EP0148805A2 - Takelwerk mit grosser Schlankheit und vereinfachter Handhabung - Google Patents

Takelwerk mit grosser Schlankheit und vereinfachter Handhabung Download PDF

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Publication number
EP0148805A2
EP0148805A2 EP85400056A EP85400056A EP0148805A2 EP 0148805 A2 EP0148805 A2 EP 0148805A2 EP 85400056 A EP85400056 A EP 85400056A EP 85400056 A EP85400056 A EP 85400056A EP 0148805 A2 EP0148805 A2 EP 0148805A2
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EP
European Patent Office
Prior art keywords
mast
booms
sail
boom
rigging according
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.)
Ceased
Application number
EP85400056A
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English (en)
French (fr)
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EP0148805A3 (de
Inventor
Philippe Constant Nobileau
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MARINOVATION
Original Assignee
MARINOVATION
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Filing date
Publication date
Application filed by MARINOVATION filed Critical MARINOVATION
Publication of EP0148805A2 publication Critical patent/EP0148805A2/de
Publication of EP0148805A3 publication Critical patent/EP0148805A3/de
Ceased legal-status Critical Current

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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
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • 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
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • B63H9/061—Rigid sails; Aerofoil sails

Definitions

  • the present invention relates to a rigging intended for the propulsion of sailboats or any other machine propelled either mainly or auxiliary by the wind.
  • the wings of an airplane and in particular of a glider, commonly achieve, thanks to the asymmetrical thick profiles, fineness ratios of 10 to 20 and even greater than 30 in certain cases, in particular for airplanes designed for deliriums at low relative wind speeds.
  • One of the objects of the present invention is an asymmetrical thick type rigging, offering a high fineness ratio and having the particularity of being easily reversible by simple rotation of the mast inside the sheath constituted by a battened sail folded in its environment surrounding the mast.
  • the sail area is also easily reduced by reefing and can be lowered like a large Bermudan rig sail.
  • Another object of the invention is to provide a rigging whose shape of the aerodynamic profile is obtained in a mechanical manner, and this independently of the force of the wind, this allowing the use of heavy weight canvas which makes therefore the sail is more solid and usable by all wind speeds.
  • a final object of the invention is to allow in certain cases the rapid transformation of the rigging with a thick profile into a spinnaker for carrying gears, by simple opening of the two panels constituting the lower surface and the upper surface of the thick profile.
  • the rigging according to the invention is constituted by a rotating mast comprising an active surface defining a leading edge of substantially elliptical profile, by a sail whose median vertical part envelops said active part and by at least one boom lower.
  • each of the sail sections situated on either side of said median part is provided with vertically spaced stiffening slats. wedging and is coupled to the end of said boom, the latter being able to be placed and maintained in either of two predetermined fixed positions relative to the vertical plane of symmetry of said active surface and in each of which said boom forms an angle with the above-mentioned plane.
  • said rigging comprises at least a vertical plurality of booms along the mast, the end of each of which is coupled to each of said sections.
  • the first consists in that said active surface is formed on the mast itself, the booms being articulated on the mast.
  • the mast may be of substantially elliptical section, one and the other of the ends of great curvature of the section of the mast constituting the above-mentioned leading edge active surface for, respectively, one and the other.
  • the booms being articulated to said mast in its vertical median plane of symmetry of the active surfaces.
  • the means for fixing said booms in rotation relative to said mast in said two positions consist of abutments for supporting the booms on the mast in the vicinity of their articulation.
  • the section of the mast may, as a variant, be in the form of a substantially curvilinear triangle on the base of which said booms are articulated, the orientation of the booms relative to the mast being angularly limited by two extensions of the lateral sides of the mast beyond said base while return means are provided between the booms and these extensions to block said joints.
  • a “floor” structure has thus been produced, that is to say that the forces of the wind on the sail are fully transmitted to the mast by the booms.
  • the booms can be double and open and close like a compass. In the open position, the sail takes the configuration of an advantageous spinnaker with bearing gaits.
  • the section of the mast also being in the shape of a curvilinear triangle with the two extensions of the abovementioned stops, the booms can be retained in their angular position relative to the mast by means of sheets coupling their free end to the structure of the boat. , the axis of rotation of the mast on itself then being located in front of the axis of articulation of the booms on the mast.
  • a second variant of this first embodiment resides in the fact that the active surface defining the aforementioned leading edge is constituted by a casing separate from the mast and mounted for rotation on the latter, the booms being angularly fixed relative to the mast.
  • a second embodiment of the invention resides in the fact that, with only one lower boom being implemented, each stiffening batten extends as far as close to the above-mentioned middle part of the sail in order to come into contact with said mast and has a lower stiffness under transverse forces coming from inside the sail than under transverse forces coming from outside. The boom can then be debated vertically by means of a low-lift to ensure the tension of the sail.
  • the above active surface is carried by the mast while two booms are articulated at the base of the mast in the manner of a compass and bearing in each of the above positions on said mast.
  • the above-mentioned mast comprises a base on which said pair of booms is articulated and an upper part coupled in rotation detachably to said base.
  • the aforesaid mast will include in all embodiments of the rigging, in particular for implementing a triangular sail, an upper extension which is mounted for free rotation in the mast along its axis of rotation, constituting a hoist and lifting jib. maintenance of the upper part of the sail.
  • FIG. 1 there is schematically shown in horizontal section a mast rotating 1 about a substantially central axis 2 and which has an elliptical section (or at least oblique) thus defining two opposite ends 3 and 4 with large curvature .
  • a hinge axis 5 is located substantially in the plane of symmetry of the mast perpendicular to the major axis of the ellipse. This axis allows the pivoting coupling to the mast 1 of a plurality of booms 6 (only one of which is visible in the diagram) which are arranged along the mast and are maintained in a horizontal position. Note that this articulation can have the degrees of freedom of a ball joint so that it can also, if necessary, be discussed at least partially in a vertical plane.
  • a sail 7 is shown, the front part 7a of which surrounds the mast and is extended by two rear frames 7b and 7c coupled to the end of the boom 6 as described below.
  • This sail has stiffening slats which will be described with reference to the following figures.
  • a first position is shown in solid lines in FIG. 1. It can be seen that in this position the end 3 of the section of the mast constitutes a leading edge for the wing formed by the sail 7 whose vertical plane of symmetry (here passing through the large axis of the mast section) forms an angle A with the vertical plane containing the booms.
  • a stop 8 is disposed between the booms 6 and the mast 1 when the booms are in the position in solid lines in FIG. 1.
  • the arrow V represents the direction of the apparent wind.
  • the booms 6 are placed in their position 6 'shown in phantom in the figure, the stop 8 then taking its place 8'.
  • the leading edge of the profile thus formed is then defined by the above-mentioned end 4.
  • the apparent wind for this configuration is then represented by the arrow V '.
  • the passage from one to the other of these positions is carried out by relative rotation of the mast and the booms inside the sail. It may then be necessary, in particular if the hinge pin 5 is distant from the center of rotation 2 of the mast, to relax the sail to perform this maneuver.
  • FIG. 1 clearly shows that the arrangements of the invention make it possible to obtain a thick asymmetrical profile which is, in particular at low relative wind speeds, of a fineness (ratio of lift coefficient to coefficient of drag) much greater than the fineness of the usual canopies. It also shows that it is easy to quickly transform the profile into a symmetrical profile (mirror) to change the edge. Finally, it shows that, by the combination of booms resting on a freestanding mast, the rigging is extremely simplified with regard in particular to the connections of the mast and the wing with the structure of the boat, and above all the cancellation of the efforts to pass by the structure of said boat.
  • FIG. 2 illustrates an alternative embodiment of FIG. 1 in which the mast 10 has a section in the shape of a curvilinear (or semi-elliptical) triangle at the base 10a of which the booms 16 are articulated.
  • the point 10b of this triangle (or the end of the half-ellipse) constitutes the leading edge, here unique, of the profile.
  • the mast has two extensions 10c and 10d framing the axis of articulation 15 of the boom 16 as the mast and forming limits to the English movement of the latter.
  • the booms 16 and 16 ' are in the two above-mentioned positions for which their vertical plane forms an angle A with the plane of symmetry of the leading edge 10b.
  • the sail 17 is arranged in the same way as the sail 7 of FIG. 1.
  • the apparent wind exploited by the rigging has been represented by V. We then see that the effect of this wind tends to place the booms 16 in the plane of symmetry of the mast.
  • a locking element shown in the form a cable 18, the tension of which allows the booms to be pressed into one or the other of their positions against the extensions 10c and 10d.
  • This element can also be constituted by a stop (wedge-shaped) disposed between the booms bearing on an extension and the other extension of the mast.
  • the joint 15 then remains free.
  • its axis of rotation 12 is located at the front of the articulation axis 15 of the booms on the mast.
  • the option, in this case, of booms in the form of a compass is of no interest given the small opening angle possible due to the above-mentioned extensions 10c and lOQ.
  • FIG. 3 is to be compared to FIG. 1.
  • the articulation 25 of the booms 26 is located inside the envelope of the mast 21, as close as possible to its axis of rotation.
  • This arrangement allows a simpler use of a single plurality of booms because the relative pivoting of the booms and the mast in the sail 27 does not require an increase in the developed length of the sail. It also makes it possible to eliminate the use of abutment members external to the mast and to the booms, the booms coming to bear in their two positions on the walls 28 of the recess of the mast at the bottom of which the central articulation axis 25 is disposed.
  • FIG. 4 simply illustrates the fact that the arrangements of the invention can be obtained from the mast 31 of circular envelope in which the articulation 35 of the booms has been placed in the vicinity of its axis of rotation, the connection of the walls of the mast recess on its outer surface being produced in the form of a substantially elliptical nose 33, 34 whose plane of symmetry forms the above-mentioned angle A with the plane of the booms in their two symmetrical positions, and which constitutes the surface active from the leading edge of the profile.
  • FIG 5 shows a possible and preferred embodiment of the hollow mast 41 rotating around the axis 42, as shown schematically in Figure 3. Note that the walls 48 which form stops for the booms 46 are equipped with a coating Mast protection 48a.
  • FIG 6 is an alternative embodiment of Figure 3 in which a double plurality of booms 56 and 56a is implemented.
  • Each boom of a plurality forms with a corresponding boom of the other plurality, located substantially in the same horizontal plane, the branches of a kind of compass whose axes of articulation 55, 55a on the mast 51 are not merged but neighbors.
  • Each branch carries a stop 59, 59a which has the same function as the stops 8 and 8 'in Figure 1, that is to say to take up by the mast the forces generated by the wind.
  • the walls 58 of the recess then only serve to limit the opening angle of the compass when the sail 57 is used as a spinnaker as will be described later.
  • FIG. 7 shows a second embodiment of the invention in which the active surface of the leading edge of the profile is separated from the mast 61 and is constituted by a cowling 62 of this mast around which the sail 67 is wound.
  • This cowling 62 is angularly orientable relative to the mast on an angle B so as to obtain an edge of attack whose plane of symmetry forms an angle A with the vertical plane containing the booms 66 which, in this case, are not articulated with the mast 61 but simply embedded (with vertical sliding).
  • Figure 8 shows a possible embodiment of the stop 8-of Figure 1. It is in fact two separate stop elements 78 and 79 symmetrical with respect to the longitudinal axis of the boom 76 articulated at 75 on the mast 71, put into service alternately for one and the other of the above positions.
  • the element 78 is constituted by an arm 78a, one end of which is slidably mounted in a lumen 74 of the boom having a part inclined on the longitudinal axis of the boom at its end 74a.
  • the other end of the arm 78a is articulated to a lever 78b itself articulated to the boom 76 in the vicinity of the axis 75.
  • An end extension 78c of this lever 78b can cooperate with a surface 73 of the mast 71 lcrs of the rotation of the boom relative to the mast, which has the effect of pivoting the lever 78b outside of the boom and of placing the arm 78a in bracing between the part 74a of the light 74 and the external surface 71ja of the mast 71.
  • the retraction of the element 78 inside the boom (as represented by the element 79) is simply obtained by the action of the sail 77.
  • This embodiment will be preferred in the case of racing boat rigging due to its great lightness.
  • FIG. 9 there is shown the complete profile of a sail according to the invention.
  • the mast 81 is of the type of that of FIG. 5, the booms 86 are simple or in compass and are coupled to the sides 87b and 87c of the sail 87 by their end 86a.
  • This coupling point is at a significant distance from the free end of the sail sections 87b and 87c.
  • the end of the sides of the sail is substantially rigid.
  • the flaps are in contact with one another and, due to their rigidity, form a counter-camber of the face of the sail situated on the upper surface.
  • the presence of a inflection point in the area 89 further constitutes an improvement in the profile of the sail from the point of view of its fineness.
  • FIG. 10 is a diagram of a catamaran equipped with two riggings according to the invention with a freestanding mast, seen from above in a downwind gait (wind V). In broken lines, this same appearance is shown after tacking (wind V ').
  • FIG. 11 a trimaran equipped with a rigging according to the invention is shown in the downwind (wind V), the rigging according to the invention being of the type with booms in compass 106a, 106b, making it possible to open the sail for transform it into a spinnaker 107.
  • FIG. 12 there is shown an embodiment of the entire rig according to the invention to illustrate in particular the control and actuation means.
  • the mast 111 the cross section of which is similar to that shown in FIG. 5, is mounted for rotation on the hull 120 of the sailboat.
  • a rail 119 At the bottom of the recess limited by the walls 118 of the mast, there is provided a rail 119 on which are capable of sliding a plurality of carriages 121, distant from each other and connected to each other by a cable allowing their driving and fixing them along the mast in a known manner.
  • Each carriage 121 carries the joints, such as those 45 in FIG. 5, booms 116a and 116b forming branches of a compass.
  • the figure illustrates a rig using a double plurality of six booms, each articulated two by two in the manner of the branches of a compass.
  • Each boom is coupled by its end to a sail 117. More specifically, all the booms 116a of a plurality are coupled to the rear pan 117a of the sail while the booms of the other plurality 116b are coupled to the pan 117b of the sail , the front part 117c of the sail extending around the mast 111.
  • the maintenance of the booms in a horizontal plane is ensured in the following manner.
  • Each free end of boom is coupled to the carriage (or in the vicinity thereof) 121 relative to the boom immediately above by means of a cable 122.
  • the upper boom of each plurality is coupled by its end to the end of the boom immediately below by means of an arm 122a which can be "broken" by a middle articulation, or uncoupled from one or the other of the booms which it connects.
  • the first carriage 121 is driven along the mast until the stretch of cable which joins it to the second, the arm 122a is put in place and the operation is contained.
  • the links 122 stretch and form the traction legs of the triangulated system that they constitute with the booms.
  • the upper boom is supported by the boom located under it by the arm 122a, which it is supported by the cable 122.
  • a mechanism 124 of arms articulated on each upper boom which connects a midpoint of this boom at a substantially midpoint of the upper edge of each section of sail so as to support them. This mechanism is such that it can be erased along each boom when the sail is placed in its configuration in FIGS. 9 and 10.
  • the compasses should be closed by means of control cables 125, coupled to one of the branches 116a and passing by sliding dahs l other 116b so that a pull on these ropes causes the desired approximation. All of the ropes are grouped together in the battling of the mast along the above-mentioned rail.
  • FIG. 12 also shows cables 126 for controlling the rotation of the mast associated with a plate 127 secured to the base of the mast.
  • a plate 127 secured to the base of the mast.
  • two support booms 128a, 128b for supporting the rigging when it is lowered.
  • These booms are articulated under the base plate around axes which can in particular constitute the crank handles for the rotation of the mast and have levers, beyond this axis, divergent when the booms 128a, 128b are brought together, which allow by bringing them together by means of an operating cable 130 to control the opening of all the booms.
  • the top of the mast has a horizontal plate 131 which constitutes an air net guide in the vicinity of the ends of the wing to reduce turbulence at this level.
  • FIG. 13 shows that a trapezoidal sail 137 can be used. It will be noted in this regard that, in order to maintain a homothetic sail profile between the base of the sail and the top, taking into account the reduction in sail width, a mast will be provided whose section will be thinner at the top than at its base, that is to say that the width of its section will be smaller at the top, the major axis remaining substantially constant.
  • FIG. 14 illustrates a reduction in airfoil by taking the riser 147a from the sail 147, as permitted by the rigging according to the invention.
  • FIG. 15 is a diagram of an automatic mast orientation device in the wind bed, when the boat is at anchor.
  • This device consists of a rail 150 located on the horizontal plate 131 of the mast 111.
  • Said rail 150 is equipped with two end stops 151.
  • the booms 116 When the boat is at anchor, the booms 116 rest on the support booms 128 of FIG. 12, the latter being immobilized substantially in the axis of the boat, the mast 111, free in rotation, has a travel of approximately 150 ° .
  • the fin 152 will orient the grard axis of the section of the mast in the direction of the wind.
  • the mast will come into abutment on the fixed booms and will no longer be able to continue its rotation to always offer the minimum master torque.
  • the mast in abutment, will present to the wind (V) an angle of 20 ° to 30 °, a lift will be exerted on the fin 152 and will make it progress in the wind.
  • Said advanced position 155 being unstable, the mast 111 will rotate about 150 ° in the opposite direction to the wind rotation, to return to a stable position with the drift in the rear position.
  • FIG. 16 schematically shows a second embodiment of the invention in which two lower booms 160 and 160a are articulated at the base 161a of a mast 161 profiled in accordance with the invention to obtain the desired profile and the two boom orientations relative to the mast according to the invention.
  • the sail 162 is here represented in the form of a spinnaker, the booms being separated.
  • the sail has vertically spaced from each other, stiffening slats 163 and 163a which extend in the sides to the vicinity of the mast 161. These slats are such that their stiffness (or flexibility) is different depending on the direction of the curvature that they take under the effect of the wind.
  • Figure 17 illustrates this property with a sectional diagram of the rigging of Figure 16 in the closed position.
  • Each of the slats 163 and 163a is constituted by a flexible blade provided on one of its faces (the one turned towards the inside of the prnfil) of cleats 164 over which passes an inextensible ribbon or wire 165 also coupled to the two ends of the slat 163.
  • Each of the slats 163, 163a has one of its ends in contact with the mast 161 and extends over the greater part of the width of each pan 162a, 162b at its level.
  • pan 162a By acting on the booms downwards, the trailing edge of each section is tensioned.
  • the pan 162a which is exposed to the wind V is therefore supported on the mast 161 and on its taut outer edge between which extend the slats 163a, which have their bending inward of the sail thwarted by the tension of the inextensible wire 165.
  • the pan 162a offers a relatively flat windward face as shown in FIG. 17.
  • the pan 162b it will be noted that the depression to which it is subjected tends to cause it to take a curvature that the slats 163 can follow. because their flexibility is not hampered by the rope 165.
  • a tan-down device is shown, relaxed, in the form of a cable 166 which is coupled to the lower middle part of the sail and to a carriage 167 guided in sliding in a fixed circular rail 168 integral with the bridge or a protective cover, not shown, of the operating drum 169 of the rotation of the mast which carries the base 161a.
  • the sail is brought closer to the mast at its lower part by tensioning the cable 166.
  • the carriage then describes the rail 168 as a function of the orientation given to the mast.
  • the sail is also coupled to the mast in the upper part by a device which will be described with reference to FIG. 18.
  • the booms 160 and 160a are coupled to fittings 170, 170a which are articulated around an axis 171 belonging to the base 161a.
  • These fittings allow a vertical deflection of the booms controlled by hydraulic boom lifts 172, 172a by which the tension of the edges of the sail is ensured.
  • These sail edges are, in turn, coupled to the booms 160, 160a by sliding carriages 173, 173a, controlled by cables not shown. By acting on these trolleys, the ends of the sail can be moved away or closer to the mast 161 to reduce the hollow of the sail to transform the spinnaker into a large genoa for upwind gaits in light weather.
  • FIG. 16 there is shown diagrammatically in FIG. 16 a mast in two parts, one constituted by the base 161a which can be maneuvered in rotation by the drum 169 around a fixed shaft 175 and the other, the mast proper 161, which can pivot relative to the base 161a on the bearing 176 and which can be linked in rotation to the base 161a by two latches 177.
  • This arrangement is interesting because it allows self-orientation of the mast in the wind bed when the sail is collapsed.
  • the wind resistance is, for example at wetting, minimal.
  • This self-orientation can be helped by hoisting on the mast 161 a panel fixed along the most graded axis of the profile of a cage whose section matches the elliptical profile of the mast 161.
  • FIG. 18 we see a sailboat 200 equipped with a thick sail 201 which conforms to the provisions of the invention but which affects the general shape of a battened Bermudan sail.
  • an extension 203 is mounted to rotate freely by one of its ends while its other end is curved in the form of a gallows.
  • This bracket 203 although schematically shown, is better visible in Figures 19 and 20.
  • it can be, at its end mite, equipped with a pulley for the passage of a rope or cable 204 the end of which is passed through an eyelet of the sail 201.
  • the cantilever portion of the bracket 203 has a length such that l 'end of the strand 204 is just in line with the leading edge 205 of the mast 202.
  • the stem 203 and the associated cable 204 form a support for the upper part of the sail, which would tend to collapse.
  • This bracket advantageously replaces the support arm system described with reference to FIG. 12 which cannot be applied simply to a triangular sail.
  • the two figures 19 and 20 suggest that the cable 204 can pass inside and from the stem and from the mast, its control being ensured from the base of the mast. This provision allows a simple hoisting of the sail and this whatever the number of reefs taken at its base on the lower booms.
  • FIG. 21 schematically illustrates by a partial view, a particular embodiment of the mast belonging to the rigging according to the invention.
  • This mast is here constituted by a central frame 206 along which can slide without rotating a plurality of discs 207 whose profile is substantially elliptical and corresponds to that of the above active surface at least in the vicinity of its leading edge area .
  • the immobilization in rotation of each of these discs is ensured by a set of pins 208 projecting inside their central recess to cooperate with grooves 209 of the frame 206.
  • the discs can be of identical dimensions or gradually decrease along the mast towards its head in order to have a mast that tapers upwards.
  • Each of these discs comprises means 211 for articulation of these booms on the mast as well as means (bearing surfaces 212) allowing to immobilize the active surface of the mast in one either of its orientations with respect to booms.
  • the active surface of the mast is then constituted by a flexible envelope 213 secured to the periphery of each of the discs 207 thus enclosing them in a tubular sheath which will remain open on the side of the mast to which the booms are articulated.
  • This envelope will advantageously be made of canvas.
  • each disc is coupled to the adjacent discs by two cables 214 which extend back inside (or outside) the mast, returned by pulleys at the head, to its base from where they can be operated. .
  • the cables 214 are in tension and the central frame in compression which is favorable for the behavior of the mast by the fact that the central frame is somehow guyed.
  • the reduction in sail by reefing consists, with this mast, of bringing two adjacent discs at the base of the mast and therefore two adjacent booms or pairs of booms.
  • the canvas of the sail and that forming the active surface fold at the base of the mast which may for this purpose be provided with a housing for collecting these folds.
  • the invention finds an interesting application in the field of boats propelled mainly or auxiliary by the wind. Thanks to the possibility of easily controlling the control and actuation means, one or more rigging units according to the invention can be installed on merchant ships as auxiliary propulsion.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Jib Cranes (AREA)
  • Aiming, Guidance, Guns With A Light Source, Armor, Camouflage, And Targets (AREA)
  • Wind Motors (AREA)
EP85400056A 1984-01-12 1985-01-14 Takelwerk mit grosser Schlankheit und vereinfachter Handhabung Ceased EP0148805A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8400409 1984-01-12
FR8400409A FR2558135B1 (fr) 1984-01-12 1984-01-12 Greement de finesse elevee a manoeuvre simplifiee

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Publication Number Publication Date
EP0148805A2 true EP0148805A2 (de) 1985-07-17
EP0148805A3 EP0148805A3 (de) 1985-08-21

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EP85400056A Ceased EP0148805A3 (de) 1984-01-12 1985-01-14 Takelwerk mit grosser Schlankheit und vereinfachter Handhabung

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2190056A (en) * 1986-02-08 1987-11-11 Fuller John C Sail arrangement
GB2196595A (en) * 1986-10-29 1988-05-05 James Frederick Byam Shaw Sail
EP0315963A1 (de) * 1987-11-10 1989-05-17 Lutz Dechend Tragflügelsegel für Segelfahrzeuge
GB2233947A (en) * 1989-06-02 1991-01-23 Trevor Lyn Whatford Reversible wing sail
ES2113232A1 (es) * 1994-02-04 1998-04-16 De Mora Antonio Montilla Velero multiplano.
WO2017186991A1 (es) * 2016-04-28 2017-11-02 Bound4Blue, Sl Vela de perfil aerodinámico con el borde de ataque y el borde de fuga permutables
FR3128195A1 (fr) * 2021-10-19 2023-04-21 OCEANIC 44 Ltd, TRUSTEES THE OPT-NZ FT Système de propulsion vélique toutes allures

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1410175A (en) * 1971-12-18 1975-10-15 Wainwright B Aerofoils and hydrofoils
JPS60276B2 (ja) * 1980-07-21 1985-01-07 日本鋼管株式会社 船舶用剛体帆の制御方法
DE3172407D1 (en) * 1981-05-06 1985-10-31 Nippon Kokan Kk Rigid marine sail and method of folding said sail

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2190056A (en) * 1986-02-08 1987-11-11 Fuller John C Sail arrangement
GB2196595A (en) * 1986-10-29 1988-05-05 James Frederick Byam Shaw Sail
GB2196595B (en) * 1986-10-29 1990-10-03 James Frederick Byam Shaw Sail
EP0315963A1 (de) * 1987-11-10 1989-05-17 Lutz Dechend Tragflügelsegel für Segelfahrzeuge
WO1989004274A1 (fr) * 1987-11-10 1989-05-18 Lutz Dechend Voile d'aile portante pour embarcations a voiles
GB2233947A (en) * 1989-06-02 1991-01-23 Trevor Lyn Whatford Reversible wing sail
ES2113232A1 (es) * 1994-02-04 1998-04-16 De Mora Antonio Montilla Velero multiplano.
WO2017186991A1 (es) * 2016-04-28 2017-11-02 Bound4Blue, Sl Vela de perfil aerodinámico con el borde de ataque y el borde de fuga permutables
FR3128195A1 (fr) * 2021-10-19 2023-04-21 OCEANIC 44 Ltd, TRUSTEES THE OPT-NZ FT Système de propulsion vélique toutes allures

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FR2558135B1 (fr) 1987-03-27
EP0148805A3 (de) 1985-08-21
FR2558135A1 (fr) 1985-07-19

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