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
  • B63H9/069—Kite-sails for 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
  • B63H9/069—Kite-sails for vessels
  • B63H9/072—Control arrangements, e.g. for launching or recovery

Definitions

• the present invention relates to a ship using to move the traction of a kite.
• wind powered ships use sails, which generally generates, on the one hand a roll torque due jointly to the height of the center of thrust and the direction of this thrust, on the other hand a yaw torque variable due to the displacement of the center of thrust according to the speed of the ship.
• the object of the vessel according to the invention is to reduce the torques of roll and yaw, by using a kite instead of the sails and an articulated arm as a rigging, by tilting and orienting the arm. articulated so as to approach the center of drift of the ship, the straight line geometrically representing the traction of the kite.
• the vessel towed by kite comprises an arm articulated by a first end with the vessel, the point of traction of the connecting wires between the kite and the vessel constituting the second end of the arm, the kite being connected to the ship only by the connecting wires.
• the ship comprises a means of controlling the inclination of the arm allowing its lowering relative to the direction of the connecting wires, a means of controlling the azimuthal orientation of the arm relative to the direction of the connecting wires, the connecting wires all passing through the single point of traction which constitutes the second end of the arm.
• the ship can also have other characteristics separately or in combination.
• the articulation of the arm is constituted by a rigid intermediate piece comprising two perpendicular axes of rotation, the first axis, vertical, serving as a connection with the ship, the linked end of the arm adapting to the second axis, the arm and Vertical rotation tax being coplanar.
• the arm control means in inclination favorably comprises a cord of adjustable length connecting a point of the arm to a point of the intermediate piece or to a mobile point on the ship, or else it comprises a jack connecting a point of the arm at a point in the intermediate piece or at a movable point on the ship.
• control means of the arm in orientation comprises two ropes of adjustable lengths, the first rope connecting the arm to a point on the ship located in front of the articulated end of the arm, the second rope connecting the arm either at a point on the ship at the rear left of the articulated end of the arm or at a point at the rear right of the articulated end of the arm.
• the means for controlling the azimuthal orientation of the arm is a means acting directly on the intermediate piece to rotate it around its vertical axis.
• the ship includes a float located at the free end of the arm.
• the kite is controlled by its three connecting wires, the first two wires making it possible to rotate the kite, the third wire acting on the incidence of the kite.
• a pulley is favorably attached to the arm, pulley through which passes a wire whose two strands on either side of the pulley constitute the first two wires, as well as a mechanism located on the arm allowing to adjust the length of the third wire.
• the ship may favorably include a system having three winding hubs, one for each of the three connecting wires, this system being provided with three functions which can be activated independently of each other, the first function making it possible to wind or simultaneously unwind the three wires of the same variable length, the second function enabling the first wire to be unwound (respectively to wind) and to simultaneously wind (respectively unwind) the second wire of the same variable length, the third function allowing to unwind or wind the third wire of variable length.
• the ship comprises a device from which all the connecting wires originate and exit in the same direction, this device being able to slide in the corresponding direction and being subjected to the traction of a rope in the direction opposite to the wires. of connection, this rope being connected to the arm so that raising the arm causes the rope to be pulled.
• the ship comprises a device articulated at the second end of the arm and profiled so as to create an upward force when this second end of the arm is submerged, the ship underway.
• the ship may also include a ballast capable of being alternately filled with the water surrounding the ship or emptied, the ship under way.
• the arm is adjustable in length.
• Figure 1 shows the ship according to the invention, in overview
• Figure 2 shows the ship according to the invention in front view, as an illustration of its roll behavior
• Figure 3 shows the ship according to the invention in top view, as an illustration of its yaw behavior
• Figures 4 to 10 illustrate different characteristics of the ship according to the invention
• Figures 4 to 8 are low-angle views in which only the arm and its articulation are shown
• Figures 9 and 10 are general views on which only the part of its connecting son of the kite leaving the ship via the articulated arm is shown
• Figure 11 illustrates another embodiment and shows a hinge part, in side view
• Figure 12 illustrates another embodiment and shows an arm, seen from above
• Figure 13 illustrates another embodiment and shows an arm provided with a control system for connecting wires, seen from above;
• FIG. 14 illustrates another embodiment and represents the arm provided with a rope for balancing the traction of the kite, in side view
• Figure 15 illustrates another embodiment and shows the second end of the arm provided with a profiled device, in side view
• FIG. 16 illustrates another embodiment and represents the ship provided with a ballast in its hull, the latter being seen in transparency to reveal the ballast;
• Figure 17 illustrates another embodiment and shows, in side view, a telescopic arm provided with a jack, the base of the arm being seen in transparency in the Figure to reveal the jack.
• the vessel towed by a kite comprises, according to the present invention, a means for controlling the inclination 3 of the arm 1 allowing its lowering relative to the direction 10 of the connecting wires 6, a means for controlling the azimuthal orientation 4 of the arm 1 relative to the direction 10 of the connecting wires 6, the connecting wires 6 all passing through the single point of traction which constitutes the second end 5 of the arm 1.
• the arm 1 is, from the geometrical point of view, assimilated to the segment formed by its first end 2, called the linked end, and its second end 5, called the free end. Therefore, the free end 5 corresponds to the point of traction.
• the traction point 5 can be embodied, for example, by a multiple pulley, articulated on the arm 1, through which the connecting wires 6 pass in the direction of the kite.
• the direction 10 of the connecting wires 6 is understood as the mean direction of the connecting wires 6, but also as the straight line of the same direction passing through the traction point 5.
• the vertical of the ship being identified by Tax 9, the inclination 3 of the arm 1 is the angle between this axis 9 and the arm 1.
• the longitudinal axis 7 and Transverse tax 8 of the ship being defined and both horizontal, the orientation 4 of arm 1 is the angle between the projection of arm 1 on the horizontal plane, and Longitudinal tax 7. Note that the three axes 7, 8, 9 are considered to be vectors, and not lines of the physical space.
• the inclination 3 and the orientation 4 of the arm 1 are controlled by means of any suitable system, non-limiting examples of which are presented below.
• FIG. 2 illustrates the advantage of controlling the tilt 3 of the arm 1.
• this control makes it possible, by tilting the arm 1, to lower its free end 5 which constitutes the point of traction of the kite, and therefore also the traction line 10 of the kite.
• Sufficient lowering of the traction point 5, as in FIG. 2 then makes it possible to pass the traction line 10 near the center of drift 11 of the ship in projection on a vertical plane and transverse to the ship, therefore reducing or even d '' cancel the roll torque on the ship.
• the general interest of a low roll torque is to reduce the requirement of stability of the ship: with a ship according to the invention, the multiple hull systems, different keels or ballast are no longer necessarily required as for the stability in roll for upwind gaits.
• the point of traction 5 must be able to be sufficiently lowered to, as seen previously, passing the traction line 10 fairly close to the center of drift 11 so as to cause only a low or even zero roll torque.
• the required tilt 3 depends on parameters like the site of the kite, the length of the arm 1, the kinematics of the articulation of the arm 1, the relative positions of the articulated end 2 of the arm 1 and of the center of drift 11.
• FIG. 3 illustrates the advantage of controlling the orientation 4 of the arm 1.
• this command makes it possible to make negligible, or even zero, the yaw torque exerted by the kite on the ship, whatever the 'look of the latter, simply by orienting the arm 1 so that the straight line 10 is in the same vertical plane as the center of drift 11, as in Figure 3.
• a complementary use of the orientation control 4 may consist to modify the orientation 4 of the arm 1 from the value which cancels the yaw torque, so as to create a yaw torque, negative or positive, capable of causing the ship to turn, which can in particular be advantageous for transfers upwind edge.
• the arm 1 With regard to the range of adjustment of the control of the orientation 4 of the arm 1, it is advisable to allow the arm 1 to sweep a field of at least 160 degrees, distributed symmetrically to the left and to the right of Tax longitudinal 7 of the ship on the bow, in order to be able to use the kite's traction in most of the gaits of a ship, from close close to the large drop; a greater amplitude of the orientation 4 of the arm 1 beyond 80 degrees to the left and to the right can however facilitate tacking upwind.
• the articulation between the latter and the ship can be achieved in various ways: for example and in a nonlimiting manner, flexible by means of ropes or chain links, or else mechanical type with defined axes of rotation.
• the articulation must be dimensioned to resist the forces resulting from the traction of the kite on the free end 5 of the arm 1, efforts also depending on the means of controlling the inclination 3 of the arm 1. It is advisable, for a simple reason for symmetry, to position the articulation of the arm 1 so that the latter can move symmetrically on the left and right of the ship.
• the ship comprises as articulation of the arm 1, a rigid intermediate piece 12 comprising two axes of rotation 13, 14 perpendicular, the first axis 13, vertical, serving as a connection with the ship, the linked end 2 of the arm 1 adapting to the second axis 14, the arm 1 and vertical rotation tax 13 being coplanar.
• This characteristic is a nonlimiting example of the articulation existing between the end 2 of the arm 1 and the ship.
• the second axis 14 being perpendicular to the first axis 13 which is vertical, therefore remains horizontal.
• the additional condition of coplanarity between vertical tax 13 and the arm 1 makes it possible to better balance the forces in the arm 1 and the part 12.
• the linked end 2 of the arm 1 has a fork appearance with two coaxial cylindrical recesses.
• the axes 13 and 14 are each materialized by a cylindrical recess of the part 12: the first recess, corresponding to Tax 13, is vertical and receives the vertical cylinder 15 which is fixed on the ship, which achieves the articulation making it possible to make vary the orientation 4 of the arm 1.
• the second cylindrical recess is horizontal; it receives the rod 16 after positioning, in alignment at its two ends, of the two cylindrical recesses of the end 2 of the arm 1, which realizes the articulation making it possible to vary the inclination 3 of the arm 1.
• Horizontal tax 14 does not necessarily cut Vertical tax 13: it may, in fact, be advantageous to offset the end 2 for structural or bulk reasons.
• Vertical tax 13 may not be materialized by a real, metallic or other axis: the intermediate part 12 can be widened and include on its edges carriages, at least three, preferably circulating on a circular guide (or only a portion of a circle) horizontal and fixed to the ship, like carriages traveling on a sheet rail; in this case, it is Tax of the circular guide which constitutes Vertical tax 13.
• Figure 11 illustrates an embodiment of this type.
• FIG. 5 shows that the ship can comprise as control means of the arm 1 in inclination 3, a cord 17 of adjustable length connecting a point 18 of the arm 1 to a point 19 of the intermediate piece 12.
• the point 19 being integral with the intermediate piece 12 and not of the ship itself, the pulling of the rope 17 intended to tilt the arm 1 has a neutral effect on its orientation 4.
• the point 19 must be located under the arm 1 to lower it when the length of the rope 17, thus fulfilling the role of controlling the inclination 3 of the arm 1. It is advisable to position the points 18, 19 in the plane defined by the arm 1 and vertical rotation tax 13, and also so that the rope 17 works at a sufficient distance from the horizontal rotation tax 14 so as not to cause excessive stress in the line 17 and in the part 12, when the kite exerts its traction.
• the rope can, conventionally, be multiplied by means of multiple pulleys.
• the ship comprises as a means of controlling the arm 1 in inclination 3, a jack 20 connecting a point 21 of the arm 1 to a point 22 of the intermediate piece 12.
• This means differs from the previous one only by the use a jack instead of a rope of adjustable length, which also makes it possible to control the raising of the arm 1.
• Figure 7 illustrates another embodiment of the arm control means.
• the ship comprises here as a means of controlling the arm 1 in inclination 3, a cord 23 of adjustable length connecting a point 24 of the arm 1 to a point 25 movable on the ship.
• the difference lies in the fact that the attachment point 25 of the rope 23 is on the ship itself and not on the intermediate piece 12.
• this point 25 is a mobile carriage symbolized by a point on a guide 26 of the listening rail type (symbolized by a line, Fi_gure 7) fixed to the ship, in the form of a circle centered on the vertical rotation tax 13 of the joint, the rope 23 does not exert a vertical axis moment on the arm 1: the pulling of the rope 23 intended to tilt the arm 1 has, in this case also, a neutral effect on its orientation 4.
• the ship according to the he invention comprises as control means of the arm 1 in inclination 3, a jack 27 connecting a point 28 of the arm 1 to a point 29 movable on the ship.
• the mobile point 29 being as before a carriage which can slide on a guide 30 in the form of circle centered on Vertical rotation tax 13 of the articulation, part 31 of the intermediate piece 12 is integral with the carriage (movable point 29): the position of point 29 on the guide 30 is linked to the orientation 4 of the arm 1 and cannot change on its own when the elongation of the jack 27 is controlled.
• Figure 9 illustrates a ship according to the invention comprising as control means of the arm 1 in orientation 4, two ropes 32, 33 of adjustable lengths, the first rope 32 connecting the arm 1 to a point 34 of the ship located in front of the hinged end 2 of arm 1, the second cord 33 connecting the arm 1 either to a point 35 of the ship located at the rear left of the articulated end 2 of arm 1 or to a point 36 located at the rear right of the articulated end 2 of the arm 1.
• the coordinated traction of the two ropes 32, 33 on the arm 1 in substantially opposite directions has the effect of imposing on the arm 1 a given orientation 4.
• the use of the single rope 32 makes it possible to limit the orientation 4 of the arm 1 to a maximum value, in order to prevent the arm 1 from going backwards if it touches the water when the ship is advancing, or retain arm 1 to prevent it from possibly hitting the superstructures of the ship during a close-hauled tack, the kite passing from one side to the other of the ship on the stern of the latter by pulling this makes the arm 1 backwards.
• Point 35 is used to attach the rope 33 to the ship, depending on whether the arm 1 is oriented on the left side (respectively on the right) of the ship: the work of the rope 33 is thus improved, in particular when this rope 33 is short.
• the vessel comprises a float 37 located at the free end 5 of the arm 1.
• the function of this float 37 is to increase the stability of the vessel when stationary, the arm 1 being oriented across the vessel and its free end 5 lowered to the water level.
• the float 37 can touch the water from various angles because the orientation 4 of the arm 1 is itself variable: it may be necessary for the connection between the float 37 and the arm 1 to be articulated, in particular if the float 37 is profiled.
• a second function of this float can be, if the control of the inclination 3 of the arm 1 allows its raising, for example if a jack is used, to participate in the recovery of the ship if it has capsized: if Ton raises the arm 1 (when the ship is overturned, this consists, in fact , to lower the arm 1 in the water), the float 37 then exerts a righting torque on the ship.
• This float 37 can also be removable, or inflatable.
• FIG. 11 represents a ship which comprises, as means for controlling the azimuthal orientation 4 of the arm 1, a means acting directly on the intermediate piece 12 to rotate it around its vertical axis 13; in the exemplary embodiment illustrated in FIG. 11, the intermediate piece 12 has a part 38 which can be called an orientation lever.
• a second part, called orientation guide 39 and integral with the ship, is shown diagrammatically as a circular part, in fact focused on the vertical rotation tax 13 of the intermediate part 12, and has a groove 40 on its external part; when changing the orientation 4 of the arm 1, the end of the orientation lever 38 follows the orientation guide 39: to guide the rotation of the part 12, three guide carriages, of the type of the carriage 60 (the only one of the three shown in Figure 11), distributed on the orientation guide 39 and integral with the intermediate piece 12, could be used.
• an electric motor 41 drives a hub 42 of vertical axis, located at the end of the orientation lever 38, which coils on one side and unwinds on the other a belt 43, located in the groove 40 of the orientation guide 39; this belt 43 can circle the guide 39 several times to ensure good adhesion to the latter, or be notched.
• the rotation in one direction or the other of the hub 42 thus controls the displacement of the orientation lever 38 along the orientation guide 39 therefore, ultimately, controls the azimuthal orientation 4 of the arm 1.
• This example presents no limiting character, in particular on the motorization of the control, which could be manual, a cable linked in its middle at the end of the lever orientation 38 replacing the belt 43 and sliding in the groove 40, the control in orientation 4 then consisting in pulling this cable by its ends or using another type of motorization, or even using a meshing system such as a pinion meshing directly on the orientation guide.
• the control system can be located on the arm 1 itself, which simplifies the route of the wires 6 to at the free end 5 of the arm.
• the kite is of the three-wire type, the first two wires 44, 45 making it possible to rotate the kite to the left or to the right, the third wire 46 acting on the incidence of the kite and making it possible to modulate its traction.
• Figure 12 thus illustrates a first control system for the kite, Figure 13 another, more sophisticated.
• the ship comprises a pulley 47 fixed to the arm 1 and through which passes a wire, the two strands of which, on either side of the pulley 47, constitute the two steering wires 44, 45 of the kite , as well as a mechanism 48 (a simple blocker in FIG. 12) located on the arm 1 and making it possible to adjust the length of the incidence wire 46.
• This kite control system is suitable for small vessels.
• Two handles 49, 50 can be fixed on the steering wires 44, 45, thus allowing a team member to control the direction of the kite; it is then advantageous to locate the pulley 47 far from the traction point 5, which consists, for example, of a triple pulley articulated on the arm 1 to provide maximum amplitude to the movement of these handles 49, 50 and, if the kinematics of the arm 1 allows it, it is practical for the team member concerned, that the handles 49, 50 are, in the middle position, close to the tax of the boat.
• the blocker 48 can be replaced by a winding system.
• a safety system if the pilot of the ship falls overboard, can be achieved by acting automatically as a result of Remote Pilot, on the third wire 46; if a traction on this one decreases the incidence of the kite, one can connect the pilot to the end of the third wire 46, which will be drawn when the ship will move away from the pilot fallen overboard. on the contrary, the elongation of the third wire 46 which decreases the incidence, one can provide a system for unlocking or releasing the third wire 46, controlled by pilot remote control (a rope connecting the latter to the unlocking system, an opening carabiner under load, for example).
• FIG. 13 illustrates a ship which comprises a system having three winding hubs 51, 52, 53, one for each of the three connecting wires 44, 45, 46, this system being provided with three functions which can be activated independently of one another, the first function allowing the three wires 44, 45, 46 to be wound or unrolled simultaneously with the same variable length, the second function making it possible to unwind, respectively to wind, the first wire 44 and to wind, respectively to unwind , simultaneously the second wire 45 of the same variable length, the third function making it possible to unwind or wind the third wire 46 of a variable length.
• the three hubs 51, 52, 53 are located on the arm 1: the hub 51 controls the first steering wire 44, the hub 52 the second steering wire 45, and the hub 53 the bearing wire 46.
• the three functions requested can be performed, for example, by means of three electric motors driving the hubs 5152, 53 (one motor for each hub).
• Each motor must be controlled by the winding speed or the winding length of the wire it controls; for this purpose, it is advisable to provide speed or length sensors at the outlet of the winding hubs 51, 52, 53, because, in practice, the same rotation of two hubs, like those 51, 52 of the steering wires 44, 45, does not wind (does not unwind) necessarily the same length of wire, this being due both to the variations in the actual winding on the hubs, as to the differences in tension of the wires, this problem being all the more present as the lengths of wire are important.
• the three motors are synchronized for the first function, so as to ensure identical winding speeds; for the second function, the first two motors operate so as to ensure opposite winding speeds, the third motor being stopped; for the third function, only the third motor is used.
• a particular advantage of such a motorization lies in the possibility of rapidly winding all of the connecting wires 44, 45, 46 in the event of the kite being vented due to both a piloting error and a sudden drop. and momentary wind: the rapid winding of the connecting wires 6 makes it possible, like the backward kiteboarder, to recreate relative wind and to continue to control the kite.
• the ship comprises a device 54 from which all the connecting wires 6 come from and exit in the same direction, this device 54 being able to slide in the corresponding direction and being subjected to the traction of a rope 55 in the direction opposite the connecting wires 6, this rope 55 being connected to the arm 1 so that raising the arm 1 causes traction on the rope 55.
• the advantage of this embodiment is to provide assistance by means of control of the inclination 3 of the arm 1, proportional to the traction of the kite. In fact, the more the kite pulls via its connecting wires 6, the greater the effort to be provided by the tilt control means 3 to lower the arm 1. We use this tensile force of the connecting wires 6 to assist the lowering of the arm 1.
• the device 54 comprises, if necessary, the control system of the connecting wires 6; for example, in the case illustrated in Figure 12, it could be a frame, supporting both the pulley 47 and the blocker 48, sliding along the arm 1. In the case illustrated in Figure 13, it could be the control system itself sliding along the arm 1.
• the drift center 11 is situated vertically under the linked end 2 of the arm 1, and the connecting wires 6 come out of the device 54 towards the free end 5 of the arm 1; the device 54 therefore slides along the arm 1.
• the rope 55 passes through the linked end 2 of the arm 1, bypasses the point 56 located at the third of the segment [linked end 2 - center of drift 111, and joins point 57 located at the third of the segment [linked end 2 - traction point 5], after making a round trip between points 56 and 57: the rope 55 is tripled between points 56 and 57 by means, for example , a double pulley at point 56 and a becket pulley at point 57.
• the amplitude of the sliding of the device 54 must be provided on the arm 1: in the case of Figure 14, if the arm 1 must be able to be tilted between the horizontal and the vertical, this amplitude is worth approximately 40% of the length of the arm 1 (segment linked end 2 - point of traction 5).
• the ship comprises a device 58, articulated at the second end 5 of the arm 1 and profiled so as to create an upward force when this second end 5 of the arm 1 is submerged, the ship under way.
• the arm 1 is, in general, oriented generally on the front of the ship; if for some reason, an excessive list or a higher wave for example, the tip 5 of the arm 1 meets Teau, it is possible, depending on its shape, that it tends to want to sink more in Teau, which could possibly unbalance the ship.
• one can either profile the arm 1 differently so as not to create this downward force, or therefore add at its end 5 a profiled device 58, for example as in FIG.
• a simple inclined plane which will hydrodynamically create an upward force upon immersion.
• This device 58 must be able to orient itself in the tax of the ship, whatever the proper orientation 4 of the arm 1, so it is articulated.
• the articulation can be a simple axis 59, vertical for the current inclination 3 of the arm 1 the current inclination 3 is horizontal in FIG. 15, or it can be a ball joint.
• This device can also be combined with a float 37 as described above.
• FIG. 16 illustrates a ship comprising a ballast 60 capable of being alternately filled with the water surrounding the ship or emptied, the ship under way.
• the interest of this comes from the use of a kite to tow a ship.
• the traction of the kite on the ship determines an ascending vertical component, for example of 50% of its value, when the kite is 30 degrees on the horizon; this vertical component has a positive effect on the ship since it lightens it, thus reducing its apparent weight; however, above a certain wind speed, the apparent weight of the ship may become too low: the ship may then temporarily leave the water, which cancels the work of its anti-drift plans, thus harming the course of the ship and at its overall speed.
• ballast 60 which is filled with water, for example by means of the reversible pump 61, when the ship picks up speed and, therefore, that the relative wind increases, so as to keep a sufficient apparent weight: the ship can thus go faster, because the anti-drift plans work effectively. Conversely, when the ship loses speed, voluntarily or when the real wind decreases, the ballast 60 is emptied so as to lighten the ship, for example by means of the reversible pump 61.
• the ballast 60 Unlike the ballasts of conventional monohulls, designed so as to move the water from one side to the other of the ship, the ballast 60 must be well balanced laterally so as not to create a parasitic deposit on the ship, which does not however prevent it from being designed in several volumes.
• the vessel has its arm adjustable in length. We have seen above about the embodiment shown in Figure 2, the influence of the length of the arm 1. A longer arm allows to obtain the same position of the straight line 10, so the same balance in heel of the ship, with a pull point 5 located higher, which is an advantage. Conversely, a shorter arm is certainly more resistant.
• the advantage of being able to adjust the arm 1 in length is to be able, by lengthening it, to locate the traction point 5 higher: this makes it possible, for example, to adapt to larger seas so as to prevent the arm 1 does not touch the water too often.
• the length of the arm 1 can be adjusted during navigation, as shown in Figure 17 with a telescopic arm 1 in two parts 62 and 63 supporting respectively its linked end 2 and its free end 5, a jack 64 located inside the part 62 making it possible to slide the part 63 relative to the part 62, it is possible to a certain extent depending on the possible amplitude of the variation in length of arm 1 to control the heeling balance of arm 1 with this length adjustment, and leaving the inclination 3 of arm 1 fixed: in fact, the variation in length of arm 1 modifies the position of the point of traction 5, therefore of the traction line 10, which makes it possible to adapt to different sites of the kite (that is to say different inclinations of the line 10).
• the ship according to the invention is therefore particularly intended for rapid movement thanks to the wind.

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• 1995
  • 1995-10-26 FR FR9512622A patent/FR2740427B1/fr not_active Expired - Fee Related
• 1996
  • 1996-10-25 WO PCT/FR1996/001678 patent/WO1997015490A1/fr active IP Right Grant
  • 1996-10-25 DE DE69602849T patent/DE69602849D1/de not_active Expired - Lifetime
  • 1996-10-25 NZ NZ320358A patent/NZ320358A/en unknown
  • 1996-10-25 AU AU73088/96A patent/AU7308896A/en not_active Abandoned
  • 1996-10-25 EP EP96934979A patent/EP0853576B1/de not_active Expired - Lifetime
• 1998
  • 1998-04-01 US US09/067,994 patent/US6003457A/en not_active Expired - Fee Related

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