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EP1599381B1 - Bateau sans panache de fumee entraine par au moins un systeme de propulsion par jet d'eau - Google Patents

Bateau sans panache de fumee entraine par au moins un systeme de propulsion par jet d'eau Download PDF

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Publication number
EP1599381B1
EP1599381B1 EP04710386A EP04710386A EP1599381B1 EP 1599381 B1 EP1599381 B1 EP 1599381B1 EP 04710386 A EP04710386 A EP 04710386A EP 04710386 A EP04710386 A EP 04710386A EP 1599381 B1 EP1599381 B1 EP 1599381B1
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EP
European Patent Office
Prior art keywords
water jet
propulsion unit
water
waterjet
waterjet propulsion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP04710386A
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German (de)
English (en)
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EP1599381A1 (fr
Inventor
Moustafa Abdel-Maksoud
Wolfgang Rzadki
Hannes Schulze Horn
Heinz Tiemens
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.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
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Publication date
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Publication of EP1599381A1 publication Critical patent/EP1599381A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
    • B63H11/04—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps
    • B63H11/08—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps of rotary type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
    • B63H11/10—Marine propulsion by water jets the propulsive medium being ambient water having means for deflecting jet or influencing cross-section thereof
    • B63H11/103—Marine propulsion by water jets the propulsive medium being ambient water having means for deflecting jet or influencing cross-section thereof having means to increase efficiency of propulsive fluid, e.g. discharge pipe provided with means to improve the fluid flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/12—Marine propulsion by water jets the propulsive medium being steam or other gas

Definitions

  • the invention relates to an operating method and a drive device for a large vessel, e.g. for a fast, military, surface watercraft having at least one waterjet under the ship, the propulsion energy being provided by internal combustion engines, e.g. Gas turbines, is produced and wherein the exhaust gases generated by the internal combustion engines are distributed by means of the water jet of the water jet under the ship in the water.
  • internal combustion engines e.g. Gas turbines
  • the drive efficiency should be undiminished and the ship's resistance should be lowered. This is done by the introduction of exhaust gas bubbles in the boundary layer of the hull.
  • the object is achieved in that the exit velocity of the water jet of the waterjet according to the requirements the exhaust gas inlet and distribution is adjusted.
  • the fact that the speed of the water jet of the water jet is adjusted according to the requirements of the exhaust gas inlet and - distribution, and no longer, as usual in waterjets, according to the requirements of the ship speed, it is advantageously surprisingly possible, even at low speeds and possibly even at standstill of the ship, to reach a discharge of the exhaust gases under the ship.
  • the vessel has at least one electrically driven waterjet propulsion system, the electrical energy being at least partially provided by internal combustion engines, e.g. Gas turbines, driven generators is generated.
  • the drive components can be arranged particularly favorable in the ship and used more effectively in the partial load range. It is thus possible to place the waterjet far in the ship, e.g. at the beginning of the parallel hull course. This results in advantageous that almost the entire hull is flow around the gas-water mixture generated by the waterjet friction reducing.
  • the exhaust gas discharge takes place in the water under the ship without increasing (compression) of the exhaust gas pressure. So can be beneficial to the installation of compressors or exhaust ejectors for the initiation the exhaust gases are dispensed into the water. The efficiency of the drive system is not reduced by the energy requirements of the compressor or ejectors.
  • the speed of the water jet of the water jet is independent of the ship's speed adjustable.
  • the speed of the jet of water ejected from the waterjet is not independent of the speed of the ship. This could lead to the fact that the exhaust gas produced by the internal combustion engines in the partial load range can not be discharged because the ship is traveling too slowly. This is prevented by the construction according to the invention.
  • the speed of the water jet of the waterjet is adjusted by changing the cross section of the water jet.
  • the speed of the water jet of the waterjet can also be adjusted by a controlled change in the speed of the water flowing through the waterjet, for example by changing rotor speeds, but particularly advantageous in that the change in the speed of the water flowing through the waterjet via adjusting elements, in particular controllably adjustable adjusting blades of the waterjet rotor, done.
  • Controlled adjustable adjusting blades the Waterjetrotors it is even possible that when starting the ship, a sufficiently fast water jet is already generated for the discharge of the exhaust gases.
  • an exhaust gas-free starting of the ship is possible only by a driven by an internal combustion engine waterjet, this with high efficiency.
  • the introduction of the exhaust gases into the water is thereby completely independent of the ship's speed and there are exhaust-gas-free approaching, non-stored or generated electric energy ships, executable. This is especially important for "low cost" ships.
  • the adjustment of the speed of the jet of water of the water jet is particularly advantageously effected by a controlled change in the cross section of the water jet, e.g. via a cross-section variable nozzle at the water jet outlet.
  • This is a mechanically particularly simple solution.
  • a particularly favorable operating behavior results when the cross-sectional change by arranged in the water jet interior guide elements, e.g. axially displaceable pipe sections, takes place.
  • the guide elements e.g. axially displaceable pipe sections
  • the change in cross section takes place by means of guide elements, for example flaps, arranged on the outside of the water jet.
  • the flaps which may be formed both perpendicular to the water jet formation as well as this as an iris diaphragm, can be easily moved mechanically or hydraulically.
  • the water jet can also be given a non-circular, regulated cross-section, in particular a square or rectangular cross-section, for example by a corresponding exit iron shape and size which are optimally hydrodynamically adapted to the shape of the ship (noise and ship resistance) can. So it is possible to realize a water jet shape adapted to the respective type of ship, eg for shallow-going ships, a stream of water in a flat shape without leaving the advantages of the speed of the water jet, which is regulated independently of the ship's speed.
  • the speed of the jet of water of the waterjet be set between limits which are independent of ship speed.
  • limit values e.g. for the minimum velocity of the water jet, it can be achieved that the exhaust gases are certainly carried out in sufficient quantity, even if the ship is slow in motion.
  • the upper limit is advantageously obtained by a free outflow of the water jet at the highest possible amount of water.
  • a propulsion device for carrying out the operation of a watercraft with a waterjet arranged below the ship, wherein at the outlet of the jet of water generated by the water jet, an underwater exhaust gas introduction device, e.g. a substantially circular chamber for introducing the exhaust gases into the water under the ship, is arranged.
  • an underwater exhaust gas introduction device e.g. a substantially circular chamber for introducing the exhaust gases into the water under the ship.
  • the underwater exhaust gas discharge device is designed to introduce the exhaust gases into the water as a coaxial exhaust nozzle segment.
  • a coaxial exhaust nozzle segment ie a nozzle segment, with respect to the exhaust gas space, the water jet of the Surrounds waterjets, coaxial, the invention is particularly advantageous executable.
  • a central element adjustable in cross-section e.g. a telescopic device, which causes the adjustment of the water jet velocity in the underwater exhaust gas introduction device, is arranged.
  • a central element adjustable in cross-section e.g. a telescopic device, which causes the adjustment of the water jet velocity in the underwater exhaust gas introduction device.
  • a cross-sectionally adjustable outer element e.g. a controllable aperture
  • the outer element for adjusting the water jet cross section can also be used in combination with the inner element and allows in a simple mechanical design, e.g. in the form of a lever-operated adjusting device, the inventive cross-sectional reduction of the waterjet water jet.
  • Both the inner and the outer element can be supplemented by the known waterjet deflection blades for adjusting the water jet direction or for reversing. As a result, the exit effect according to the invention for the exhaust gases is not affected.
  • the drive device has a pipe system for the exhaust gases in the coaxial exhaust nozzle segment, in which advantageously at least one counterpressure-controlled non-return valve is present.
  • a pipe system for the exhaust gases in the coaxial exhaust nozzle segment in which advantageously at least one counterpressure-controlled non-return valve is present.
  • the pipe system still advantageous controlled shut-off devices, such as flaps or slides, which are independent of the back pressure and are used in particular in the harbor or when driving by means of a propeller drive.
  • the walls and / or blades of the waterjet may advantageously have a coating of elastomeric material.
  • elastomeric material e.g. Hard rubber, but also be a fiber-reinforced plastic material.
  • Corresponding coatings are known in the field of centrifugal pumps, but it is new to provide them for waterjets.
  • the drive device has at least one, preferably retractable, rudder propeller or cycloidal propeller as the control and propulsion element of the ship.
  • the drive means are e.g. in addition to a generator, at least one further source of electrical energy, e.g. Accumulators or fuel cell systems, which allow an emission-free guiding of the ship.
  • the Rudderpropeller can also be arranged retractable in the bow area. Then the usual "bow thruster" can be omitted.
  • an internal combustion engine for starting the watercraft has an optionally switchable exhaust pipe into the water or into the atmosphere.
  • sensors for pressure measurement are present in the underwater exhaust-gas introduction device for supplying the exhaust gases to the water jet of the waterjet; Likewise, sensors for measuring pressure in the exhaust pipe system are provided. This way, safe operation can be achieved with simple and robust sensors.
  • an automation system with automation devices is available for the control and regulation of the water jet as a function of the exhaust gas inlet, which relieves the operating crew of the ship and prevents switching errors. Furthermore, a coordinated control of the individual components of the drive can be achieved via ramp functions.
  • the automation system not only acts on the elements on the waterjet, which influence the waterjet speed and the pressure conditions, but also on the adjustment elements and closure elements in the exhaust pipe system.
  • the automation system is advantageously arranged "on site". It includes, among other things, the automation of the internal combustion engine (gas turbine or diesel engine), the generator and the waterjet and the exhaust pipe system. It controls and regulates both operational readiness (eg pressures and temperatures), start-up and operation (eg speeds and positions of actuators) and the required electrical switching and control devices (eg circuit breakers, AC-AC or AC-DC controllers) ).
  • a corresponding second automation system is at least partially located in the overall drive automation. This results in an advantageous complete automation of the drive device with respect to the waterjet as a drive component.
  • the heat of the exhaust gases via a heat exchanger system for more Operating equipment eg for the production of warm water and / or seawater desalination is used.
  • the energy required for this can advantageously be reduced on board the respective ship.
  • the drive device is e.g. controlled primarily according to the speed requirement of the ship. It is provided in ships with one or more electric rudder propellers in the rear area, the propulsion, which is necessary for the desired ship speed at relatively low speeds, also provided a simultaneous operation of the waterjets.
  • This has the advantage that this can be compensated by the arrangement of the water jets on the underside of the ship increased ship shape resistance. Thus there is no negative influence of the hull shape change required by the waterjets.
  • the adjusting vanes of the waterjet rotor no longer on suction position, as in the startup, are provided, but it can with the normal propulsion position of the waterjet Rotor blades are worked.
  • the waterjet adjustment vane position can therefore be optimized for propulsion.
  • FIGURE 1 denotes an internal combustion engine, here for example a gas turbine of the type LM2500 from MTU.
  • the gas turbine drives a generator 2, here for example a 16MW generator.
  • 3 with the coaxially operating nozzle segment is referred to, in which the schematically indicated water jet 5 entrains the water jet coaxially surrounding exhaust gas.
  • the water jet 5 is generated by the rotor 4, which is driven for example by a rotor shaft.
  • the double arrow 6 symbolizes the adjustability of the cross section at the outlet of the water jet in order to give it the necessary speed even at small speeds of the ship to bring out the exhaust gas from the space of the waterjet outlet.
  • the speed of the exiting water jet can be adjusted so high by a corresponding reduction in cross-section that even in the space 3, a negative pressure is created.
  • a pressure of 0 bar can be set, so that the gas turbine or a diesel engine instead of the gas turbine, has no loss of efficiency compared to a free exit of the exhaust gases into the atmosphere.
  • the exhaust gases of the gas turbine 1 are guided through the line 9, which is preferably branched in the use of twin water jets branched directly in front of the water jets, coaxially operating nozzle segments.
  • shut-off valves 7 and 8 which are check valves or controlled flaps, to prevent the return of the water surrounding the hull into the line at standstill.
  • pressure sensors can be arranged which serve to regulate the exhaust gas pressure in the respective regions by changing the exit velocity of the waterjet jet or the outlet cross section from the line 9.
  • the pressure sensors can be supplemented by further sensors, such as water infiltration detectors, valve position sensors, etc.
  • the sensor signals are fed to the automation system, which is not shown in more detail, e.g. also ramps for the gas turbine, for the pumps of the heat exchanger 11 and for the servomotor of Hauptabsperrschiebers 10 has.
  • the automation system has the usual components for a marine propulsion, so that an autonomously functioning subsystem of ship automation is created.
  • This subsystem is advantageously designed in such a way that, together with the internal combustion engine, the generator and the waterjet and the pipelines required for it, etc., a marine equipment component results, which can be used substantially unchanged for different types of ships and sizes of ship. It is particularly advantageous if this drive unit is installed in prefabricated form during the keel laying in the ship. The number of installed marine equipment components depends on the size of the ship.
  • 12 denotes the rotor blades disposed on a rotor hub 15.
  • the rotor hub 15 can be driven in unspecified manner, for example, by a front engaging drive shaft 23. However, it can also be designed as an inner rotor, the drive through windings 16, which are indicated schematically takes place. Except for a hub 14, the stator still has the stator blades 13, the possibly for a better starting behavior of the ship, if no separate propeller drive in the stern or in the bow is available, as well as the rotor blades 12 are designed as adjusting blades and thus complement the proposed blade adjustment for anfahrfahr Waterjet.
  • the stator hub 14 On the output side, the stator hub 14 has hydraulically actuatable tubular elements 17 which can be extended to different extents and reduce the cross-section in the annular space 22 such that the water velocity is high enough to allow the exhaust gases of the internal combustion engine entering the annular space 22 through the pipeline 18. carry.
  • the adjustability of the adjusting elements 17 is indicated by the thick double arrow 20.
  • the annulus 22 is closed by walls 21 into which e.g. Ring diaphragms can still be installed in order to achieve an external adjustment of the outlet cross section of the water from the water jet.
  • Such an adjustment can be made by an iris diaphragm, which contains tube-section-shaped segments which are displaceable relative to one another.
  • the inner contour of the outer cone can correspond approximately to the contour of the outer annular space boundary.
  • the inflow of the water is indicated by the arrow 19, it can result both from the travel of the ship through the water, as well as by a suction of the waterjet, which arises when the rotor and possibly the stator blades are employed accordingly.
  • the pipe diameters, the distances in the waterjet, the blade profiles, the formation of the elements which cross-section the emerging water jet are coordinated and specific for each drive device.
  • the drive directions are designed as autonomously operable devices, which are then assigned in different numbers, for example, individually or in pairs, a respective ship type.
  • 25 denotes a longitudinally cut water jet with the entry level II and the exit level I for the water flowing through the waterjet.
  • the pressure and velocity ratios at the waterjet can be described by the mass conservation equation and the integrated momentum equation.
  • the expert can calculate the required speeds and beam cross sections in the waterjet.
  • the application of the equations results from the calculation example, which refers to FIG.
  • An example table shows the speed range which is important according to the invention. As it turns out, the discharge rate of the jet of water is so great that any amount of exhaust gas resulting in practical operation can be safely discharged.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Exhaust Silencers (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Gas Separation By Absorption (AREA)
  • Medicines Containing Antibodies Or Antigens For Use As Internal Diagnostic Agents (AREA)
  • Toys (AREA)
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Claims (26)

  1. Procédé pour faire fonctionner un navire de surface rapide qui comporte, en plus d'un entraînement à hélices, au moins un entraînement à jet d'eau au-dessous du navire, l'énergie de propulsion étant générée par des moteurs à combustion interne, par exemple des turbines à gaz, et les gaz d'échappement, produits par les moteurs à combustion interne, étant répartis dans l'eau au-dessous du navire au moyen du jet d'eau de l'hydrojet, et la vitesse du jet d'eau de l'hydrojet étant réglée selon les exigences imposées par l'injection et la distribution des gaz d'échappement de telle sorte que la vitesse du jet d'eau de l'hydrojet est indépendante de la vitesse du navire.
  2. Procédé selon la revendication 1, caractérisé en ce que le navire comporte au moins un entraînement par jet d'eau entraîné par de l'énergie électrique, l'énergie électrique étant produite au moins partiellement par des génératrices entraînés par des moteurs à combustion interne, par exemple par des turbines à gaz.
  3. Procédé selon la revendication 1 ou 2, caractérisée en ce que l'injection des gaz d'échappement dans l'eau au-dessous du navire est effectuée sans augmenter la pression des gaz d'échappement (compression).
  4. Procédé selon la revendication 1, 2 ou 3, caractérisé en ce qu'une zone de dépression, à une pression qui est inférieure à la pression des gaz d'échappement, est produite par la vitesse du jet d'eau à la sortie du jet d'eau de l'hydrojet.
  5. Procédé selon la revendication 1, 2, 3 ou 4, caractérisé en ce que la vitesse du jet d'eau de l'hydrojet est réglée en faisant varier la section du jet d'eau.
  6. Procédé selon la revendication 1, 2, 3, 4 ou 5, caractérisé en ce que la vitesse du jet d'eau de l'hydrojet est réglée en commandant la variation de la vitesse de l'eau s'écoulant à travers l'hydrojet.
  7. Procédé selon la revendication 1, 2, 3, 4, 5 ou 6, caractérisé en ce que la variation de la vitesse de l'eau passant dans l'hydrojet est effectuée au moyen d'éléments réglables, notamment au moyen d'aubes réglables, à réglage commandé, du rotor de l'hydrojet.
  8. Procédé selon la revendication 1, 2, 3, 4, 5, 6 ou 7, caractérisé en ce que la vitesse du jet d'eau de l'hydrojet est réglée au niveau de l'hydrojet en faisant varier la section du jet d'eau, par exemple au moyen d'une tuyère de section variable à la sortie du jet d'eau.
  9. Procédé selon la revendication 8, caractérisé en ce que la variation de la section est effectuée au moyen d'éléments de guidage, par exemple des tronçons tubulaires déplaçables axialement, disposés à l'intérieur du jet d'eau.
  10. Procédé selon la revendication 8 ou 9, caractérisé en ce que la variation de la section est effectuée par des éléments de guidage, par exemple des volets, disposés à l'extérieur du jet d'eau.
  11. Procédé selon l'une ou plusieurs des revendications précédentes, caractérisé en ce qu'il est conféré au jet d'eau une section à réglage automatique, dont la forme est autre que circulaire, notamment une section carrée ou rectangulaire, par exemple en conférant à la tuyère de sortie une dimension et une forme correspondantes.
  12. Procédé selon l'une ou plusieurs des revendications précédentes, caractérisé en ce que la vitesse du jet d'eau de l'hydrojet est réglée entre des valeurs limites qui sont indépendantes de la vitesse du navire.
  13. Dispositif d'entraînement pour mettre en oeuvre le procédé pour faire fonctionner un navire de surface rapide, comportant un hydrojet disposé sous le navire, selon l'une ou plusieurs des revendications précédentes, caractérisé en ce qu'un dispositif d'injection des gaz d'échappement dans l'eau dans lequel le jet d'entraînement de l'hydrojet passe axialement, par exemple une chambre de conformation sensiblement ronde, destiné à injecter les gaz d'échappement dans l'eau sous le navire, est disposé à la sortie du jet d'eau (5) produit par l'hydrojet (22), la chambre comportant à l'intérieur un élément médian de section réglable, par exemple un dispositif télescopique (7) qui permet de régler la vitesse du jet d'eau dans la chambre.
  14. Dispositif d'entraînement selon la revendication 13, caractérisé en ce que la chambre d'injection des gaz d'échappement dans l'eau est conformée en segment de tuyère de gaz d'échappement coaxial (3).
  15. Dispositif d'entraînement selon la revendication 13 ou 14, caractérisé en ce qu'un élément extérieur, de section réglable, par exemple un obturateur commandé, est disposé dans la chambre.
  16. Dispositif d'entraînement selon la revendication 13, 14 ou 15, caractérisé en ce que le système tubulaire (9), qui guide les gaz d'échappement dans le segment de tuyère de gaz d'échappement coaxial (3), comporte un claquet anti-retour (7, 8) commandé par la contre-pression.
  17. Dispositif d'entraînement selon l'une ou plusieurs des revendications 13 à 16, caractérisé en ce que les parois et/ou les aubes de l'hydrojet (22) comporte un revêtement en matériau élastomère, par exemple en caoutchouc dur, ou en matière plastique renforcée par des fibres.
  18. Dispositif d'entraînement selon l'une ou plusieurs des revendications 13 à 17, caractérisé en ce qu'il comporte au moins une hélice de gouvernail ou une hélice cycloïdale, avantageusement escamotable, se présentant sous la forme d'un organe de commande ou de propulsion du navire, avantageusement situé à l'arrière.
  19. Dispositif d'entraînement selon l'une ou plusieurs des revendications 13 à 18, caractérisé en ce qu'il est prévu, en plus d'au moins une génératrice (2), au moins une autre source d'énergie électrique, par exemple des installations à accumulateurs ou à piles à combustible, qui permettent un de déplacer le navire sans émission.
  20. Dispositif d'entraînement selon l'une ou plusieurs des revendications 13 à 18, caractérisé en ce qu'un moteur à combustion interne destiné à entraîner le navire comporte une conduite d'injection de gaz d'échappement dans l'eau ou l'atmosphère, laquelle peut être mise en circuit facultativement.
  21. Dispositif d'entraînement selon l'une ou plusieurs des revendications 14 à 22, caractérisé en ce que des capteurs de mesure de pression sont disposés dans le dispositif d'injection des gaz d'échappement sous l'eau de l'hydrojet (22).
  22. Dispositif d'entraînement selon l'une ou plusieurs des revendications 13 à 21, caractérisé en ce que des capteurs de mesure de pression sont disposés dans le système tubulaire de gaz d'échappement (9).
  23. Dispositif d'entraînement selon l'une ou plusieurs des revendications 13 à 22, caractérisé en ce qu'il comporte un dispositif d'automatisation, qui commande la section du jet d'eau en fonction du rapport de la pression dans le dispositif d'injection de gaz d'échappement dans l'eau à la pression dans le système tubulaire de gaz d'échappement (9).
  24. Dispositif d'entraînement selon l'une ou plusieurs des revendications 13 à 23, caractérisée en ce qu'il comporte un dispositif d'automatisation, qui commande des éléments réglables sur ou dans l'hydrojet (22), par exemple des aubes réglables dans l'hydrojet (22), en fonction du rapport de la pression dans le dispositif d'injection de gaz d'échappement dans l'eau à la pression dans le système tubulaire de gaz d'échappement (9).
  25. Dispositif d'entraînement selon l'une ou plusieurs des revendications 13 à 24, caractérisé en ce qu'il comporte un dispositif d'automatisation pour commander des volets (10) dans le système tubulaire de gaz d'échappement.
  26. Dispositif d'entraînement selon l'une ou plusieurs des revendications 13 à 25, caractérisé en ce que la chaleur des gaz d'échappement est utilisée par un système d'échange thermique (11) pour d'autres dispositifs d'exploitation, par exemple pour la production d'eau chaude ou pour le dessalement de l'eau de mer.
EP04710386A 2003-03-03 2004-02-12 Bateau sans panache de fumee entraine par au moins un systeme de propulsion par jet d'eau Expired - Lifetime EP1599381B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US10/377,029 US6881110B1 (en) 2003-03-03 2003-03-03 High-speed vessel powered by at least one water jet propulsion system without exhaust gas trail
US377029 2003-03-03
PCT/EP2004/001328 WO2004078584A1 (fr) 2003-03-03 2004-02-12 Bateau sans panache de fumee entraine par au moins un systeme de propulsion par jet d'eau

Publications (2)

Publication Number Publication Date
EP1599381A1 EP1599381A1 (fr) 2005-11-30
EP1599381B1 true EP1599381B1 (fr) 2006-06-14

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EP04710386A Expired - Lifetime EP1599381B1 (fr) 2003-03-03 2004-02-12 Bateau sans panache de fumee entraine par au moins un systeme de propulsion par jet d'eau

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Country Link
US (1) US6881110B1 (fr)
EP (1) EP1599381B1 (fr)
KR (1) KR100700234B1 (fr)
CN (1) CN100522738C (fr)
AT (1) ATE329823T1 (fr)
DE (1) DE502004000775D1 (fr)
ES (1) ES2267049T3 (fr)
WO (1) WO2004078584A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7241193B2 (en) * 2005-06-10 2007-07-10 Jordan Jeff P Variable marine jet propulsion
US20090098782A1 (en) * 2007-10-12 2009-04-16 Dunn Paul M Two Phase Water Jet Propulsion for High-Speed Vehicles
KR100942317B1 (ko) 2007-10-18 2010-02-12 대우조선해양 주식회사 선박의 배기가스 배출장치
JP2011520691A (ja) 2008-05-16 2011-07-21 ジ・オハイオ・ステイト・ユニバーシティ 船舶用推進システム
CN101734361A (zh) * 2008-11-12 2010-06-16 孙志伟 船舶导流推进系统的混流装置
CN101817399B (zh) * 2009-02-27 2013-07-17 王宜祥 燃气喷水机
CN101870342B (zh) * 2009-04-22 2013-09-11 昆山市美吉动力机械科技有限公司 冲浪板发动机排气管路
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DE502004000775D1 (de) 2006-07-27
KR100700234B1 (ko) 2007-03-26
EP1599381A1 (fr) 2005-11-30
WO2004078584A1 (fr) 2004-09-16
ATE329823T1 (de) 2006-07-15
CN1753812A (zh) 2006-03-29
US6881110B1 (en) 2005-04-19
KR20050101574A (ko) 2005-10-24
CN100522738C (zh) 2009-08-05
ES2267049T3 (es) 2007-03-01

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