LU101109B1 - Compensatory sail - Google Patents
Compensatory sail Download PDFInfo
- Publication number
- LU101109B1 LU101109B1 LU101109A LU101109A LU101109B1 LU 101109 B1 LU101109 B1 LU 101109B1 LU 101109 A LU101109 A LU 101109A LU 101109 A LU101109 A LU 101109A LU 101109 B1 LU101109 B1 LU 101109B1
- Authority
- LU
- Luxembourg
- Prior art keywords
- sail
- mast
- balancing
- mast according
- bracket
- Prior art date
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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
- B63H9/08—Connections of sails to masts, spars, or the like
- B63H9/10—Running rigging, e.g. reefing equipment
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
- B63B15/0083—Masts for sailing ships or boats
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
- B63B2015/0016—Masts characterized by mast configuration or construction
- B63B2015/0025—Bipodded masts, e.g. A-type masts
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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)
- Toys (AREA)
Abstract
The compensatory sail without a mast resolves the problem of aerodynamic forces and moments by eliminating them. It enables the elimination of the mast. I.e. the mast is replaced by 2 sail supports (2). The sail (1) is locked in the top position and pretensioned through the pulley (3), rope (3.1) and holder (1.1), at the point (3.2) on 1/3 of the depth of the top aerodynamic sail profile (1), and via the bottom holder (4) (boom) and the fulcrum (5) in the bottom, which is located on 1/3 of the depth of the bottom aerodynamic sail profile (I). The fulcrum (5) connects the bottom holder (4) with the vessel (P). The sail supports (2) are tilted backwards by the angle (alfa 1) and clamped with stays (2.5), (2.5.1), (2.6) and (2.6.1). The sail (1) can be rotated around the axis between the upper point (3.2) and the bottom fulcrum (5), and can be steered via a rope with a block-and-tackle pulley (6) or through a mechanical system in the fulcrum (5). The sail (1) can be trimming by loosening the rope (3.1) and foldingit in the bottom holder (4).
Description
Compensatory sail
BACKGROUND
[0001] The invention concerns a sail without a central mast or the entire system which allowsthe installation of a sail without a mast to vessels or other means of transport. The subject ofthe invention covers the entire system including elements which replace the main central mastas the holder of the sail and the holder for transmission of forces from the mast to the vesselor other means of transport.
BRIEF SUMMARY OF THE INVENTION AND RELATED ART
[0002] The technical problem which is resolved by the invention is to provide such aconstruction of the sail and bearing elements so that the main central mast is redundant.
The other technical problem which is resolved by the invention is a reduced or eliminatedforce acting on the sail bridles, which means easier and more accurate sail control andreduction of forces acting on steering bridles and steering bridle mounts to the vessel or othermeans of transport.
The third technical problem which is resolved by this invention lies in the fact that thecompensatory sail forms a system of sails which does not need any deck equipment and it istherefore possible to operate it with one hand and from one location. It is an extremely easyway of controlling the sail, i.e. to the extent that it can be fully automated, even by using asmartphone. In addition, in comparison to other convention sails, these sails are extremelysafe, reliable, effective and with an aesthetic appeal. The sails geometry is also ideal for thepurposes of so-called charter sailboat navigation or for vessels of larger dimensions. Inaddition, there is no need for sail replacement and therefore no need for the crew on board.Turning on the wind or close to the wind can be done extremely quickly and easily (jibing andtacking). Finally, the vessel using this system also does not heel as much as the wind-poweredvessel equipped with a conventional mast.
The compensatory sail without mast is suitable for vessels of the size 5 m and several 100 m,with one to five masts. It is also possible to convert old sailing boats and install the sails onseagoing tankers. Indeed, such a system is lighter than the normal one because it does not require complex deck equipment and lower deck structural reinforcements. In addition, themast does not penetrate the deck and lower deck saloon. By using this invention, you alsoobtain additional space in the saloon or cabins which accommodates the bottom part of thecentral mast.
Until now we have failed to observe any known solutions without a central mast.
[0003] However, there are known solutions for sails, such as for example “Junks" and the so-called “Nile cruise ships”, Both cases deal with extremely old technical inventions which usecompletely different forms of sails to sails which are commonly known to an averageinhabitant of Europe. But both listed technical solutions use the mast as the main sail holderand the main holder for transferring lift and other forces from the sail to the vessel.
Below are listed the following patents from the SIPO patent database which outline andprotect technical inventions in connection with the vessel sail and which are published underthe following patent application numbers, namely:
Patent application No.: 0989939
This patent deals with a sail with three light masts serving primarily for determiningaerodynamic sail profile.
This patent does not address the compensatory sail without a mast and is entirely differentfrom our invention.
Patent application No.: 22619
This patent shows a kayak with a retractable mast and sail. According to this patent, the mastcan be quickly retracted, while the kayak can be used without the sail and vice versa.
This invention does not address the invention of the compensatory sail without a mast andtherefore is not in any way related to our proposed invention.
Patent application No.: 22790
This invention deals with similar technical inventions to the previous one, the only differencebeing that it proposes similar solutions for a trimaran sailing kayak.
This invention also does not address the invention of the compensatory sail without a mastand therefore is not in any way related to our proposed invention.
Patent application No.: 9500182
This patent deals with a profiled sail. The proposed technical invention deals with the layoutof aerodynamic ribs in the sail at the point of entry of the wind, which is located at the mast.It proposes wrapping the sail ribs around the mast.
This invention also does not address the invention of the compensatory sail without a mastand therefore is not in any way related to our proposed invention.
All of the above-mentioned patents represent known state of the art and do not offer technicalsolutions similar to our technical invention, which in essence does not use the mast for settingup the sail and transferring forces from the sail to the vessel.
DETAILED DESCRIPTION OF THE INVENTION AND BRIEF DESCRIPTION OFTHE DRAWINGS
[0004] According to the proposed invention, the solution to the problem of eliminating themain mast or all masts is to set up two sail supports on each side of the mast, while the sail isclamped at the top and bottom in such a manner as to offer swivel clamping by height, andthe sail fulcrum lies approximately at 1/3 of the depth of the aerodynamic profile from thestart of wind incidence at the sail from the so-called incidence edge of the sail.
The present invention is outlined in the embodiment and the figures that display :
Figure 1 - shows the entire vessel P with a compensatory sail 1 without a mast in 3D view.
Figure 2 - shows the entire vessel P with a compensatory sail 1 without a mast from the stem(aft) K.
Figure 3 - shows the detail A from figure 2 showing the upper sail clamp 1.
Figure 4 - shows the detail B from figure 2 showing mainly a pretensioned central part of thesail support 2.
Figure 5 - shows the side view of the entire vessel P with fully open sail 1 without a mast,where the dashed lines indicate shortening of the sail 1 which can be performed in a continuousmanner and at any height. This figure also shows the two angles for setting up the sail support 1, i.e. the angle alpha 1, and the exit edge angle of the sail 1 on the vertical, i.e. the angle alpha 2.
Figure 6 - shows the detail C from figure 1 showing the lower sail support mount 2 and sailsupport profile cross-section 2.
The compensatory sail without a mast is installed on the vessel P and consists of the followingbasic elements or components: sail 1, two sail supports 2 which are installed on each side of the vessel P or sail 1, transverselyto the sailing direction SP or vessel voyage direction P, upper block and tackle system 3 whichis also the top fulcrum of the sail 1 and is installed approximately at 1/3 of the upper length ofthe aerodynamic profile of the sail 1 from the entry edge of the sail 2. V. The upper block andtackle system 3 serves to tension the sail 1 upwards together with the fulcrum of the sail 1. Theblock and tackle system 3 also allows continuous and custom trimming of the sail 1 andstoring/rolling of the sail 1 into the bottom holder 4.
In addition, the technical assembly also consists of the bottom holder 4 which tensions the sail1 downwards and also serves as a rolling or storage compartment of the sail 1.
The next element is the bottom fulcrum 5 of the sail 1 which is located at the bottom side ofthe bottom holder 4 approximately 1/3 of the lower depth of aerodynamic sail profile 1 fromthe entry edge of the sail 2.V and the rudder or bolt and tackle system 6 which is used to steerthe sail 1.
The sail 1 has two sail supports 2 which are installed at points 2.2 at the bottom, atapproximately the same length of the vessel P as the fulcrum 5 of the sail 1, while also atapproximately 1/3 of the depth of the aerodynamic sail profile 1, viewed from the entry edgeof the sail 2.V.
At this depth of the sails 1, engages the resultant of the lift forces of the sail 1, therefore themounting of the fulcrum 5 is exactly at this position, since we thereby reduce or eliminateforces which are necessary for holding the position of the sail 1 at different angles of the sail1 in respect to the vessel P, in top view of the vessel P.
The sail supports 2 are at the bottom installed at the edges of the vessel, in order to provide asmuch space for movement of the sail 1 between sail supports 2. The sail supports 2 are securedon the vessel P via a bolt 2.S to the holder 2.N which is secured to the vessel P in variousknown solutions that are not subject of this invention. This mount is shown in figure 6.
The sail supports 2 are symmetrical and are mounted to the vessel P symmetrically. However,on the vertical line they are not perpendicular to the horizontal sailing line or to the vessel P,but are mounted under the alpha 1 angle directed backwards towards the stem K of the vesselP.
In addition the entry edge of the sail 2. V is designed so that its edge is displaced backwardstowards the stem K of the vessel P by the alpha 2 angle which ranges between 5 to 35 angulardegrees.
The alpha 1 angle is determined according to a different configuration of the vessel P andranges between 1 to 15 angular degrees.
The alpha 1 displacement angle is determined in terms of construction so that the load on stays2.5 and 2.5.1 is lower due to the resultant of the aerodynamic forces acting on the sail 1. Thestays 2.5 and 2.5.1 transfer the aerodynamic lift force from the sail 1 or the forces from sailsupports 2 to the vessel P. This angle (alpha 1 and alpha 2) and stays 2.5 and 2.5.1 are shownin the figures 1 and 5.
Due to the bending force relief on the sail supports 2, two stays 2.5.1 are mounted in additionto stays 2.5 in the direction of sailing SP which distribute forces which occur due to lift forceof the sail on the two grip points on the sail supports 2 as is indicated in figures 1 and 5.
Both sail supports 2 are placed transversely on the vessel P under an angle facing each other,so that they are connected at the top of the sail 1 with a connecting coupler 3.3 to which apulley 3 is mounted through which the sail 1 is tensioned upwards using a rope 3.1. This layoutis shown in figures 2 and 3. WO 2018/220448 PCT/IB2018/050469 LU101109
In order to reduce wind resistance, both profiles or cross-sections P2 of the sail support 2 aredesigned as an aerodynamic profile along the entire length and face towards the direction ofsailing SP, as shown in the figure 6.
In order to eliminate the buckling force of the sail supports 2 which occurs due topretensioning and consequently also due to lift forces of the sail 1 acting on the sail supports2 which could bend the sail supports 2 inwards towards the centre of the vessel P, and causethe sail supports 2 to come into contact with the sail 1 which is not favourable from theperspective of aerodynamics of the sail 1, the sail supports 2 are bent in pretension in anoutward arch from the vessel P. This pretension can be achieved by setting up a crossbeam2.9 perpendicularly on the sail support 2 in the centre lengthwise, as well as with the upperstay 2.7 and bottom stay 2.8. The stay 2.8 runs from the bottom mount of the mast support 2to the crossbeam 2.9. However, the upper stay 2.7 runs from the upper mount of the mastsupport 2 to the crossbeam 2.9.
The sail support 2 is pretensioned only to the extent that the tensions in the cross-section of thesail support 2 that is under most excessive load do not exceed the values of the elasticitymodule of the sail support 2 holder.
All stays are made of stainless steel or dyneema braid (Kevlar fibres which are extremely lightand durable). The stays 2.7 and 2.8 can also be interconnected, i.e. they represent a single stay.A clamping device is envisaged for the stays 2.7 and 2.8, which, however, is not subject of thisinvention, but is necessary for pretensioning the sail support 2.
The cross-beam length is defined as the product of the factor x and the length of the sail support2.9. The factor x ranges between the values xx = 0.05 and x= 0.15.
When the sail support 2 is pretensioned it serves as an elastic clamping device of the sail 1,viewed according to the height of the sail 1. When pretensioned, both pretensioned sailsupports 2 also allow absorption of small pulsating forces which are transferred from the sail1 to the vessel P, since the sail supports 2 absorb impulses of forces distributing them over alonger time period, such as for example spring hysteresis.
The stays 2.6 and 2.6.1 have a similar purpose to the stays 2.5 and 2.5.1, but they are onlystrained when the sail 1 is shaking. The stays 2.6 and 2.6.1 are also required to pretension stays2.5 and 2.5.1 which otherwise absorb the aerodynamic forces of the sail 1. Because ofpretension, the stays 2.5 and 2.5.1 prevent shaking of the sail supports 2 and consequently 6 WO 2018/220448 PCT/EB2018/050469 LU101109 prevent shaking or vibrating of the sail 1.
The stays 2.5 and 2.6 are mounted with a hinge to the vessel P at mounting points 2.3 and 2.4using a custom but sufficiently strong manner to easily transfer the forces of the sail 1 to thevessel P and vice versa by shaking motion of the vessel P. The manner of securing is not asubject of this invention and can be performed in a custom way, whereby it must be designedin a such a manner to easily transfer forces generating in the hinged clamping.
The point 2.3 lies at a distance from the anchor point 2.2 multiplied by the factor X defined as(0.05 to 0.5) times the length of the sail support 2. A similar distance applies to the distance between the mounting points 2.2 and 2.4.
The stays 2.5 and 2.6 are mounted with a hinge to mounting points on the sail supports 2 at thel/2to 3/4 height of the length of the sail support 2, viewed from the vessel P’s deck upwards.The hinged clamping points are required so that the stays 2.5 and 2.6 are not bent with elasticfluctuations of the sail supports 2 in the bottom clamping, but can be swivelled by a specificangle in the hinged clamping on the deck of vessel P. The manner of securing is not a subjectof this invention and can be performed in a custom way, whereby it must be designed in a sucha manner to easily transfer forces generating in the hinged clamping.
In the top part, the sail 1 is clamped to the holder 1.1 into which the rope 3.1 is clamped flexiblyin the clamping point 3.2, whereby the rope travels from the clamping point 3.2 via the pulley3 towards the deck of vessel.
The clamping point 3.2 lies on the holder 1.1 at a point which may be within 1/10 to 1/2 ofthe length of the lop depth of the aerodynamic sail profile 1.
The rope 3.1 is secured to the deck of vessel P with a rigid link allowing the lowering andlifting of the sail 1, while simultaneously pretensioning it. The manner of securing the rope 3.1to the deck of vessel P can be custom-made and is not a subject of this invention.
The sail 1 can be of any shape. Since it is wound up/unfolded by continuous or customtrimming or rolling along the depth of its aerodynamic profile, pockets, to which profile bars1.2 are installed, can be made in the bottom holder (boom) 4 of the sail 1 that shape the sail 1to an aerodynamic profile.
The profile bar 1.2 can be selected by choice, whereby the greater the number the wider the 7 WO 2018/220448 PCT/IB2018/050469 LU101109 bottom holder 4 has to be so we can store or fold the entire sail 1 into it including all the profilebars 1.2.
The sail 1 can be continuously shortened or lowered/rolled and vice versa using the rope 3.1.The bottom part of the sail 1 must thereby be wound up/unfolded to/from the bottom holder 4.Rolled/unrolled of the sail 1 to/from the bottom holder 4 (boom) can be performed in a customtechnical manner and is not a subject of this invention.
The bottom holder 4 is mounted to the vessel P only via the fulcrum 5 which can be anordinary rope or a special mechanism which will be detailed below.
The fulcrum 5 must in addition to aerodynamic lift forces of the sail 1 also transfer thetensioning forces of the sail 1 which is tensioned between the bottom holder 4 and the pulley3.
The fulcrum 5 is a built-in deck or cabin element of the vessel P and links the bottom part ofthe bottom holder at the length from 1/10 to 1/2 of the depth of the bottom aerodynamic sailprofile 1.
It is important that shortening of the sail 1 via the rope 3.1 and the simultaneous winding upof the sail 1 to the bottom holder 4 is done continuously and is carried out by relieving the sail1 by loosening the rope 3.1 and then winding/rolling it to the shaft in the holder 4. Havingreached the desired height of the sail 1, we tension the sail 1 to a desired level using the rope3.1 which is clamped to the holder 1.1 at point 3.2.
Unrolling the sail 1 is performed in a reverse order to the winding.
We can improve the aerodynamics of the sail 1 by always keeping the sail 1 taut because thecross-sections of the sail, viewed according to the height of the sail 1 are similar or, in thecase that the sail 1 is sufficiently tensioned or straight, have the same incidence angles of theair stream which travels through the sail 1.
Control of the sail 1 is performed using a rope with a bolt and tackle system 6 which isconnected to the vessel P and bottom holder 4.
Because the sail 1 is clamped at approximately 1/3 of the depth of the sail profile 1, viewedfrom the entry edge 2.V of the sail 1, the sail 1 functions similarly to the compensatory rudder 8 WO 2018/220448 PCT7IB2018/050469 LU101109 of aircraft devices during motions from the axis between point 3.2 and the fulcrum 5.
Aerodynamic lift force of the sail 1 is approximately at 1/3 of the length of the centralaerodynamic sail profile 1. Because the top part of the sail 1 is clamped to the holder 1.1 atpoint 3.2 at approximately 1/3 of the depth of the top aerodynamic sail profile 1, while in thefulcrum 5 it is clamped at approximately 1/3 of the depth of the bottom aerodynamic sailprofile 1, and with regard to the fact that the exit edge 2.1 of the sail 1 and entry edge 2.V ofthe sail 1 form a geometrical figure which is linearly narrowed from the bottom up or fromthe fulcrum 5 towards the top or point 3.2, we summarise that the aerodynamic point ofapplication of the lift force of the sail 1, intermediate profiles of the sail 1 are constantly atapproximately 1/3 of the depth of the aerodynamic profile of individual cross-section of thesail 1, viewed from the entry edge 2 V towards the exit edge 2.1.
The upward narrowing of the sail 1 is also a consequence of a non-vertical entry edge 2.V ofthe sail 1 which is inclined backwards towards the stem K of the vessel P by the alpha 2 anglewhich ranges from 5 to 35 angular degrees.
Because the clamping of the sail 1 is constructed in such a manner, control of the sail 1requires only minimal force. When the sail 1 is placed windward under a desired angle toprovide optimum lift force, the controlling and holding force of the sail 1, which is transferredto the sail 1 via the rope with the bolt and tackle system 6, is almost null.
Because the aerodynamic point of application of the lift force of the sail 1 according to thewind flow through the sail 1 according to the longitudinal tautness of the sail 1 and other factorsmoves around a virtual line segment running between the point 3.2 and the bottom fulcrum 5which lies at approximately 1/3 of the depth of the aerodynamic sail profile 1 from the entryedge 2. V towards the exit edge 2.1, we select a slightly shorter distance of the sail fulcrum than1/3 of the depth of the aerodynamic sail profile 1 so that the rope with bolt and tackle system6 always provides positive tensile forces which are caused by the lift force of the sail 1.
In case the fulcrum of the sail 1 would selected at a greater depth of the aerodynamic sail 1profile such as the virtual line running between the point 3.2 and the fulcrum 5, negative forcescould be achieved on the rope with the bolt and tackle system 6, whereby controlling of thesail 1 that would be clamped in this manner would be very difficult or unstable. 9 WO 2018/220448 PCTÆB2018/050469 LU101109
The fulcrum 5 can be designed as an ordinary rope tensioned between the vessel P and bottomholder 4, or it can be designed as a shaft which is connected to the autopilot AP of the vesselP via the gearbox with electrical motor. The fulcrum 5 gearbox can be controlled in all possibleways of the known state of the art, and therefore is not a subject of this invention.
The subject of this invention is the proposed steering connection of the fulcrum 5 gearbox withthe autopilot AP of the vessel P and the helm KR of the vessel P.
Since both the autopilot AP and the helm KR of the vessel P represent known state of the art,they will not be outlined as they do not concern the subject of invention, i.e. the steeringconnection with the fulcrum 5.
If we compare the known state of the art of the sail 1 controlling technique with the proposedinvention of controlling the sail, we find that the forces necessary for rotating the sail aroundits vertical axis are in the case of the known state of the art are very large because they transferthe moment caused by the aerodynamic force of the sail 1 around the fulcrum which is in thiscase of the known state of the art, the mast. The moment of force around the mast is in this case(in the case of the known state of the art) the product of the aerodynamic lift force of the sail 1multiplied by 1/3 of the depth of the central aerodynamic profile of the sail 1.
In our case the moment between the fulcrum 5 and the pulley 3 around the fulcrum axis is nullor negligible.
For this purpose, the mechanical assembly which is dimensioned for relatively small moments,can be used to control the sail 1 through the fulcrum 5 and the bottom holder 4. Such amechanical assembly can be a gearbox with an electric motor.
Since in the proposed invention the forces for controlling the sail 1 are very small, the computerconnection for controlling rotation of the sail 1 and rudder of the vessel P can be used, whichthrough the autopilot AP steers the helm KR of the vessel and rotation of the sail 1 around theaxis with the fulcrum 5 and the pulley 3 according to the desired course SP, wind direction andpower.
This connection can be performed as one-sided design - i.e. as steering or as a continuous loopcontroller which constantly passes information to the computer which modifies helm KRangles and rotation angles of the fulcrum 5 of the sail 1 accordingly, with the aim to keep the 10 WO 2018/220448 PCT/IB2018/050469 LU101109 vessel P on the desired course or direction of sailing SP. 11
Claims (13)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SI201700149A SI25139A (en) | 2017-05-30 | 2017-05-30 | Compensation sail |
Publications (2)
Publication Number | Publication Date |
---|---|
LU101109A1 LU101109A1 (en) | 2019-05-29 |
LU101109B1 true LU101109B1 (en) | 2019-06-12 |
Family
ID=59684412
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
LU101109A LU101109B1 (en) | 2017-05-30 | 2018-01-25 | Compensatory sail |
Country Status (3)
Country | Link |
---|---|
LU (1) | LU101109B1 (en) |
SI (1) | SI25139A (en) |
WO (1) | WO2018220448A1 (en) |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US792924A (en) * | 1904-01-19 | 1905-06-20 | George E Posgate | Sail for vessels. |
US2364578A (en) * | 1943-05-17 | 1944-12-05 | Leighton A Wilkie | Sailboat |
US5088431A (en) * | 1985-06-03 | 1992-02-18 | Pizzey John K | Sailing vessels |
NL8600661A (en) * | 1986-03-14 | 1987-10-01 | De Vaan Lambertus Wilhelmus M | Wind-propelled vessel mast structure - has supporting members extending from sides to top where rope is attached |
US5231943A (en) * | 1992-05-11 | 1993-08-03 | Benze Theodore A | Sail plan for sailing craft |
US5423274A (en) * | 1992-05-11 | 1995-06-13 | Benze; Theodore A. | Sailboat |
SI9500182A (en) | 1995-06-02 | 1996-12-31 | Primoz Kunaver | Profile sail for sailboat |
SI0989939T1 (en) | 1997-06-24 | 2002-06-30 | Mladen Milidragovic | A wing sail and method of use |
ITMI20051362A1 (en) * | 2005-07-18 | 2007-01-19 | Vallicelli & C S R L | SAILING BOAT WITH SIMPLIFIED SAIL PLAN |
SI22619A (en) | 2007-10-22 | 2009-04-30 | PrimoĹľ PotoÄŤnik | Sailing kayak with folding sail |
GB2455534B (en) * | 2007-12-12 | 2010-07-07 | Richard Brain | Sailing vessels |
SI22790A (en) | 2008-05-16 | 2009-12-31 | PotoÄŤnik PrimoĹľ | Foldable mast assembly with sail for sailing kayak of trimaran construction |
-
2017
- 2017-05-30 SI SI201700149A patent/SI25139A/en not_active IP Right Cessation
-
2018
- 2018-01-25 WO PCT/IB2018/050469 patent/WO2018220448A1/en active Application Filing
- 2018-01-25 LU LU101109A patent/LU101109B1/en active IP Right Grant
Also Published As
Publication number | Publication date |
---|---|
WO2018220448A1 (en) | 2018-12-06 |
SI25139A (en) | 2017-08-31 |
LU101109A1 (en) | 2019-05-29 |
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Date | Code | Title | Description |
---|---|---|---|
FG | Patent granted |
Effective date: 20190612 |