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EP1928728B1 - Propulsion navale - Google Patents

Propulsion navale Download PDF

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Publication number
EP1928728B1
EP1928728B1 EP06753262.2A EP06753262A EP1928728B1 EP 1928728 B1 EP1928728 B1 EP 1928728B1 EP 06753262 A EP06753262 A EP 06753262A EP 1928728 B1 EP1928728 B1 EP 1928728B1
Authority
EP
European Patent Office
Prior art keywords
approximately
torque
propeller
propellers
propulsion unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP06753262.2A
Other languages
German (de)
English (en)
Other versions
EP1928728A2 (fr
Inventor
Reinhold Reuter
Manfred Heer
Peter Jansen
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.)
Schottel GmbH
Original Assignee
Schottel GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schottel GmbH filed Critical Schottel GmbH
Publication of EP1928728A2 publication Critical patent/EP1928728A2/fr
Application granted granted Critical
Publication of EP1928728B1 publication Critical patent/EP1928728B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H23/04—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing the main transmitting element, e.g. shaft, being substantially vertical
    • 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
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • B63H2005/103—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type of co-rotative type, i.e. rotating in the same direction, e.g. twin propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
    • B63H2005/1256—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with mechanical power transmission to propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H2020/005—Arrangements of two or more propellers, or the like on single outboard propulsion units
    • B63H2020/006—Arrangements of two or more propellers, or the like on single outboard propulsion units of coaxial type, e.g. of counter-rotative type

Definitions

  • the present invention relates to a ship propulsion with double propeller according to the preamble of claim 1.
  • the propulsion unit includes a drive motor housed in the ship's hull with a vertical motor shaft at the lower end of which is provided a coupling to a vertical drive shaft terminating in a double propeller underwater housing with a differential having a horizontal gear from which to each Gears are driven by a suction propeller and a downstream propeller.
  • the FR 1317773 A discloses a marine propulsion system with a transmission device interposed between a torque transmission shaft and a propeller.
  • the present invention has and aims to improve double propeller propulsion and double propeller propulsion methods for ships.
  • the present invention also has and aims to improve double propeller drives and double propeller propulsion methods for ships and marine propulsion with a high temperature superconducting motor.
  • the invention has and in particular achieves the goal of improving double propeller drives with a high-temperature superconducting motor in such a way that good efficiency is maintained at high powers.
  • the invention has and continues to achieve, in particular, the aim of improving marine propulsion with a high-temperature superconducting motor in such a way that high performance is achieved on the propeller or propellers with simple means while maintaining good efficiency.
  • the torque transmission shaft only a fraction of the torque is transmitted to the two propellers at a corresponding speed, preferably about the torque transmission shaft only about 15% to about 40%, in particular about 20% to about 35%, and preferably about 25% to about 30% of the torque is transmitted to the two propellers at the appropriate speed.
  • front pinion and / or the rear pinion lie on the torque transmission shaft or is, and further preferably the front pinion and / or the rear pinion rotatably connected to the torque transmission shaft is or is.
  • front-wheel-front pair and / or the rear-wheel rear-pinion pair includes a reduction to achieve at least approximately the full torque at the respective propeller, wherein further preferably the Vordertellerrad- Front pinion pair and / or the rear-wheel-rear pinion pair has a reduction of about 2 to about 5, in particular about 2.5 to about 4.5, and preferably about 3 to about 4 or has.
  • the front gear means and the rear transmission means are designed so that the two propellers rotate in the same direction, or that are provided on at least one of the two propeller direction of rotation reversing means by means of which is adjustable that the two propellers turn in the same direction or in the opposite direction.
  • front transmission devices and the rear transmission devices are designed so that the two propellers rotate at different speeds, and in particular the front transmission devices and the rear transmission devices are designed so that the rear propeller rotates faster than the front propeller.
  • the ship propulsion system according to the invention may also be further developed by virtue of the fact that the two propellers have parallel or coaxial axes of rotation which are inclined at a different angle from the vertical by 90 °, so that the front propeller is lower than the rear propeller is located.
  • the smaller angle of the axes of rotation of the two propellers with the vertical is approximately 80 ° to approximately 89 °, in particular approximately 82 ° to approximately 87 °, and preferably at least approximately 85 °.
  • the drive means include a high-temperature superconducting motor.
  • the two in particular at least substantially coaxial propeller are rotatably mounted on or in the underwater nacelle.
  • Fig. 1 . 2 and 3 are each schematically in a longitudinal section examples of a marine propulsion S in the form of a double propeller drive 1, which is also referred to as a twin-propeller drive, shown for the basic use of a HTS engine in the principle of torque conversion immediately before the propellers.
  • the double propeller drive 1 includes a pear-like underwater nacelle 2 with a housed underwater gearbox 3 and two propellers 4 and 5.
  • the towards the stern of the ship (not shown) facing rear propeller 4 is to be regarded as a rear propeller 4, and towards the bow of the ship pointing front propeller 5 is to be regarded as a front propeller 5 accordingly.
  • the underwater transmission 3 includes a ring gear 6 and a bevel gear 7 on an axle shaft 8 to each propeller 4 and 5, to torque of in a ship's hull R, from which the underwater pod 2 projects downward, arranged drive means A via the underwater gear 3 to the two Propellers 4 and 5 to transfer.
  • the two planetary gear stages include in the usual way sun, planetary and ring gears and planet carrier 11, which are connected to the respective output shafts 12 and 13, respectively, on which the propellers 4 and 5 are arranged.
  • sun, planetary and ring gears and planet carrier 11 which are connected to the respective output shafts 12 and 13, respectively, on which the propellers 4 and 5 are arranged.
  • the structure and the effect and function of such planetary gears 9 and 10 are known in principle to those skilled in the art, so that a detailed explanation thereof is dispensable here.
  • a smaller bulb diameter of the underwater transmission 3 can be realized compared to previous conventional designs, which represents a better efficiency of the system. Also different speeds are possible on the propellers 4 and 5, which allows a cheaper propeller design. Lower speeds and larger torques on the propellers 4 and 5 are possible without the disadvantage of a large ring gear diameter.
  • a planetary gear 10 with fixed planet carrier 11 'and the connection of a ring gear 14 to the propeller shaft 13 is executed, as in the schematic sectional view of Fig. 2 is shown, wherein the same or similar parts as those in the Fig. 1 are shown, are provided with the same reference numerals and will not be explained again to avoid the pure repetition, but for the explanations to Fig. 1 Reference is made.
  • FIG. 3 Another example of a ship propulsion S or double propeller drive 1 will be explained below.
  • this double propeller drive 1 according to the in the Fig. 3 has the same components and functions as the first example shown in the Fig. 1 is illustrated and explained above with reference thereto, will not be discussed again below, but it will be only with respect to the first example according to the Fig. 1 different components and functions below treated to avoid mere repetition.
  • the components and functions corresponding in the first and third examples reference is therefore made to the preceding description of the first example according to FIG Fig. 1 directed.
  • the differential gear 17, which in the double propeller drive 1 according to the in Fig. 3 illustrated third example is designed and designed to be used in conjunction with concurrent propellers 4 and 5 with not belonging to the invention planetary gears 9 and 10. Without limitations, however, it is also possible to realize the design and layout of the differential gear 17 such that such a differential gear 17 can be used for a relative to the propeller 4 and 5 opposite arrangement.
  • the variant of the marine propulsion S or double propeller drive 1 with a differential or differential 17 can be realized even with double or twin propeller 1 with only one bevel gear in the underwater gear 3 between the bevel gear pair 6 un the two propellers 4 and 5.
  • This can be implemented, for example, in that the axle shaft 8, which is likewise the axial connection of the two propeller shafts 12 and 13, is divided.
  • the drive means include at least one high temperature superconducting motor HTSLM housed in the ship's hull.
  • a high-temperature superconducting motor HTSLM is supplied with electric power, for example, from a diesel-electric plant.
  • a high-temperature superconducting motor HTSLM has a good efficiency, but requires in order to achieve correspondingly high levels of performance, which are needed on the propeller or propellers, a large and therefore very complex unit.
  • the high-temperature superconductor motor HTSLM smaller than would be required for a largely direct line transmission to the propeller or propeller otherwise conventional construction.
  • the drive means comprise at least one high-temperature superconducting motor HTSLM housed in the ship's hull.
  • HTSLM high-temperature superconducting motor housed in the ship's hull.
  • torque transmission devices which are connected between the drive means and the propeller or. These torque transmission devices are present, as well as in the other embodiments of the drive devices to the underwater nacelle accommodated, where Teiel these torque transfer devices are housed, which also in other embodiments in general terms, for example, can be so realized, but not necessarily so realized.
  • the torque transmitting devices according to the Fig. 4 include a ring gear-bevel gear pair in the underwater nacelle for transmitting only a portion of the torque and a planetary gear associated with each propeller within the underwater nacelle with a reduction to achieve at least approximately the full torque on the propellers.
  • HTSLM high-temperature superconducting motor
  • a smaller high temperature superconducting motor HTSLM has the advantage that the cooling requirements are lower.
  • the use of a high-temperature superconducting motor HTSLM is fundamentally made possible or at least essential on a ship facilitates, and on the other hand, the expenses for the "smaller" high-temperature superconducting motor HTSLM overall much lower than for a larger, ie in particular more powerful variant of a high-temperature superconducting motor HTSLM. This is achieved in a particularly advantageous manner, a much cheaper realization of the use of a high-temperature superconducting motor HTSLM on a ship.
  • a high-temperature superconducting motor HTSLM with a small torque can be used, since a higher, yet with a small high-temperature superconducting motor HTSLM achievable with relatively little effort speed in conjunction with the translation in the torque transfer devices, so for example in the underwater gear torque compensated.
  • the design with the above planetary gear is on the propeller or the propellers high torque available.
  • same power through a high speed but smaller torque can be provided by the inventive transmission in the torque transfer devices on the propeller or propellers again in the required high torque available.
  • a marine propulsion S or double propeller drive 21 with a Propulusionsech P the drive via a drive shaft AW preferably vertically.
  • the power transmission then branches in a nacelle housing H of the underwater nacelle 3 to an overhead and bottom pinion Ro or Ru.
  • the two pinions Ro and Ru each engage only in one of two ring gears 23 and 24, each forming with its associated pinion Ro and Ru one of two bevel gear stages K1 and K2.
  • These two separate bevel gear stages K1 and K2 may e.g. be realized by an axial angle ⁇ less than 90 °, by using a balance shaft 22 to compensate for angular or radial axial dislocations between the two pinions Ro and Ru or by correspondingly different gear diameter.
  • an angle ⁇ smaller than 90 ° there is additionally the positive effect that the nacelle G in the direction of flow, which is symbolically represented by the arrows 27, is inclined.
  • the advantageous and therefore particularly preferred angle ⁇ of about 85 ° corresponds well to the usual flow angles of stern drives in ships.
  • the installation of the double propeller drive 21 in the nacelle diameter is very small and can be optimized be designed to lower speed for the front free-flowing propeller or front propeller 25 and correspondingly higher speed for the rear, working in the accelerated flow propeller or tail propeller 26.
  • the concept enables the realization of high performance for mechanical rudder propellers using common, obtainable wheelset dimensions.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Gear Transmission (AREA)
  • Retarders (AREA)
  • Control Of Electric Motors In General (AREA)
  • Control Of Multiple Motors (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Claims (14)

  1. Propulseur de navire comportant des moyens propulseurs destinés à être disposés dans la coque et dans une nacelle sous-marine (G) à poser à l'extérieur de la coque, comportant une hélice avant (25) et une hélice arrière (26), dans lequel l'hélice avant et l'hélice arrière sont disposées sur des côtés opposés de la nacelle sous-marine, et comportant des moyens de transmission de couple entre les moyens propulseurs et les hélices, dans lequel les moyens de transmission de couple comprennent un arbre (AW) de transmission de couple commun aux deux hélices, destiné à la transmission du couple des moyens propulseurs jusqu'à la nacelle sous-marine,
    caractérisé en ce
    que les moyens de transmission de couple comprennent en outre, lesquels sont disposés dans la nacelle sous-marine,
    - des moyens propulseurs avant qui comprennent une couronne de différentiel frontale (23) et un pignon frontal (Ro) associé, en prise avec la couronne de différentiel frontale, lequel est couplé à l'arbre de transmission de couple, la couronne de différentielle frontale étant couplée à l'hélice frontale,
    - ainsi que des moyens propulseurs arrière qui comprennent une couronne de différentiel arrière (24) et un pignon arrière (Ru) associé, en prise avec la couronne de différentiel arrière, lequel est couplé à l'arbre de transmission de couple, la couronne de différentiel arrière étant couplée à l'hélice arrière, et
    en ce que la paire couronne de différentiel frontale / pignon frontal et la paire couronne de différentiel arrière / pignon arrière comprennent respectivement une démultiplication pour l'obtention au moins approximative du couple maximal sur l'hélice respective.
  2. Propulseur de navire selon la revendication 1,
    caractérisé en ce

    que le pignon frontal et/ou le pignon arrière est situé/sont situés sur l'arbre de transmission de couple.
  3. Propulseur de navire selon la revendication 2,
    caractérisé en ce
    que le pignon frontal et/ou le pignon arrière est relié/sont reliés de manière solidaire à l'arbre de transmission de couple.
  4. Propulseur de navire selon l'une quelconque des revendications précédentes,
    caractérisé en ce
    que la paire couronne de différentiel frontale / pignon frontal et/ou la paire couronne de différentiel arrière / pignon arrière présente/présentent une démultiplication d'environ 2 à 5, notamment d'environ 2,5 à environ 4,5, et de préférence d'environ 3 à environ 4.
  5. Propulseur de navire selon l'une quelconque des revendications précédentes,
    caractérisé en ce
    que par l'intermédiaire de l'arbre de transmission de couple, seulement une fraction du couple est transmise aux deux hélices avec une vitesse de rotation correspondante.
  6. Propulseur de navire selon l'une quelconque des revendications précédentes,
    caractérisé en ce
    que par l'intermédiaire de l'arbre de transmission de couple, seulement environ 15 % à environ 40 %, notamment 20 % à environ 35 %, et de préférence environ 25 % à environ 30 % du couple sont transmis aux deux hélices avec une vitesse de rotation correspondante.
  7. Propulseur de navire selon l'une quelconque des revendications précédentes,
    caractérisé en ce
    que les moyens propulseurs avant et les moyens propulseurs arrière sont conçus de manière à ce que les deux hélices tournent dans le même sens.
  8. Propulseur de navire selon l'une quelconque des revendications précédentes,
    caractérisé en ce
    que des moyens d'inversion du sens de rotation agissant sur au moins une des deux hélices sont ménagés, au moyen desquels il est possible de régler que les deux hélices tournent dans le même sens ou en sens inverse.
  9. Propulseur de navire selon l'une quelconque des revendications précédentes,
    caractérisé en ce
    que les moyens propulseurs avant et les moyens propulseurs arrière sont conçus de manière à ce que le deux hélices tournent à une vitesse différente.
  10. Propulseur de navire selon la revendication 9,
    caractérisé en ce
    que les moyens propulseurs avant et les moyens propulseurs arrière sont conçus de manière à ce que l'hélice arrière tourne plus vite que l'hélice avant.
  11. Propulseur de navire selon l'une quelconque des revendications précédentes,
    caractérisé en ce
    que des moyens de commande de la vitesse de rotation agissant sur au moins une des deux hélices sont ménagés, au moyen desquels un rapport de vitesse de rotation entre les deux hélices est réglable.
  12. Propulseur de navire selon l'une quelconque des revendications précédentes,
    caractérisé en ce
    que les deux hélices présentent des axes de rotation parallèles ou coaxiaux qui sont inclinés par rapport à la verticale dans un angle différent de 90°, de sorte que l'hélice avant est située plus bas que l'hélice arrière.
  13. Propulseur de navire selon la revendication 12,
    caractérisé en ce
    que l'angle plus petit des axes de rotation des deux hélices par rapport à la verticale est d'environ 80° à environ 89°, notamment d'environ 82° à environ 87°, et de préférence d'au moins environ 85°.
  14. Propulseur de navire selon l'une quelconque des revendications précédentes,
    caractérisé en ce
    que les moyens propulseurs comprennent un moteur supraconducteur à haute température.
EP06753262.2A 2005-06-09 2006-06-09 Propulsion navale Not-in-force EP1928728B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE202005009075 2005-06-09
DE202005010385 2005-07-01
DE202005011057 2005-07-13
DE202005013752 2005-08-31
PCT/DE2006/000993 WO2006131107A2 (fr) 2005-06-09 2006-06-09 Propulsion navale et procede de propulsion navale

Publications (2)

Publication Number Publication Date
EP1928728A2 EP1928728A2 (fr) 2008-06-11
EP1928728B1 true EP1928728B1 (fr) 2016-10-05

Family

ID=37101978

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06753262.2A Not-in-force EP1928728B1 (fr) 2005-06-09 2006-06-09 Propulsion navale

Country Status (9)

Country Link
US (1) US20090124146A1 (fr)
EP (1) EP1928728B1 (fr)
JP (1) JP5202310B2 (fr)
KR (1) KR101429010B1 (fr)
CN (1) CN103786854B (fr)
CA (1) CA2611392C (fr)
DE (1) DE112006002114A5 (fr)
NO (1) NO339938B1 (fr)
WO (1) WO2006131107A2 (fr)

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DE102009033554A1 (de) * 2009-07-16 2011-01-20 Reintjes Gmbh Propellergondel
NO331224B1 (no) 2010-03-31 2011-11-07 Scana Volda As Propellfremdriftssystem for flytende konstruksjoner
KR101225179B1 (ko) * 2010-07-06 2013-01-22 삼성중공업 주식회사 추진장치 및 이를 포함하는 선박
KR101271614B1 (ko) * 2011-02-25 2013-06-11 삼성중공업 주식회사 선박의 스러스터
KR101430159B1 (ko) * 2012-05-17 2014-08-13 삼성중공업 주식회사 선박용 추진장치
KR101595845B1 (ko) * 2013-01-28 2016-02-19 윤은석 감속기
CN105083518A (zh) * 2015-08-14 2015-11-25 苏州金业船用机械厂 电控式船用推进装置
CN105151265B (zh) * 2015-10-25 2017-06-20 宁波市鄞州发辉机械科技有限公司 一种潜水器的传动装置
CN105270589B (zh) * 2015-10-30 2018-05-01 佛山市神风航空科技有限公司 一种船舶用双级推进器
CN105799899B (zh) * 2016-03-15 2017-08-22 宁波市鄞州发辉机械科技有限公司 一种管式反桨推进器的传动连接装置
CN106184681A (zh) * 2016-08-29 2016-12-07 桂林星辰混合动力有限公司 一种船用双电机直翼全向推进器
KR101811866B1 (ko) 2017-04-12 2017-12-22 주식회사 남일 교반 기능을 갖는 하부모터형 수중펌프
JP6925596B2 (ja) * 2017-06-05 2021-08-25 株式会社Ｉｈｉ原動機 船舶推進装置
CN110775236B (zh) * 2019-11-07 2022-02-11 湖南工业大学 一种水气一体式翻转推进器
CN112937822A (zh) * 2021-03-09 2021-06-11 北京航空航天大学 一种单驱动可折叠共轴螺旋桨装置
CN115009489A (zh) * 2022-05-22 2022-09-06 哈尔滨广瀚动力传动有限公司 一种电动对转对转桨推进吊舱
CN116280135A (zh) * 2023-04-19 2023-06-23 无锡申穗船舶设备有限责任公司 一种串列式舵桨

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CA2611392C (fr) 2012-09-11
CA2611392A1 (fr) 2006-12-14
JP2008545583A (ja) 2008-12-18
NO339938B1 (no) 2017-02-20
EP1928728A2 (fr) 2008-06-11
WO2006131107A3 (fr) 2007-04-19
WO2006131107A2 (fr) 2006-12-14
NO20080126L (no) 2008-03-10
CN103786854A (zh) 2014-05-14
KR101429010B1 (ko) 2014-08-11
CN103786854B (zh) 2016-08-17
DE112006002114A5 (de) 2008-05-21
US20090124146A1 (en) 2009-05-14
JP5202310B2 (ja) 2013-06-05
KR20080047313A (ko) 2008-05-28

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