EP1383675A1 - Navire a voilure distribuee - Google Patents
Navire a voilure distribueeInfo
- Publication number
- EP1383675A1 EP1383675A1 EP02738210A EP02738210A EP1383675A1 EP 1383675 A1 EP1383675 A1 EP 1383675A1 EP 02738210 A EP02738210 A EP 02738210A EP 02738210 A EP02738210 A EP 02738210A EP 1383675 A1 EP1383675 A1 EP 1383675A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- float
- mast
- floats
- wind
- cables
- 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.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
- B63B1/14—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected resiliently or having means for actively varying hull shape or configuration
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H9/00—Marine propulsion provided directly by wind power
- B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
- B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
Definitions
- the present invention relates to a multihull ship using as a driving force natural elements such as the force of the wind or waves.
- the force of the wind tends to cause the boat to heel.
- stability is obtained by widening the "lift polygon".
- the airfoil is carried by a limited number of masts, rigidly connected to the hulls, themselves rigidly fixed to each other (with the exception of a possible possibility of rotation of the mast on its axis).
- the object of the present invention is to allow movement on the water characterized by the following points:
- the present invention generally provides for replacing the rigid structure of the sailboat with a highly deformable structure, consisting of a passenger compartment and a "hitch" of "floats" connected by inter-float connections, constituted rigid articulated cables or rods, and by a set of masts. Some of these masts can carry a sail, hence the term "distributed sail”.
- This architecture therefore separates several functions conventionally united in the rigid structure of a boat: a) "hotel” function:
- the cockpit is limited to a structure as light as possible to resist the weight of the crew and its equipment, - this cockpit can be towed by 1 hitch of floats;
- This cabin can have fins arranged in contact with water, capable of generating a force whose direction and intensity depend on the geometry and position, as well as the speed relative to water, commonly called “foils”; these “foils” may be arranged so as to generate a vertical force directed upwards, thus allowing the passenger compartment to touch the water only by means of said "foils", - this passenger compartment may have “foils” whose action generates a vertical force directed downwards, which will allow it to sink underwater,
- this cabin can have wings which will allow it to take off from the surface of the water, b) motor function:
- drift force resistance function provided by drifts carried by each float
- direction function - ability to advance in a determined direction, ensured by the slaving of the movements of all the floats to the direction determined by at least one "director" float
- the invention can be considered as a "set of windsurfers", connected by joints.
- Said joints may consist of rigid rods
- the invention combines the advantages of windsurfing and the ability to tow a cabin compatible with long journeys possibly made by crew.
- the present invention provides a sailing vessel, comprising a plurality of floats, some of which carry sails linked to masts, characterized in that the floats are movable relative to each other, in that the position and 1 ' relative orientation of said floats are adjusted by means of a set of interfloat connections, and in that the rigging which makes it possible to define and maintain the position of each mast connects said mast to at least one other float than that which carries said mast.
- the floats are arranged in line.
- the floats and the inter-float connections are arranged so as to form a set of closed geometric figures, such as for example triangles.
- the inter-float connections consist of rigid rods, fixed to each float by means of a joint, such as for example a cardan joint.
- the inter-float connections are made up of cables.
- the components of the rigging which connect a mast to a float different from that which carries said mast consist of cables.
- the components of the rigging which connect a mast to a float different from that which carries said mast comprise rigid rods.
- At least one float carries two sails, carried by two masts, arranged so that the effect of the wind on one of these sails tends to sink the float underwater , and that the effect of the wind on the other sail tends to make the float take off.
- the floats tow by means of towing links a cockpit having wings which allow it to rise above the sea from a speed relative to the sufficient wind.
- the floats tow by means of towing connections a passenger compartment capable of sinking below sea level, for example under the effect of the action of a foil.
- Figure 1 shows an overall perspective view of a Distributed Wing Vessel with 4 floats and two sails, sailing starboard tack upwind, where the capsizing force is compensated by cables,
- FIG. 2 shows a side view of one of the floats of the system shown in Figure 1
- - Figure 3 shows a top view of the system shown in Figure 1, adjusted to allow starboard tack to sail crosswind
- FIG. 4 represents a schematic view illustrating the principle of a "foil" intended to create a vertical force directed downwards
- FIG. 5 shows a schematic front view illustrating the possibility of having two sails on each float, the capsizing force being compensated by cables
- - Figure 6 represents a schematic front view illustrating the possibility of compensating the capsizing force by rigid rods
- FIG. 7 represents a perspective view of a Distributed Wing Vessel system with 7 floats and 3 sails, where the floats are associated in groups of 3, and where the capsizing force is compensated by rigid rods,
- FIG. 8 shows the rigging necessary for tacking for the Distributed Wing Vessel presented in Figure 8
- - Figure 9 is a vertical section showing 3 floats of a Distributed Wing Vessel system using the force of waves. 1 Main embodiment: "cable capsizing"
- FIGS. 1 to 3 a hull 1 is towed by cables 2 to a set of four floats 3 equipped with fins 4, the two central ones of which are fitted with sails 5.
- the parts relating to a given float will be identified by a letter (a, b, c, d).
- the floats 3a, 3b, 3c and 3d appear from left to right in Figure 1.
- the Distributed Wing Vessel moves to the upper left corner of the figure.
- the hull 1 is towed by towing cables 2 (2b and 2c) fixed to the rear of the floats 3b and 3c.
- the crew will be able to live in hull 1, which therefore serves as their "cockpit", and it is from there that they will make the necessary maneuvers.
- All floats are fitted with 4 fins (4a, 4b, 4c, 4d).
- the floats 3b and 3c carry sails 5 (5b and 5c). These sails are of the type used in windsurfing boards.
- Each sail has a mast 6 (6b and 6c), fixed to the float by a mast foot 7 (7b and 7c) which allows the mast to rotate freely relative to the float.
- the mast feet are of the type used in windsurfing.
- a pulley 9 (9b and 9c) which allows a forestay 10 (10b and 10c) to connect the top of the mast 6 (6b and 6c) to the hull 1.
- the floats 3b and 3c carry at the rear a backstay base 11 (11b and lie), on which is fixed a pulley 12 (12b and 12c) which allows a backstay 13 (13b and 13c) to connect the top of the mast 6 to the hull 1.
- the possibility of adjusting the forestay 10 and the backstay 13 will make it possible to adapt to the different gaits (relative position of the wind relative to the route followed by the float), and if necessary, use the hull 1 to contribute to the balance of the mast 6.
- the masts 6 are subjected to a force which tends to cause them to tilt forward.
- the traction exerted by the backstay 13 on the mast 6 will compensate for this force.
- Upwind the mast tends to tip backwards, which will be compensated by the forestay.
- the control of the balance of the masts 6 also depends on the angle between the wind and the sails 5.
- the sails 5 have a terminal 14 (rigid bar at the base of the sail).
- Sheets 15 (15b and 15c) connect the rear ends of the booms 14 to the hull 1, passing through pulleys 16 (16b and 16c) fixed to the rear of the floats 3b and 3c.
- a connecting cable 17 connects the rear ends of the booms 14. In this way, the crew can from the hull 1 adjust the angle between the sails 5 and the wind.
- the solution used for anteroposterior balance cannot be applied to control lateral balance.
- the mast is held laterally by guy lines.
- the capsizing effect is offset by the keel and its ballast, or by the width of the multihull.
- shrouds could not be fixed on the float which carries the mast.
- the width of the floats 3 is too limited to allow an effective action of a possible stay cable.
- the guy line principle can however be used, provided that it is fixed on a different float than the one carrying the mast. It is then necessary that a device is implemented to compensate for the approaching force of the floats that a shroud would exert.
- This device is an interfloat connection, which can be implemented as follows.
- the floats 3 are connected by rigid connecting rods 18 (18al, 18a2, 18bl, 18b2, 18cl, 18c2).
- Two floats neighbors are connected by two such rods, located respectively at the front and at the rear of each float. It will be noted that the use of two rods makes it possible to impose on two neighboring floats 3 and on the two rods which connect them to form a deformable parallelogram.
- the sea is not flat, it is necessary that the floats can go up and down relatively to each other.
- adjusting the vessel according to the various gaits may require varying the relative position of the floats in a horizontal plane. It is therefore necessary to allow the rigid rods 18 to be articulated relative to the floats.
- the ends of each rod are fixed to the floats by joints 19 of cardan type, which allow them to rotate freely along two axes.
- the float 3b acts as a "steering float". It is in fact connected to the shell 1 by a director cable 20 which is fixed to the front of the float 3b. We will see in the paragraph "Definition of the direction of the Vessel” how this cable is used.
- the masts 6 of the floats 3b and 3c are connected to the floats which frame them (the 3a and the 3c in the case of the float 3b, the 3b and the 3d in the case of the float 3c) by anti-turning cables 21 (21a, 21b, 21c, 21d), one end of which is fixed to the top of the mast 6.
- These anti-capsizing cables 21 play the role of the shrouds of a conventional sailboat.
- the rear of the float 3a (respectively of the 3d float) is connected to the float 3b (respectively to the float 3c) by a cable 22a
- the masts 6 can rotate around two horizontal axes, one perpendicular to the direction of the floats (anteroposterior balance), and the other parallel to this direction (lateral equilibrium).
- the crew can adjust the tension exerted on the forestay 10 and the backstay 13 of each sail carried by the floats 3b and 3c. This makes it possible to transmit to the floats 3b and 3c the forces necessary for the anteroposterior balance of the sail. These forces will be compensated by the buoyancy force generated by the interaction between the water and the float. It will be noted that the fact of pulling, from the shell 1 on a cable such as the backstay 13 could tend to bring said shell 1 closer to the floats 3. However, the shell 1 is pulled by the cables 2. It is therefore possible to exercise by means cables such as the backstay 13 of the forces, the result of which remains less than the tensile force of the cables 2. In order to be able to exert higher forces, one of the cables 2 may be replaced by a rigid rod. This principle can be applied to each cable used to adjust the components of the Distributed Wing Vessel, and will not be described again below. a.2) lateral balance
- FIG. 1 represents a perspective view of the Distributed Wing Vessel, the wind being represented by arrow 23.
- the wind makes an angle of approximately 30 ° with the direction followed by the floats.
- the Distributed Sail Vessel therefore sails starboard tack, upwind.
- the wind tends to capsize to port 6, which explains why they are tilted to port.
- the anti-capsizing cables 21b and 21d which connect the top of the masts 6 to a float "in the wind” are stretched, while the anti-capsizing cables 21a and 21c which connect the top of the masts 6 to a float “ downwind "are relaxed.
- the float 3c is subjected to several forces, which balance each other:
- the force FI is broken down into a horizontal drift component, which will be compensated by the drift 7c, and a vertical component Fvl directed upwards.
- the force F2 is broken down into a horizontal component, which prevents the mast 6b from capsizing, and a component Fv2 directed downwards.
- Fvl and Fv2 have the same intensity. If we balance the vertical forces, we see that the result of the forces exerted on the float, with the exception of the buoyancy force, is directed downwards. The buoyancy force will therefore ensure the vertical balance of this float.
- the direction of the ship is determined by the relative tension exerted on the towing cable 2b, as well as on the steering cable 20. Under the effect of traction exerted by the wind on the sails and transmitted to the floats, these cables are under tension.
- the crew When the crew wishes to advance in a straight line, the moments exerted by these cables on the float 3b compensate each other. To change direction, the crew varies the tension exerted on the steering cable 20, which varies the moment it exerts on the float, and therefore makes it possible to orient the latter in the chosen direction. Then, the crew adjusts the length of the towing cables 2b and 2c, which determines the relative position of the float 3b and the float 3c (the latter remains parallel to the float 3b, due to the action of the rigid connecting rods 18 which connect them, but it can move forward or backward relative to the float 3b). The floats 3a and 3d remain stationary relative to the float 3b and the float 3c respectively, due to the combined action of the rigid connecting rods 18 and of the cables 22a and 22d.
- the angle between the booms 14 and the wind is regulated by the sheets 15.
- the sheet 15c which is taut (conversely, it is the sheet 15b which is stretched under port tack ).
- the connecting cable 17 makes it possible to adjust only the terminal 14 to the wind (in FIG. 1, this is therefore terminal 14c): the position of the boom 14 under the wind (14b in FIG. 1) is in fact determined by the (fixed) length of the connecting cable 17, as soon as the boom 14 in the wind has been adjusted by the corresponding sheet 15. c) choice of the relative position of the ship's floats according to the wind direction
- FIG. 3 represents a view from above of the ship when the wind is 90 ° from the course followed by the floats (crosswind). If the floats had kept the relative position they occupied in FIG. 1, the sail 5c would "unveil" the sail 5b. The crew will choose according to the pace a relative position of the floats which allows to keep the two sails inflated. d) tack
- the steering float can be provided with a rudder on which the crew acts by means of cables.
- Each extreme float (on the left and on the right, 3a and 3d in figure 1) must exert a vertical force directed downwards to prevent the capsizing of the neighboring mast.
- This force can be generated by a suitable "foil” 27 (surface immersed under the float, oriented so that the effect of the water on this surface generates a vertical force directed downwards).
- Figure 4 shows schematically a view lateral of a 3d float equipped with such a "foil” 27d (the 3d float advances to the left of the figure, the water therefore exerts on the foil 27d a force directed downwards).
- the anteroposterior balance of the float may vary (tendency to sink the rear of the float or the front of the float, depending on the direction of the wind relative to the float axis). It will be noted that an alternative to varying the orientation of the mast is a displacement of the mast foot towards the front or towards the rear.
- the float 3b carries two sails
- the float 3c also carries two sails (5c and 5'c). None of the masts 6 is vertical.
- the masts 6b and 6c are inclined in the wind, the masts 6'b and 6'c are inclined in the wind.
- the sail 5c exerts on the float 3c a force whose vertical component is directed downwards, while the sail 5'c exerts on the float 3c a force whose vertical component is directed upwards.
- the tops of the two masts of the same float are connected by a cable 39.
- the booms 14b and 14c point towards the rear of the float, while the booms 14 'b and 14' c point towards its front (this makes it possible to prevent the sail 5'b (respectively the sail 5'c) from venting the sail 5b (respectively 5c).
- the two sails play a symmetrical role, and the cables 21 keep a constant tension.
- the sails change roles, the one that tended to sink the float having after the tack tends to make it take off, and vice versa. No specific maneuver is therefore necessary at the mast level, nor at the head of the sail.
- the result of the vertical forces exerted by the wind on each float is approximately zero.
- the anti-capsizing effect can therefore only be based on the weight of the float, or on a force exerted by a "foil" (similar to that described in paragraph 2.2).
- the position of the supports 24 on the masts 6 is determined according to the characteristics of the sails 5 so that the center of thrust of the sail (point at which the result of the forces exerted by the wind on the sail is exerted) is as close as possible to the supports 24.
- the length of the connecting cables 18 ′ a and the angle of inclination of the mast 6b are chosen so that the force exerted by the wind on the sail 5b cuts the connection cable 18 'a inside the segment delimited by the floats 3a and 3b. The same reasoning applies to sailing 5c. Under these conditions, the force exerted by the wind cannot capsize the ship. 4.2 Triangle scheduling
- FIG. 7 represents a possible arrangement of such triangles.
- Four “downwind” floats (3a, 3b, 3c, 3d) are connected to three “downwind” floats (3rd, 3f, 3g) by 18 "connecting cables. All floats carry a mast 6, except the "last" leeward float
- the floats 3b, 3c and 3d additionally carry a rigid support rod 21 "(21" b, 21 “c and 21” d).
- the 6th mast is supported by the mast 6a and by the rigid support rod 21 "b (and likewise the wind masts 6f and 6g are supported by a mast and a rigid rod).
- Each 5th, 5f and 5g sail is “shared” by two masts.
- the 5th sail is shared by the 6th mast and by the 6a mast.
- the mast “in the wind” and the mast “in the wind” exchange their roles during the tack.
- a mast hedge 31st allows the port mast 6a to be put in the "support” position for its corresponding starboard 6th, when the ship is sailing "starboard tack".
- a mast bottom hedge 31a makes it possible to put the starboard mast 6th in the "support” position for its corresponding port 6a, when the ship is sailing "port tack".
- a boom hedge 32e makes it possible to fix the boom 14e on the appropriate mast.
- the maneuvers are controlled from the hull 1.
- all the ends of the cables which make it possible to control these maneuvers are related to the hull 1 (halyards 26, mast hedge 31, hedge below boom 32, eavesdropping 15).
- other embodiments could be proposed, making it possible to handle from the hull 1 only 8 control cables (divided into two groups, a group of port cables and a group of starboard cables, and making it possible to control respectively halyards, mast hedges, boom hedges, sheets).
- These control cables will for example be fixed to the front of the port head float (respectively starboard) and will pass over each port float (respectively starboard). It may prove useful to group them in sheaths fixed to the connecting rods 18.
- the tack is done as follows for a group of 3 floats. Suppose that we sail under starboard tack (the 5th sail is therefore carried by the 3rd float). The halyard 26e is bordered (pulled) on the port float 3a which will receive the sail. Similarly, the 31st mast hedge that hangs over the port mast is shocked (released). Therefore, the port mast 6a rises to the starboard mast head 27e. When the two mastheads meet, the halyard point 28e of the sail comes into contact with the port masthead 27a. The halyard
- anti-capsizing cables 21 and rigid anti-capsizing rods 21 ′ may possibly make it possible to limit the number of floats.
- the "leeward" float has its mast held by an anti-capsizing cable 21 which pulls on the "windward” float, and the mast of the latter is held by a rigid anti-capsizing rod 21 ' which presses the float "downwind”.
- the driving force of the waves is used.
- FIG. 9 represents the principle implemented.
- the floats 3 are subjected to relative vertical movements.
- the float 3b is connected to the float 3a by the rod 18a.
- Said rod 18a is fixed to the float 3b by a joint 35bl, and to the float 3a by a joint 35a2.
- the float 3b is connected to the float 3c by a rod 18b, which is fixed to the float 3b by a joint 35b2, and to the float 3c by a joint 35cl.
- Said joints 35 are of cardan type, and allow rotational movements relative to a horizontal axis parallel to the axis of the float.
- Said rotational movements of the rod 18a are transmitted by a reduction gear system 36bl to a propeller 37b carried by the float 3b.
- a “freewheel” type device 38bl is positioned between the joint 35bl and the propeller 37b. Said freewheel 38bl makes it possible to drive the propeller 37b (in the direction which enables it to propel the float 3b) during counterclockwise rotational movements of the rod 18a. On the contrary, this same freewheel 38bl makes it possible to separate the propeller 37b from the rod 18a during the clockwise movements of the latter.
- the articulations 35 may be integral with "reversing" devices, making it possible to transmit a propellant movement to the propeller whatever the direction of rotation of the rod 18.
- the use has been described above. of the force of the waves as a complement to a sail, it will be noted that one can make a ship only driven by the force of the waves, or in addition to another mode of propulsion (oars, paddles, ). In this case also, we can have a ship with only two floats.
- the passenger compartment is integrated into the motor device (it is carried by one of the floats 3). In another embodiment, the hull which carries it is towed by the motor device.
- An interesting feature of this cabin is its ability to carry the materials (masts, sails, rigid rods, cables, ...) necessary for the implementation and maintenance of the functions presented above. Long-distance navigation can indeed lead to failures of certain components of the equipment.
- One of the interesting features of the proposed system is that the materials used are relatively small.
- the passenger compartment is carried by a conventional hull, capable of floating by its own means. It plays the role of one of the floats discussed above, and can in particular carry its own mast, and receive the devices necessary to compensate for the capsizing forces of the neighboring floats.
- the hull which carries the passenger compartment carries the only mast, the capsizing forces of which are compensated by two floats located on either side of the hull which carries the passenger compartment.
- the passenger compartment is towed, for example by means of rods or cables.
- the driving device exerts on it essentially horizontal forces.
- One embodiment implements a conventional shell; another embodiment implements a shell mounted on "foils"; a third embodiment uses a hull capable of going underwater; a fourth embodiment provides a hull capable of taking off from the surface of the water. 6.2.1 Classic hull
- any shell may be suitable.
- a hull with a large living space or a very light hull (type inflatable boat with flat bottom).
- This embodiment implements a hull having "foils”, capable of "leveling out” from a sufficient speed, which considerably reduces the interaction with water.
- Solutions have been devised (hydrofoil) which make it possible to combine such a principle with propulsion by a sail.
- the mechanical design as well as the control are very delicate, because the structure must absorb all the stresses linked to the fact that the mast is rigidly linked to the foils.
- This embodiment of the present invention is aimed at the comfort of the crew in very heavy seas. Indeed in this case, it can be very difficult for the crew to live on a boat tossed by the waves.
- a waterproof hull connected to the surface of the water by a tube allowing the renewal of air, and connected to the previously described motor device, is equipped in this embodiment with a foil capable of exerting a directed vertical force. down, likely to cause said shell down.
- the invention is then transformed into a "sailing submarine", and allows the crew to face difficult seas in much more comfortable conditions.
- the hull is equipped with wings capable of creating, from a certain speed relative to the air, a lift force allowing it to take off. It is therefore necessary to compensate for the upwardly directed reaction force created by this wing.
- the floats connected to the hull are equipped with foils capable of creating a downward force capable of compensating for this force.
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0105855A FR2824311B1 (fr) | 2001-05-02 | 2001-05-02 | Navire a voilure distribuee |
FR0105855 | 2001-05-02 | ||
PCT/FR2002/001520 WO2002087961A1 (fr) | 2001-05-02 | 2002-05-02 | Navire a voilure distribuee |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1383675A1 true EP1383675A1 (fr) | 2004-01-28 |
EP1383675B1 EP1383675B1 (fr) | 2007-04-04 |
Family
ID=8862891
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP02738210A Expired - Lifetime EP1383675B1 (fr) | 2001-05-02 | 2002-05-02 | Navire a voilure distribuee |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP1383675B1 (fr) |
FR (1) | FR2824311B1 (fr) |
WO (1) | WO2002087961A1 (fr) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102020002026B3 (de) * | 2020-03-28 | 2021-06-10 | Gunter Kreft | Vorrichtung als vorgeschaltete Antriebseinheit für ein Wasserfahrzeug |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US606104A (en) * | 1898-06-21 | twining | ||
US2804038A (en) * | 1954-01-19 | 1957-08-27 | Nat Res Dev | Sailing vessels |
FR2210974A5 (fr) * | 1972-12-14 | 1974-07-12 | Castelas Marcel | |
DE3425120A1 (de) * | 1984-07-07 | 1986-01-16 | Stefan 2448 Burg Schulz | Segel-katamaran sowie verfahren zur erhoehung von dessen geschwindigkeit |
FR2670743A1 (fr) * | 1990-12-19 | 1992-06-26 | Salaun Jean Claude | Voilier de vitesse a deux greements. |
US5553562A (en) * | 1995-06-02 | 1996-09-10 | Jacobs, Jr.; John F. | Double mast iceboat |
-
2001
- 2001-05-02 FR FR0105855A patent/FR2824311B1/fr not_active Expired - Fee Related
-
2002
- 2002-05-02 WO PCT/FR2002/001520 patent/WO2002087961A1/fr active IP Right Grant
- 2002-05-02 EP EP02738210A patent/EP1383675B1/fr not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
---|
See references of WO02087961A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO2002087961A1 (fr) | 2002-11-07 |
EP1383675B1 (fr) | 2007-04-04 |
FR2824311B1 (fr) | 2003-08-22 |
FR2824311A1 (fr) | 2002-11-08 |
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