WO1997030892A1 - Method of optimizing the efficiency of ships with bow and stern propellers and arrangement for adjusting the speed of rotation of the bow propeller - Google Patents
Method of optimizing the efficiency of ships with bow and stern propellers and arrangement for adjusting the speed of rotation of the bow propeller Download PDFInfo
- Publication number
- WO1997030892A1 WO1997030892A1 PCT/DE1996/000307 DE9600307W WO9730892A1 WO 1997030892 A1 WO1997030892 A1 WO 1997030892A1 DE 9600307 W DE9600307 W DE 9600307W WO 9730892 A1 WO9730892 A1 WO 9730892A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- propeller
- speed
- bow
- controller
- arrangement
- Prior art date
Links
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
- B63H5/08—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
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/22—Use of propulsion power plant or units on vessels the propulsion power units being controlled from exterior of engine room, e.g. from navigation bridge; Arrangements of order telegraphs
Definitions
- the invention relates to a method for optimizing the efficiency in ships with bow and stern propellers, in particular in ferry boats, the speed of the front propeller being lower than the speed of the rear propeller.
- the invention also relates to the associated arrangement for adjusting the speed of the bow propeller in such ships with a symmetrical propeller arrangement and in each case associated separate drives.
- Modern ferries can have a bow propeller and a stern propeller, both of which are driven by separate drives. Such an arrangement prevents the ship from being turned to reverse direction.
- Usually such ships with a symmetrical propeller arrangement are operated according to an empirically determined characteristic. Specifically, this means that the front propeller is driven at approximately 10% lower speed depending on the direction of travel depending on the speed of the rear propeller, in particular in order to avoid as far as possible a braking effect of the front propeller which is not to be used for thrust.
- the object of the invention is to provide an improved method with an associated arrangement, with which, in particular, the adjustment of the speed of the bow propeller to a value which leads to a favorable overall propulsion energy consumption at any ship speed and any other influencing factors
- the object is achieved in a method of the type mentioned at the outset in that, in order to optimize efficiency, there is a minimum value regulation of the sum of the active powers absorbed by both drive systems.
- the associated arrangement for setting the speed of the bow propeller is characterized by a controller with the active powers of both drives as input variables, the speed of the bow propeller being determined in the controller at which the sum of the active powers is a minimum.
- the method according to the invention can, in particular, supplement a pre-control, which is based on empirical values, for correction. Optimization can also take place when the rear propeller is raised. In the so-called split mode, i.e. when driving slowly in a harbor basin or the like, the helmsman is nevertheless given full freedom to use both drives independently.
- the single figure shows a schematic block diagram of a minimum value control for ferries.
- a driving ship is indicated by 1, which has a complete propulsion system both at the bow and at the stern, both of which are constructed identically. As a result, such ships are capable of reversing the direction of travel without turning maneuvers.
- a first motor with 2 and associated propeller 3 and a second motor with 4 and associated propeller 5 are designated in the figure. Both motors 2 and 4 are controlled via suitable power control elements 6 and 7, which are connected to the vehicle electrical system.
- the power consumed by the individual motors 2 and 4 can be recorded via transducers 8 and 9.
- the measured values are fed to a controller 10 and processed there.
- a summation element 11 is expediently connected upstream of the controller 10, so that the sum of both powers is already input as the input variable.
- Both motors 2 and 4 are each assigned a unit 12 or 14 for speed control.
- the unit 14 is coupled to a machine telegraph 15, so that a suitable speed can be specified in the sense of speed control of the ship
- the controller 10 works as a minimum value controller. Specifically, this means that when a certain speed is specified on the rear propeller and a speed which is usually around 10% lower
- the speed at the bow propeller with the transducers 8 and 9 detects the power consumed and fed to the controller 10 via the summation element 11.
- the controller lu adjusts the speed of the front propeller drive until the total value of the active power consumed by the other drive systems is brought to a minimum
- the minimum value controller 10 is designed as a digital controller. He can thus perform an additional function to the usual drive controls and therefore does not require any additional system sizes as actual control values. When the direction of travel changes, the speed setpoint control of both drive systems can be switched electronically immediately.
- control concept described can thus be used in a comparatively simple manner to reduce the energy to be used for the overall system. Efficiency optimization is thus achieved.
Abstract
The invention concerns a method of optimizing the efficiency of ships with bow and stern propellers and an arrangement for adjusting the speed of rotation of the bow propeller. Ferry boats in particular can have identical drives at the bows and the stern in order to avoid their having to turn when changing their direction of travel. Generally, during travel, the speed of rotation of the front propeller is slower than that of the rear propeller. According to the invention, in order to optimize efficiency, the total of the absorbed active power of the two drive systems is controlled so as to be at a minimum value. An associated arrangement comprises a controller (10) of which the input variables are formed by the active power of the two drive systems, the bow propeller speed of rotation at which the active power total is a minimum being determined in the controller (10).
Description
Beschreibungdescription
Verfahren zur Optimierung des Wirkungsgrades bei Schiffen mit Bug- und Heckpropeller sowie Anordnung zur Einstellung der Drehzahl des BugpropellersProcess for optimizing the efficiency of ships with a bow and stern propeller and arrangement for adjusting the speed of the bow propeller
Die Erfindung bezieht sich auf ein Verfahren zur Optimierung des Wirkungsgrades bei Schiffen mit Bug- und Heckpropeller, insbesondere bei Fährschiffen, wobei die Drehzahl des vor- deren Propellers jeweils niedriger als die Drehzahl des hin¬ teren Propellers ist. Daneben bezieht sich die Erfindung auch auf die zugehörige Anordnung zur Einstellung der Drehzahl des Bugpropellers bei solchen Schiffen mit symmetrischer Propel¬ leranordnung und jeweils zugehörigen separaten Antrieben.The invention relates to a method for optimizing the efficiency in ships with bow and stern propellers, in particular in ferry boats, the speed of the front propeller being lower than the speed of the rear propeller. In addition, the invention also relates to the associated arrangement for adjusting the speed of the bow propeller in such ships with a symmetrical propeller arrangement and in each case associated separate drives.
Moderne Fährschiffe können einen Bugpropeller und einen Heck¬ propeller aufweisen, welche beide jeweils von separaten An¬ trieben angetrieben werden. Durch eine solche Anordnung wird ein Wenden des Schiffes fur die Richtungsumkehr vermieden. Üblicherweise werden solche Schiffe mit symmetrischer Propel¬ leranordnung nach einer empirisch ermittelten Kennlinie ge¬ fahren. Dies bedeutet im einzelnen, daß der vordere Propeller je nach Fahrrichtung in Abhängigkeit von der Drehzahl des hinteren Propellers mit in etwa 10 % niedriger Drehzahl ge- fahren wird, um insbesondere eine Bremswirkung des fur den Schub nicht auszunützenden vorderen Propellers soweit wie möglich zu vermeiden.Modern ferries can have a bow propeller and a stern propeller, both of which are driven by separate drives. Such an arrangement prevents the ship from being turned to reverse direction. Usually such ships with a symmetrical propeller arrangement are operated according to an empirically determined characteristic. Specifically, this means that the front propeller is driven at approximately 10% lower speed depending on the direction of travel depending on the speed of the rear propeller, in particular in order to avoid as far as possible a braking effect of the front propeller which is not to be used for thrust.
Bekanntermaßen erhöht die Bremswirkung den Energieverbrauch der gesamten Fahranlage: Da mit den bisherigen empirischen Losungen eine Vielzahl von nicht meßbaren Faktoren, welche Einfluß auf die optimale Drehzahl des vorderen Propellers haben, nicht berücksichtigt werden können, bleibt die bis¬ herige Vorgehensweise m vielen Aspekten unbefriedigend Dei Wirkungsgrad der gesamten Antriebsanlage ist unter Umstanden schlecht, da sich ändernde Stromungsverhaltnisse, Wellengang und ahnliche äußere Faktoren nicht exakt erfaßt werden
Aufgabe der Erfindung ist es demgegenüber, ein verbessertes Verfahren mit zugehöriger Anordnung anzugeben, mit denen ins¬ besondere die Einstellung der Drehzahl des Bugpropellers auf einen Wert, der bei jeder Schiffsgeschwindigkeit und sonsti¬ gen beliebigen Einflußfaktoren zu einem gunstigen Gesamt-An- triebsenergieverbrauch fuhrtAs is known, the braking effect increases the energy consumption of the entire driving system: since a large number of immeasurable factors which have an influence on the optimal speed of the front propeller cannot be taken into account with the previous empirical solutions, the previous procedure remains unsatisfactory in many respects The efficiency of the entire drive system may be poor, since changing flow conditions, waves and similar external factors are not exactly recorded In contrast, the object of the invention is to provide an improved method with an associated arrangement, with which, in particular, the adjustment of the speed of the bow propeller to a value which leads to a favorable overall propulsion energy consumption at any ship speed and any other influencing factors
Die Aufgabe ist erfindungsgemäß bei einem Verfahren der ein- gangs genannten Art dadurch gelost, daß zur Wirkungsgrad- Optimierung eine Minimalwertregelung der Summe der aufgenom¬ menen Wirkleistungen beider Antriebssysteme erfolgt . Die zu¬ gehörige Anordnung zur Einstellung der Drehzahl des Bugpro¬ pellers ist durch einen Regler mit den Wirkleistungen beider Antriebe als Eingangsgroßen gekennzeichnet, wobei im Regler die Drehzahl des Bugpropellers bestimmt wird, bei der die Summe der Wirkleistungen ein Minimum ist.According to the invention, the object is achieved in a method of the type mentioned at the outset in that, in order to optimize efficiency, there is a minimum value regulation of the sum of the active powers absorbed by both drive systems. The associated arrangement for setting the speed of the bow propeller is characterized by a controller with the active powers of both drives as input variables, the speed of the bow propeller being determined in the controller at which the sum of the active powers is a minimum.
Das erfindungsgemäße Verfahren kann insbesondere eine Vor- Steuerung, die nach Erfahrungswerten erfolgt, zur Korrektur erganzen. Auch beim Hochfahrvorgang des Heckpropellers kann bereits eine Optimierung erfolgen. Im sogenannten Split-Mode, d.h. beim Langsamfahren in einem Hafenbecken od. dgl. wird trotzdem dem Steuermann volle Freiheit zum unabhängigen Ein- satz beider Antriebe gegeben.The method according to the invention can, in particular, supplement a pre-control, which is based on empirical values, for correction. Optimization can also take place when the rear propeller is raised. In the so-called split mode, i.e. when driving slowly in a harbor basin or the like, the helmsman is nevertheless given full freedom to use both drives independently.
Vorteilhaft ist bei der Erfindung, daß eine vorhergehende Er¬ mittlung und Ausführung von empirischen Kennlinien nicht mehr zwingend erforderlich ist und trotzdem mit einer minimierten Gesamtleistung gefahren wird. Da die Antriebsleistungen bei Fahrschiffen üblicherweise im MW-Bereich liegen, ist insge¬ samt mit einer nicht unerheblichen Energieeinsparung zu rech¬ nen.It is advantageous with the invention that a previous determination and execution of empirical characteristic curves is no longer absolutely necessary, and nevertheless the overall performance is minimized. Since the drive power for ships is usually in the MW range, a not inconsiderable energy saving is to be expected overall.
Weitere Einzelheiten und Vorteile der Erfindung ergeben sicn aus der nachfolgenden Figurenbeschreioung eines Ausfuhrungs-
beispiels. Die einzige Figur zeigt ein schematisches Block¬ schaltbild einer Minimalwert-Regelung bei Fährschiffen.Further details and advantages of the invention result from the following description of the figures of an embodiment. for example. The single figure shows a schematic block diagram of a minimum value control for ferries.
In der Figur ist mit 1 ein Fahrschiff angedeutet, das sowohl am Bug als auch am Heck jeweils eine komplette Antriebsanlage aufweist, die beide identisch aufgebaut sind Dadurch sind derartige Schiffe im Fahrbetrieb in der Lage, ohne Wendemanö¬ ver eine Fahrtrichtungsumkehr aufzunehmen. Im einzelnen ist in der Figur ein erster Motor mit 2 mit zugehörigem Propeller 3 und ein zweiter Motor mit 4 und zugehörigem Propeller 5 be¬ zeichnet. Beide Motoren 2 und 4 werden über geeignete Lei- stungsstellglieder 6 und 7, die an das Bordnetz angeschaltet sind, angesteuert.In the figure, a driving ship is indicated by 1, which has a complete propulsion system both at the bow and at the stern, both of which are constructed identically. As a result, such ships are capable of reversing the direction of travel without turning maneuvers. Specifically, a first motor with 2 and associated propeller 3 and a second motor with 4 and associated propeller 5 are designated in the figure. Both motors 2 and 4 are controlled via suitable power control elements 6 and 7, which are connected to the vehicle electrical system.
Über Meßumformer 8 und 9 sind die jeweils von den einzelnen Motoren 2 und 4 aufgenomnmenen Leistungen erfaßbar. Die ge¬ messenen Werte werden einem Regler 10 zugeführt und dort ver¬ arbeitet. Zweckmäßigerweise ist dem Regler 10 ein Summations- glied 11 vorgeschaltet, so daß als Eingangsgroße bereits die Summe beider Leistungen eingegeben wird.The power consumed by the individual motors 2 and 4 can be recorded via transducers 8 and 9. The measured values are fed to a controller 10 and processed there. A summation element 11 is expediently connected upstream of the controller 10, so that the sum of both powers is already input as the input variable.
Beiden Motoren 2 bzw. 4 ist jeweils eine Einheit 12 bzw 14 zur Drehzahlregelung zugeordnet. Im vorliegenden Fall ist die Einheit 14 mit einem Maschmentelegraph 15 gekoppelt, so daß eine geeignete Drehzahl im Sinne einer Geschwindigkeits¬ steuerung des Schiffes vorgegeben werden kannBoth motors 2 and 4 are each assigned a unit 12 or 14 for speed control. In the present case, the unit 14 is coupled to a machine telegraph 15, so that a suitable speed can be specified in the sense of speed control of the ship
Der Regler 10 arbeitet als Minimalwertregler. Dies bedeutet konkret, daß bei Vorgabe einer bestimmten Drehzahl am Heck- propeller und einer üblicherweise um etwa 10 % geringerenThe controller 10 works as a minimum value controller. Specifically, this means that when a certain speed is specified on the rear propeller and a speed which is usually around 10% lower
Drehzahl am Bugpropeller mit den Meßumformern 8 und 9 die je¬ weils aufgenommenen Leistungen erfaßt und über das Summa- tionsglied 11 dem Regler 10 zugeführt werden Der Regler lu verstellt die Drehzahl des vorderer Propeller-Antriebes so lange, bis der Summenwert der aufgenommenen Wirkleistungen oeider Antrieossysteme zu einem Minimum gebracht wird
In praktischer Realisierung ist der Minimalwert-Regler 10 als digitaler Regler ausgebildet. Er kann damit eine Zusatzfunk¬ tion zu den üblichen Antriebsregelungen ausführen und erfor¬ dert deswegen keine zusätzlichen Anlagegrößen als Regel-Ist- werte. Bei Fahrtrichtungswechsel kann die Drehzahlsollwert- Fuhrung beider Antriebssysteme unmittelbar elektronisch umge¬ schaltet werden.The speed at the bow propeller with the transducers 8 and 9 detects the power consumed and fed to the controller 10 via the summation element 11. The controller lu adjusts the speed of the front propeller drive until the total value of the active power consumed by the other drive systems is brought to a minimum In practical implementation, the minimum value controller 10 is designed as a digital controller. He can thus perform an additional function to the usual drive controls and therefore does not require any additional system sizes as actual control values. When the direction of travel changes, the speed setpoint control of both drive systems can be switched electronically immediately.
Mit dem beschriebenen Regelkonzept kann also m vergleichs- weise einfacher Weise die fur die Gesamtanlage aufzuwendende Energie vermindert werden. Damit ist eine Wirkungsgrad-Opti¬ mierung erreicht.The control concept described can thus be used in a comparatively simple manner to reduce the energy to be used for the overall system. Efficiency optimization is thus achieved.
In der Praxis kann es zweckmäßig sein, von der bekannten empirischen Vorsteuerung auszugehen und die beschriebene Minimalwertregelung insbesondere zur Korrektur der vor¬ handenen Kennlinien zu verwenden. Auch bereits beim Hoch¬ fahrvorgang des Schiffes kann die beschriebene Wirkungsgrad- Optimierung erfolgen. Unabhängig davon ist im sogenannten Split-Mode, d.h. beim Langsamfahren m einem Hafenbecken od. dgl., die volle Manövrierfähigkeit des Schiffes gegeben. Ohne die beschriebene Minimalwertregelung können also m diesem Fall beide Propellermotoren unabhängig voneinander m beliebiger Richtung betrieben werden.
In practice, it can be expedient to start from the known empirical pilot control and to use the described minimum value control in particular to correct the existing characteristic curves. The efficiency optimization described can also be carried out during the start-up process of the ship. Regardless of this, in the so-called split mode, i.e. when driving slowly in a harbor basin or the like, the full maneuverability of the ship is given. Without the described minimum value control, both propeller motors can be operated independently of one another in any direction in this case.
Claims
1. Verfahren zur Optimierung des Wirkungsgrades bei Schiffen mit Bug- und Heckpropeller, insbesondere bei Fahrschiffen, wobei die Drehzahl des vorderen Propellers jeweils niedriger als die Drehzahl des hinteren Propellers ist, d a d u r c h g e k e n n z e i c h n e t , daß zur Wirkungsgrad-Optimie¬ rung eine Minimalwertregelung der Summe der aufgenommenen Wirkleistungen beider Antriebssysteme erfolgt.1. A method for optimizing the efficiency of ships with a bow and stern propeller, in particular of a ship, the speed of the front propeller being lower than the speed of the rear propeller, characterized in that for efficiency optimization, a minimum value control of the sum of the recorded Active power of both drive systems takes place.
2. Verfahren nach Anspruch 1, d a d u r c h g e k e n n ¬ z e i c h n e t , daß eine Vorsteuerung nach Erfahrungs- werten erfolgt und daß die Minimalwertregelung zur Korrektur verwendet wird.2. The method of claim 1, d a d u r c h g e k e n n ¬ z e i c h n e t that precontrol takes place according to experience values and that the minimum value control is used for correction.
3. Verfahren nach Anspruch 1 oder Anspruch 2, d a d u r c h g e k e n n z e i c h n e t , daß bereits beim Hochfahrvor¬ gang eine Optimierung erfolgt.3. The method according to claim 1 or claim 2, so that an optimization already takes place during the start-up process.
4. Anordnung zur Einstellung der Drehzahl des Bugpropellers bei Schiffen mit symmetrischer Propelleranordnung und jeweils zugehörigen separaten Antrieben, insbesondere zur Durchfüh¬ rung des Verfahrens nach Anspruch 1 oder einem der Ansprüche 2 bis 3, g e k e n n z e i c h z e i c h n e t durch einen Regler (10) mit den Wirkleistungen beider Antriebe (2, 4) als Eingangsgrößen, wobei im Regler (10) die Drehzahl des Bugpropellerε bestimmt wird, bei der die Summe der Wirklei¬ stungen ein Minimum ist.4. Arrangement for adjusting the speed of the bow propeller in ships with a symmetrical propeller arrangement and associated separate drives, in particular for carrying out the method according to claim 1 or one of claims 2 to 3, characterized by a controller (10) with the active powers of both drives (2, 4) as input variables, the speed of the bow propeller being determined in the controller (10) at which the sum of the active powers is a minimum.
5. Anordnung nach Anspruch 1, d a d u r c h g e k e n n ¬ z e i c h n e t , daß der Regler (10) als digitaler Regler ausgelegt ist.5. Arrangement according to claim 1, d a d u r c h g e k e n n ¬ z e i c h n e t that the controller (10) is designed as a digital controller.
6. Anordnung nach Anspruch 1, d a d u r c h g e k e n n - z e i c h n e t , daß dem Regler (10) ein Summationsglied6. Arrangement according to claim 1, d a d u r c h g e k e n n - z e i c h n e t that the controller (10) is a summation element
(11) zur Bildung der Summe der Wirkleistungen beider Antriebe vorgeschaltet ist (11) upstream to form the sum of the active powers of both drives
7. Anordnung nach Anspruch 4, d a d u r c h g e k e n n ¬ z e i c h n e t , daß Meßumformer (8, 9) zur Erfassung der Wirkleistungen beider Antriebe vorhanden sind.7. Arrangement according to claim 4, d a d u r c h g e k e n n ¬ z e i c h n e t that transducers (8, 9) are available for detecting the active powers of both drives.
8. Anordnung nach einem der vorhergehenden Ansprüche, d a ¬ d u r c h g e k e n n z e i c h n e t , daß Mittel fur die Umschaltung der Drehzahl-Sollwert-Fuhrung beider Antriebe (2, 4) bei Fahrtrichtungswechsel vorhanden sind. 8. Arrangement according to one of the preceding claims, that a means for switching the speed setpoint control of both drives (2, 4) are present when the direction of travel changes.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/DE1996/000307 WO1997030892A1 (en) | 1996-02-23 | 1996-02-23 | Method of optimizing the efficiency of ships with bow and stern propellers and arrangement for adjusting the speed of rotation of the bow propeller |
| DK96902895T DK0824449T3 (en) | 1996-02-23 | 1996-02-23 | Procedure for optimizing the efficiency of bow and stern thruster vessels and bow thruster adjustment device |
| EP96902895A EP0824449B1 (en) | 1996-02-23 | 1996-02-23 | Method of optimizing the efficiency of ships with bow and stern propellers and arrangement for adjusting the speed of rotation of the bow propeller |
| FI974026A FI112057B (en) | 1996-02-23 | 1997-10-22 | Efficiency optimisation of ship with separate bow and stern propellers |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/DE1996/000307 WO1997030892A1 (en) | 1996-02-23 | 1996-02-23 | Method of optimizing the efficiency of ships with bow and stern propellers and arrangement for adjusting the speed of rotation of the bow propeller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO1997030892A1 true WO1997030892A1 (en) | 1997-08-28 |
Family
ID=6918332
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/DE1996/000307 WO1997030892A1 (en) | 1996-02-23 | 1996-02-23 | Method of optimizing the efficiency of ships with bow and stern propellers and arrangement for adjusting the speed of rotation of the bow propeller |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0824449B1 (en) |
| DK (1) | DK0824449T3 (en) |
| WO (1) | WO1997030892A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2818953A1 (en) * | 2001-01-04 | 2002-07-05 | Innovations Technologiques Et | Motorboat with device for simultaneous propulsion and steering comprises two propellers in impression running in hull lower part from stern to bow |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3222054A1 (en) * | 1982-06-11 | 1983-12-15 | Schottel-Werft Josef Becker Gmbh & Co Kg, 5401 Spay | DEVICE FOR DETERMINING THE DIRECTION OF MOTION AND FORCE OF A WATER VEHICLE |
| US4836809A (en) * | 1988-03-11 | 1989-06-06 | Twin Disc, Incorporated | Control means for marine propulsion system |
| WO1996006774A1 (en) * | 1994-08-26 | 1996-03-07 | Siemens Aktiengesellschaft | Process for optimising efficiency in ships with bow and stern screws and arrangement for adjusting the rotation speed of the bow screw |
-
1996
- 1996-02-23 WO PCT/DE1996/000307 patent/WO1997030892A1/en active IP Right Grant
- 1996-02-23 EP EP96902895A patent/EP0824449B1/en not_active Expired - Lifetime
- 1996-02-23 DK DK96902895T patent/DK0824449T3/en active
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3222054A1 (en) * | 1982-06-11 | 1983-12-15 | Schottel-Werft Josef Becker Gmbh & Co Kg, 5401 Spay | DEVICE FOR DETERMINING THE DIRECTION OF MOTION AND FORCE OF A WATER VEHICLE |
| US4836809A (en) * | 1988-03-11 | 1989-06-06 | Twin Disc, Incorporated | Control means for marine propulsion system |
| WO1996006774A1 (en) * | 1994-08-26 | 1996-03-07 | Siemens Aktiengesellschaft | Process for optimising efficiency in ships with bow and stern screws and arrangement for adjusting the rotation speed of the bow screw |
Non-Patent Citations (1)
| Title |
|---|
| "Grossauftrag für MaK Maschinenbau", SCHIFF & HAFEN, vol. 26, no. 6, June 1974 (1974-06-01), HAMBURG, pages 570, XP002015631 * |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2818953A1 (en) * | 2001-01-04 | 2002-07-05 | Innovations Technologiques Et | Motorboat with device for simultaneous propulsion and steering comprises two propellers in impression running in hull lower part from stern to bow |
Also Published As
| Publication number | Publication date |
|---|---|
| DK0824449T3 (en) | 2000-11-06 |
| EP0824449B1 (en) | 2000-06-14 |
| EP0824449A1 (en) | 1998-02-25 |
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