EP1383675B1 - Boot mit verteilten segeln - Google Patents

Boot mit verteilten segeln Download PDF

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Publication number
EP1383675B1
EP1383675B1 EP02738210A EP02738210A EP1383675B1 EP 1383675 B1 EP1383675 B1 EP 1383675B1 EP 02738210 A EP02738210 A EP 02738210A EP 02738210 A EP02738210 A EP 02738210A EP 1383675 B1 EP1383675 B1 EP 1383675B1
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EP
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Prior art keywords
float
mast
floats
ship
sail
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EP02738210A
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English (en)
French (fr)
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EP1383675A1 (de
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Philippe Cinquin
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/14—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected resiliently or having means for actively varying hull shape or configuration
    • 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

Definitions

  • the present invention relates to a multihull vessel using as a driving force natural elements such as the force of wind or waves according to the preamble of claim 1, as known from US-A-606104.
  • the force of the wind tends to make the boat run.
  • stability is achieved by widening the "lift polygon".
  • the wing is carried by a limited number of masts, rigidly connected to the hulls, themselves rigidly fixed to each other (with the exception of a possible possibility of rotation of the mast on its axis).
  • the present invention provides generally to replace the rigid structure of the sailboat by a highly deformable structure, consisting of a passenger compartment and a "hitch" of "floats" connected by inter-float links, constituted articulated rigid cables or rods, and a set of masts. Some of these masts can wear a sail, hence the term "distributed wing".
  • This architecture thus separates several functions conventionally united in the rigid structure of a boat:
  • the invention can be considered as a "sailboard train", connected by joints.
  • Said joints may consist of rigid rods (capable of working in compression or traction) or cables (able to work only in traction). These joints are fixed on two separate floats, which they associate. When a cable is used, any fixation is sufficient. When a rigid rod is used, the joint will include a mechanical part (cardan type) allowing said rod to take relative to each float any orientation.
  • the invention combines the advantages of windsurfing and the ability to tow a cockpit compatible with long voyages possibly crewed.
  • the present invention provides a sailing vessel, comprising a plurality of floats, some of which have sails connected to masts, characterized in that the floats are movable relative to each other, in that the position and the relative orientation of said floats are adjusted by means of a set of inter-float links, and in that the rig which makes it possible to define and maintain the position of each mast connects said mast to at least one other float than that which carries said mast.
  • the floats are arranged in line.
  • the floats and the inter-float links are arranged so as to form a set of closed geometric figures, such as for example triangles.
  • the inter-float links consist of rigid rods attached to each float by means of a hinge, such as for example a gimbal.
  • the inter-float links consist of cables.
  • the components of the rigging which connect a mast to a float different from that which carries said mast are made of cables.
  • the components of the rigging which connect a mast to a float different from that which carries said mast comprise rigid rods.
  • At least one float carries two sails, carried by two masts, arranged in such a way that the effect of the wind on one of these sails tends to drive the float under water and that the effect of the wind on the other sail tends to cause the float to take off.
  • the floats tow by means of tractive links a cockpit having wings that allow it to rise above the sea from a speed relative to the wind sufficient.
  • the floats tow by means of tractive links a cabin capable of sinking below sea level, for example under the effect of the action of a foil.
  • the energy corresponding to the rotational movements of the rigid rods is transmitted to a motor device, such as a propeller.
  • FIGS. 1 to 3 a shell 1 is towed by cables 2 to a set of four floats 3 equipped with fins 4, the two central ones of which are equipped with sails 5.
  • the parts relating to a given float will be identified by a letter (a, b, c, d).
  • Floats 3a, 3b, 3c and 3d appear from left to right Figure 1.
  • the Vessel: Distributed Wing moves to the upper left corner of the figure.
  • the hull 1 is towed by towing cables 2 (2b and 2c) attached to the rear of the floats 3b and 3c.
  • the crew will be able to live in the hull 1, which therefore serves as "cockpit", and it is from there that it will make the necessary maneuvers.
  • All floats are equipped with fins 4 (4a, 4b, 4c, 4d).
  • the floats 3b and 3c carry sails 5 (5b and 5c). These sails are of the type used in sailboards.
  • Each sail comprises a mast 6 (6b and 6c), fixed to the float by a mast base 7 (7b and 7c) which allows the mast to rotate freely relative to the float.
  • the mast legs are of the type used in windsurf boards.
  • the control of the anteroposterior balance will be ensured, as on several classic sailboats, by two cables fixed at the masthead and hooked respectively to the front (forestay) and back (backstay) of the float.
  • these cables must not interfere with the movements of the sail, which requires that the point of attachment on the float is the most forward (or backward) possible.
  • the floats 3b and 3c carry at the front a rigid forestay base 8 (8b and 8c), which allows to advance the point of attachment on the forestay float, without having to lengthen the 'prop.
  • a pulley 9 (9b and 9c) which allows a forestay 10 (10b and 10c) to connect the top of the mast 6 (6b and 6c) to the hull 1.
  • the floats 3b and 3c carry at the back a base of backstay 11 (11b and 11c), on which is fixed a pulley 12 (12b and 12c) which allows a backstay 13 (13b and 13c) to connect the top of the mast 6 to the hull 1.
  • the possibility of adjustment of the forestay 10 and backstay 13 will adapt to different speeds (relative position of the wind relative to the route followed by the float), and if necessary to use the hull 1 to contribute to balance of the mast 6.
  • the masts 6 are subjected to a force that tends to tilt them forward.
  • the traction exerted by the backstay 13 on the mast 6 will compensate for this force.
  • Upwind, the mast tends to tilt back, which will be offset by the forestay.
  • the control of the balance of the masts 6 also depends on the angle between the wind and the sails 5.
  • the sails 5 comprise a boom 14 (rigid bar at the base of the sail).
  • Lists 15 (15b and 15c) connect the rear ends of the booms 14 to the shell 1, via pulleys 16 (16b and 16c) attached to the rear of the floats 3b and 3c.
  • a connecting cable 17 connects the rear ends of the booms 14. In this way, the crew can from the hull 1 adjust the angle between the sails 5 and the wind.
  • the solution used for the anteroposterior balance can not be applied to the control of lateral balance.
  • the mast is held laterally by means of stay cables.
  • the capsizing effect is compensated by the keel and its weight, or by the width of the multihull.
  • such stays could not be fixed on the float that carries the mast.
  • the width of the floats 3 is too limited to allow effective action of a possible stay.
  • the principle of the stay cable can however be used, provided that it is attached to another float that the one carrying the mast. It is then necessary that a device is implemented to compensate the force of approach of the floats that would exercise a stay.
  • This device is an inter-float link, which can be implemented in the following manner.
  • the floats 3 are connected by rigid connecting rods 18 (18a1, 18a2, 18b1, 18b2, 18c1, 18c2).
  • Two floats neighbors are connected by two such rods, located respectively at the front and the back of each float. Note that the use of two rods makes it possible to impose two neighboring 3 floats and the two rods that connect them to form a deformable parallelogram.
  • the sea is not flat, it is necessary that the floats can go up and down relatively to one another.
  • the adjustment of the vessel according to the various gaits may require to vary the relative position of the floats in a horizontal plane. It is therefore necessary to allow the rigid rods 18 to be articulated with respect to the floats.
  • each rod is attached to the floats by joints 19 of the cardan type, which allow them to rotate freely along two axes.
  • the float 3b plays a role of "steering float”. It is indeed connected to the shell 1 by a steering cable 20 which is fixed to the front of the float 3b. We will see in the section “definition of the direction of the ship” how this steering cable is used.
  • the masts 6 of the floats 3b and 3c are connected to the floats which surround them (the 3a and the 3c in the case of the float 3b, the 3b and the 3d in the case of the float 3c) by anti-capsizing cables 21 (21a, 21b, 21c, 21d), one end of which is fixed on the top of the mast 6.
  • anti-capsizing cables 21 play the role of the stays of a conventional sailboat.
  • the rear of the float 3a (respectively of the float 3d) is connected to the float 3b (respectively to the float 3c) by a cable 22a (respectively 22d) of fixed length.
  • the masts 6 can rotate about two horizontal axes, one perpendicular to the direction of the floats (anteroposterior balance), and the other parallel to this direction (lateral balance).
  • the crew can adjust the tension exerted on the stay 10 and the backstay 13 of each sail carried by the floats 3b and 3c. This makes it possible to transmit to the floats 3b and 3c the forces necessary for the anteroposterior balance of the sail. These forces will be compensated by the buoyant force generated by the interaction between the water and the float. Note that pulling from the shell 1 on a cable such as the backstay 13 may tend to bring said shell 1 of the floats_ 3 ... However, the shell 1 is pulled by the cables 2. It can therefore be exercised by means of cables such as backstay 13 forces whose resultant remains lower than the tensile force of the cables 2. To possibly be able to exert higher forces, we can replace one of the cables 2 by a rigid rod. This principle can be applied to each cable to adjust the components of the Distributed Wing Vessel, and will not be described again later.
  • the force F1 is decomposed into a horizontal drift component, which will be compensated by the drift 7c, and a vertical component Fv1 directed upwards.
  • the force F2 is broken down into a horizontal component, which prevents the mast 6b from capsizing, and a component Fv2 directed downwards.
  • Fv1 and Fv2 have the same intensity. If we take stock of the vertical forces, we see that the resultant forces acting on the float, with the exception of the flotation force, is directed downwards. The flotation force will therefore ensure the vertical balance of this float.
  • the direction of the ship is determined by the relative tension exerted on the towing cable 2b, as well as on the steering cable 20. Under the effect of traction exerted by the wind on the sails and transmitted to the floats, these cables are under tension.
  • the crew varies the tension exerted on the steering cable 20, which varies the moment it exerts on the float, and thus allows to orient the latter in the chosen direction. Then, the crew adjusts the length of the towing cables 2b and 2c, which determines the relative position of the float 3b and the float 3c (the latter remains parallel to the float 3b, due to the action of the rigid connecting rods 18 which connect them, but it can move forward or backward with respect to float 3b).
  • the floats 3a and 3d remain stationary relative respectively to the float 3b and the float 3c, due to the combined action of the rigid connecting rods 18 and cables 22a and 22d.
  • the angle between the booms 14 and the wind is set by the plays 15.
  • the ship sails on starboard tack it is listening 15c which is tense (reciprocally, it is listening 15b which is stretched under port tack ).
  • the connecting cable 17 makes it possible to adjust only the boom 14 to the wind (in FIG. 1, this is therefore the boom 14c): the position of the boom 14 in the wind (14b in FIG. indeed determined by the length (fixed) of the connecting cable 17, since the boom 14 to the wind has been set by the corresponding listening 15.
  • FIG. 3 shows a view from above of the ship when the wind is 90 ° from the heading followed by the floats (crosswind). If the floats had retained the relative position that they occupied in FIG. 1, the sail 5c "would disembark" the sail 5b. The crew will choose according to the pace a relative position of the floats that allows to keep the two sails inflated.
  • the steering float may be provided with a rudder on which the crew acts by means of cables.
  • Each extreme float must exert a vertical force directed downwards to prevent the capsizing of the neighboring mast.
  • This force can be generated by a suitable "foil” 27 (surface immersed beneath the float, oriented so that the effect of the water on that surface generates a vertical force directed downwards).
  • Figure 4 schematically represents a view lateral of a 3d float equipped with such a "foil” 27d (the float 3d advances to the left of the figure, the water exerts on the foil 27d a force directed downwards).
  • Those skilled in the art may propose solutions that make it possible to control all the struts 10 by a single cable.
  • the set of backstops 13 can be controlled by means of a single cable.
  • all the sails are oriented in the same way, and all the masts can be oriented in the same way.
  • a single cable can be used to obtain this setting.
  • the adjustment of the forestay and the backstay is more or less crucial.
  • the float selected has a sufficient length, it will be possible to impose a fixed length on the forestay and backstay, thus avoiding having to adjust these cables from the passenger compartment.
  • the anteroposterior balance of the float may vary (tendency to sink the rear of the float or the front of the float, depending on the direction of the wind relative to the float axis).
  • an alternative to the variation of the orientation of the mast is a movement of the mast foot forward or rearward.
  • the float 3b carries two sails (5b and 5'b), and the float 3c also carries two sails (5c and 5'c). None of the masts 6 is vertical.
  • the masts 6b and 6c are inclined downwind, the masts 6'b and 6'c are inclined to the wind.
  • the sail 5c exerts on the float 3c a force whose vertical component is directed downwards, while the sail 5'c exerts on the float 3c a force whose vertical component is directed upwards.
  • the vertices of the two masts of the same float are connected by a cable 39.
  • the booms 14b and 14c point towards the rear of the float, while the booms 14'b and 14'c point towards its front (this allows avoid that the sail 5'b (respectively the sail 5'c) does not open the sail 5b (respectively 5c).
  • the two sails play a symmetrical role, and the cables 21 keep a constant tension.
  • the sails change their role, the one that tended to sink the float having after the tilt tendency to take off, and vice versa. No specific maneuver is therefore necessary at the mast, or at the head of the sail.
  • the resultant vertical forces exerted by the wind on each float is approximately zero.
  • the anti-capsize effect can therefore only be based on the weight of the float, or on a force exerted by a "foil" (similar to that described in paragraph 2.2).
  • the position of the supports 24 on the masts 6 is determined according to the characteristics of the sails 5 so that the center of thrust of the sail (point on which is exerted the resultant forces exerted by the wind on the sail) is also as close as possible to the supports 24.
  • the length of the connecting cables 18'a and the angle of inclination of the mast 6b are chosen so that the force exerted by the wind on the sail 5b cut the connecting cable 18'a inside the segment delimited by the floats 3a and 3b. The same reasoning applies to the sail 5c. Under these conditions, the force exerted by the wind can not capsize the ship.
  • the floats are connected in pairs to form triangles.
  • Figure 7 shows a possible arrangement of such triangles.
  • Four “downwind” floats (3a, 3b, 3c, 3d) are connected to three “windward” floats (3e, 3f, 3g) by 18 "connecting cables.
  • All floats carry a mast 6, except the "last" float downwind (float 3d) .
  • the floats 3b, 3c and 3d also carry a rigid support rod 21 "(21" b, 21 “c and 21” d). supported by the mast 6a and the rigid support rod 21 "b (and likewise the masts wind 6f and 6g are supported by a mast and a rigid rod).
  • the maneuvers are controlled from the hull 1.
  • all the ends of the cables that make it possible to control these maneuvers are attached to the hull 1 (halyards 26, hale-down mast 31, hale-bas of boom 32, plays 15).
  • other embodiments may be proposed, allowing to handle from the hull 1 8 control cables (divided into two groups, a port group of cables and a starboard cable group, and to control respectively the halyards, - the-hale-lowers, the boom-downs, the plays).
  • These control cables will for example be fixed to the front of the port head float (respectively starboard) and will pass on each port float (respectively starboard). It may be useful to group them in sheaths attached to the connecting rods 18.
  • the tack is done as follows for a group of 3 floats. Let's suppose that we sail under starboard tack (the fifth sail is carried by the 3rd float). The 26th halyard is edged (pulled) on the port float 3a which will receive the sail. Similarly, the mast downhole 31e which weighs on the port mast is shocked (released). As a result, the port mast 6a rises to the starboard mast 27e. When the two mastheads meet, the halyard point 28e of the sail comes into contact with the port mast head 27a. The 26th halyard is then blocked on the port float 3a, and shocked on the starboard float 3e.
  • anti-capsizing cables 21 and rigid anti-capsizing rods 21 ' may possibly make it possible to limit the number of floats.
  • the "downwind" float has its mast maintained by an anti-capsizing cable 21 which pulls on the "wind” float, and the mast of the latter is held by a rigid anti-capsizing rod 21 ' who presses the float "downwind”.
  • cables and anti-capsize rods as well as cables and cross-float link rods are possible.
  • the chosen choice will optimize the mechanical characteristics of these components, taking into account their interaction with the sea. Cables will thus preferably be chosen as components intended to be in contact with or close to water.
  • the motive power of the waves is put to good use.
  • Figure 9 shows the principle implemented.
  • the float 3b is connected to the float 3a by the rod 18a.
  • Said rod 18a is fixed to the float 3b by a hinge 35b1, and the float 3a by a hinge 35a2.
  • the float 3b is connected to the float 3c by a rod 18b, which is fixed to the float 3b by a hinge 35b2, and the float 3c by a hinge 35c1.
  • Said joints 35 are cardan type, and allow rotational movements with respect to a horizontal axis parallel to the axis of the float.
  • Said movements of rotation of the rod 18a are transmitted by a reduction gearing system 36b1 to a propeller 37b carried by the float 3b.
  • a "free wheel” type device 38b1 is positioned between the articulation 35b1 and the propeller 37b. Said freewheel 38b1 can drive the propeller 37b (in the direction that allows it to propel the float 3b) during anti-clockwise rotation of the rod 18a. On the contrary, this same freewheel 38b1 makes it possible to separate the propeller 37b from the rod 18a during the hourly rotational movements of the latter.
  • joints 35 may be integral with "inverter” devices, making it possible to transmit a propellant movement to the helix irrespective of the direction of rotation of the rod 18.
  • wave force has been described above as an adjunct to a wing, it should be noted that one can only make a ship driven by the force of the waves, or in addition to another mode of propulsions (oars, paddles, ). In this case also, we can have a ship with two floats only.
  • the cabin is integrated with the engine device (it is carried by one of the floats 3).
  • the hull that carries it is towed by the motor device.
  • An interesting feature of this cabin is its ability to carry equipment (masts, sails, rigid rods, cables, ...) necessary for the implementation and maintenance of the functions presented supra. Long-distance navigation may indeed lead to failures of certain components of the equipment.
  • One of the interesting features of the proposed system is that the equipment used is relatively small. In one embodiment of the present invention, it is expected to embark in the cockpit a supply of equipment, which can be used to overcome any failure. Unlike a classic sailboat, where dismasting usually creates a catastrophic situation, the breakage of an element such as a mast, a connecting rod, a cable, a sail or a float, will lend little importance here, because none of these elements is neither unique nor irreplaceable.
  • the cabin is carried by a conventional hull, able to float by its own means. It plays the role of one of the floats discussed above, and can in particular carry its own mast, and receive the necessary devices to compensate for the capsizing forces of neighboring floats.
  • the hull carrying the cockpit carries the only mast, whose capsizing forces are compensated by two floats located on either side of the hull that carries the cockpit.
  • the cabin is towed, for example by means of rods or cables.
  • the motor device exerts on it essentially horizontal forces.
  • One embodiment uses a conventional shell; another embodiment implements a shell mounted on "foils"; a third embodiment uses a hull capable of going underwater; a fourth embodiment provides a shell capable of taking off from the surface of the water.
  • any hull may be suitable.
  • This embodiment uses a hull with "foils”, capable of "squirting” from a sufficient speed, which significantly reduces the interaction with water. Solutions have been imagined (hydrofoil) that combine such a principle with propulsion by a sail. However, in these solutions, the mechanical design and control are very delicate, because the structure must absorb all the constraints related to the fact that the mast is rigidly bonded to the foils.
  • This embodiment of the present invention aims at the comfort of the crew by sea very strong. Indeed in this case, it can be very difficult for the crew to live on a boat tossed by the waves.
  • a sealed shell connected to the surface of the water by a tube allowing the renewal of air, and connected to the motor device described above, is equipped in this embodiment with a foil capable of exerting a directed vertical force. down, likely to cause said shell down.
  • the invention is then transformed into a "sailing submarine", and allows the crew to face difficult seas in much more comfortable conditions.
  • the shell is equipped with wings capable of creating from a certain speed relative to the air a lift force allowing it to take off. It is necessary to compensate for the reaction force directed upwards created by this wing.
  • the floats connected to the hull are equipped with foils capable of creating a force directed downwards capable of compensating for this force.

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  • 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)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Claims (11)

  1. Ein Segelschiff, welches eine Vielzahl von Schwimmkörpern aufweist, von denen einige einen Mast tragen, wobei die Schwimmkörper (3) bezüglich einander beweglich sind,
    dadurch gekennzeichnet, dass jeder Mast ein individuelles Segel trägt, dass die relative Position und Orientierung der erwähnten Schwimmkörper (3) mittels eines Satzes von Zwischen-Schwimmkörperverbindungen eingestellt wird, und dass die Riggung, die es ermöglicht, die Position jedes Mastes (6) zu definieren und aufrechtzuerhalten, den Mast (6) mit mindestens einem weiteren Schwimmkörper (3), der den Mast (6) nicht trägt, verbindet.
  2. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass die Schwimmkörper (3) in einer Linie angeordnet sind.
  3. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass die Schwimmkörper (3) und die Zwischen-Schwimmkörperverbindungen derart angeordnet sind, dass sie einen Satz von geschlossenen geometrischen Mustern, wie beispielsweise Dreiecke bilden.
  4. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass die Zwischen-Schwimmkörperverbindungen durch starre Stangen (18) gebildet werden, und zwar befestigt an jedem Schwimmkörper mittels einer Verbindung (19), wie beispielsweise einer Kardanverbindung.
  5. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass die Zwischen-Schwimmkörperverbindungen durch Kabel bzw. Seile (18') gebildet sind.
  6. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass die Riggungskomponenten, die einen Mast (6) mit einem Schwimmkörper (3) verbinden, der von dem, der den Mast (6) trägt, unterschiedlich ist, durch Kabel oder Seile (21) gebildet sind.
  7. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass die Riggungskomponenten, die einen Mast (6) mit einem Schwimmerkörper (3) verbinden, der sich von dem den Mast (6) tragenden Schwimmkörper unterscheidet, durch starre Stangen (21') gebildet sind.
  8. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass mindestens ein Schwimmerkörper (3) zwei Segel (5 und 5') trägt, und zwar getragen durch zwei Masten (6 und 6') und derart angeordnet, dass die Wirkung des Windes auf eines dieser Segel (5) die Tendenz hat, den Schwimmkörper (3) unter Wasser sinken zu lassen, und dass die Wirkung des Windes auf das andere Segel (5') die Tendenz hat, den Schwimmkörper (3) anzuheben.
  9. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass die Schwimmkörper (3) mittels Zugverbindungen (2) ein Cockpit (1) ziehen, welches mit Hydroflossen oder Hydrofoils versehen ist, die gestatten, dass dieses über der See mit einer hinreichenden Geschwindigkeit bezüglich des Windes aufsteigt.
  10. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass die Schwimmkörper (3) mittels Zugverbindungen (2) ein Cockpit (1) ziehen, welches in der Lage ist, unter Seeniveau zu sinken, und zwar beispielsweise unter dem Effekt der Wirkung einer Foil (27).
  11. Schiff nach Anspruch 4, dadurch gekennzeichnet, dass die den Drehbewegungen der starren Stangen (18) entsprechende Leistung zu einer Bewegungsvorrichtung, wie beispielsweise einer Helix (37), übertragen wird.
EP02738210A 2001-05-02 2002-05-02 Boot mit verteilten segeln Expired - Lifetime EP1383675B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0105855 2001-05-02
FR0105855A FR2824311B1 (fr) 2001-05-02 2001-05-02 Navire a voilure distribuee
PCT/FR2002/001520 WO2002087961A1 (fr) 2001-05-02 2002-05-02 Navire a voilure distribuee

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Publication Number Publication Date
EP1383675A1 EP1383675A1 (de) 2004-01-28
EP1383675B1 true EP1383675B1 (de) 2007-04-04

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EP02738210A Expired - Lifetime EP1383675B1 (de) 2001-05-02 2002-05-02 Boot mit verteilten segeln

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EP (1) EP1383675B1 (de)
FR (1) FR2824311B1 (de)
WO (1) WO2002087961A1 (de)

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Publication number Priority date Publication date Assignee Title
DE102020002026B3 (de) 2020-03-28 2021-06-10 Gunter Kreft Vorrichtung als vorgeschaltete Antriebseinheit für ein Wasserfahrzeug

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Publication number Priority date Publication date Assignee Title
US606104A (en) * 1898-06-21 twining
US2804038A (en) * 1954-01-19 1957-08-27 Nat Res Dev Sailing vessels
FR2210974A5 (de) * 1972-12-14 1974-07-12 Castelas Marcel
DE3425120A1 (de) * 1984-07-07 1986-01-16 Stefan 2448 Burg Schulz Segel-katamaran sowie verfahren zur erhoehung von dessen geschwindigkeit
FR2670743A1 (fr) * 1990-12-19 1992-06-26 Salaun Jean Claude Voilier de vitesse a deux greements.
US5553562A (en) * 1995-06-02 1996-09-10 Jacobs, Jr.; John F. Double mast iceboat

Also Published As

Publication number Publication date
FR2824311B1 (fr) 2003-08-22
FR2824311A1 (fr) 2002-11-08
WO2002087961A1 (fr) 2002-11-07
EP1383675A1 (de) 2004-01-28

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