US20110130056A1 - Propeller pod - Google Patents

Propeller pod Download PDF

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Publication number
US20110130056A1
US20110130056A1 US12/837,216 US83721610A US2011130056A1 US 20110130056 A1 US20110130056 A1 US 20110130056A1 US 83721610 A US83721610 A US 83721610A US 2011130056 A1 US2011130056 A1 US 2011130056A1
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US
United States
Prior art keywords
propeller
shaft
traction
pod
rotation axis
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.)
Abandoned
Application number
US12/837,216
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English (en)
Inventor
Reinhard Schulze
Stephan MECKELBURG
Olaf WENINGER
Andreas Weber
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.)
REINTJES GmbH
Original Assignee
REINTJES GmbH
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Filing date
Publication date
Application filed by REINTJES GmbH filed Critical REINTJES GmbH
Assigned to REINTJES GMBH reassignment REINTJES GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MECKELBURG, STEPHAN, SCHULZE, REINHARD, WEBER, ANDREAS, WENINGER, OLAF
Publication of US20110130056A1 publication Critical patent/US20110130056A1/en
Abandoned legal-status Critical Current

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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
    • 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
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • 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
    • B63H2005/1256—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with mechanical power transmission to propellers

Definitions

  • the invention relates to a propeller pod having (a) a body which has a shaft for attachment to a vehicle, in particular to a watercraft, wherein the shaft extends along a shaft axis and has at least one cross section with a chord, and (b) at least one propeller shaft for attachment of a propeller, wherein the chord runs at a direction angle with respect to a propeller rotation axis of the propeller shaft with respect to a direction angle measurement surface.
  • Pod propulsion systems are used when, for example in the case of marine vessels, a particularly high efficiency and compact design are desired. Pod propulsion systems are therefore used, for example, in ferries and on yachts.
  • EP 1 336 561 B1 discloses a pod propulsion system. This embodiment has the disadvantage that the efficiency is unsatisfactory. At high speeds, pod propulsion systems such as these tend to cavitate.
  • a further propeller pod is disclosed in DE 35 19 103.
  • the shaft is prismatic and is at a fixed direction angle relative to the rotation axis of the propeller. Even pod propulsion systems such as these have a tendency to cavitate.
  • the shaft is made long and thin, and is attached to the marine-vessel hull such that it can rotate, in order to reduce cavitation.
  • the invention is based on the object of overcoming the disadvantages in the prior art.
  • the invention solves the problem by a propeller pod of this generic type in which the direction angle changes, at least in places, with the distance from the propeller rotation axis.
  • This propeller pod has the advantage that it is more efficient. This is because the change in the direction angle as a function of the height results in the spinning movement, which is introduced into the water flow by the traction propeller, passing over the shaft with particularly little drag.
  • a pod propulsion system having the propeller pod according to the invention is furthermore not very likely to cavitate.
  • a further advantage is that the abovementioned advantages can be achieved with relatively simple design measures.
  • the body means in particular all those components of the propeller pod which are externally visible and do not rotate during operation.
  • the shaft of the body means in particular a part of the propeller pod by means of which the propeller pod is attached to a vehicle, in particular to a watercraft.
  • the shaft axis When installed, the shaft axis generally runs at an angle of approximately 90° to a tangential surface of the marine vessel hull.
  • the shaft axis generally runs vertically.
  • the feature in which the shaft axis has at least one cross section with a chord means in particular that it is possible, but not necessary, for all the cross sections to be of the same type.
  • the cross sections it is possible for the cross sections to be similar or even identical in the mathematical sense. It is therefore possible, for example, for a cross-sectional area of the shaft to vary with the distance from the traction propeller rotation axis.
  • the feature in which the chord runs at a direction angle with respect to the traction propeller rotation axis of the propeller means, in particular, that this direction angle is defined with respect to a reference surface.
  • This reference surface may be a surface which is curved.
  • the reference surface is a cylindrical envelope surface of a cylinder whose longitudinal axis coincides with the traction propeller rotation axis.
  • the reference surface can be chosen as a plane which runs at right angles to the shaft axis.
  • the reference surface is in this case always chosen such that the chord is defined uniquely.
  • the chord is the connection between the profile nose and the profile trailing edge of the cross section.
  • the term profile chord is therefore also used in this context.
  • the profile nose can also be referred to as the incident-flow point, and the profile trailing edge as the separation point.
  • the feature in which the direction angle changes, at least in places, with the distance from the traction propeller rotation axis means, in particular, that it is possible for the direction angle to be independent of the distance from the traction propeller rotation axis in other sections.
  • the shaft may be in the form of a pyramid or prism in places.
  • a longitudinal body which is attached to the shaft and extends along the propeller rotation axis to be twisted in an area which extends in an extension of the shaft. This is because the shaft will generally merge continuously into the longitudinal pod. This means that said area has a local longitudinal axis which runs at the direction angle with respect to the propeller axis.
  • the direction angle is measured in this area on a plane which is horizontal in the installed position. Where the present description refers to the direction angle, this should also be understood as meaning that this angle is formed in said area of the longitudinal pod.
  • the invention is based on the discovery that it is advantageous for the shaft and/or at least parts of the longitudinal pod to be twisted. In contrast to the situation with wings surfaces, the aim of this twist, however, is not to prevent sudden complete flow separation by the flow separation first of all occurring close to the body. This is because the shaft generally has a shape such that, overall, the flow does not result in any forces being transmitted to the marine vessel hull in the lateral direction. In fact, the twist is used to reduce the drag.
  • the propeller is preferably a traction propeller which is attached to a traction propeller shaft.
  • the propeller pod has a pusher propeller shaft for rotation of a pusher propeller, wherein the shaft is arranged between the traction propeller and the pusher propeller with respect to a longitudinal axis of the body or of the propeller rotation axis.
  • the water first of all flows to the traction propeller, which passes it over the shaft to the pusher propeller.
  • the traction propeller and pusher propeller are preferably designed such that the water flow has essentially no spin downstream from the pusher propeller. This can be achieved by the traction propeller having a larger diameter than the pusher propeller.
  • the pusher propeller shaft and the traction propeller shaft may be considered to be shaft elements of the propeller shaft, even if they are not connected to one another such that they rotate together. In general, they run coaxially.
  • the traction propeller shaft is particularly preferably designed to rotate the traction propeller in a traction propeller rotation direction
  • the pusher propeller shaft is designed to rotate the pusher propeller in a pusher propeller rotation direction, which is opposite the traction propeller rotation direction.
  • the propeller pod generally has a gearbox, preferably a bevel-gear gearbox.
  • a pod propulsion system having the propeller pod according to the invention is therefore a contrarotating propulsion system. Therefore, a propeller pod of this generic type, in which the traction propeller shaft and the pusher propeller shaft are designed to rotate the respective propellers in opposite rotation directions, with the shaft being arranged between the two propellers, is also according to the invention.
  • the only pod propulsion systems which have been known are those in which contrarotating propellers are in each case arranged on the same side of the shaft. This is because, in previous propeller pods, the drag on the shaft would be disproportionately high because of the spin resulting from the flow of the traction propeller, as a result of which no propeller pods were built in which two contrarotating propellers are separated by the shaft. The high drag is greatly reduced by the optimized shaft shape. Furthermore, oscillations which otherwise occur are avoided.
  • the preferred embodiments mentioned in the present description also relate to this invention.
  • the shaft is designed such that the direction angle passes through a direction angle maximum as a function of the distance from the traction propeller rotation axis. It has been found that the precise profile of the direction angle is dependent, as a function of the distance, on the power which has to be transmitted from the pod propulsion system. In this case, it had been found to be particularly advantageous to choose a profile which passes through a maximum.
  • the distance which is associated with the direction angle maximum is particularly preferably at most 0.6 times a propeller radius.
  • the propeller radius means its diameter.
  • the propeller radius means, in particular, the diameter of the propeller located furthest forward in the flow direction.
  • the distance which tends to the direction angle maximum is advantageous for the distance which tends to the direction angle maximum to correspond at most to half the traction propeller radius. Furthermore, it has been found to be advantageous for the distance which is associated with the direction angle maximum to be at least 0.2 times the propeller radius.
  • the traction propeller has a downstream flow angle, at which water which is conveyed by the traction propeller flows away from the traction propeller, with respect to a longitudinal plane which runs parallel through the traction propeller rotation axis and preferably runs vertically in the operating position.
  • the shaft is designed such that the direction angle differs by at most 10 degrees, in particular 5 degrees, from the downstream flow angle. This has the advantage that the majority of the water flowing away from the traction propeller passes tangentially over the shaft. This reduces vortex losses, and reduces the tendency to cavitate.
  • the cross sections of the shaft are similar in the mathematical sense in particular with respect to a cross section in a cylindrical coordinate system with the origin on the traction propeller rotation axis.
  • the cross sections are the same, that is to say they are similar and have the same area. This makes it possible to produce a shaft of particularly simple design, which at the same time produces only small lateral forces.
  • the cross sections of the shaft are preferably mirror-image symmetrical.
  • the characteristic of minor-image symmetry preferably once again relates to the cross section with respect to a cylindrical coordinate system with the origin on the traction propeller rotation axis.
  • the cross sections of the shaft preferably have a thickness setback of more than 40% and in particular of less than 60%. Cross sections such as these particularly effectively reduce the drag.
  • the thickness setback is measured with respect to the propeller rotation axis, from the projection of the incident-flow edge onto the propeller rotation axis.
  • a projection of an incident-flow edge of the shaft onto a lateral plane which is at right angles to the traction propeller rotation axis preferably has a curved profile.
  • the cross sections are twisted relative to their neighbors, and are possibly also moved linearly. If the cross sections are only twisted, then there is a point in the cross section which does not change its position and is located in an interior of the cross section.
  • the interior of the cross section means the region which is similar to the cross section, which has the same geometric centroid, and whose area is a quarter of the area of the cross section.
  • a projection of a separation edge of the shaft onto a lateral plane which is at right angles to the traction propeller rotation axis is preferably likewise curved profile.
  • Each cross section preferably has two outermost points of maximum discrepancy from the chord and a thickness setback point at which the chord is cut by a connection straight line through the outermost points, wherein the thickness setback points lie on a curve which is curved at least in places.
  • This straight line preferably runs through the interior of the cross section.
  • a drive shaft preferably runs through an interior of the cross section, wherein the interior is an imaginary surface which has one quarter of the area of the cross section, and has the same centroid.
  • the direction angle prefferably has a minimum adjacent to the marine vessel hull.
  • the shaft preferably merges into the marine vessel hull with a direction angle of essentially 0°, that is to say in particular of less than 5°.
  • the area of the shaft with the minimum direction angle is located at the junction between the shaft and the marine vessel hull.
  • a projection of the shaft onto the lateral plane is preferably concave or bi-concave, at least in places.
  • FIG. 1 shows a marine vessel according to the invention having a pod propulsion system according to the invention, which itself has a propeller pod according to the invention,
  • FIG. 2 shows a view in the direction A of the pod propulsion system shown in FIG. 1 ,
  • FIG. 3 has figure elements 3 a and 3 b which show a series of cross sections based on a plurality of direction angle measurement surfaces
  • FIG. 4 shows a curve which indicates the direction angle as a function of the distance from the traction propeller rotation axis
  • FIG. 5 shows a curve which indicates a thickness of the cross section as a function of the distance from the traction propeller rotation axis
  • FIG. 6 shows a view from above.
  • FIG. 1 shows a marine vessel 10 with a marine vessel hull 12 to which a propeller pod 14 is attached, for example rigidly.
  • the propeller pod 14 has a body 16 which itself has a shaft 18 .
  • the shaft 18 extends along a shaft axis A S which generally runs vertically in the installed position, that is to say when the marine vessel 10 is not moving.
  • the propeller pod 14 furthermore has a traction propeller shaft 20 , to which a traction propeller 22 is attached.
  • a pusher propeller 26 is fitted to a pusher propeller shaft 24 of the propeller pod 14 .
  • the traction propeller 22 and the pusher propeller 26 rotate about a propeller rotation axis A P , from which a radial distance r is measured.
  • FIG. 2 shows a view corresponding to the arrows A in FIG. 1 of the traction propeller 22 .
  • Direction angle measurement surfaces F in the form of direction angle measurement surfaces F H1 , F H2 are shown, which are each cylindrical envelope surfaces with respect to a cylinder whose longitudinal axis coincides with the propeller rotation axis A P .
  • the details quoted in the following text always refer to the cylindrical coordinate system, whose origin is the propeller rotation axis A.
  • FIG. 2 a shows a view in the direction A (cf. FIG. 1 ).
  • This figure shows an incident-flow edge 28 of the shaft 18 , which has a curved profile with respect to a lateral plane E Q .
  • the lateral plane E Q is that plane which is at right angles to the propeller rotation axis A P and to all direction angle measurement surfaces F H .
  • FIG. 2 b shows a view in the direction B (cf. FIG. 1 ), in which a separation edge 29 can be seen, which likewise has a curved profile and departs from a horizontal H as the distance from the marine vessel hull increases, until it passes through a maximum, which is not shown.
  • FIG. 3 shows cross sections Q 1 , Q 2 through the shaft 18 at two radial distances r.
  • the direction angle ⁇ is measured on the direction angle measurement surface F H .
  • the chord S runs from an incident-flow point 30 , at which it cuts the incident-flow fluid, to a separation point 32 .
  • the set of all the separation points forms the separation edge 29 of the shaft 18 , and the incident-flow points 30 form the incident-flow edge 28 ( FIG. 1 ).
  • the profiles Q shown in FIGS. 3 a and 3 b each have a thickness setback D, which is indicated as a proportion of the chord length L.
  • the thickness setback D is about 60%, and is measured from the incident-flow edge.
  • the details relate to a projection onto the propeller rotation axis A P , as is shown in FIG. 3 .
  • FIG. 3 b shows a drive shaft 34 , which originates from a gearbox that is shown schematically in FIG. 1 and produces a drive torque for the two propellers 22 , 28 .
  • the drive shaft 34 passes through an interior 40 of the shaft 18 .
  • the interior 40 is the imaginary surface which has the same centroid as the cross section Q, is similar to the cross section Q, and whose area is a quarter of that of the cross section Q.
  • the drive shaft 34 ( FIG. 1 ) is connected to the propellers 22 , 26 such that a pusher propeller rotation direction ⁇ 26 of the pusher propeller 26 is opposite a traction propeller rotation direction ⁇ 22 of the traction propeller 22 .
  • FIG. 3 b shows that the cross section Q has two outermost points P 1 , P 2 of maximum discrepancy from the chord S and a thickness setback point P D at which the chord S is cut by a connection straight line through the outermost points P 1 , P 2 .
  • the thickness setback points P D are located, at least in places, on a curve with respect to a longitudinal extent of the shaft 18 , which curve passes through the interior 40 .
  • the curve may also be a straight line.
  • FIG. 4 shows the relationship between the direction angle ⁇ and the radial distance r, normalized with respect to the propeller diameter R.
  • ⁇ max it is advantageous for ⁇ max to be >0.2R, in particular for ⁇ max to be >0.25R.
  • FIG. 5 shows the thickness distribution.
  • the thickness t is measured at right angles to the chord S ( FIG. 3 b ).
  • FIG. 6 shows a view of the propeller pod 14 from above.
  • the traction propeller 22 has a downstream flow angle ⁇ , at which water 36 conveyed by the traction propeller 22 flows away from the traction propeller 22 , on a longitudinal plane E L which runs parallel through the traction propeller rotation axis A P and through the shaft 18 , in the present case vertically.
  • the direction angle ⁇ is chosen such that it differs by at most 10° from the downstream flow angle ⁇ .
  • the downstream flow angle ⁇ varies with the distance r. This results in the relationship between the direction angle ⁇ and the distance r as shown in FIG. 4 .
  • FIG. 6 shows an external contour of a longitudinal pod 38 which, with the shaft 18 , is part of the propeller pod 14 .
  • FIG. 6 shows a horizontal plane E H , which is at right angles to the lateral plane E Q and the longitudinal plane E L and generally runs horizontally when the propeller pod is in the installed position.
  • the direction angles ⁇ indicated in FIG. 4 are, however, preferably determined with reference to the direction angle measurement surfaces F H (cf. FIG. 2 ).
  • the longitudinal axis of the longitudinal pod 38 runs parallel to the propeller rotation axis A P .
  • the downstream flow angle ⁇ is measured on the horizontal plane E H and relates to the point at which the traction propeller 22 passes through the longitudinal plane E L adjacent to the shaft 18 .
  • the illustrated propeller pods and pod propulsion systems are particularly suitable for power ranges between 700 kW and 3000 kW. They are also suitable for speeds of more than 40 knots. The varying direction angles make it possible to achieve efficiency improvements of at least 10% over conventional propeller pods.
  • the maximum direction angle ⁇ max is preferably at most 15°. In the present case, symmetrical profiles are used for the cylindrical surfaces shown in the figures.
  • the proposed system as a pod propulsion system can be equipped with contrarotating propellers, that is to say propellers which rotate in opposite directions during operation.

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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)
  • Wind Motors (AREA)
  • Motor Power Transmission Devices (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
US12/837,216 2009-07-16 2010-07-15 Propeller pod Abandoned US20110130056A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009033554A DE102009033554A1 (de) 2009-07-16 2009-07-16 Propellergondel
DE102009033554.4 2009-07-16

Publications (1)

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US20110130056A1 true US20110130056A1 (en) 2011-06-02

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ID=43243033

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US12/837,216 Abandoned US20110130056A1 (en) 2009-07-16 2010-07-15 Propeller pod

Country Status (4)

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US (1) US20110130056A1 (de)
EP (1) EP2281743B1 (de)
AT (1) ATE539957T1 (de)
DE (1) DE102009033554A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018085933A1 (en) * 2016-11-10 2018-05-17 Yule Dean Thruster apparatuses, and methods of operating same

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017060341A1 (de) 2015-10-09 2017-04-13 Hochschule Flensburg Lageänderungsvorrichtung, insbesondere für ein wasserfahrzeug
DE102015219657A1 (de) 2015-10-09 2017-04-13 Hochschule Flensburg Antriebsvorrichtung, insbesondere für ein Wasserfahrzeug
NL2018880B1 (en) * 2017-05-09 2018-11-15 Veth Propulsion B V Improved thruster for propelling a watercraft
EP3992074A1 (de) 2020-10-29 2022-05-04 Bergman Media Supply SAS Ausrüstung zur nutzung verschiedener typen von flanschmontierten elektromotorvarianten in einer selbsttragenden, lenkbaren struktur

Citations (9)

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US1990606A (en) * 1930-10-11 1935-02-12 Firm Junkers Motorenbau G M B Shafting for power transmission
US5443230A (en) * 1993-12-21 1995-08-22 United Technologies Corporation Aircraft wing/nacelle combination
US5836795A (en) * 1994-11-15 1998-11-17 Kaul; Stefan Watercraft drive with a rudder propeller
US6623320B1 (en) * 1999-03-16 2003-09-23 Ab Volvo Penta Drive means in a boat
US6899576B2 (en) * 1997-11-07 2005-05-31 Schottel Gmbh & Co. Kg Twin-propeller drive for watercraft
US20080220671A1 (en) * 2007-03-07 2008-09-11 R.T.N. S.R.L. Stern drive, in particular for twin-propeller boats
US20090012416A1 (en) * 2007-07-02 2009-01-08 Cardiac Pacemakers, Inc. Monitoring lung fluid status using the cardiac component of a thoracic impedance-indicating signal
US20090124146A1 (en) * 2005-06-09 2009-05-14 Reinhold Reuter Ship propulsion unit and ship propulsion method
US7798875B1 (en) * 2006-10-20 2010-09-21 Brunswick Corporation Helical marine strut

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DE408568C (de) * 1923-09-13 1925-01-20 Werft A G Deutsche Leitvorrichtung fuer Schiffstreibschrauben
FR717792A (fr) * 1930-09-25 1932-01-14 Dispositif propulseur pour véhicules nautiques
SE7713399L (sv) * 1977-11-28 1979-05-29 Skf Nova Ab Drivaggregat for bat
JPS577798A (en) * 1980-06-16 1982-01-14 Mitsui Eng & Shipbuild Co Ltd Reaction rudder
DE3519103A1 (de) 1985-05-28 1986-12-04 Schottel-Werft Josef Becker Gmbh & Co Kg, 5401 Spay Antriebseinrichtung fuer wasserfahrzeuge
DE10206530A1 (de) 2002-02-16 2003-08-28 Schottel Gmbh & Co Kg Antrieb für Wasserfahrzeuge
JP2003237690A (ja) * 2002-02-19 2003-08-27 Shin Kurushima Dockyard Co Ltd コントラポッド推進装置

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Publication number Priority date Publication date Assignee Title
US1990606A (en) * 1930-10-11 1935-02-12 Firm Junkers Motorenbau G M B Shafting for power transmission
US5443230A (en) * 1993-12-21 1995-08-22 United Technologies Corporation Aircraft wing/nacelle combination
US5836795A (en) * 1994-11-15 1998-11-17 Kaul; Stefan Watercraft drive with a rudder propeller
US6899576B2 (en) * 1997-11-07 2005-05-31 Schottel Gmbh & Co. Kg Twin-propeller drive for watercraft
US6623320B1 (en) * 1999-03-16 2003-09-23 Ab Volvo Penta Drive means in a boat
US20090124146A1 (en) * 2005-06-09 2009-05-14 Reinhold Reuter Ship propulsion unit and ship propulsion method
US7798875B1 (en) * 2006-10-20 2010-09-21 Brunswick Corporation Helical marine strut
US20080220671A1 (en) * 2007-03-07 2008-09-11 R.T.N. S.R.L. Stern drive, in particular for twin-propeller boats
US20090012416A1 (en) * 2007-07-02 2009-01-08 Cardiac Pacemakers, Inc. Monitoring lung fluid status using the cardiac component of a thoracic impedance-indicating signal

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018085933A1 (en) * 2016-11-10 2018-05-17 Yule Dean Thruster apparatuses, and methods of operating same
US11220319B2 (en) 2016-11-10 2022-01-11 Kobelt Manufacturing Co. Ltd. Thruster apparatuses, and methods of operating same

Also Published As

Publication number Publication date
EP2281743B1 (de) 2012-01-04
EP2281743A1 (de) 2011-02-09
DE102009033554A1 (de) 2011-01-20
ATE539957T1 (de) 2012-01-15

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AS Assignment

Owner name: REINTJES GMBH, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:SCHULZE, REINHARD;MECKELBURG, STEPHAN;WENINGER, OLAF;AND OTHERS;REEL/FRAME:025056/0065

Effective date: 20100927

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION