EP0127004B1 - Segelanordnung auf einem Schiff - Google Patents

Segelanordnung auf einem Schiff Download PDF

Info

Publication number
EP0127004B1
EP0127004B1 EP84104901A EP84104901A EP0127004B1 EP 0127004 B1 EP0127004 B1 EP 0127004B1 EP 84104901 A EP84104901 A EP 84104901A EP 84104901 A EP84104901 A EP 84104901A EP 0127004 B1 EP0127004 B1 EP 0127004B1
Authority
EP
European Patent Office
Prior art keywords
yards
sail
ship according
sailing ship
shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP84104901A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0127004A1 (de
Inventor
Hartmut Berthold Schwarz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SCHWARZ, HARTMUT BERTHOLD
Bremer Vulkan AG Schiffbau und Maschinenfabrik
Original Assignee
Schwarz Hartmut Berthold
Bremer Vulkan AG Schiffbau und Maschinenfabrik
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schwarz Hartmut Berthold, Bremer Vulkan AG Schiffbau und Maschinenfabrik filed Critical Schwarz Hartmut Berthold
Publication of EP0127004A1 publication Critical patent/EP0127004A1/de
Application granted granted Critical
Publication of EP0127004B1 publication Critical patent/EP0127004B1/de
Expired legal-status Critical Current

Links

Images

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
    • B63H9/08—Connections of sails to masts, spars, or the like
    • 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
    • B63B2015/0033—Multipodded masts, e.g. tripod-type

Definitions

  • the invention relates to a sailing ship with at least one rigidly connected mast, to which curved frames are fastened, which can be pivoted with the aid of brass devices, a drivable shaft for reefing the sail stretched between these frames in the central region of the frames between two frames lying one above the other is arranged, on each of which one half of the sail is attached on diametrically opposite sides, and wherein the outer upper and lower corners of the sails are connected to wires, ropes or the like running generally in the direction of the longitudinal extension of the frame, through which the sails for setting can be pulled outwards.
  • a sailing ship of this type is known from Japanese Patent Application Laid-Open No. 56-63595.
  • the frames are attached to a shaft attached to the mast so that they can be pivoted by rotating the shaft.
  • the disadvantage is that considerable forces are transmitted to the shaft at higher wind speeds, so that this device should only be used with smaller ships.
  • the sails are apparently attached to vertical rigid elements (shaft for winding up the sail and a corresponding outer part, which is obviously movable in the longitudinal direction of the frames). Due to this clamping on rigid elements, the bulky nature of the sail is essentially predetermined, so that it cannot be adapted to different wind conditions.
  • the solution according to the invention is that the upper and lower leeches of the sails are held in grooves in the frames, that the sails have a smaller width in the middle than above and below and a smaller height than outside on the inside, the vertical distance between the frames varying accordingly, and that the mast comprises three interconnected struts, of which two transversely h to Sc iffslijnsachse next to each other and the third in the middle in front of these two struts, said the yards are attached to the third strut and the Brass devices on the yards and the two struts have attached ropes or wires.
  • the upper and lower leeches of the sails are thus held in grooves in the frames, while the outer leech is free and is not held rigidly, so. that the bulbous shape of the sail is not hindered.
  • the sails have a smaller width in the middle than above and below; in addition, they have a lower height on the inside than on the outside, the frames tapering towards the ends, so that the vertical frame distance in the end region is greater than in the middle. Since the wires or cables with which the sails are stretched essentially follow the longitudinal extension of the frames, the sails are not only pulled and held outwards by the cables.
  • a three-legged mast is also used, from the rear two struts of which are spaced in the transverse direction of the ship.
  • Ropes or wires run as brass devices to the frames, so that the forces transmitted by the wind to the sails and frames are better absorbed can, as is the case with the previously known construction.
  • the bending of the frames, as is to be expected in the previously known construction, due to the wind pressure, can be avoided by these wires or ropes, which gives rise to the more advantageous sailing properties mentioned.
  • the sailing ship according to the invention can be used to sail very high on the wind.
  • a brass angle of up to 20 ° is possible, while a traditional bream is only possible to bream up to 66 °.
  • the sailing ship according to the invention reaches significantly higher speeds on the wind, which for the first time also enables the recovery of energy or the recovery of electrical energy, which is used for propulsion during periods of calm or for the operation of the ship (auxiliary devices, air conditioning, etc.) can be.
  • the wave on which the sail can be wound for reefing can e.g. B. have a round cross-section.
  • the shaft essentially Lichen has an elliptical cross section, the major major axis of the ellipse being parallel to the tangent direction of the curvature of the frames at the location of the shaft.
  • the wave offers little resistance to the wind due to its elliptical cross section. Nevertheless, the sail can be rolled up quickly on the wave.
  • the drum diameter is chosen so that the tensioning of the sails by the ropes or wires takes place at exactly the same speed as the sails are released by the shaft and vice versa. Any irregularities of these two movements can be compensated for by the elastic elements that z. B. may be spring-loaded pulleys.
  • the lieks move in the grooves of the frames.
  • the lieks do not get stuck in the grooves, they do not have the essentially round cross section, which is formed by a rope around which the sail is sewn. Rather, it is provided according to the invention that the leeks held in the grooves of the frames have an elongated cross section, the greatest longitudinal extent of the cross section being perpendicular to the sail surface.
  • the leeches held in the grooves of the frames can have a link chain with links alternately extending in two mutually perpendicular planes, the sail being connected to every second of the links. Every second of the links thus has the large extent perpendicular to the sail surface for holding the lag in the undercut groove, while the intermediate links, which are arranged essentially in the surface of the sail, are connected to the sail.
  • this arrangement has the advantage that the large transverse expansion of the leech, which is advantageous in the frames, does not interfere with the winding of the sails on the shaft.
  • Means are advantageously provided for changing the curvature of the frames so that the sailing properties can be adapted particularly well to different wind strengths and directions of the apparent wind. It should be mentioned that although it is known to change the curvature of a large tree (FR-A-2 472 508), only an existing curvature can be shifted to a limited extent in the tree longitudinal direction.
  • the curvature of the frames should be changeable, especially in the nock area, especially in the outermost third or quarter of the frames.
  • the frames consist of at least two rod-shaped elements arranged one behind the other, which are connected to one another, at least one of which is flexible and at least one of which has a variable length. If the length of the rod-shaped element is changed with a variable length, the curvature of the frames also changes.
  • each frame has two front bar-shaped elements, which are arranged one above the other, which carry a groove for receiving one luff each and are provided with joints, and a rear bar-shaped element, which consists of sections which are the sections between the Joints correspond to the front rod-shaped elements, means for changing the spacing of the sections being provided.
  • the kink angle between the distances of the front rod-shaped elements changes. In this way, you can not only change the overall curvature of the frame, but also influence the curvature locally at certain desired points in order to be able to adapt the frame profile to an ideal profile as well as possible. If three joints are provided on each side of the frame, each of which can be changed by 2 °, the overall angle of curvature of the frames can be increased by 6 °. If this angle of curvature was previously 12 °, a maximum angle of curvature of 18 ° can be achieved. Expedient it will also be provided that the curvature on the windward and leeward side can be changed separately.
  • the groove for receiving the leech in the vicinity of the joints must be designed accordingly, for example with appropriate sleeves, so that the leech of the sail cannot get jammed in the vicinity of the joints.
  • the distance between the sections of the rear rod-shaped element and thus the curvature can be changed in a particularly simple manner by hydraulic piston-cylinder units.
  • Such a hydraulic piston-cylinder unit is required for each joint.
  • the means for changing the distance can also have levers attached to a shaft and actuating rods attached to the levers.
  • the curvature of the individual joints can be adjusted differently at the same time by rotating only one shaft by making the levers of different lengths. A larger lever length then corresponds to a larger change in the angle of curvature at the corresponding joint.
  • the devices for reefing and setting the sails, for breaming and for changing the curvature of the frames can be actuated electrically and / or hydraulically, and control devices for the electrical or hydraulic actuation can be arranged at a central location on the ship or at some central locations on the ship . It is therefore no longer necessary, as has been the case up to now, to go directly to the mast where the sail position is to be changed in order to change the sail position, to reef and set the sails. In this way, the large number of seafarers who were previously required to operate a sailing ship is no longer necessary, which only enables the economic operation of such a sailing ship.
  • a hull 1 of a sailing ship is shown schematically, the bow of which must be thought beyond the left edge of the figure.
  • the frames 5 to 9 are fastened horizontally, which can be braced with ropes 11, which are fastened to the corresponding frame 5 to 9 and one of the rear struts 3 and 4 standing next to one another.
  • the entire mast with frames and brass fittings thus forms a free-standing unit; there is no need to stretch any ropes, wires or the like between different masts. It goes without saying that instead of the one mast shown in FIG. 1, several masts with corresponding frames and devices can be arranged one behind the other on the hull 1.
  • Fig. 2 which shows a horizontal section through the mast a little above the frame, it is shown that the frame (for example, the frame 8) is pivotally attached to the front strut 2 at 12.
  • the frame is held at a distance from the mast strut 2 by struts 13 or similar devices.
  • the brass devices consist of a rope, one end of which is attached to the vertical mast strut 4 at 14.
  • the rope then runs around a roller 15 on the frame 8, a roller 16 on the mast strut 4, is wound a few turns around a winch 17, then runs around a roller 18 on the mast strut 3 and a roller 19, which in turn on the frame 8 is provided.
  • the other end of this rope is attached to the mast strut 3 at 20.
  • the frame 8 can be made by driving the winch, which can be done, for example, electrically or hydraulically. An additional manual drive for the winch 17 can also be provided for emergencies.
  • the winch is driven in one direction, the rope 11 is tightened, for example, on the right and celebrated on the left. In this way the frame is brought clockwise to a position which is shown schematically at 8 'and which indicates the very large brass angle which can be achieved with the sailing ship according to the invention. If the winch 17 is driven in the other direction, the bream occurs in the opposite direction.
  • Fig. 3 which is a section of the illustration 2, the shaft 21 fastened in front of the mast strut 2 between the frames for winding up the halves 22a and 22b of the sail is also shown.
  • the shaft 21 has an elongated or elliptical cross-section, the largest longitudinal extension having the direction of the tangent to the curvature of the frames at this point.
  • the shaft 21 is rotatable at 42 around a vertical axis and can be rotated by hydraulic motors or electrical motors, not shown, if necessary also by manual operation.
  • the sails 22a and 22b are attached at diametrically opposite locations on the shaft 21.
  • the sails can be reefed by rotating the shaft 21, which winds up the sails.
  • the upper leeks 48 of the sails are partially received by a helical groove 51 when they are wound onto the shaft 21 (the sail 22a is shown partially broken away to clarify this).
  • the sails do not need to be completely reefed or set completely.
  • intermediate positions are also possible, but expediently the shaft will be rotated so far that its greatest longitudinal extent of the cross section has the direction of the tangent to the curvature of the frames, that is to say the position shown in FIG. 3, so that the shaft 21 is as small as possible creates additional wind resistance.
  • FIG. 5 a cross-section through the frame 8 with a groove 27 is also shown in broken lines, in which the luff 28 of the sail runs when the sails are set and reefed.
  • the luff is made so that two ropes 28 are arranged next to each other and not just one rope, as is common.
  • the end region of the sail 22a is then wrapped around the two cables 28 and sewn at 29.
  • the Liek has a link chain in which the levels of the chain links are alternately perpendicular to each other. Every other chain link 43 that extends substantially in the plane of the sail 22 is connected to the sail at 44, e.g. B. sewn.
  • the intermediate chain links 45 extend in a plane perpendicular thereto (arrow 46) and are thus reliably held by the groove 27.
  • FIG. 7 shows a vertical cross section through a particularly advantageous embodiment of a frame.
  • the frame consists of three rod-shaped elements 30, 31 and 32 which are arranged essentially parallel to one another. Two of the rod-shaped elements, i.e. the rod-shaped elements 30 and 31 are arranged one above the other, the third rod-shaped element 32 is arranged halfway between the rod elements 30 and 31 behind them.
  • the rod-shaped elements 30, 31 and 32 are still connected to struts 33.
  • Fig. 8 shows the middle and outer part of a row. Approximately a third of its length has been omitted from the drawing at 52.
  • the upper rod-shaped element 30 (and correspondingly the lower rod-shaped element 31) consists of sections 30a, 30b, 30c, 30d which are connected to joints 34 at their connection points. Behind these sections is the groove 27 for the leech of the sail. This groove is arranged in a correspondingly flexible carrier or in such a carrier that it does not lose its guiding properties even when the sections 30a to 30d are pivoted about the joints 34 by a small angle.
  • the rod-shaped element 32 also consists of sections 32a, 32b, 32c and 32d which correspond to the sections 30a to 30d of the front upper rod-shaped element.
  • the individual sections 32a to 32d are connected to one another in such a way that one element can penetrate into the adjacent one at different depths, for example by means of a pin which can penetrate into a corresponding hole at different depths.
  • the depth of this penetration and thus the distance between the sections 32a to 32d is varied by piston-cylinder units 35.
  • FIG. 9 schematically shows the shape of the sail 22 which is used according to the invention.
  • This sail is subjected to a tensile force in the direction of arrows 47 by the wires or cables 24 with which it is set and tensioned.
  • a tensile force in the direction of arrows 47 by the wires or cables 24 with which it is set and tensioned.
  • the leeches are particularly stretched because the deflection pulleys are still at a distance from the sail even in the event that the ropes 24 are fully stretched and because of the curvature of the frame parts indicated by dashed lines at 6 and 7 apart from each other than would be the case with deflection rollers located further inside.

Landscapes

  • 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)
  • Wind Motors (AREA)
  • Toys (AREA)
  • Saccharide Compounds (AREA)
  • Preparation Of Compounds By Using Micro-Organisms (AREA)
EP84104901A 1983-05-03 1984-05-02 Segelanordnung auf einem Schiff Expired EP0127004B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3316139 1983-05-03
DE19833316139 DE3316139A1 (de) 1983-05-03 1983-05-03 Segelschiff

Publications (2)

Publication Number Publication Date
EP0127004A1 EP0127004A1 (de) 1984-12-05
EP0127004B1 true EP0127004B1 (de) 1986-11-12

Family

ID=6198040

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84104901A Expired EP0127004B1 (de) 1983-05-03 1984-05-02 Segelanordnung auf einem Schiff

Country Status (13)

Country Link
US (1) US4546718A (fi)
EP (1) EP0127004B1 (fi)
JP (1) JPS6042196A (fi)
KR (1) KR850000336A (fi)
DD (1) DD251112A5 (fi)
DE (2) DE3316139A1 (fi)
DK (1) DK155119C (fi)
ES (1) ES287846Y (fi)
FI (1) FI78874C (fi)
GR (1) GR81969B (fi)
NO (1) NO158127C (fi)
PL (1) PL247536A1 (fi)
PT (1) PT78524B (fi)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0235599Y2 (fi) * 1985-06-27 1990-09-27
DE3663356D1 (en) * 1985-09-11 1989-06-22 Linc W Alexander Sail device
EP0319591A4 (en) * 1987-06-27 1989-10-25 Yukimasa Hori SAILING BOAT.
US4838191A (en) * 1987-06-29 1989-06-13 Corlett Edwin H Low-drag sailboat mast
FR2618407A1 (fr) * 1987-07-21 1989-01-27 Lessine Boris Dispositif de voilure souple a surface reductible pour navires de commerce ou de plaisance
IT1218790B (it) * 1987-12-17 1990-04-19 Biagioli Mario Alberatura per imbarcazione a vela
EP1049622A1 (en) * 1998-01-23 2000-11-08 Olsen Design APS Ship rig
US7698024B2 (en) 2007-11-19 2010-04-13 Integrated Power Technology Corporation Supervisory control and data acquisition system for energy extracting vessel navigation
DE102008006944A1 (de) 2008-01-24 2009-07-30 S&S&S, S.A. Schiffahrt & Seetouristik & Schwarz S.A. Segelschiff mit drehbarem Mast
US10977968B2 (en) 2016-10-12 2021-04-13 Patrick V. Cleeves Apparatus and methods for displaying and storing a banner or advertisement on a horizontal wind turbine
JP7142584B2 (ja) * 2019-01-31 2022-09-27 株式会社名村造船所 起倒式マスト構造物
JPWO2022153369A1 (fi) * 2021-01-12 2022-07-21

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1089656B (de) * 1956-06-18 1960-09-22 Wilhelm Proelss Segelschiff mit rahgetakelten Masten
US3085539A (en) * 1960-07-29 1963-04-16 Prolss Wilhelm Sailing vessel with square-rigged masts
FR1569855A (fi) * 1967-04-22 1969-06-06 W Prolss
JPS5663595A (en) * 1979-10-31 1981-05-30 Mitsui Eng & Shipbuild Co Ltd Sail operating system for sail ship
FR2472508A1 (fr) * 1979-12-28 1981-07-03 Boisson Ernest Bome a profil variable pour voiliers

Also Published As

Publication number Publication date
PT78524B (de) 1986-05-07
FI841723A (fi) 1984-11-04
DK155119C (da) 1989-07-10
JPS6042196A (ja) 1985-03-06
DE3316139A1 (de) 1984-11-08
EP0127004A1 (de) 1984-12-05
NO158127C (no) 1988-07-20
PT78524A (de) 1984-06-01
DK219884A (da) 1984-11-04
KR850000336A (ko) 1985-02-26
DK155119B (da) 1989-02-13
FI78874B (fi) 1989-06-30
NO158127B (no) 1988-04-11
FI841723A0 (fi) 1984-05-02
NO841694L (no) 1984-11-05
DK219884D0 (da) 1984-05-03
US4546718A (en) 1985-10-15
PL247536A1 (en) 1985-01-16
DE3461271D1 (en) 1987-01-02
GR81969B (fi) 1984-12-12
DD251112A5 (de) 1987-11-04
ES287846U (es) 1986-07-01
FI78874C (fi) 1989-10-10
ES287846Y (es) 1987-03-16

Similar Documents

Publication Publication Date Title
EP0127004B1 (de) Segelanordnung auf einem Schiff
DE1506317A1 (de) Fluegelkoerper mit veraenderlicher Woelbung
DE2658801C3 (de) Reffvorrichtung für Segelfahrzeuge
AT504907B1 (de) Rollreffbaum für segelschiffe
WO2017202858A1 (de) Verstellbare rahmeneinrichtung für eine profilsegeleinrichtung und verstellbare profilsegeleinrichtung
DE2740338A1 (de) Vorrichtung zum aufrollen eines vorsegels
EP0649786B1 (de) Rollbaum-Reffeinrichtung
DE60302346T2 (de) Baumniederholer für Segelboote
EP0401814A1 (de) Lenkbarer Flachdrachen
DE3302540A1 (de) Takelage mit mehrfach-masten
DE3432099C2 (de) Symmetrisches Rigg
DE19618339A1 (de) Segellatte
DE2001405C (de) Vorrichtung zum Einstellen der Wölbung von Segeln
CH668617A5 (de) Lamellenstore.
DE10144954A1 (de) Energieerzeugungsanlage, insbesondere Windmühle
DE3436718A1 (de) Mastverlaengerung fuer ein segelfahrzeug
AT515481B1 (de) Lattengrosssegel für einen Rollreffbaum
DE1807659C (de) Vorrichtung zum Einstellen der Wölbung eines Bootssegels
DE19901649A1 (de) Vorwindsegel
DE3341926A1 (de) Segelanordnung, insbesondere rigg
DE1506774C (de) Aufwickelvorrichtung für Segel
DE102017106371A1 (de) Rollreffeinrichtung für ein Segel und ein hierbei einsetzbarer Stagroller
DE1506774A1 (de) Rahgetakelter Mast fuer Segelfahrzeuge
DE10059618A1 (de) Rahbesegelung für Schiffe
DE19950625A1 (de) Doppelrumpfboot

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Designated state(s): BE DE FR GB IT NL SE

ITCL It: translation for ep claims filed

Representative=s name: UFFICIO TECNICO ING. A. MANNUCCI

TCNL Nl: translation of patent claims filed
EL Fr: translation of claims filed
17P Request for examination filed

Effective date: 19850404

17Q First examination report despatched

Effective date: 19860207

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: BREMER VULKAN AG SCHIFFBAU UND MASCHINENFABRIK

Owner name: SCHWARZ, HARTMUT BERTHOLD

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): BE DE FR GB IT NL SE

REF Corresponds to:

Ref document number: 3461271

Country of ref document: DE

Date of ref document: 19870102

ITF It: translation for a ep patent filed

Owner name: UFFICIO TECNICO ING. A. MANNUCCI

ET Fr: translation filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 19870531

Year of fee payment: 4

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Effective date: 19890502

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Effective date: 19890503

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Effective date: 19890531

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Effective date: 19891201

GBPC Gb: european patent ceased through non-payment of renewal fee
NLV4 Nl: lapsed or anulled due to non-payment of the annual fee
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19900131

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Effective date: 19900201

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

EUG Se: european patent has lapsed

Ref document number: 84104901.8

Effective date: 19900412