EP2602177B1 - Bateau avec pont roulant - Google Patents

Bateau avec pont roulant Download PDF

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Publication number
EP2602177B1
EP2602177B1 EP12196347.4A EP12196347A EP2602177B1 EP 2602177 B1 EP2602177 B1 EP 2602177B1 EP 12196347 A EP12196347 A EP 12196347A EP 2602177 B1 EP2602177 B1 EP 2602177B1
Authority
EP
European Patent Office
Prior art keywords
ship
trolley
arm
orientation
movable
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
EP12196347.4A
Other languages
German (de)
English (en)
Other versions
EP2602177A1 (fr
EP2602177B8 (fr
Inventor
Emilio Reales Bertomeo
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.)
Reales Bertomeo Emilio
Original Assignee
Reales Bertomeo Emilio
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 Reales Bertomeo Emilio filed Critical Reales Bertomeo Emilio
Publication of EP2602177A1 publication Critical patent/EP2602177A1/fr
Application granted granted Critical
Publication of EP2602177B1 publication Critical patent/EP2602177B1/fr
Publication of EP2602177B8 publication Critical patent/EP2602177B8/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/10—Arrangement of ship-based loading or unloading equipment for cargo or passengers of cranes
    • B63B27/12—Arrangement of ship-based loading or unloading equipment for cargo or passengers of cranes of gantry type

Definitions

  • the present invention relates to a ship, in particular a cargo ship, with a lifting device for loading and unloading the ship.
  • the present invention seeks to provide a ship of the type described, which allows improved handling of heavy and / or bulky cargo.
  • the invention solves their underlying problem in a ship by the lifting device has a port side frame, a starboard side frame, at least one extending between the scaffolds and bugutz and rearwardly movable first boom, which between a, preferably horizontal, first orientation transverse to Kielline of the ship and a to the first, preferably horizontal orientation inclined second orientation reciprocable and has a arranged on the first boom, starboard and port-side movable first crane.
  • the invention makes use of the finding that the tipping or kenter stability of a ship in the direction of the keel line is many times greater in comparison with the stability transverse to the keel line. It is virtually impossible for most ships, especially cargo ships, to capsize the ship over the bow or stern.
  • the lifting device is movable in all directions above the deck, but not due to the framework beyond the portside and starboard side.
  • the first boom is movable out of a horizontal "normal position” by an angle of up to 90 ° into a vertical "erecting position”. This has the advantage that the overall height of the port side and starboard side scaffolding can be significantly reduced. The shipment of bulky goods on deck, the height of which exceeds the height of the scaffold, is thereby made possible.
  • the transfer or takeover of the cargo by the ship preferably takes place via the nose or tail region, the tail region being preferred.
  • COG center of gravity
  • the ship according to the invention is a transport ship and / or installation ship, also referred to as erector ship, for foundation structures of offshore wind turbines, in particular tripods.
  • the invention is advantageously further developed in that the lifting device has a second boom extending between the stands and movable in bow and stern direction, and a second crane arranged on the second arm and movable to starboard and port.
  • the lifting device has a second boom extending between the stands and movable in bow and stern direction, and a second crane arranged on the second arm and movable to starboard and port.
  • the first and / or second boom is or are between a horizontal first orientation transverse to the keel line of the ship and a second orientation inclined to the horizontal first orientation transverse to the keel line, ie in the transverse direction of the ship horizontal, second orientation non-parallel to the transverse direction of the ship back and forth.
  • the first and / or second boom is or are movable out of the horizontal "normal position" by an angle of up to 90 °. This has the advantage that the overall height of the port side and starboard side scaffolding can be significantly reduced. The shipment of bulky goods on deck, the height of which exceeds the height of the scaffold, is thereby made possible.
  • the jibs are movable out of the horizontal first orientation transverse to the keel line for movement.
  • the first boom is pivotable laterally according to a preferred alternative about a vertically oriented axis of rotation, whereby a deflection of the boom when moving over the side scaffolds projecting cargo pieces on the ship deck is possible, such as offshore foundations.
  • the center of gravity of the ship is not further increased in a lateral pivoting of the boom.
  • the boom is preferably equipped with a counterweight that balances the mass during pivoting and when moving the boom without an abutment.
  • horizontal pivoting requires less effort to move the boom between its first orientation transverse to the keel line and its second orientation parallel to the keel line.
  • the port side frame and the starboard side frame extend aft beyond the stern of the ship. In this way it is possible to carry cargo from the deck beyond the stern of the ship and then lower it behind the ship, for example to a platform located rearward of the ship or a loading area in the harbor, or more preferably in the case of structural elements of wind turbines to the ship Installation site into the water.
  • a catwalk is arranged in the rear area of the ship.
  • This catwalk is preferably formed on and ausbringbar.
  • the catwalk at the rear allows safe access to the cargo at full deck loading at all times.
  • a trailer lamp is provided in the rear area of the ship for this purpose.
  • the ship has a first main trolley movably arranged on the port side or starboard side frame and a first support trolley movably arranged on the opposing truss, the first boom being pivotally mounted on the first main trolley and in first alignment with the first support trolley can be coupled. More preferably, the ship has a second main trolley movably arranged on the starboard or port side scaffold and a second support trolley movably arranged on the opposing scaffold, wherein the second boom is pivotally mounted on the second main trolley and can be coupled in its first orientation with the second support trolley.
  • main trolleys to which the respective boom is pivotally mounted that is arranged opposite one another on the respective frame in order to simultaneously move the boom from the, preferably horizontal, first orientation transverse to the keel line in the second orientation to remain tilting moment neutral.
  • the function of the support trolley is in this case that serve as a support opposite to the respective main trolley for the respective boom such that the weight of the boom and, where appropriate, the suspended cargo suspended on the boom and introduced into the scaffold.
  • the support trolley is adapted to carry out the movement of the opposite main trolley synchronously with.
  • first and / or second main trolley each have or have a separate motor drive for moving the main trolley along the scaffold.
  • first and / or second support trolley each have a separate motor drive for moving the support trolley along the framework, which is synchronously operable with the motor drive of the respective opposite main trolley, preferably by means of an electronic control unit.
  • the motor drive of the first and second main trolley are selectively operable synchronously or independently of each other, preferably by means of the electronic control unit or by means of its own electronic control unit.
  • a simultaneous, synchronous operation of the first and second boom is possible, which is possible, for example, when transporting loads that require hanging on both crane systems, with reduced control effort for the operator.
  • the first boom and / or the second boom is reciprocable, preferably controlled, by means of a secondary drive respectively provided on the first or second main trolley between the first orientation and the second orientation the electronic control unit or its own electronic control unit.
  • first and / or second crane are respectively coupled by means of a boom trolley with the first and second arms and respectively by means of a lifting drive in height movable, wherein the first and / or two boom are each movable by means of a boom drive.
  • the lifting drive and / or the boom drive can be controlled by means of the electronic control unit or a separate electronic control unit.
  • the drive of the main trolley, and / or the support trolley, and / or the boom trolley, and / or the secondary drive, and / or the lifting drive is respectively designed as an electric motor and for receiving Control signals from the electronic control unit (or in each case a separate electronic control unit) set up, wherein the electronic control unit (or control units) signal-conducting connected to a portable control unit or is integrated into this (or are).
  • the electronic control unit or control units
  • the operating device is preferably set up for wireless communication with the drives or with the control unit (or the control units).
  • the utility of the ship with the inventively designed device is further improved by the fact that the ship has a plurality of hatch covers, each flush with the main deck of the ship. As a result, a storage of bulky Good is possible, which extends beyond the hatch on the main deck.
  • the port side frame and the starboard side frame extend substantially along the entire length of the main deck.
  • the first and / or second boom of the lifting device can approach substantially all points of the main deck and be used there for lifting or lowering of cargo.
  • the port-side scaffold and the starboard-side scaffold extend along a portion of the main deck, preferably aft.
  • the trolleys ensure that the cargo jammed on these trolleys can be moved on the ship in such a way that a center of gravity position that is advantageous for ship stability is adjustable.
  • the ship is preferably designed according to one of the preceding preferred embodiments described in relation to the first aspect of the invention.
  • the ship according to the invention preferably has a first winch in the lifting region of the ship and a second winch in the stern region of the ship, wherein the winches can be connected to the rolling cart (s).
  • Adjacent trolleys are preferably each connectable by means of bridge members or stiffening elements, so that by means of winch operation optionally one or more trolleys can be moved simultaneously.
  • the one or more trolleys preferably each have latching means, in particular bolts, which can be brought into engagement with corresponding recesses in the hatch covers, the side wall and / or the main deck of the ship.
  • latching means in particular bolts
  • the locking means are preferably hydraulically, pneumatically or electromagnetically actuated and can be brought from a release position into the blocking position (and back again).
  • the ship has a arranged in the rear of the ship, preferably closable, separate to a main cargo space loading space below deck for the trolley or on.
  • the number of available on deck trolleys is variable at any time by unneeded trolleys are spent in the space provided for this purpose or brought from the hold on deck.
  • FIG. 1 a ship 1 according to a first embodiment of the invention is shown.
  • the ship 1 has a hull 3.
  • the ship has a main deck 5, also referred to as a weather deck.
  • a deckhouse 9 is arranged in a bow area 7 of the ship 1.
  • the arrangement of the deckhouse 9 in the bow area 7 of the ship facilitates the view from the bridge and makes it possible to load cargo that significantly exceeds the height of the deckhouse.
  • a helipad 12 is arranged above the deckhouse 9 .
  • FIG. 1 shown ship 1 has a lifting device 10.
  • This comprises a port side frame 11 and a starboard side frame 13, which are connected by means of several buttresses with the ship structure.
  • the port side stand 11 and the starboard side stand 13 extend substantially along the entire main deck 5.
  • a first boom 19 and a second boom 21 extend between the port side and starboard side stand 11, 13, a first boom 19 and a second boom 21 extend.
  • Both of the boom 19, 21 are each by means of a main trolley and a support trolley (see FIGS. 3, 4 ) Connected to the port side and starboard side frame 11, 13 of the lifting device 10 and bug- and moved backward.
  • the boom 19, 21 from the in FIG. 1 shown horizontal first orientation in an inclined second orientation deflected (see FIGS. 3, 4 ).
  • each support pillars are provided so-called jack-ups, which lowered to stabilize the ship to the seabed and can be locked.
  • the main deck 5 of the ship 1 also has a plurality of hatch covers 25.
  • the hatch covers go over flush into the surface of the main deck 5.
  • FIG. 2 shows a ship 101 according to the invention according to a second embodiment.
  • the ship 101 is similar in many aspects to the ship 1 of the first embodiment ( FIG. 1 ). Identical features are provided with identical reference numerals, therefore, with respect to these features also to the previous versions FIG. 1 reference is made.
  • the ship 101 has a lifting device 110.
  • the lifting device 110 has a port side frame 111 and a starboard side frame 113.
  • the port side and starboard side frame 111, 113 extend in contrast to the in FIG. 1 ship not along the entire length of the area of the main deck 5, but only aft.
  • the first and second boom 19, 21 are arranged by means of main and support trolleys. Regarding the details will be on the FIGS. 1 as well as 3 and 4 directed.
  • the ship 101 has as well as ship 1 a total of 6 buttresses 27 and jack-ups.
  • receptacles 129 which, however, according to the embodiment of FIG. 2 not attached outside on the ship's side but integrated into the ship's structure.
  • a main cargo space is provided, which is closed by means of several hatch cover 125.
  • the hatch covers 125 have port side rails 31 and starboard side rails 33 which extend rearward of the hatch covers 125 as extensions 31 a, 33 a on the main deck 5, and also on the hatch cover 34 of a separate cargo space.
  • the rails are adapted to receive a plurality of trolleys, which are movable by means of (not shown) winds along the rails 31, 33, 31a, 33a.
  • the trolleys are housed in the closed by hatch cover 34 separate hold and can be moved by means of the lifting device 110 on deck.
  • FIG. 3 represents the position of the lifting device in a first, horizontal orientation.
  • the boom 19, 21 extends between the port side frame 11, 111 and the starboard side frame 13, 113.
  • the boom 19, 21 is pivotally mounted on a main trolley 35 and lies on the opposite side of her on a support trolley 37.
  • On the boom 19, 21 a boom trolley 39 is arranged, which is designed for moving the crane 15, 17 starboard and port forward.
  • the boom 19, 21 is by means of a (not shown) drive from the in FIG. 3 shown movable first, for example, in an in FIG. 4 shown second alignment.
  • the main trolley 35 and support trolley 37 are preferably driven synchronously to move the boom 19, 21 bow- or rearward.
  • the boom 19, 21 at its distal to the connection with the main trolley 35 a latching portion 41 which is designed to engage with a corresponding portion 43 of the support trolley 37.
  • the lifting device in the shown second orientation past those objects which are arranged on the deck of the ship and extend beyond the height of the framework 11, 111, 13, 113.
  • the main trolley 35 and the support trolley 37 in boom 2 located in the second alignment 19, 21 moved synchronously bow or rearward.
  • FIG. 5 shows the ship 101 according to the invention, which is preferably used as a transport or erector ship for foundation structures of offshore wind turbines, with its along a portion of the main deck 5, preferably aft, extending lifting device 110 and its port side and starboard side extending scaffolds 111 and 113th On the port side and starboard side frame 111, 113, a first and a second boom 119, 121 are arranged, which are with the help of main and support trolleys 135,137 bowward and rearward movable.
  • the outriggers 119, 121 are received in the area of the starboard side frame via a vertically oriented pivot axis 141 and adapted to be between a first, horizontal orientation transverse to the keel line of the ship and a horizontal, second orientation parallel to the keel line of the ship and to be moved.
  • the vertical axis of rotation 141 is in each case arranged on the main trolleys 135 of the two arms 119, 121.
  • the cantilevers protrude beyond the starboard side stand 113 by a predetermined amount, with counterweights 123 being arranged on the projecting portion of the cantilevers 119, 121, with which the mass of the cantilever can be compensated during pivoting and without an abutment.
  • Each boom 119, 121 has a jib trolley 139, which is designed in each case for moving the crane 15, 17 starboard and port forward.

Claims (14)

  1. Navire (1, 101), en particulier cargo, comprenant
    un dispositif de levage (10, 110) servant à charger et à décharger le navire (1, 101),
    sachant que le dispositif de levage (10, 110) présente un échafaudage côté bâbord (11, 111), un échafaudage côté tribord (13, 113), une première flèche (19) s'étendant entre les échafaudages et pouvant être déplacée vers la proue ainsi que vers la poupe, et une première grue (15) disposée au niveau de la première flèche (19), pouvant être déplacée côté tribord et côté bâbord,
    caractérisé en ce que la première flèche (19) peut effectuer des mouvements de va-et-vient entre une première orientation transversale par rapport à la ligne de quille du navire (1, 101) et une deuxième orientation inclinée par rapport à la première orientation.
  2. Navire (1, 101) selon la revendication 1,
    sachant que le dispositif de levage (10, 110) présente une deuxième flèche (21, 121) s'étendant entre les échafaudages et pouvant être déplacée dans la direction de la proue ainsi que dans la direction de la poupe et une deuxième grue (17) disposée au niveau de la deuxième flèche (21, 121), pouvant être déplacée vers tribord et vers bâbord.
  3. Navire (1, 101) selon la revendication 1 ou 2, sachant que la première et/ou la deuxième flèche (21, 121) peu(ven)t effectuer des mouvements de va-et-vient entre une première orientation horizontale transversale par rapport à la ligne de quille du navire (1, 101) et une deuxième orientation inclinée par rapport à l'orientation horizontale transversale par rapport à la ligne de quille du navire ou une deuxième orientation horizontale, non parallèle à la direction transversale.
  4. Navire (1, 101) selon la revendication 3, comprenant
    un premier chariot roulant principal (35, 135) disposé de manière à pouvoir être déplacé sur l'échafaudage (11, 13, 111, 113) côté bâbord ou côté tribord et un premier chariot roulant d'appui (37, 137) disposé de manière à pouvoir être déplacé sur l'échafaudage faisant face, sachant que la première flèche (19, 119) est montée de manière à pouvoir pivoter au niveau du premier chariot roulant principal (35, 135) et peut être couplée, dans la première orientation, au premier chariot roulant d'appui (37, 137).
  5. Navire (1, 101) selon la revendication 3 ou 4, comprenant
    un deuxième chariot roulant principal (35, 135) disposé de manière à pouvoir être déplacé sur l'échafaudage côté tribord ou côté bâbord (11, 13, 111, 113) et un deuxième chariot roulant d'appui (37, 137) disposé de manière à pouvoir être déplacé sur l'échafaudage faisant face, sachant que la deuxième flèche (21, 121) est montée de manière à pouvoir pivoter au niveau du deuxième chariot roulant principal (35, 135) et peut être couplée, dans sa première orientation, au deuxième chariot roulant d'appui (37, 137).
  6. Navire (1, 101) selon l'une quelconque des revendications précédentes,
    sachant que le premier chariot roulant principal et/ou le deuxième chariot roulant principal (35, 135) présentent respectivement un entraînement motorisé séparé servant à déplacer le chariot roulant principal (35, 135) le long de l'échafaudage (11, 13, 111, 113).
  7. Navire (1, 101) selon l'une quelconque des revendications précédentes,
    sachant que le premier chariot roulant d'appui et/ou le deuxième chariot roulant d'appui (37, 137) présentent respectivement un entraînement motorisé séparé servant à déplacer le chariot roulant d'appui (37, 137) le long de l'échafaudage, lequel peut fonctionner de manière synchrone avec l'entraînement motorisé du chariot roulant principal (35, 135) respectivement faisant face, de préférence au moyen d'une unité de commande électronique.
  8. Navire (1, 101) selon l'une quelconque des revendications précédentes,
    sachant que la première flèche (19, 119) et/ou la deuxième flèche (21, 121) peuvent effectuer des mouvements de va-et-vient entre la première orientation et la deuxième orientation au moyen d'un entraînement secondaire prévu respectivement au niveau du premier chariot roulant principal ou au niveau du deuxième chariot roulant principal (35, 135), de préférence de manière commandée au moyen de l'unité de commande électronique.
  9. Navire (1, 101) selon l'une quelconque des revendications précédentes,
    sachant que la première et/ou la deuxième grue sont couplées respectivement au moyen d'un chariot roulant de flèche (39, 139) à la première et à la deuxième flèche (19, 21, 119, 121) et peuvent être ajustées en hauteur respectivement au moyen d'un entraînement de levage, sachant que la première et/ou la deuxième flèche (19, 21) peuvent être ajustées respectivement au moyen d'un entraînement de flèche.
  10. Navire (1, 101) selon l'une quelconque des revendications 6 à 10,
    sachant que l'entraînement
    du chariot roulant principal (35, 135) et/ou
    du chariot roulant d'appui (37, 137), et/ou
    du chariot roulant de flèche (39, 139), et/ou
    l'entraînement secondaire, et/ou
    l'entraînement de levage sont réalisés respectivement sous la forme d'un moteur électrique et sont mis au point afin de recevoir des signaux de commande de l'unité de commande électronique, et sachant que
    l'unité de commande électronique peut être reliée par conduction de signaux à un appareil de contrôle portatif ou est intégrée dans ce dernier.
  11. Navire (1, 101) selon l'une quelconque des revendications précédentes,
    comprenant une multitude de panneaux d'écoutille (25, 125), qui se terminent de manière alignée avec un pont principal (5) du navire (1, 101).
  12. Navire (1, 101) selon l'une quelconque des revendications 1 à 11,
    sachant que l'échafaudage côté bâbord (11, 111) et l'échafaudage côté tribord (13 ; 113) s'étendent le long d'une zone partielle du pont principal (5), de préférence l'arrière.
  13. Navire (1, 101), en particulier selon l'une quelconque des revendications précédentes,
    comprenant un ou plusieurs chariots à roulettes, qui peuvent être ajustés sur des rails pour chariot à roulettes, qui sont prévus sur un pont principal (5) du navire (1, 101), en particulier sur une multitude de panneaux d'écoutille (125), sachant que le ou les chariots à roulettes présentent respectivement des points de logement destinés à être accrochés au niveau d'une grue de navire (15, 17).
  14. Navire (1, 101) selon la revendication 13, comprenant un premier treuil dans la zone de la proue (7) du navire (1, 101) et un deuxième treuil dans la zone de la poupe (23) du navire (1, 101), sachant que les treuils peuvent être reliés au ou aux chariots à roulettes.
EP12196347.4A 2011-12-09 2012-12-10 Bateau avec pont roulant Not-in-force EP2602177B8 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201120108867 DE202011108867U1 (de) 2011-12-09 2011-12-09 Schiff

Publications (3)

Publication Number Publication Date
EP2602177A1 EP2602177A1 (fr) 2013-06-12
EP2602177B1 true EP2602177B1 (fr) 2016-06-15
EP2602177B8 EP2602177B8 (fr) 2016-08-17

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP12196347.4A Not-in-force EP2602177B8 (fr) 2011-12-09 2012-12-10 Bateau avec pont roulant

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EP (1) EP2602177B8 (fr)
DE (1) DE202011108867U1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109760791B (zh) * 2019-01-25 2019-09-24 自然资源部第一海洋研究所 适用于冰区的船舶水面a架装置及其作业系统
CN112938772A (zh) * 2021-02-24 2021-06-11 上海外高桥造船海洋工程有限公司 用于psv船的吊运设备
DE102021111680B4 (de) 2021-05-05 2023-03-30 KMP GmbH & Co. OHG Off-shore-windenergieanlagen-aufbau-schiff sowie off-shorewindenergieanlagen- aufbau-verfahren

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Publication number Priority date Publication date Assignee Title
FR1449567A (fr) * 1962-08-16 1966-05-06 Mac Gregor Comarain Sa Dispositif de chargement et de déchargement sur navires ou analogues, et navires équipés de tels dispositifs
GB1027343A (en) * 1963-05-08 1966-04-27 John Vernon Buckland Improvements in or relating to cargo, or like handling apparatus for ships
GB1179219A (en) * 1967-03-01 1970-01-28 Egil Stag Improvements in or relating to Shipboard Cargo Transferring Apparatus.
GB1232873A (fr) * 1968-07-02 1971-05-19
GB1193605A (en) * 1968-08-21 1970-06-03 Catharius Marie Ponsen Cargo Handling Apparatus for Ships.
DE1944752A1 (de) * 1969-09-03 1971-03-11 Sadatomo Kuribayashi Laufkran fuer Schiffe
FI60530C (fi) * 1975-06-06 1982-02-10 Nord Marine Inc Fartyg foer transport av containers el dyl
DE2543156C3 (de) * 1975-09-27 1978-11-30 Thomas Dipl.-Ing. Dipl.- Kfm. Dr. 4600 Dortmund Hinckeldey Verfahren und Vorrichtung zum Be- und Entladen von schweren Stückgütern, insbesondere Containern, mittels eines schiffseigenen Portalkranes
AR212587A1 (es) * 1976-02-04 1978-08-15 Mandelli A Casco mejorado para buques de carga
US4043285A (en) * 1976-02-25 1977-08-23 Nordstrom Immo R Container ship
FI56343C (fi) * 1977-11-22 1980-01-10 Kone Oy Fartygslyftkran
FR2428565A1 (fr) * 1978-06-14 1980-01-11 Brissonneau & Lotz Portique embarque demontable et procede pour son demontage et remontage
JPH0615359B2 (ja) * 1988-03-08 1994-03-02 日立造船株式会社 船上における長尺重量物挿入装置
DE102004058824A1 (de) * 2004-12-07 2006-06-08 Rosenkranz, Volker H. Lasten-Frachtschiff mit bordeigenem Ladesystem und auf der Krankatze aufgesetzter Schiffs- und Kranssteuerung

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Publication number Publication date
DE202011108867U1 (de) 2013-03-13
EP2602177A1 (fr) 2013-06-12
EP2602177B8 (fr) 2016-08-17

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