EP1313642B1 - Control device for a steering kite on a boat - Google Patents

Control device for a steering kite on a boat Download PDF

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Publication number
EP1313642B1
EP1313642B1 EP01969672A EP01969672A EP1313642B1 EP 1313642 B1 EP1313642 B1 EP 1313642B1 EP 01969672 A EP01969672 A EP 01969672A EP 01969672 A EP01969672 A EP 01969672A EP 1313642 B1 EP1313642 B1 EP 1313642B1
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EP
European Patent Office
Prior art keywords
boat
control device
characterized
steering
device according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP01969672A
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German (de)
French (fr)
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EP1313642A1 (en
Inventor
Edwin Lundgren
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Edwin Lundgren
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Publication date
Priority to DE10043138 priority Critical
Priority to DE10043138 priority
Priority to DE20016988U priority patent/DE20016988U1/en
Priority to DE20016988U priority
Application filed by Edwin Lundgren filed Critical Edwin Lundgren
Priority to PCT/EP2001/010002 priority patent/WO2002018202A1/en
Publication of EP1313642A1 publication Critical patent/EP1313642A1/en
Application granted granted Critical
Publication of EP1313642B1 publication Critical patent/EP1313642B1/en
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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B63SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63HMARINE PROPULSION OR STEERING
    • B63H9/00Marine propulsion provided directly by wind power
    • B63H9/04Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B63SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63HMARINE PROPULSION OR STEERING
    • B63H9/00Marine propulsion provided directly by wind power
    • B63H9/04Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • B63H9/069Kite-sails for vessels
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B63SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63BSHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/10Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/12Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly
    • B63B1/121Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising two hulls
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B63SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63HMARINE PROPULSION OR STEERING
    • B63H25/00Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06Steering by rudders
    • B63H2025/066Arrangements of two or more rudders; Steering gear therefor

Description

  • The invention relates to a control device for a kite on a vehicle, which stunt kite is steerable via at least two or three, preferably at least four or five flying lines by means of a steering device. In particular, the invention relates to a control device of a steering kite on a boat, so that in the following predominantly of a boat is mentioned, without that a restriction should be connected.
  • Such stunt kites are well known, which may be designed, for example, as so-called tube kites or soft kites. The tube kites get their aerodynamic shape by pumping forming elements. Soft kites acquire the desired aerodynamic shape by absorbing air during the first few minutes of flight. In general, the kites are controlled by two or four flying lines and a corresponding steering device to which the flying lines are attached, directed in the desired direction. Often, the arrangement is such that the stunt kite is attached via two lines of the four flying lines relatively fixed to the body via a crossbar. About the other two flight lines, the control lines, the stunt kite is controlled. An additional third or fifth line is used as a safety line or as a starting line. By such a stunt kite very large wind forces can be absorbed, and it is known this to Driving a vehicle, such as a beach buggy or a surfboard to use.
  • The propulsion of a boat by wind power takes place in the classic way via a sail, which is attached to a vertically oriented mast. By a variety of sails optimal wind utilization is to be effected. Due to the arrangement of the sail on the mast but is tilted by the wind, the boat to windabgekehrten side. Due to this inclination, a force component is generated downwards, whereby the boat is pushed deeper into the water and thus the displacement resistance is increased. Also, the effective windage surface of the sail decreases in the direction of travel. Speed is therefore limited.
  • From US-PS 4,497,272 and DE 35 18 131 A1 it is known to drive boats on so-called floating sails. Here, the sails are only connected by tethers to the boat and held with a balloon in height. In principle, even with such levitation rules, a force component can be generated from the wind power in such a way that the wind-deflected side of the boat dips deeper into the water. This has the consequence that too great a wind force capsizing of the boat is inevitable, since a floating sails always offers the same wind attack surface despite increasing inclination of the boat in contrast to conventional sailing.
  • From DE 199 28 166 A1 a driven by a stunt kite boat is known, in which the point of force application of the tug or leash should be at the same level or below the center of gravity of the form or buoyancy. This is one Guide rail provided, which shifts the point of articulation of the traction lines over the fuselage downwards in the direction of the keel. The kite is therefore on one or the other side of the boat and at least one leash of the kite runs below the waterline. It is obvious that such a construction of a mounting device for the kite causes considerable problems.
  • EP 0 853 576 B1 discloses a boat in which a kite sail is fastened to the boat via a pivoting arm. In particular, the arrangement is made here so that the rotary arm is hinged substantially at the point on the boat, on which the conventional vertical mast would sit. Means are provided to pivot the rotary arm about a horizontal axis so that the outer end with the flight line is in a position relative to the boat in which the wind-deflected side of the boat is lifted out of the water. The use of a rotary arm has the disadvantage that it requires sufficient space to move on the boat deck as a rotating rigid construction. Also, the rotatable and pivotable mounting of the rotating arm at the articulation point is extremely complicated and exposed to very high forces. Furthermore, the device for raising or lowering the rotary arm requires an increased space requirement.
  • The invention has the object of providing a control device for a stunt kite on a boat of the type described in such a way that on the one hand, the large wind forces can be safely absorbed. On the other hand, it should be ensured that the wind-deflected side of the boat is always lifted out of the water due to the wind force. Nevertheless, the control device be easy to produce and easy to use.
  • The object is achieved according to the invention in that the control device comprises at least one Krafteinleitschiene on which a deflection device for the flying lines is reciprocally mounted and which extends substantially horizontally above the waterline and is secured to the boat so that the deflection is aligned between the stunt kite and the steering device such that due to the tensile force of the steering kite, a torque about the longitudinal axis and / or transverse axis of the boat is generated in the water, through which torque the wind side facing away from the boat is lifted upwards. In detail, this is achieved in that the deflecting device is held on the force introduction rail in each position at a distance from the axis of rotation and / or longitudinal axis and / or transverse axis of the boat, about which axes the boat would rotate or tilt at a force in the water , Thus, the side of the boat facing away from the wind is always lifted upwards, irrespective of the orientation of the steering kite relative to the boat. An immersion of the leeward side and thus a risk of capsizing is thus reliably avoided.
  • The formation of the force introduction rail is basically arbitrary. It may be provided that the force introduction rail is substantially straight and extends transversely to the boat in the front region of the boat. Here is achieved by simple means that the stunt kite is depending on the wind direction and direction of travel on one side or the other side of the boat and the deflection in the corresponding side moves while the steering device behind the force introduction rail remains freely operable.
  • According to a preferred embodiment of the invention it is provided that the force introduction rail is formed at least partially arcuate. By an arcuate design and in particular by a relative to the boat and its vertical axis of rotation convex design of Krafteinleitschiene the position of the deflector can be adjusted optimized relative to the wind and direction or align itself well due to the position of the killer bar relative to the boat.
  • In principle, it is also possible that the force introduction rail is adapted to the contour of the front portion of the boat. As a result, a visually appealing exterior is formed, while at the same time the required torque for lifting the windward side of the boat is generated.
  • According to another embodiment of the invention it is provided that the force introduction rail is at least partially annular. Advantageously, the force introduction rail forms a closed circular ring. As a result, any position of the steering kite relative to the boat can be achieved. Also, a proper movement of the deflection on the force introduction rail when aligning the steering kite is effected relative to the boat.
  • It is expedient if there is room for at least one person to operate the steering device in the space bounded by the force introduction rail. This is particularly useful in one-man boats, at which the person not only controls the boat but also operates the steering device.
  • It is also expedient if the deflection device has at least one deflection roller, at least for the control and towing lines of the flying lines. This ensures that the flying lines can be performed properly in the deflection even at high forces. The pulleys may for example be ball bearings. Furthermore, it may be expedient here if the deflection device comprises guide means which hold the flying lines on the deflection roller. These guide means may be formed, for example, as eyelets or straps, which prevent the flying lines from jumping off the deflection roller. It is also possible to use the usual sailboat roller blocks to guide the lines. This is particularly useful in a quick change of the orientation of the boat relative to the kite steer.
  • In principle, it is favorable if the deflection device can be locked on the power-retaining rail. As a result, a stable force application point is formed, so that a uniform movement of the boat is possible. The deflection can be determined, for example, by a brake on he force introduction.
  • In principle, it can also be provided that the deflection device is active on the force introduction rail, for example by adjusting wheels and / or motorized. As a result, the force application point can be fixed, for example, when starting the boat. Basically, however, the deflection will automatically depending on the wind direction and the direction of travel on the Adjust force introduction rail. This will be the case in particular when using a substantially circular force introduction rail.
  • Basically, the steering device for the kite is manually operated. For larger boats or in the use of several stunt kites can be provided that the steering device for the stunt kite each includes servomotors at least for the control and pull lines of the flying lines. This allows automatic and optimized control of the steering kite.
  • Which boat is driven by such a control device with a kite is basically arbitrary. For example, the boat can be a monohull. Of course, it is also possible that the boat is a multi-hulled boat and in particular a catamaran with two hulls. Here it can be advantageously provided that the force introduction rail and their attachments to the hulls connects the same. It is formed as a stable, yet lightweight construction. Since the boat always rises on the wind-turned-up side, and thus out of the water, regardless of the wind force, high speeds can be achieved here without danger of capsizing.
  • The invention will be explained in more detail below with reference to the schematic drawing. Show it:
  • Fig. 1
    the rear view of a conventional sailboat with the force components generated by the wind power,
    Fig. 2
    the side view of a conventional sailboat,
    Fig. 3
    a boat, which is drivable via a control device according to the invention with a steering kite
    Fig. 4
    a boat drivable by a stunt kite which is fastened to an inverted force introduction rail,
    Fig. 5
    the top view of a boat with a force introduction rail according to a first embodiment of the invention,
    Fig. 6
    the top view of a boat with a force introduction rail according to a second embodiment of the invention
    Fig. 7
    the top view of a multi-hulled boat with a force introduction rail according to a third embodiment of the invention,
    Fig. 8
    the top view of a multi-hulled boat with a force introduction rail according to a fourth embodiment of the invention,
    Fig. 9
    the rear view of a multi-hull boat with a wrong arranged force introduction rail,
    Fig. 10
    the rear view of a multi-hull boat with a control device according to the invention,
    Fig. 11
    the perspective view of a multi-hull boat with a control device according to the invention and
    Fig. 12
    a section through the force introduction rail with the deflection device according to the invention.
  • In FIGS. 1 and 2, the horizontal wind forces FWIH and vertical wind forces FWIV acting on a sailboat are schematically shown the resulting inclination of the boat 11. Due to wind power, the sail 12, which is conventionally attached to a vertical mast 13, will tilt the boat 11 down to the wind-deflected side. It is therefore always necessary to keep the boat substantially in the horizontal position for the largest possible wind attack surface. In too strong wind, however, this will not be possible even with larger counterweights on the windward side, so that capsize unavoidable or a reduction of the sail area is necessary. If the wind, as shown schematically in Figure 2, comes from behind, also for the locomotion of the boat 11 unfavorable torque MS is generated about its transverse axis. This torque causes immersion of the wind-deflected front side, so the bow, so that in too much wind, the deck is washed over. Again, capsizing can be the result.
  • Figure 3 shows schematically the articulation of a steering kite 20 on a boat 21. The stunt kite 20 is steered and controlled in the usual way by four flying lines 22 with a steering device not shown. This steering device 25 includes receptacles for four flying lines of the kite, by means of which Movements against each other and / or by changing the lengths of the individual lines an individual alignment of the steering kite 20 can be made possible. Such steering devices are basically known and therefore require no further explanation.
  • For the attachment of the steering kite 20 to the boat 21, a force introduction rail 23 is provided, on which a deflection device 24 is reciprocally mounted for the flying lines. The force introduction rail 23 is connected to the boat, for example, via stands and supports. The fastening means in this case allow a free movement of the deflecting device on the force introduction rail. Such a force introduction rail and its fastening elements can be made very stable, so that a secure power input and -einleitung can be effected in the boat.
  • The position of the Krafteinleitschiene relative to the boat is chosen so that the force is applied to the boat via the deflection torque about the transverse or longitudinal axis 26 and 27 is generated, which lifts the windabgekehrte side of the boat out of the water. In a wind exclusively from the rear, this affects the bow of the ship, in a lateral wind intervention, so for example when cruising, this concerns the left or the right side of the boat. However, it is always achieved that the side in the direction of travel, so the wind-deflected side of the boat is lifted out of the water. A sliding of the boat and a low resistance of the boat on the water are thus possible. A higher achievable speed even when cruising against the wind is the result.
  • The rotational, transverse and longitudinal axes around which the boat will turn and tilt in the event of force will depend on the boat's design and submersion depth. It must therefore be taken to ensure that the force application point, which is defined by the position of the deflector 24 on the Krafteinleitschiene 23 is selected so that regardless of the depth of immersion, a positive torque, ie a torque that the windabgekehrte side of the boat out of the water raises, is generated. the same applies to a land vehicle in which the tilting axes are defined by the contact surfaces of the wheels or runners on the ground.
  • A correct arrangement of the force introduction rail is shown schematically in FIG. The position of the force introduction rail 23 is relatively far away from the transverse axis 26 so that a positive torque MD is generated with respect to the hull and the windward side 28 of the boat is lifted out of the water by the steer kite. FIG. 4 shows a wrong arrangement of the guide rail 23 '. Here, due to the wind force acting on the steering kite 20, a negative torque MF is generated around the transverse axis 26. An immersion of the windabkehrten side 28 and thus the risk of capsizing of the boat would be the result.
  • FIG. 5 shows a simple embodiment of the control device according to the invention. The force introduction rail 23 is formed horizontally extending straight and extends transversely to the boat in the front area. Depending on the wind direction, the deflector 24 is on the right or, as shown in the drawing, left side of the boat 21st are located. In any case, however, a torque is generated that the wind-turned side, so the bow 28 or the left side 29 in the drawing lifts out of the water. It can be provided here that the deflection device 24 can be locked on the guide rail 23 to allow, for example, in a wind only from behind a central force application point on the force introduction rail.
  • In the embodiment shown in Figure 6, the force input rail is at least partially arcuate and adapted to the contour of the bow 28 of the boat 21. It is obvious that an optimized alignment of the deflection device 24 relative to the boat 21 can take place here. It is also sufficient here for crossing against the wind that the deflection can only move by about 150 ° relative to the axis of rotation 31 of the boat 21. This corresponds to the preferred orientation of the steering kite relative to the direction of travel 32 of the boat.
  • FIG. 7 shows a multihull boat which has two individual hulls 38. The arrangement is here in detail made such that the force introduction rail 33 is used as a connecting element of the two hulls 38. The force introduction rail is, as shown in Figure 7, at least in relation to the forward movement 34 of the boat formed annularly. The steering device 25 is located approximately in the center of this annulus. To the rear, the force introduction rail is limited by a simple crossbar 35. The deflection device 24 can therefore move in the embodiment shown in the drawing by about 240 ° about the center and thus to the pivot point of the boat on the Krafteinleitschiene 33.
  • Figure 8 shows another embodiment of a multi-hull boat, wherein the force introduction rail 36 is formed completely circular. It can be provided that this force introduction rail 36 extends concentrically around the axis of rotation 37 of the multi-hull boat. Again, the force introduction rail 36 serves as a connecting element of the two hulls 38. It is obvious that in particular this construction of Figure 8 is simple and yet causes optimal alignment of the steering kite 20 relative to the boat.
  • Even with a multi-hull boat must be paid to the correct position of the annular force introduction rail 33, 36. FIG. 9 shows an incorrect dimensioning of the spacing of the individual hulls 38 with respect to the force introduction rail 39. Due to the wind force FWI on the steer kite 20, a wind force FWIH acting on the boat is generated which lies above the longitudinal axis 27. The reaction force of the boat in the water RWA attacks below the same. Overall, a torque M is generated which will push the wind-deflected side 40 of the boat into the water.
  • FIG. 10 shows a correct dimensioning of the spacing of the individual hulls 38 and a correct position of the force introduction rail 33, 36. Due to the wind force FWI acting on the boat at the angle α at the steer kite 20 and the large distance of the force introduction rail to the longitudinal or transverse axis 27, the horizontal wind force component FWIH will likewise act at a distance a below these axes. Thus, a torque M is always generated about the longitudinal axis 27 or about the transverse axis 26, which raises the wind-deflected side 41 from the water. It is further noted that a flat-flying kite at a very small angle α, more likely to produce no or a negative torque on the boat. This must be taken into account in the dimensioning, in particular the distance of the deflection to the respective rotation and tilt axes. Due to the aerodynamic requirements and the exact control of the steering kite, however, the angle α in operation will usually be in the range between 10 ° and 30 °. Thus, a capsizing of the boat is reliably avoided.
  • The at least partially circular force introduction rails define a space in which the steering device 25 takes place. In addition, the space is dimensioned so that a person to operate the steering device can stay there. Further, there may be arranged the control for the rudder blades of the boat, so that a one-man operation is possible.
  • 11 shows a perspective view of a multihull boat with a circular force introduction rail 36 in detail. There are two lateral hulls 38 can be seen, which are connected to each other via the Krafteinleitschiene 36. The force introduction rail 36 can, as shown in FIG. 12, be designed as an inwardly open C-profile. This C-profile forms an abutment for a roller assembly 42 of the deflector 24. There are about a radial axis rotatable rollers 43 and rotatable about a tangential axis rollers 44 which the deflector 24 both in the pulling direction and up or down in the C Support profile.
  • The deflection device 24 is part of an inner ring 45, which rotates in the outer ring formed by the force introduction rail 36. Of course this one is Inner ring provided at several points along its circumference bearing rollers. Instead of a ring, a star-shaped structure, for example with three star arms, may be sufficient. On the inner ring 45 and on the star-shaped structure, a plate 46 is fixed, on which a person finds room for operating the steering device 25. By the axis of rotation 37 extends in the illustrated embodiment, the steering wheel 47 for the terminal rudder blades 48 on each hull 38. Thus, the inner ring 45 and the plate remains freely rotatable with the person regardless of the steering wheel and the row adjustment relative to the boat. At the side facing away from the deflector 24 side of the inner ring 45, the brake 49 is arranged for detecting the deflecting device on the Krafteinleitschiene 36.
  • The deflection device 25 comprises a web 50 which extends radially outwardly beyond the Krafeinleitschine 36. At the outer end pulleys 51 for the individual flying lines are available. Thus, the force introduction point can be guided relatively far to the outside. Nevertheless, the construction remains compact.
  • On the plate 46, the steering device 25 is anchored for the flying lines of the steering kite. Not only the steering kite is controlled via the steering device 25, but also the tensile forces for the forward movement are transmitted to the boat. The deflection device 24 shifts the force introduction point via the force introduction rail so that a positive torque is generated about the longitudinal and / or transverse axis, which lifts the boat on its windabgekehrten side of the water.
  • Again, the flying lines of the steering kite can be distinguished in pull lines and steering lines of the steering kite. In order to catch sudden and violent gusts of wind, it is expedient to provide a shock absorber 52 between the steering device and the steering kite for at least two flying lines of the total of four flying lines. A shock absorber can, for example, act together for the two pulling lines. But it can also be provided in each case a shock absorber for each a flying line. This shock absorber may be a spring or a rubber-elastic element, which is arranged in the relevant flying line or over which the flying line or line is attached to the steering device. Excessive forces caused by gusts of wind, the shock absorber, whereby an extension of the relevant leash is. This tilts the kite in the wind, which among other things, a reduction of the effective area is effected. The force acting on the boat is then reduced, so that the gust of wind is attenuated.

Claims (15)

  1. Control device for a steering kite at a vehicle, especially a boat, which steering kite (20) is steerable by at least two or three preferably by at least four or five flight lines (22) by means of a steering device (25), characterized in that the control device comprises at least one force input rail (22, 30, 33, 36) on which a deflection device (24) for the flight lines is to and fro movable attached and which extends essentially horizontally above the waterline such that the deflection device (24) on the force input rail (23) is kept in any position at a distance to the longitudinal axis (27) and/or cross axis (26) and/or rotation axis (31, 37) of the boat, so that a torque is generated by the pull force of the steering kite around the longitudinal axis and/or cross axis of the boat in the water by which torque the side (28, 29) of the boat averted to the wind is lifted up.
  2. Control device according to claim 1, characterized in that the force input rail (23) is essentially straight-lined and positioned in the fore area of the boat crosswise to the boat.
  3. Control device according to claim 1, characterized in that the force input rail (30, 33, 36) is designed at least partially in form of a curve.
  4. Control device according to claim 1, characterized in that the force input rail (30) is adapted to the contour of the fore area (28) of the boat.
  5. Control device according to claim 1, characterized in that the force input rail (33, 36) is designed circular.
  6. Control device according to one of the claims 1 to 5, characterized in that there is space in the area restricted by the force input rail for at least one person to operate the steering device (25).
  7. Control device according to one of the claims 1 to 6, characterized in that the deflection device (25) each comprises at least one deflection pulley for at least the steering lines and force lines of the flight lines (22).
  8. Control device according to one of the claims 1 to 7, characterized in that the deflection device (24) comprises guiding means which hold the flight lines on the deflection pulley.
  9. Control device according to one of the claims 1 to 8, characterized in that the deflection device (24) is lockable on the force input rail (23, 30, 33, 36).
  10. Control device according to one of the claims 1 to 9, characterized in that the steering device (25) for the steering kite is anchored at the boat.
  11. Control device according to one of the claims 1 to 10, characterized in that at least two flight lines and especially the force lines are attached by at least one damper to the steering device.
  12. Control device according to claim 11, characterized in that the damper is designed as a spring or as a rubber-elastic intermediate element.
  13. Control device according to one of the claims 1 to 11, characterized in that the steering device comprises servomotors for the steering lines and force lines of the steering kite.
  14. Control device according to one of the claims 1 to 13, characterized in that the boat is a multihull-boat, especially a catamaran with two hulls (38).
  15. Control device according to claim 14, characterized in that the force input rail (33, 36) connects the hulls to each other.
EP01969672A 2000-08-31 2001-08-30 Control device for a steering kite on a boat Not-in-force EP1313642B1 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
DE10043138 2000-08-31
DE10043138 2000-08-31
DE20016988U DE20016988U1 (en) 2000-09-29 2000-09-29 Heavy duty kite boat
DE20016988U 2000-09-29
PCT/EP2001/010002 WO2002018202A1 (en) 2000-08-31 2001-08-30 Control device for a steering kite on a boat

Publications (2)

Publication Number Publication Date
EP1313642A1 EP1313642A1 (en) 2003-05-28
EP1313642B1 true EP1313642B1 (en) 2006-04-26

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP01969672A Not-in-force EP1313642B1 (en) 2000-08-31 2001-08-30 Control device for a steering kite on a boat

Country Status (6)

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US (1) US6910434B2 (en)
EP (1) EP1313642B1 (en)
AT (1) AT324321T (en)
AU (1) AU8985201A (en)
DE (1) DE50109634D1 (en)
WO (1) WO2002018202A1 (en)

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US6910434B2 (en) 2005-06-28
AT324321T (en) 2006-05-15
WO2002018202A1 (en) 2002-03-07
EP1313642A1 (en) 2003-05-28
DE50109634D1 (en) 2006-06-01
US20040035345A1 (en) 2004-02-26
AU8985201A (en) 2002-03-13

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