber 12, an electric motor 13, a shaft 14, a propeller 15 and a rudder 16.
  • the chamber 12 is connected with the hollow support structure 11 to the hull 100 of the ship.
  • the shaft 14 has a first end which is connected to the electric motor 13 and a second end protruding from the front end of the chamber 12 and being connected to the propeller 15.
  • the propeller 15 is thus situated at the front end of the chamber 12.
  • the electric motor 13 can be an induction motor or a synchronous motor.
  • the propulsion unit 10 is fixed to the hull 100 of the vessel with the support structure 12.
  • a rudder 16 is situated at the back end of the chamber 12.
  • the rudder 16 is pivotably connected to the hull 100 and the chamber 12 by means of an axis 17.
  • the rudder 16 is formed so that it forms a smooth continuation of the support structure 11 and the chamber 12.
  • the lower part of the rudder 16 extends at a distance below the chamber 12.
  • a steering gear which is not shown in the figure, rotates the rudder 16 based on the commands from the navigation bridge.
  • the figure also shows the driving direction S of the ship.
  • the shaft 14 forms a shaft line SL of the propulsion unit 10.
  • the shaft line SL and the water line WL are parallel, which means that the angle ⁇ between them is 0 degrees.
  • the angle between the axis 17 of the rudder 16 and the shaft line SL i.e. the angle ⁇ is 90 degrees.
  • the angle between the axis 17 of the rudder 16 and the water line WL i.e. the angle ⁇ is also 90 degrees.
  • Figure 1 also shows the flow lines F of the water flowing to the propulsion unit 10. It can be seen from the figure that the flow lines F do not enter the propeller 15 of the propulsion unit 10 at an optimum angle. This weakens the hydrodynamic efficiency of the propeller 15.
  • FIG. 2 shows one embodiment of a propulsion arrangement according to the invention.
  • the propulsion unit 10 corresponds as such to the propulsion unit shown in Fig. 1 .
  • the difference compared to the arrangement shown in Fig. 1 is that the shaft line SL of the propulsion unit 10 forms a vertical tilt angle ⁇ in relation to the water line WL.
  • the angle of the water flow F entering the propeller 15 will be improved when the propulsion unit 10 is vertically tilted. This means that the hydrodynamic efficiency of the propeller 15 will be improved.
  • the angle between the axis 17 of the rudder 16 and the water line WL i.e.
  • the angle ⁇ is still 90 degrees as in figure 1 .
  • the angle between the axis 17 of the rudder 16 and the shaft line SL i.e. the angle ⁇ is, however, less than 90 degrees in this embodiment due to the vertical tilting of the propulsion unit 10.
  • the figure also shows the driving direction S of the ship.
  • Figure 3 shows another embodiment of a propulsion arrangement according to the invention.
  • This arrangement corresponds as such to that of Fig. 2 i.e. the propulsion unit 10 is tilted at an angle ⁇ in relation to the water line WL.
  • the difference is in the arrangement of the rudder 16.
  • the angle between the axis 17 of the rudder 16 and the shaft line SL i.e. the angle ⁇ is 90 degrees in this embodiment, which corresponds to the situation in Fig. 1 .
  • This means that the axis 17 of the rudder 16 has been tilted in relation to the water line WL, i.e. the angle ⁇ is more than 90 degrees.
  • the arrangement where the rudder 16 axis 17 forms a right angle with the shaft line SL is advantageous in respect of the flow generated by the propeller 15.
  • the figure also shows the driving direction S of the ship.
  • FIG. 4 shows a top view of a further embodiment of a propulsion arrangement according to the invention.
  • Each propulsion unit 10, 20 comprises a chamber 12, 22 connected with a support structure to the hull 100 of the ship, a propeller 15, 25 situated at the front end of the chamber 12, 22 being driven by an electric motor 13, 23 positioned in the chamber 12, 22.
  • a rudder 16, 26 is further situated at the rear end of the chamber 12, 22.
  • Each propulsion unit 10, 20 can either correspond to the propulsion unit shown in Fig. 2 or Fig. 3 .
  • each propulsion unit 10, 20 is vertically tilted in relation to the water line WL with the angle ⁇ as shown in Fig. 2 and Fig. 3 .
  • the arrangement of the rudder 16, 26 can be either that shown in Fig. 2 or that shown in Fig. 3 .
  • the figure also shows the driving direction S of the ship.
  • the shaft lines SL of the propulsion units 10, 20 are in this embodiment arranged in a toe-out position in relation to the center line CL of the hull 100 of the ship.
  • the shaft lines SL form a horizontal tilt angle ⁇ with the center line CL of the hull 100 of the ship so that the shaft lines SL will cross each other at a point on the center line CL of the hull of the ship, said crossing point being situated after the ship.
  • the front end of the chambers 12, 22 is inclined outwards (toe-out position) in relation to the center line CL of the hull 100 of the ship and the back end of the chambers 12, 22 is inclined inwards in relation to the center line CL of the hull 100 of the ship.
  • the toe-out angle ⁇ is in the range of 0.5 to 6 degrees.
  • the figure also shows a cargo tank 200 for liquefied natural gas (LNG) on the ship.
  • LNG liquefied natural gas
  • This toe-out arrangement of the propulsion units 10, 20 will further improve the water inflow angle to the propellers 15, 25.
  • This toe-out arrangement will improve efficiency and reduce vibrations in the hull and in the shaft.
  • the efficiency of the embodiment shown in fig. 2 is probably the same as that of the embodiment shown in fig. 3 .
  • the steerability of the ship might be a little bit better with the embodiment shown in fig. 2 compared to the embodiment shown in fig. 3 .
  • the embodiment shown in fig. 3 might on the other hand be better in view of processibility and product architecture as the tilt angle ⁇ is regulated with the installation angle of the product, but there is no need to modify the product itself in each project.
  • the product could on the other hand have a predetermined vertical tilt angle ⁇ of e.g. 4 degrees according to the arrangement shown in fig. 2 and the rest e.g. 2 degrees in a situation where the total vertical tilt angle ⁇ should be 6 degrees would then be achieved according to the arrangement shown in fig. 3 .
  • the vertical tilt angle ⁇ and the horizontal tilt angle ⁇ i.e. the toe-out angle have to be determined separately for each ship or series of ships.
  • the optimization of the vertical tilt angle ⁇ and the horizontal tilt angle ⁇ is done based on model test for each ship or series of ships. The optimization is done separately for the vertical tilt angle ⁇ and the horizontal tilt angle ⁇ .
  • the goal in the optimization is to minimize the fuel consumption i.e. to increase the efficiency. The best efficiency is normally achieved when the water inflow to the propeller is straight.
  • At least one generator (not shown in the figures) is provided within the hull 100 of the ship providing electric power to the electric motors 13, 23 in the propulsion units 10, 20 through an electric network (not shown in the figures).
  • the separate rudder 26 is in the figures pivotably supported at the hull 100 and at the chamber 22 of the propulsion unit 20.
  • the rudder 26 can be pivotably supported at the hull 100 and/or at the propulsion unit 20.
  • the rudder 26 can thus be pivotably supported only at the hollow support structure 21, or at the hull 100 and the hollow support structure 21, or at the hull 100 and the chamber 22, or at the chamber 21 and the hollow support structure 21.

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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)
  • Actuator (AREA)
  • Prevention Of Electric Corrosion (AREA)
  • Vibration Prevention Devices (AREA)
  • Excavating Of Shafts Or Tunnels (AREA)

Claims (4)

  1. Schiff mit einer Antriebsanordnung, wobei das Schiff einen Rumpf (100) umfasst, der eine horizontale Wasserlinie (WL) und eine Mittellinie (CL) aufweist, und wobei die Antriebsanordnung umfasst:
    - wenigstens eine Antriebseinheit (10, 20), die am Heck des Rumpfs (100) angeordnet ist,
    - wobei die wenigstens eine Antriebseinheit (10, 20) umfasst:
    - eine hohle Stützstruktur (11), die am Rumpf (100) angebracht ist,
    - eine Kammer (12, 22) mit einem vorderen Ende und einem hinteren Ende, wobei die Kammer (12, 22) an der Stützstruktur (11) angebracht ist,
    - einen elektrischen Motor (13, 23) im Inneren der Kammer (12, 22),
    - eine Welle (14) mit einem ersten Ende und einem zweiten Ende, wobei das erste Ende der Welle (14) mit dem elektrischen Motor (13, 23) verbunden ist und das zweite Ende der Welle (14) über das vordere Ende der Kammer (12, 22) hinausragt und mit einer Schiffsschraube (15, 25) verbunden ist, wobei die Mittenachse der Welle (14) eine Wellenachslinie (SL) bildet, und
    - die wenigstens eine Antriebseinheit (10, 20) so montiert ist, dass die Wellenachslinie (SL) einen vertikalen Tiltwinkel (α) im Bereich von 1 bis 8 Grad im Verhältnis zur Wasserlinie (WL) bildet, so dass das vordere Ende der Kammer (12, 22) im Verhältnis zur Wasserlinie (WL) niedriger ist als das hintere Ende der Kammer (12, 22),
    dadurch gekennzeichnet, dass die Antriebseinheit stationär ist, ein schwenkbar gelagertes Steuerruder (16, 26) am hinteren Ende der Kammer (12, 22) vorgesehen ist, wobei
    - das schwenkbar gelagerte Steuerruder (16, 26) ein separates Steuerruder ist, das am Rumpf (100) und an der Kammer (12, 22) der Antriebseinheit (10, 20) schwenkbar gelagert ist.
  2. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass die Antriebsanordnung zwei stationäre Antriebseinheiten (10, 20) umfasst, die nebeneinander an entgegengesetzten Seiten der Mittellinie (CL) des Schiffsrumpfs (100) am Heck des Schiffs angeordnet sind, wobei jede Antriebseinheit (10, 20) so angebracht ist, dass
    - die Wellenachslinie (SL) einen vertikalen Tiltwinkel (α) im Bereich von 1 bis 8 Grad im Verhältnis zur Wasserlinie (WL) bildet, so dass das vordere Ende der Kammer (12, 22) im Verhältnis zur Wasserlinie (WL) niedriger ist als das hintere Ende der Kammer (12, 22), und
    - die Wellenachslinie (SL) einen horizontalen Tiltwinkel (β) im Bereich von 0,5 bis 6 Grad im Verhältnis zur Mittellinie (CL) des Schiffsrumpfs (100) bildet, so dass das vordere Ende der Kammer (12, 22) von der Mittellinie (CL) weggeneigt ist und das hintere Ende der Kammer (12, 22) der Mittellinie (CL) zugeneigt ist.
  3. Schiff nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass das Schiff ein Kreuzfahrtschiff, ein Öl oder Flüssigerdgas transportierendes Tankschiff, ein Fahrzeuge transportierendes Schiff, ein Containerschiff oder ein Fährschiff ist.
  4. Schiff nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass die Leistung der wenigstens einen Antriebseinheit (10, 20) mindestens 1 MW beträgt.
EP11169720.7A 2011-06-14 2011-06-14 Antriebsanordnung in einem Schiff Active EP2535262B1 (de)

Priority Applications (10)

Application Number Priority Date Filing Date Title
EP11169720.7A EP2535262B1 (de) 2011-06-14 2011-06-14 Antriebsanordnung in einem Schiff
RU2014100896/11A RU2544250C1 (ru) 2011-06-14 2012-06-13 Пропульсивная установка на судне
KR1020137032897A KR20140007013A (ko) 2011-06-14 2012-06-13 선박에서의 추진 장치
PCT/EP2012/061190 WO2012171952A1 (en) 2011-06-14 2012-06-13 A propulsion arrangement in a ship
CA2838782A CA2838782A1 (en) 2011-06-14 2012-06-13 A propulsion arrangement in a ship
CN201280029078.5A CN103596839A (zh) 2011-06-14 2012-06-13 在船中的推进组件
JP2014515175A JP2014516865A (ja) 2011-06-14 2012-06-13 船舶の推進構成
BR112013031988A BR112013031988A2 (pt) 2011-06-14 2012-06-13 arranjo de propulsão em um navio
SG2013089453A SG195282A1 (en) 2011-06-14 2012-06-13 A propulsion arrangement in a ship
US14/107,469 US20140179178A1 (en) 2011-06-14 2013-12-16 Propulsion arrangement in a ship

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP11169720.7A EP2535262B1 (de) 2011-06-14 2011-06-14 Antriebsanordnung in einem Schiff

Publications (2)

Publication Number Publication Date
EP2535262A1 EP2535262A1 (de) 2012-12-19
EP2535262B1 true EP2535262B1 (de) 2015-12-30

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP11169720.7A Active EP2535262B1 (de) 2011-06-14 2011-06-14 Antriebsanordnung in einem Schiff

Country Status (10)

Country Link
US (1) US20140179178A1 (de)
EP (1) EP2535262B1 (de)
JP (1) JP2014516865A (de)
KR (1) KR20140007013A (de)
CN (1) CN103596839A (de)
BR (1) BR112013031988A2 (de)
CA (1) CA2838782A1 (de)
RU (1) RU2544250C1 (de)
SG (1) SG195282A1 (de)
WO (1) WO2012171952A1 (de)

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JP5984657B2 (ja) * 2012-12-20 2016-09-06 三菱重工業株式会社 首振り推進器および船舶
CN104386231A (zh) * 2014-11-05 2015-03-04 上海船舶研究设计院 舵吊舱船舶电力推进系统
CN105584586A (zh) * 2016-03-08 2016-05-18 上海船舶研究设计院 一种小型lng运输船双全回转拉式桨推进的尾部结构
US10894590B2 (en) * 2016-05-18 2021-01-19 Abb Oy Method and a control arrangement for controlling vibrations of a propulsion unit of a vessel
EP3478569B1 (de) * 2016-07-01 2020-09-02 ABB Oy Antriebseinheit mit einer lenkanordnung
CN109436269A (zh) * 2018-12-06 2019-03-08 无锡瑞风船用推进器有限公司 一种用于风电运维船的全回转舵机桨
US11208190B1 (en) 2020-06-23 2021-12-28 Brunswick Corporation Stern drives having breakaway lower gearcase
USD1026955S1 (en) 2020-06-23 2024-05-14 Brunswick Corporation Stern drive
CN112124542B (zh) * 2020-09-23 2022-04-15 宜昌一凡船舶设计有限公司 船舶水动力综合节能装置及安装方法
CN112124543B (zh) * 2020-09-23 2021-10-22 宜昌一凡船舶设计有限公司 一种船舶桨舵组合消涡节能装置及安装方法
CN112141291B (zh) * 2020-10-09 2022-05-06 中船澄西扬州船舶有限公司 一种船舶全回转吊舱推进器的法兰加工安装工艺

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RU2276040C1 (ru) * 2004-11-29 2006-05-10 Анатолий Александрович Кеслер Судовой движительно-рулевой комплекс
EP2259964B1 (de) * 2008-04-08 2015-07-08 Rolls-Royce Aktiebolag Verfahren zur ausstattung eines schiffs mit einer antriebsschraube von hohem durchmesser und schiff mit antriebsschraube von hohem durchmesser
EP2329158A2 (de) * 2008-08-27 2011-06-08 Aktiebolaget SKF Lager für ein pod-antriebssystem
EP2163472B1 (de) * 2008-09-12 2015-08-26 Wärtsilä Netherlands B.V. Antriebs- und Steueranordnung
TWI358375B (en) * 2008-09-16 2012-02-21 Hull construction of a ship and the method of hand
EP2535263B1 (de) * 2011-06-14 2014-10-29 ABB Oy Antriebsanordnung in einem Schiff

Also Published As

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US20140179178A1 (en) 2014-06-26
SG195282A1 (en) 2013-12-30
BR112013031988A2 (pt) 2016-12-20
WO2012171952A1 (en) 2012-12-20
EP2535262A1 (de) 2012-12-19
CN103596839A (zh) 2014-02-19
RU2544250C1 (ru) 2015-03-20
CA2838782A1 (en) 2012-12-20
KR20140007013A (ko) 2014-01-16
JP2014516865A (ja) 2014-07-17

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