WO2006133950A2 - Schiff - Google Patents
Schiff Download PDFInfo
- Publication number
- WO2006133950A2 WO2006133950A2 PCT/EP2006/005786 EP2006005786W WO2006133950A2 WO 2006133950 A2 WO2006133950 A2 WO 2006133950A2 EP 2006005786 W EP2006005786 W EP 2006005786W WO 2006133950 A2 WO2006133950 A2 WO 2006133950A2
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- ship
- ship according
- propeller
- magnus
- magnus rotors
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H9/00—Marine propulsion provided directly by wind power
- B63H9/02—Marine propulsion provided directly by wind power using Magnus effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H1/00—Propulsive elements directly acting on water
- B63H1/02—Propulsive elements directly acting on water of rotary type
- B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
- B63H1/14—Propellers
- B63H1/26—Blades
-
- 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
- B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/06—Steering by rudders
- B63H25/38—Rudders
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
- Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
- Y02T70/5236—Renewable or hybrid-electric solutions
Definitions
- the present invention relates to a ship, in particular a cargo ship, with a Magnus rotor.
- a ship is already known from "The Sailing Machine” by Claus Dieter Wagner, Ernst Arthur Verlag GmbH, Hamburg, 1991, page 156.
- a Magnus rotor is used as drive or auxiliary drive for a cargo ship can.
- US 4,602,584 also shows a ship in which a plurality of Magnus rotors are used to propel the ship. From DD 243 251 A1 also a ship with a Magnus rotor or a Flettner rotor is known. In DE 42 20 57 a ship with a Magnus rotor is also shown. Further reference is made to the following prior art: US 4,398,895, DE 101 02 740 A1, US 6,848,382 B1, DE 24 30 630, DE 41 01 238 A.
- the Magnus effect describes an occurrence of a transverse force, ie perpendicular to the axis and to the direction of flow, in the case of a cylinder which rotates about its axis and which is perpendicular to the axis.
- the flow around the rotating cylinder can be understood as a superposition of a homogeneous flow and a vortex around the body. Due to the uneven distribution of Total flow results in an asymmetrical pressure distribution at the cylinder circumference.
- a ship is thus provided with rotating rotors, which generate in the wind flow to the effective, ie corrected with the maximum speed wind direction, vertical force, which can be used for propulsion of the ship similar to sailing.
- the vertical cylinders rotate about their axis and air flowing in from the side then flows around the cylinder preferably in the direction of rotation due to the surface friction. On the front, therefore, the flow velocity is greater and the static pressure is lower, so that the ship receives a force in the forward direction.
- a ship in particular a cargo ship is provided which has a plurality of Magnus rotors.
- Each of the Magnus rotors is assigned an individually controllable electric motor for rotating the Magnus rotor.
- Each electric motor in turn is associated with a converter to control the speed and / or direction of rotation of the electric motor.
- a ship which can use the Magnus effect for propulsion.
- the propulsion resulting from the Magnus rotors can be optimized.
- FIG. 1 shows a perspective view of a ship according to a first embodiment
- FIG. 2 shows a side view and a partial sectional view of the ship of FIG. 1,
- FIG. 1 shows a perspective view of a ship according to a first embodiment
- FIG. 2 shows a side view and a partial sectional view of the ship of FIG. 1,
- FIG. 1 shows a perspective view of a ship according to a first embodiment
- FIG. 3 shows a further perspective view of the ship of FIG.
- FIG. 5a shows a sectional view of the ship of FIG. 1, FIG.
- FIG. 5b shows a further sectional view of the ship of FIG. 1, FIG.
- FIG. 5c shows a sectional view of the deckhouse 40 of the ship of FIG. 1, FIG.
- FIG. 6 is a block diagram of the control of the ship according to the first embodiment of FIG. 1;
- Fig. 7 shows a schematic representation of an electric energy generating system
- Fig. 8 shows an arrangement of several oars in the stern of the ship
- FIG. 9a shows a schematic representation of the central rudder in a side view
- FIG. 9b shows a schematic representation of the central rudder in a view from the rear
- Fig. 10a shows a schematic representation of a propeller blade in the view from behind
- 10b shows a schematic representation of the propeller blade in a side view
- Fig. 10d shows a schematic representation of a side view of an alternative embodiment of a propeller blade
- 10e shows a schematic representation of a plan view of the alternative propeller blade.
- Fig. 1 shows a schematic representation of a ship according to a first embodiment.
- the ship has a hull consisting of an underwater area 16 and an overwater area 15. Furthermore, the Ship four Magnus rotors or Flettner rotors 10, which are arranged at the four corners of the fuselage.
- the ship has a arranged in the forecastle deckhouse 40 with a bridge 30.
- the ship has a screw 50 underwater.
- the ship may also have transverse thrusters, preferably one at the stern and one to two transverse thrusters at the bow. Preferably, these transverse thrusters are electrically driven.
- the accommodations, galley, Proviantiki, fairs, etc. are located in the deckhouse 40.
- the ship according to the first embodiment is in particular a cargo ship, which is designed specifically for the transport of wind turbines and their components.
- the transport of wind turbines and their corresponding components is only partially feasible with commercial container ships, since the components of a wind turbine represent a corresponding space requirement, which does not correspond to the commercial container dimensions, while the masses of individual components are small compared to their space requirements.
- rotor blades or nacelle coverings of wind power plants may be mentioned, which are predominantly designed as bulky GFRP structures with a few tonnes of weight.
- the four Magnus rotors 10 represent wind-driven drives for the ship according to the invention. It is intended to drive the ship basically with the Magnus rotors and to use the propeller or the main drive only to supplement in insufficient wind conditions.
- the shape of the hull of the ship is designed so that the stern protrudes as far as possible from the water.
- the height of the stern above the water level on the other hand, but also the length of the Heckab- meant, which also floats above the water surface.
- This design serves to dissolve the water early from the hull to avoid running behind the ship wave, as this leads to a high resistance of the hull, because even this caused by the ship wave is made by the engine power, which then but not more is available for propulsion.
- the bow of the ship is cut sharply over a relatively long distance.
- the underwater hull is designed optimized for resistance up to a height of approx. 3 m above the construction waterline 13 with regard to hydrodynamic aspects.
- the hull of the ship is designed not to a maximum load capacity, but to a minimum resistance (aerodynamic and hydrodynamic).
- the superstructures of the ship are aerodynamically designed. This is achieved in particular in that all surfaces are designed as smooth surfaces. Due to the design of the bridge 30 and the deckhouse 40, in particular, caster pegs should be avoided, so that the control of the Magnus rotors can take place as undisturbed as possible.
- the bridge 30 with the deckhouse 40 is preferably arranged at the bow of the ship. An arrangement of the structures in the middle of the ship is also possible, but would unnecessarily hinder the loading or unloading of the cargo, because the structures would thus be located just above the middle of the cargo space.
- the deckhouse 40 and the bridge 30 may be located at the stern of the ship, but this would be disadvantageous in that the Magnus rotors would interfere with proper forward visibility.
- the propulsion of the ship is optimized for wind propulsion, so that the ship of the present invention is a sailing ship.
- the Magnus rotors are preferably arranged in the region of the corner points of the loading spaces, so that they span a rectangular area. It should be noted, however, that another arrangement is possible.
- the arrangement of the Magnus rotors is based on a thought that a certain rotor area is required to achieve the desired drive power through the Magnus rotors. By dividing this required surface area into four Magnus rotors, the dimensions of the individual Magnus rotors are reduced. By this arrangement, the Magnus rotors a maximum continuous area remains free, which is used in particular for loading and unloading of the ship and allows a recording of a ceiling load in the form of multiple container loads.
- the Magnus rotors are designed so that the same power (about 6000 kW) is achieved by their operation as by the propeller. With sufficient wind, the drive of the ship can thus take place completely through the Magnus rotors 10. This is achieved, for example, at a wind speed of 12 to 14 meters per second, so that the propeller or the main drive can be switched off because it is no longer needed for the propulsion of the ship.
- the Magnus rotors and the main drive are thus designed so that the main drive in insufficient wind only has to provide the difference in performance that can not be supplied by the Magnus rotors.
- a control of the drive is thus such that the Magnus rotors 10 generate the maximum power or approximately the maximum power.
- An increase in the power of the Magnus rotors thus leads directly to a saving in fuel, since no additional energy has to be generated for the electric drive by the main drive. The saving of fuel thus results without an adaptation between powered propeller or main drive and the control of the Magnus rotors is needed.
- Fig. 2 shows a side view and a partial sectional view of the ship of Fig. 1.
- the Magnus rotors 10, the deckhouse 40 and the bridge 30 are also shown.
- the weather deck 14 has light openings 18, which may be covered with transparent material for protection against the weather or seawater.
- the shape of the covers corresponds to that of the other body parts.
- the three charging decks, i. H. a subspace 60, a first intermediate deck 70 and a second intermediate deck 80 are shown.
- Fig. 3 shows a further schematic view of the ship of Fig. 1.
- the ship in turn has an upper portion 15 and a lower portion 16, a deckhouse 40 and a bridge 30 and four Magnus rotors 10.
- the ship has a preferably hydraulically driven rear gate 90, via which rolling stock can be loaded or unloaded into the second intermediate deck 70b.
- the rear gate 90 can have a height of 7 meters and a width of 15 meters.
- a lift may be installed to permit rolling loading of the first intermediate deck 80 and the subspace 16.
- the subspace 16 is located below the construction waterline.
- FIG. 4 shows a schematic view of the various holds, namely the subspace 60, the first intermediate deck 70 and the second intermediate deck 80.
- Fig. 5a shows a sectional view of the holds.
- the subspace 60 is arranged as the lowest loading space.
- the first intermediate deck 70 and the second intermediate deck 80 are arranged above the subspace 60.
- the second intermediate deck 80 is closed by the upper deck 14.
- an operation aisle 85 is provided preferably has openings 18. These openings can optionally be configured closable.
- the cowl hatches of the hatches and the aisle 85 are provided with a cover (the weather deck) along the entire length, so that a surface is formed with a surface which is adapted to the ship's outer skin.
- the ship has three superimposed cargo spaces, which in particular have smooth side walls without a backup.
- This is achieved by a double-hull construction of the hull.
- the cover of the subspace 60 and the first intermediate deck 70 is preferably carried out with individual pontoon lids, which can be suspended, for example, in traverses, which are arranged fold out at different heights in the side tank wall.
- These pontoons preferably have a carrying capacity of six to ten tons per square meter.
- the pontoons can be moved by a deck crane. If the pontoons are not needed, they can be stored one above the other in the front cargo area.
- the pontoons described above are used to divide the interior of the holds, the pontoons can be hung in different holds at a variable height, so that the height of the individual holds can be made variable.
- the cargo space in its course or along its length have different heights, so that in a portion of the hold with a higher height, a corresponding cargo can be accommodated, while in another section of the hold a lower height is present, so that for the overlying cargo space accordingly more height is available.
- a very flexible division of the loading area in the various holds can be achieved.
- Ballast tanks are provided between the outer wall of the ship and the wall of the holds, which can be filled, for example, with ballast water. to give the ship the needed stability.
- the main deck 85 is arranged, that is, the main deck 85 extends outside of the hold next to the hatch 86.
- Fig. 5b shows a further sectional view of the ship of Fig. 1.
- the weather deck 14 extends over the main deck 85 and connects to the outer skin of the ship, so that an aerodynamically favorable shape is achieved.
- the main deck 85 has a hatch 86 on the side facing the cargo space. Due to the design of the weather deck or the cover of the main deck, which adjoins the outer skin of the ship, apart from the aerodynamically favorable shape and the main deck 85 is protected from adverse weather conditions.
- the ship also has a weather deck hatch.
- This weather deck hatch for example, has a size of 70 x 22 m and is covered with a hydraulically driven folding lid system (such as a MacGregor system or the like).
- the carrying capacity of the weather deck hatches is preferably 3 to 5 tons per square meter.
- the weather deck hatch is closed from back to front, so that the vertical hatch covers between the Magnus rotors on the aft ship with the hatch open.
- a plurality of Laschaugen is provided for the transport of components of a wind turbine.
- the materials for the tank covers of the subspace 60 are preferably se no flammable materials, so that lye can be welded in the subspace 60.
- the carrying capacity of the tank ceiling is preferably 17 to 20 tons per square meter. All holds including the weather deck hatches are also preferably designed for the transport of standard ocean containers. Preferably, five layers of standard sea containers under deck and five layers on deck may be provided to provide a maximum capacity of 824 TEU.
- Fig. 5c The cross section shown in Fig. 5c is merely an example.
- the deckhouse is round at one end, while the deckhouse tapers towards the rear streamlined.
- the ship also has an on-board crane (not shown), which is preferably provided as a gantry crane with a carrying capacity of, for example, 75 tons.
- the on-board crane is preferably provided on the main deck.
- the rails for the on-board crane preferably run parallel to the hull of the hatches.
- the height of the gantry crane, which extends over the main deck should preferably be designed such that the crane is designed for handling components of wind turbines and is used only secondarily for the handling of containers. Since the crane can be moved along the entire hatch length and along the entire ship's width, any position within the holds can be achieved.
- the boom of the crane is preferably adjustable in height in order to hoist different sized components over the hatch. Its length is therefore preferably 10 meters.
- the gantry crane is designed such that it has a parking position in the front region of the second intermediate deck 70.
- the gantry crane is arranged on a lift platform with rails so that the weather deck can close over it.
- the ship according to the first embodiment preferably has a diesel-electric main drive.
- diesel generators each with 1000 kW electrical power supply the entire electrical system centrally with the main traction motors and the drive motors for the Magnus rotors and the transverse thrusters.
- the diesel units are automatically connected and disconnected according to the requirements of the vehicle electrical system.
- the engine room for the diesel engines is preferably located in the foredeck below the deck superstructures.
- the mounting space has a mounting hatch to the main deck and corresponding devices that allow a partial or complete replacement of aggregates in a port.
- the fuel tanks are preferably located in the forecastle behind the double-skin of the ship.
- the main drive 50 is in this case driven by an electric motor, which in turn receives the electrical power by a diesel-powered generator.
- the main electric traction motor acts directly on a variable pitch propeller, which has a maximum pitch angle of 90 °.
- the blades can thus be brought into flag position.
- the main traction motor is located behind the lowest cargo compartment with all auxiliary equipment in the main engine room.
- the electrical supply lines between the diesel engine compartment and the main engine room are redundantly implemented both on the port and on the starboard side.
- the ship may have an emergency diesel area in the stern area.
- the rudder of the ship is preferably formed by a hydraulically powered levitation plow to ensure good maneuverability.
- the propeller drive is basically provided for the four Magnus rotors 10.
- the drive and the control of the four Magnus rotors are completely automatic and each independent for each of the Magnus rotors, so that the Magnus rotors also different, d. H. can be controlled in the direction of rotation and speed.
- Fig. 6 shows a block diagram of the control of the ship according to the first embodiment of Fig. 1.
- Each of the four Magnus rotors 10 has its own motor M and a separate inverter U.
- the inverters U are connected to a central control unit SE.
- a diesel engine DA is connected to a generator G to generate electrical energy.
- the respective inverters U are connected to the generator G.
- a main drive HA is shown, which is also connected to an electric motor M, which in turn is connected to a separate frequency converter U with both the control unit SE and with the generator G.
- the four Magnus rotors 10 can be controlled both individually and independently of each other.
- the control of the Magnusrotoren and the main drive is done by the control unit SE 1 which from the current wind measurements (wind speed, wind direction) E1, E2 and based on the information about target and actual speed E3 (and optionally based on navigation information from a navigation unit NE) corresponding speed and direction of rotation for each Magnus rotor 10 and the main drive determined to achieve a maximum propulsive force.
- the control unit SE regulates depending on the thrust of the four Magnus rotors and the current ship speed and the setpoint speed, the main propulsion system steplessly down, as required.
- the wind energy performance can be converted directly and automatically into a fuel economy. Due to the independent control of the Magnus 1.0 rotors, the ship can also be controlled without a main drive. In particular, by appropriate control of the respective Magnus rotors 10 stabilization of the ship can be achieved in a strong sea state.
- transverse thrusters QSA may be provided to enhance the maneuverability of the ship.
- a transverse jet rudder can be provided at the rear and one to two transverse thrusters at the front of the ship.
- Each transverse thruster QSA is assigned a drive motor and an inverter.
- the inverter U is in turn connected to the central control unit SE and the generator G.
- the transverse thrusters (only one shown in Fig. 6) can also be used to control the ship since they are connected to the central control unit (via the inverter).
- the transverse thrusters QSA can each individually in terms of their speed and Direction of rotation are controlled by the central control unit SE. The control can be carried out as described above.
- a variable pitch propeller is usually adjustable in a range of -20 ° to + 20 °. With a setting of + 20 °, a maximum propulsion is generated, while a setting of the variable pitch propeller to -20 ° causes a reverse drive.
- the adjustment range of the variable pitch propeller is designed from -20 ° to + 100 °.
- the propeller can be rotated at about + 90 ° in a flag position, whereby the resistance of the propeller is minimal in pure Magnusan- drive of the ship.
- This is particularly advantageous in that the ship is made aerodynamic, and it allows earlier shutdown of the propeller, since the Magnus drive earlier can provide the required for the forward travel of the ship performance, since the resistance of the propeller blades must not be overcome.
- the favorable values for the Magnus drive are achieved, for example, in the case of onflows in a range from 30 ° to about 130 °, preferably from 45 ° to 130 °, relative to the ship's course. Since the drive of the ship should be as far as possible by the Magnus rotors, a drive against the wind is limited possible, so that during navigation a certain deviation from the ideal course is possible, thereby better utilization of the drive by the Magnus To enable rotors. Thus, both the wind direction and the wind speed have an influence on the navigation or control of the ship.
- true Wind which is described by the true wind direction and the true wind speed.
- the Magnus rotors 10 preferably have a total height of 27 meters above the main deck and a diameter of 3.5 meters. This results in a maximum clearance of 40 meters with a draft of 5 meters. Other dimensions are also possible.
- the electric motors and the inverters of the respective Magnus rotors are located below the rotor in a separate room below deck. Thus, the inverters and the motors are accessible for maintenance purposes.
- the ship may have a towing kite which is connected to the ship by a pull rope.
- a towing kite can also be used as an auxiliary drive in suitable wind directions in order to continue to save fuel.
- Magnus rotors may have a high speed number of 15 and more, preferably more than 20. Such a high speed number can enable a significant increase in efficiency.
- Fig. 7 shows a modified embodiment of the ship's electric power generation system.
- the generating system according to FIG. 7 can be integrated into the control according to FIG. 6.
- two diesel engines or internal combustion engines DA with downstream electric generators G1, G2 are shown.
- the exhaust gases of the diesel engines DA are discharged in an exhaust pipe 110 and fed to a post-combustion unit NV.
- NV post-combustion unit
- the diesel engines DA are claimed correspondingly lower and their fuel consumption is correspondingly lower.
- the thus aftertreated exhaust gases can then be discharged via a chimney 112.
- the electrical energy generated by the generators G1-G3 can, as shown in FIG. 6, be supplied to the motor M of the main drive HA, for example via an electrical on-board network.
- the converter U and the electric motors M of the Magnus rotors 10 can be supplied with electrical energy via the onboard network.
- the on-board network can also be used to ensure the electrical power supply of the ship.
- Fig. 8 shows a simplified representation of the cross section of the hull.
- the hull has an upper portion 15 and a lower portion 16. Midships a propeller 50 of the conventional drive and the middle rudder 51 is arranged.
- rudder 52a, 52b On both sides of the middle rudder 51 is in each case another rudder 52a, 52b. These other rudders 52a, 52b are offset a predetermined amount from the center rudder 51 to the port side (rudder 52a) and to the starboard side (rudder 52b). These two additional rudders 52a, 52b have a surface whose size is about twice as large as that of the middle rudder 51. These additional rudders 52a, 52b serve mainly to improve the sailing characteristics of the ship, so the properties when driving with Magnus rotor drive.
- the rudder 51 comprises a so-called Costa pear 53.
- the rudder 51 comprises a so-called Costa pear 53.
- guide vanes 53 a, 53 b are mounted, which are formed so that they at least a part convert the swirl generated by the propeller 50 in the water in a propulsive force for the ship. In this way, the power supplied in the propeller 50 is more effectively converted into a propelling force and thus also contributes to the saving of fuel.
- Fig. 9b shows another view of the center rudder 51 with the Costa bulb 53 and vanes 53a, 53b, 53c, 53d. These guide vanes 53a-53d are additionally enclosed by a ring 54.
- This arrangement of the Costa bulb, the vanes and the latter enclosing ring again improves the conversion of the power in propulsion power supplied to the propeller (not shown in this figure, see Fig. 8, reference numeral 50) for the ship.
- the rudder 51 can also be designed as a so-called "twisted rudder".
- Fig. 10a shows a simplified simplified view of one of the propeller blades 50a with an attached edge bow 55 in the view from behind.
- this propeller blade 50a is shown in a side view and the kinking to one side edge bow 55 (in the figure to the right) is clearly visible.
- FIG. 10c shows a plan view of this propeller blade 50a and the edge bow 55a can be clearly seen in an elliptical shape.
- This elliptical shape leads to a particularly streamlined behavior and to a gradual detachment of the flow along the elliptical shape, so that only a very small part of the flow from the edge bend has to be released at the tip of the edge bend 55a.
- the flow separation is associated with much less losses and this also contributes to improved propulsion behavior and thus to better fuel efficiency.
- an elliptical edge bow 55a ' is shown in dashed lines. This indicates that, as required, the edge sheet may of course not only be bent away from the plane of the propeller blade 50a towards the side shown in Fig. 10b, but also to the opposite side.
- FIG ⁇ 10d and 10e show a similar, but alternative embodiment. It can be clearly seen in FIG. 10d that here two edge bends 55a, 55b are provided. see, which are angled to opposite sides of the plane of the propeller blade 50a in contrast to the representation in Figs. 10b, 10c, in which only an edge bow was shown, two edge arches are provided here. As a result, the losses are further reduced by the separation of the flow of the propeller blades 50a and thus provided even more power for the propulsion of the ship.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Wind Motors (AREA)
- Control Of Multiple Motors (AREA)
- Control Of Electric Motors In General (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Control Of Ac Motors In General (AREA)
- Ship Loading And Unloading (AREA)
- Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
Abstract
Description
Claims
Priority Applications (18)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020137020374A KR101425763B1 (ko) | 2005-06-17 | 2006-06-16 | 매그너스 로터를 구비한 선박 |
JP2008516240A JP5047955B2 (ja) | 2005-06-17 | 2006-06-16 | 船舶 |
KR1020127001564A KR20120012499A (ko) | 2005-06-17 | 2006-06-16 | 매그너스 로터를 구비한 선박 |
CN2006800216264A CN101198516B (zh) | 2005-06-17 | 2006-06-16 | 船 |
ES06754395T ES2387817T3 (es) | 2005-06-17 | 2006-06-16 | Barco |
KR1020107025277A KR101238612B1 (ko) | 2005-06-17 | 2006-06-16 | 매그너스 로터를 구비한 선박 |
EP06754395A EP1893477B1 (de) | 2005-06-17 | 2006-06-16 | Schiff |
US11/917,336 US8261681B2 (en) | 2005-06-17 | 2006-06-16 | Ship |
AU2006257068A AU2006257068B2 (en) | 2005-06-17 | 2006-06-16 | Ship |
BRPI0612068-7A BRPI0612068B1 (pt) | 2005-06-17 | 2006-06-16 | Navio |
DK06754395.9T DK1893477T3 (da) | 2005-06-17 | 2006-06-16 | Skib |
PL06754395T PL1893477T3 (pl) | 2005-06-17 | 2006-06-16 | Statek |
KR1020137006851A KR101359828B1 (ko) | 2005-06-17 | 2006-06-16 | 매그너스 로터를 구비한 선박 |
CA2610109A CA2610109C (en) | 2005-06-17 | 2006-06-16 | Ship |
NO20080328A NO340076B1 (no) | 2005-06-17 | 2008-01-16 | Skip med Magnus-rotorer og diesel-elektrisk drivverk |
AU2011202050A AU2011202050B2 (en) | 2005-06-17 | 2011-05-04 | Ship |
US13/315,215 US8601964B2 (en) | 2005-06-17 | 2011-12-08 | Ship |
US14/079,974 US20140137781A1 (en) | 2005-06-17 | 2013-11-14 | Ship |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102005028447A DE102005028447B4 (de) | 2005-06-17 | 2005-06-17 | Schiff |
DE102005028447.7 | 2005-06-17 |
Related Child Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/917,336 A-371-Of-International US8261681B2 (en) | 2005-06-17 | 2006-06-16 | Ship |
US13/315,215 Continuation US8601964B2 (en) | 2005-06-17 | 2011-12-08 | Ship |
Publications (2)
Publication Number | Publication Date |
---|---|
WO2006133950A2 true WO2006133950A2 (de) | 2006-12-21 |
WO2006133950A3 WO2006133950A3 (de) | 2007-03-15 |
Family
ID=36956177
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2006/005786 WO2006133950A2 (de) | 2005-06-17 | 2006-06-16 | Schiff |
Country Status (17)
Country | Link |
---|---|
US (3) | US8261681B2 (de) |
EP (3) | EP2450272B1 (de) |
JP (2) | JP5047955B2 (de) |
KR (5) | KR101359828B1 (de) |
CN (3) | CN101973383B (de) |
AU (2) | AU2006257068B2 (de) |
BR (1) | BRPI0612068B1 (de) |
CA (2) | CA2754762C (de) |
CY (1) | CY1113027T1 (de) |
DE (1) | DE102005028447B4 (de) |
DK (3) | DK2450272T3 (de) |
ES (3) | ES2659326T3 (de) |
NO (1) | NO340076B1 (de) |
PL (1) | PL1893477T3 (de) |
PT (1) | PT1893477E (de) |
WO (1) | WO2006133950A2 (de) |
ZA (1) | ZA200710296B (de) |
Cited By (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2010066946A3 (en) * | 2008-12-08 | 2010-07-29 | Wärtsilä Finland Oy | Marine vessel provided with vertically arranged revolving cylinders |
DE102010003662A1 (de) | 2010-04-06 | 2011-10-06 | Aloys Wobben | Schiff |
WO2012035090A1 (de) | 2010-09-16 | 2012-03-22 | Wobben, Aloys | Magnus-rotor mit führungsrollenabdeckung |
DE102010040920A1 (de) * | 2010-09-16 | 2012-03-22 | Aloys Wobben | Schiff, insbesondere Frachtschiff, mit einem Magnus-Rotor |
DE102010040905A1 (de) | 2010-09-16 | 2012-03-22 | Aloys Wobben | Schiff |
WO2012035071A1 (de) * | 2010-09-16 | 2012-03-22 | Aloys Wobben | Verfahren zum betreiben eines schiffes, insbesondere eines frachtschiffes, mit wenigstens einem magnus-rotor |
WO2012034938A1 (de) * | 2010-09-16 | 2012-03-22 | Wobben, Aloys | Elektromotor-austausch |
WO2012034920A3 (de) * | 2010-09-16 | 2012-05-18 | Wobben, Aloys | Schiff mit öffnung zum entfernen eines energieversorgungssystems |
US8230798B2 (en) | 2006-05-31 | 2012-07-31 | Aloys Wobben | Magnus rotor |
US9016223B2 (en) | 2010-09-16 | 2015-04-28 | Wobben Properties Gmbh | Ship comprising a ventilation device |
US9394910B2 (en) | 2010-09-16 | 2016-07-19 | Wobben Properties Gmbh | Magnus rotor |
US9567048B2 (en) | 2010-09-16 | 2017-02-14 | Wobben Properties Gmbh | Magnus-rotor |
US9580158B2 (en) | 2010-09-16 | 2017-02-28 | Wobben Properties Gmbh | Magnus rotor |
EP2616318B1 (de) * | 2010-09-16 | 2017-11-22 | Wobben Properties GmbH | Schiff mit Gangway |
WO2018196929A1 (de) * | 2017-04-27 | 2018-11-01 | Hochschule Emden/ Leer | Verfahren zum bestimmen eines optimalen antriebsparameters und/oder einer leistungseinsparung eines windantriebes, verfahren zum darstellen der bestimmten leistungseinsparung, automatisches steuerungssystem für einen windantrieb, windantrieb und schiff |
Families Citing this family (39)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102005028447B4 (de) * | 2005-06-17 | 2009-12-17 | Wobben, Aloys | Schiff |
FI121170B (fi) * | 2009-04-09 | 2010-08-13 | Waertsilae Finland Oy | Alus |
DE102010008061A1 (de) * | 2010-02-16 | 2011-12-15 | Erwin Becker | Umlaufrollenwindturbine und Verfahren zur Stromerzeugung aus Windenergie |
DE102010040915A1 (de) * | 2010-09-16 | 2012-03-22 | Aloys Wobben | Verfahren zum Auswuchten eines Rotationskörpers |
DE102010040902A1 (de) | 2010-09-16 | 2012-03-22 | Aloys Wobben | Schiff |
DE102010040901A1 (de) * | 2010-09-16 | 2012-03-22 | Aloys Wobben | Magnus-Rotor |
ES2444436T3 (es) * | 2010-10-01 | 2014-02-25 | Nordic Yards Holding Gmbh | Barco y procedimiento para transportar y colocar estructuras offshore |
NO331872B1 (no) * | 2010-12-22 | 2012-04-23 | Lade As | Skipsskrog, samt skip innbefattende nevnte skipsskrog |
JP5689328B2 (ja) * | 2011-02-03 | 2015-03-25 | 住友重機械マリンエンジニアリング株式会社 | ラダーバルブ付き舵、船舶、及びラダーバルブ、並びにラダーバルブ付き舵の製造方法 |
NL2006942C2 (en) * | 2011-06-15 | 2012-12-18 | Ihc Holland Ie Bv | A vessel comprising a lifting device. |
DK2723632T5 (en) * | 2011-06-22 | 2018-08-27 | Magnuss Corp | VERTICAL VARIABLE SEA SEAT SYSTEM |
US8776705B2 (en) * | 2011-08-31 | 2014-07-15 | Poulsen Hybrid, Llc | Magnus rotor ship propulsion system |
KR101277146B1 (ko) | 2012-03-28 | 2013-06-20 | 주식회사 에스엠에스 | 롤링 해치 커버 기구 |
JP2014046912A (ja) * | 2012-08-31 | 2014-03-17 | Kenichi Suzuki | ローター船のローターの表面構造 |
JP6238994B2 (ja) | 2012-10-31 | 2017-11-29 | ヨルン・ポール・ウィンクラー | ロータ近傍に配置されたフラップを備えたロータを具備した船舶 |
FR3000936A1 (fr) * | 2013-01-16 | 2014-07-18 | Serge Menard | Navire recuperateur de dechets oceaniques |
GB2514855B (en) * | 2013-07-04 | 2015-08-05 | Norsepower Oy | User-Operable control for Magnus-type rotor propulsion system |
EP3037338A1 (de) * | 2014-12-22 | 2016-06-29 | Rasmussen Maritime Design AS | Entwurf des Vorderteils eines Schiffes |
US9694889B2 (en) * | 2015-03-04 | 2017-07-04 | Magnuss Services, Inc. | Methods and systems for a vertically variable ocean sail system |
US10118696B1 (en) | 2016-03-31 | 2018-11-06 | Steven M. Hoffberg | Steerable rotating projectile |
JP6114953B1 (ja) * | 2016-08-08 | 2017-04-19 | 鈴木 健一 | 自走式養殖生簀 |
JP6820179B2 (ja) * | 2016-10-14 | 2021-01-27 | 三菱造船株式会社 | 船舶の居住区構造及び貨物運搬船 |
GB201707771D0 (en) * | 2017-05-15 | 2017-06-28 | Smar-Azure Ltd | Propulsion apparatus |
DK3409573T3 (en) * | 2017-06-02 | 2020-08-03 | Anemoi Marine Tech Limited | A transport |
CN107131098A (zh) * | 2017-06-02 | 2017-09-05 | 中国船舶科学研究中心上海分部 | 一种船用风能辅助推进系统 |
CN107762722A (zh) * | 2017-09-11 | 2018-03-06 | 中国船舶科学研究中心上海分部 | 一种带有螺旋侧板的风力助航转筒 |
DE102017218218A1 (de) * | 2017-10-12 | 2019-04-18 | Continental Automotive Gmbh | Cloudbasiertes System zur Ermittlung der effektiven Windgeschwindigkeit für Elektrofahrzeuge |
KR102033030B1 (ko) * | 2018-02-23 | 2019-10-16 | 목포대학교산학협력단 | 풍력추진 기능이 구비된 선박 |
KR101962795B1 (ko) * | 2018-02-23 | 2019-07-31 | 목포대학교산학협력단 | 풍력추진 기능이 구비된 선박 |
US11712637B1 (en) | 2018-03-23 | 2023-08-01 | Steven M. Hoffberg | Steerable disk or ball |
CN109050855A (zh) * | 2018-06-22 | 2018-12-21 | 武汉理工大学 | 一种应用马格努斯效应的船只自动化行驶系统 |
NL2021550B9 (en) | 2018-09-03 | 2020-07-21 | Maridea B V | Vessel with a rotor installation |
CN111075656B (zh) * | 2019-12-27 | 2021-06-08 | 上海海事大学 | 一种风力助推-发电装置及方法 |
KR20230016294A (ko) | 2021-07-26 | 2023-02-02 | 삼성중공업 주식회사 | 높이 가변형 매그너스 로터 장치 |
KR20230032203A (ko) | 2021-08-30 | 2023-03-07 | 삼성중공업 주식회사 | 매그너스 로터 장치 |
CN113548147B (zh) * | 2021-09-02 | 2022-06-28 | 中国船舶科学研究中心 | 一种综合节能效果满足eedi高阶段要求的散货船 |
KR20230053140A (ko) | 2021-10-14 | 2023-04-21 | 삼성중공업 주식회사 | 수납식 마그누스 로터 세일 |
KR20240045796A (ko) | 2022-09-30 | 2024-04-08 | 삼성중공업 주식회사 | 선박 |
KR20240063579A (ko) | 2022-11-03 | 2024-05-10 | 삼성중공업 주식회사 | 선박 |
Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE422057C (de) | 1924-12-18 | 1925-11-25 | Woldemar Kiwull | Elastisches Rotorsegel |
DE2430630A1 (de) | 1974-06-26 | 1976-04-01 | Franz Rudolf Gross | Steuerung eines schiffes mit rotorantrieb |
US4398895A (en) | 1981-05-14 | 1983-08-16 | Asker Gunnar C F | Wind propulsion devices |
US4602584A (en) | 1984-06-12 | 1986-07-29 | Henry North | Propulsion device for a ship |
DD243251A1 (de) | 1985-12-13 | 1987-02-25 | Warnowwerft Warnemuende Veb | Windantrieb fuer schiffe |
DE4101238A1 (de) | 1991-01-17 | 1992-07-23 | Ship S Equipment Centre B V | Ladebereich, insbesondere decksladebereich eines frachtschiffes |
DE10102740A1 (de) | 2001-01-22 | 2002-08-01 | Siemens Ag | Antriebe für Schiffe |
US6848382B1 (en) | 2002-12-23 | 2005-02-01 | Joannes Raymond Mari Bekker | Portable dynamic positioning system with self-contained electric thrusters |
Family Cites Families (60)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1674169A (en) * | 1923-07-28 | 1928-06-19 | Inst Voor Aeroen Hydro Dynamie | Arrangement for exchanging energy between a current and a body therein |
US2141181A (en) * | 1934-12-04 | 1938-12-27 | Geddes Norman Bel | Ship |
US2713392A (en) * | 1950-05-11 | 1955-07-19 | Karman Theodore Von | Wind motor |
US3428194A (en) | 1967-12-26 | 1969-02-18 | Alliance Machine Co | Ship barge handling cranes and beams |
NO122113B (de) * | 1968-10-10 | 1971-05-18 | Kaldnes Mek Verksted As | |
JPS5759354B2 (de) | 1974-06-10 | 1982-12-14 | Nippon Shashin Insatsu Kk | |
JPS5419679Y2 (de) * | 1974-06-10 | 1979-07-19 | ||
JPS54102786U (de) | 1977-12-29 | 1979-07-19 | ||
JPS5844073Y2 (ja) * | 1979-07-25 | 1983-10-05 | 川崎重工業株式会社 | カ−ゴ−リフタ−用レ−ル装置 |
GB2072112B (en) | 1980-03-20 | 1983-08-24 | Austin K A | Rotors utilising the magnus effect |
JPS6018599B2 (ja) * | 1980-07-10 | 1985-05-11 | 三井造船株式会社 | 舶用プロペラ |
JPS5733082A (en) * | 1980-08-06 | 1982-02-23 | Shiipubaarutobedoriifu Kon Bur | Dock ship |
JPS5755292A (en) * | 1980-09-18 | 1982-04-02 | Mitsui Eng & Shipbuild Co Ltd | Auxiliary propulsion device of ship |
JPS584696A (ja) * | 1981-07-01 | 1983-01-11 | Nippon Yuusen Kk | 帆船用操帆方法およびその装置 |
JPS5887698A (ja) | 1981-11-19 | 1983-05-25 | 松下電器産業株式会社 | 中継装置 |
JPS6013760Y2 (ja) * | 1981-12-08 | 1985-05-01 | 川崎重工業株式会社 | フイン付バルブ |
GB2111007B (en) | 1981-12-08 | 1985-09-18 | Kawasaki Heavy Ind Ltd | Rudder bulb |
DE3201436C1 (de) * | 1982-01-19 | 1983-04-21 | Kraftwerk Union AG, 4330 Mülheim | Turbomaschinenschaufel |
US4492310A (en) * | 1982-04-06 | 1985-01-08 | Amca International Corporation | Apparatus and method for loading and unloading cargo lighters on or from ships |
BE895044A (fr) | 1982-11-17 | 1983-03-16 | Lenfant H | Propulsion de bateaux par force eolienne agissant par effet magnus |
JPS59140193A (ja) * | 1983-01-31 | 1984-08-11 | Mitsubishi Heavy Ind Ltd | 船舶の上部構造抵抗減少装置 |
JPS59206296A (ja) * | 1983-05-10 | 1984-11-22 | Nippon Kokan Kk <Nkk> | 帆船における複数帆の制御方法 |
JPS6038290A (ja) * | 1983-08-11 | 1985-02-27 | Mitsubishi Electric Corp | 帆走船の自動操縦装置 |
JPS6095398A (ja) | 1983-10-31 | 1985-05-28 | 株式会社日立製作所 | 遠心薄膜乾燥機の制御装置 |
JPS6095398U (ja) * | 1983-12-08 | 1985-06-28 | 日本鋼管株式会社 | 船舶の居住区構造物 |
JPS60139593A (ja) | 1983-12-28 | 1985-07-24 | Mitsubishi Heavy Ind Ltd | 帆機走船の制御装置 |
DD223419B5 (de) * | 1984-04-19 | 1995-10-05 | Kvaerner Warnow Werft Gmbh | Verfahren zum Betreiben einer Maschinenanlage auf Schiffen |
JPS61113090A (ja) | 1984-11-07 | 1986-05-30 | 株式会社東芝 | 文字入出力装置 |
JPS61113090U (de) * | 1984-12-27 | 1986-07-17 | ||
JPS61169796A (ja) | 1985-01-24 | 1986-07-31 | 株式会社東芝 | 沸騰水型原子炉の冷却材補給装置 |
JPS61169796U (de) * | 1985-04-10 | 1986-10-21 | ||
JPH068431B2 (ja) | 1985-11-29 | 1994-02-02 | 住鉱潤滑剤株式会社 | 自動車ベルトの鳴き防止剤 |
JPS62129387U (de) * | 1986-02-12 | 1987-08-15 | ||
CH669977A5 (de) * | 1986-02-27 | 1989-04-28 | Bbc Brown Boveri & Cie | |
JPS62231889A (ja) * | 1986-04-01 | 1987-10-12 | Mitsubishi Heavy Ind Ltd | 回動式無端状中空型帆布付き帆装置 |
JPS6398899A (ja) | 1986-10-14 | 1988-04-30 | Hitachi Maxell Ltd | 半導体メモリ |
JPS6398899U (de) * | 1986-12-18 | 1988-06-27 | ||
JPS63195998A (ja) | 1987-02-09 | 1988-08-15 | 株式会社 共進電機製作所 | 放電灯の点灯装置 |
SU1474026A1 (ru) * | 1987-02-18 | 1989-04-23 | Ч.-К.А. Будревич | Судовой движитель |
DE3711863A1 (de) * | 1987-04-08 | 1988-10-27 | Man B & W Diesel Gmbh | Mehrmotorenanlage fuer schiffe |
JPS63195998U (de) * | 1987-06-04 | 1988-12-16 | ||
CN87209395U (zh) * | 1987-06-20 | 1988-02-17 | 武汉水运工程学院 | 装有整流构件的舵 |
US4870558A (en) * | 1988-05-06 | 1989-09-26 | Luce John W | Moving magnetic field electric power converter |
JPH04331694A (ja) * | 1991-05-01 | 1992-11-19 | Ishikawajima Harima Heavy Ind Co Ltd | 太陽電池付き電動帆船 |
JPH0539090A (ja) * | 1991-08-08 | 1993-02-19 | Hitachi Zosen Corp | 舵 |
JPH05213271A (ja) * | 1992-01-31 | 1993-08-24 | Wacom Co Ltd | 揚力発生装置 |
FI95451C (fi) * | 1992-12-22 | 1996-02-12 | Abb Stroemberg Drives Oy | Potkurikäyttöjärjestelmä |
JPH0826186A (ja) * | 1994-07-14 | 1996-01-30 | Nippon Souda Syst Kk | 翼端板付きプロペラ |
JPH0874602A (ja) * | 1994-09-02 | 1996-03-19 | Kawasaki Heavy Ind Ltd | ガスタービンコージェネレーションシステム |
DE4432483A1 (de) * | 1994-09-13 | 1996-03-14 | Blohm Voss Ag | Zusatzantrieb für Seeschiffe |
US6302652B1 (en) * | 1998-12-24 | 2001-10-16 | General Dynamics Government Systems Corporation | Elliptical propeller and windmill blade assembly |
JP3819627B2 (ja) * | 1999-03-05 | 2006-09-13 | 東芝三菱電機産業システム株式会社 | 電気推進装置 |
JP2000262082A (ja) | 1999-03-10 | 2000-09-22 | Mitsuba Corp | ブラシレスモータの駆動回路 |
JP2001030979A (ja) | 1999-07-26 | 2001-02-06 | Nippon Steel Logistics Co Ltd | ロールオン・オフ船 |
DE19952460A1 (de) * | 1999-10-29 | 2001-05-03 | Helmut Schiller | Windkraftanlage |
CN2420228Y (zh) | 2000-02-29 | 2001-02-21 | 韩玮 | 高性能螺旋桨 |
US6352408B1 (en) * | 2000-10-16 | 2002-03-05 | Robert B. Kilian | Slip inhibiting boat propeller |
JP2003138836A (ja) * | 2001-11-01 | 2003-05-14 | Kayaba Ind Co Ltd | 舷側開口遮蔽装置 |
US6644926B1 (en) * | 2002-05-21 | 2003-11-11 | Ralph L. Vandyke | Vane structure for a propeller |
DE102005028447B4 (de) * | 2005-06-17 | 2009-12-17 | Wobben, Aloys | Schiff |
-
2005
- 2005-06-17 DE DE102005028447A patent/DE102005028447B4/de active Active
-
2006
- 2006-06-16 DK DK11188991.1T patent/DK2450272T3/en active
- 2006-06-16 BR BRPI0612068-7A patent/BRPI0612068B1/pt active IP Right Grant
- 2006-06-16 PT PT06754395T patent/PT1893477E/pt unknown
- 2006-06-16 EP EP11188991.1A patent/EP2450272B1/de active Active
- 2006-06-16 CN CN201010538981.7A patent/CN101973383B/zh active Active
- 2006-06-16 US US11/917,336 patent/US8261681B2/en active Active
- 2006-06-16 CN CN2006800216264A patent/CN101198516B/zh active Active
- 2006-06-16 CN CN201010280897XA patent/CN101934854B/zh active Active
- 2006-06-16 CA CA2754762A patent/CA2754762C/en active Active
- 2006-06-16 CA CA2610109A patent/CA2610109C/en active Active
- 2006-06-16 ES ES10189747.8T patent/ES2659326T3/es active Active
- 2006-06-16 PL PL06754395T patent/PL1893477T3/pl unknown
- 2006-06-16 KR KR1020137006851A patent/KR101359828B1/ko active IP Right Grant
- 2006-06-16 EP EP06754395A patent/EP1893477B1/de active Active
- 2006-06-16 AU AU2006257068A patent/AU2006257068B2/en active Active
- 2006-06-16 DK DK06754395.9T patent/DK1893477T3/da active
- 2006-06-16 DK DK10189747.8T patent/DK2284074T3/da active
- 2006-06-16 EP EP10189747.8A patent/EP2284074B1/de active Active
- 2006-06-16 KR KR1020137020374A patent/KR101425763B1/ko active IP Right Grant
- 2006-06-16 KR KR1020107025277A patent/KR101238612B1/ko active IP Right Grant
- 2006-06-16 KR KR1020087000364A patent/KR101042764B1/ko active IP Right Grant
- 2006-06-16 ES ES11188991.1T patent/ES2663867T3/es active Active
- 2006-06-16 JP JP2008516240A patent/JP5047955B2/ja active Active
- 2006-06-16 WO PCT/EP2006/005786 patent/WO2006133950A2/de active Application Filing
- 2006-06-16 ES ES06754395T patent/ES2387817T3/es active Active
- 2006-06-16 KR KR1020127001564A patent/KR20120012499A/ko active Search and Examination
-
2007
- 2007-05-28 ZA ZA200710296A patent/ZA200710296B/en unknown
-
2008
- 2008-01-16 NO NO20080328A patent/NO340076B1/no unknown
-
2011
- 2011-01-28 JP JP2011016286A patent/JP5306383B2/ja active Active
- 2011-05-04 AU AU2011202050A patent/AU2011202050B2/en active Active
- 2011-12-08 US US13/315,215 patent/US8601964B2/en active Active
-
2012
- 2012-07-19 CY CY20121100638T patent/CY1113027T1/el unknown
-
2013
- 2013-11-14 US US14/079,974 patent/US20140137781A1/en not_active Abandoned
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE422057C (de) | 1924-12-18 | 1925-11-25 | Woldemar Kiwull | Elastisches Rotorsegel |
DE2430630A1 (de) | 1974-06-26 | 1976-04-01 | Franz Rudolf Gross | Steuerung eines schiffes mit rotorantrieb |
US4398895A (en) | 1981-05-14 | 1983-08-16 | Asker Gunnar C F | Wind propulsion devices |
US4602584A (en) | 1984-06-12 | 1986-07-29 | Henry North | Propulsion device for a ship |
DD243251A1 (de) | 1985-12-13 | 1987-02-25 | Warnowwerft Warnemuende Veb | Windantrieb fuer schiffe |
DE4101238A1 (de) | 1991-01-17 | 1992-07-23 | Ship S Equipment Centre B V | Ladebereich, insbesondere decksladebereich eines frachtschiffes |
DE10102740A1 (de) | 2001-01-22 | 2002-08-01 | Siemens Ag | Antriebe für Schiffe |
US6848382B1 (en) | 2002-12-23 | 2005-02-01 | Joannes Raymond Mari Bekker | Portable dynamic positioning system with self-contained electric thrusters |
Cited By (31)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8230798B2 (en) | 2006-05-31 | 2012-07-31 | Aloys Wobben | Magnus rotor |
US8539894B2 (en) | 2008-12-08 | 2013-09-24 | Wartsila Finland Oy | Marine vessel provided with vertically arranged revolving cylinders |
WO2010066946A3 (en) * | 2008-12-08 | 2010-07-29 | Wärtsilä Finland Oy | Marine vessel provided with vertically arranged revolving cylinders |
DE102010003662A1 (de) | 2010-04-06 | 2011-10-06 | Aloys Wobben | Schiff |
WO2011124460A1 (de) | 2010-04-06 | 2011-10-13 | Wobben, Aloys | Schiff mit verstellbarer platte am bug |
US9205903B2 (en) | 2010-04-06 | 2015-12-08 | Wobben Properties Gmbh | Ship with at least one sail rotor and adjustable panel at the bow |
AU2011237997B2 (en) * | 2010-04-06 | 2014-12-04 | Wobben Properties Gmbh | Ship with adjustable panel on the bow |
RU2526733C2 (ru) * | 2010-04-06 | 2014-08-27 | Воббен Пропертиз Гмбх | Судно с регулируемой плитой на носовой части |
WO2012035071A1 (de) * | 2010-09-16 | 2012-03-22 | Aloys Wobben | Verfahren zum betreiben eines schiffes, insbesondere eines frachtschiffes, mit wenigstens einem magnus-rotor |
US9073607B2 (en) | 2010-09-16 | 2015-07-07 | Wobben Properties Gmbh | Electric motor exchange |
WO2012034920A3 (de) * | 2010-09-16 | 2012-05-18 | Wobben, Aloys | Schiff mit öffnung zum entfernen eines energieversorgungssystems |
WO2012034916A1 (de) | 2010-09-16 | 2012-03-22 | Wobben, Aloys | Schiff mit magnus-rotor und kraftmessvorrichtung |
CN103108801A (zh) * | 2010-09-16 | 2013-05-15 | 乌本产权有限公司 | 具有用于移除能量供应系统的开口的船 |
CN103140417A (zh) * | 2010-09-16 | 2013-06-05 | 乌本产权有限公司 | 具有引导滚轮覆盖件的马格努斯转子 |
DE102010040905A1 (de) | 2010-09-16 | 2012-03-22 | Aloys Wobben | Schiff |
DE102010040920A1 (de) * | 2010-09-16 | 2012-03-22 | Aloys Wobben | Schiff, insbesondere Frachtschiff, mit einem Magnus-Rotor |
US8875643B2 (en) | 2010-09-16 | 2014-11-04 | Wobben Properties Gmbh | Ship, in particular freight ship, with a magnus rotor |
DE102010040919A1 (de) | 2010-09-16 | 2012-03-22 | Aloys Wobben | Magnus-Rotor mit Führungsrollenabdeckung |
US9016223B2 (en) | 2010-09-16 | 2015-04-28 | Wobben Properties Gmbh | Ship comprising a ventilation device |
WO2012034938A1 (de) * | 2010-09-16 | 2012-03-22 | Wobben, Aloys | Elektromotor-austausch |
US9187163B2 (en) | 2010-09-16 | 2015-11-17 | Wobben Properties Gmbh | Magnus rotor comprising a guide roller cover |
CN103140417B (zh) * | 2010-09-16 | 2015-11-25 | 乌本产权有限公司 | 具有引导滚轮覆盖件的马格努斯转子 |
WO2012035090A1 (de) | 2010-09-16 | 2012-03-22 | Wobben, Aloys | Magnus-rotor mit führungsrollenabdeckung |
US9376168B2 (en) | 2010-09-16 | 2016-06-28 | Wobben Properties Gmbh | Ship having an opening for removing a power supply system |
US9394910B2 (en) | 2010-09-16 | 2016-07-19 | Wobben Properties Gmbh | Magnus rotor |
CN103108801B (zh) * | 2010-09-16 | 2016-08-03 | 乌本产权有限公司 | 具有用于移除能量供应系统的开口的船 |
US9567048B2 (en) | 2010-09-16 | 2017-02-14 | Wobben Properties Gmbh | Magnus-rotor |
US9580158B2 (en) | 2010-09-16 | 2017-02-28 | Wobben Properties Gmbh | Magnus rotor |
EP2616318B1 (de) * | 2010-09-16 | 2017-11-22 | Wobben Properties GmbH | Schiff mit Gangway |
US10156486B2 (en) | 2010-09-16 | 2018-12-18 | Wobben Properties Gmbh | Ship comprising a Magnus rotor and force-measuring device |
WO2018196929A1 (de) * | 2017-04-27 | 2018-11-01 | Hochschule Emden/ Leer | Verfahren zum bestimmen eines optimalen antriebsparameters und/oder einer leistungseinsparung eines windantriebes, verfahren zum darstellen der bestimmten leistungseinsparung, automatisches steuerungssystem für einen windantrieb, windantrieb und schiff |
Also Published As
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP2284074B1 (de) | Schiff | |
EP2616324B1 (de) | Schiff, insbesondere frachtschiff, mit einem magnus-rotor | |
DE69020357T2 (de) | Schnelles einrumpfboot mit hydrodynamischem auftrieb oder einrumpfhalbgleitboot. | |
EP2616318A1 (de) | Schiff, sowie gangway für selbiges | |
DE102010040903A1 (de) | Verfahren zum Betreiben eines Schiffes, insbesondere eines Frachtschiffes, mit wenigstens einem Magnus-Rotor | |
DE29823737U1 (de) | Halbeintauchbarer Schwergutfrachter | |
EP1177129B1 (de) | Kursstabiles, schnelles, seegehendes schiff mit einem für einen ruderpropeller optimierten rumpf | |
WO2022118185A2 (de) | Wasserfahrzeug | |
CH718114A2 (de) | Wasserfahrzeug. | |
DE29908430U1 (de) | Schnelles seegehendes Schiff | |
WO2017211466A1 (de) | Antriebseinrichtung für ein wasserfahrzeug sowie wasserfahrzeug | |
WO2020035112A1 (de) | Verfahren für antrieb und steuerung eines schiffes und schiff dafür | |
DE20003451U1 (de) | Kursstabiles, schnelles ,seegehendes Schiff mit einem für einen Ruderpropeller optimierten Rumpf | |
WO2000068071A1 (de) | Schnelles seegehendes schiff | |
DE1953136A1 (de) | Schnelleinsatzfaehige Tieftauchfahrzeuge Schnelleinsatzfaehige Tieftauchfahrzeuge |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
WWE | Wipo information: entry into national phase |
Ref document number: 2007/10296 Country of ref document: ZA Ref document number: 2610109 Country of ref document: CA |
|
WWE | Wipo information: entry into national phase |
Ref document number: 4653/KOLNP/2007 Country of ref document: IN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2006257068 Country of ref document: AU |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2008516240 Country of ref document: JP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 200680021626.4 Country of ref document: CN |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWW | Wipo information: withdrawn in national office |
Ref document number: DE |
|
ENP | Entry into the national phase |
Ref document number: 2006257068 Country of ref document: AU Date of ref document: 20060616 Kind code of ref document: A |
|
WWP | Wipo information: published in national office |
Ref document number: 2006257068 Country of ref document: AU |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1020087000364 Country of ref document: KR |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2006754395 Country of ref document: EP |
|
WWP | Wipo information: published in national office |
Ref document number: 2006754395 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 11917336 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1020107025277 Country of ref document: KR |
|
ENP | Entry into the national phase |
Ref document number: PI0612068 Country of ref document: BR Kind code of ref document: A2 Effective date: 20071212 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1020127001564 Country of ref document: KR |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1020137006851 Country of ref document: KR |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1020137020374 Country of ref document: KR |