EP3317178B1 - Système de voile du type aile - Google Patents

Système de voile du type aile Download PDF

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Publication number
EP3317178B1
EP3317178B1 EP16820950.0A EP16820950A EP3317178B1 EP 3317178 B1 EP3317178 B1 EP 3317178B1 EP 16820950 A EP16820950 A EP 16820950A EP 3317178 B1 EP3317178 B1 EP 3317178B1
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EP
European Patent Office
Prior art keywords
wing
mast
craft
substantially rigid
sail
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.)
Active
Application number
EP16820950.0A
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German (de)
English (en)
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EP3317178A1 (fr
EP3317178C0 (fr
EP3317178A4 (fr
Inventor
Amnon ASSCHER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nayam Wings Ltd
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Nayam Wings Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
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Publication of EP3317178A4 publication Critical patent/EP3317178A4/fr
Application granted granted Critical
Publication of EP3317178B1 publication Critical patent/EP3317178B1/fr
Publication of EP3317178C0 publication Critical patent/EP3317178C0/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • B63H9/061—Rigid sails; Aerofoil sails
    • 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
    • B63H9/061—Rigid sails; Aerofoil sails
    • B63H9/0621—Rigid sails comprising one or more pivotally supported panels
    • B63H9/0628—Rigid sails comprising one or more pivotally supported panels the panels being pivotable about horizontal axes
    • 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
    • B63H9/061—Rigid sails; Aerofoil sails
    • B63H9/0621—Rigid sails comprising one or more pivotally supported panels
    • B63H9/0635—Rigid sails comprising one or more pivotally supported panels the panels being pivotable about vertical axes
    • 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
    • B63H9/068—Sails pivotally mounted at mast tip
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B2015/0016—Masts characterized by mast configuration or construction
    • B63B2015/0025—Bipodded masts, e.g. A-type masts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B2015/0016—Masts characterized by mast configuration or construction
    • B63B2015/005—Masts characterized by mast configuration or construction with means for varying mast position or orientation with respect to the hull
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B2015/0016—Masts characterized by mast configuration or construction
    • B63B2015/005—Masts characterized by mast configuration or construction with means for varying mast position or orientation with respect to the hull
    • B63B2015/0058—Masts characterized by mast configuration or construction with means for varying mast position or orientation with respect to the hull comprising active mast inclination means

Definitions

  • the present invention relates to a wing-type sail system and, more particularly, to a rigid wing mid-mounted on a mast assembly configured for controlling the pitch, roll and yaw and optionally height of the wing with respect to a vessel.
  • Wing-type sails are known for use on both land and sea-type wind-powered vehicles.
  • wing-type sails are typically rigid or semi-rigid symmetrical airfoils that develop lift from the passage of wind thereupon; a wing-type sail is typically mounted vertically and is pivotable about its vertical axis.
  • Generating useful propulsive force in any given direction requires the ability to controllably align the angle of attack of the wing relative to the direction of the wind.
  • the profile of the wing has to be symmetric (around the profile centerline) - a less than optimal profile for maximizing lift forces.
  • AU7484281 relates to a sail, mast, and control arrangement. This sail system is to eliminate or minimize the heeling force while still being able to tack and allow adjustment of the sail for different points of sailing.
  • GB2307457 shows a similar arrangement.
  • GB1184914 relates to a pivoted rigging for sailing boats or sail propelled vehicles.
  • This system comprises an airfoil carried by a rotatable mast extending upwardly from the main body of the boat or vehicle, the airfoil being rotatable with the mast about a substantially vertical axis with respect to the main body of the boat or vehicle.
  • the present invention successfully addresses the shortcomings of the presently known configurations by providing a wing-type sail system which enables a user to control the roll and yaw of a substantially rigid asymmetric profile wing having a very high lift coefficient (C Lmax higher than 3.0, up to about 4.5 or more) with respect to the vessel, thus enabling a user to optimize the angle of the wing with respect to the wind.
  • C Lmax higher than 3.0, up to about 4.5 or more
  • the present invention is of a wing-type sail system which can be used as a propulsion or a propulsion-assist device on land or water vehicles.
  • Rigid wing-type sails similar in structure and function to an aircraft wing are known in the prior art. Such sails provide sail-like functionality via a rigid, lift optimized structure which produces a forward 'lift' when mounted upright on a vessel, i.e. it produces a force in the forward direction on the vessel thereby propelling the vessel forward.
  • FIG. 1 at B centerline shown by dashed line
  • Figures 2a-e illustrates tacking under changing wind/movement directions in a vessel with a symmetric wing-type sail mounted on an upright mast (W - wind direction, D - vessel sailing direction).
  • symmetric wing sails ( Figure 1 at B ) can generate at least as much lift as an ordinary sail ( Figure 1 at A ) they generate less lift than an asymmetric airfoil wing sail ( Figure 1 at D and E ).
  • sail manufacturers have added a trailing edge winglet (See Figure 1 at C ) which increases the maximum lift coefficient of the symmetric wing. Such a configuration is substantially more efficient in harnessing the wind than an ordinary sail and has been utilized by boats racing the America's Cup.
  • Aeroskimmer (www.dcss.org/speedweek/aeroskimmer.html). Although the Aeroskimmer solves most of the aforementioned problems, control over the wing and in particular, adjusting wing alignment to changing wind directions is difficult to achieve due to its mast system and its connection to the wing.
  • An asymmetric wing (asymmetric around the profile center line) generates more lift than a symmetric wing since it maximizes the difference in the speed of air flowing over the top side (convex/cambered) and the bottom side (flat or concave). This in turn maximizes the static pressure difference between the top and bottom surfaces of the wing and the lift force pointing from the concave side to the cambered side (per Bernoulli's law).
  • a wing-type sail refers to a substantially rigid sail that has wing functionality, i.e. it can generate lift from air flowing over its surface.
  • substantially rigid refers to a wing structure that has a rigid cover, i.e. a cover that maintains its shape and is not dependent on wind for shaping.
  • the wing-type sail of the present invention can include a wing-like frame (spars and profiles) covered with a stretched fabric, a polymer or a composite (fiberglass, carbon fiber).
  • the wing-type sail of the present invention can be a solid structure composed of a lightweight foam core that is covered with a composite.
  • the present system includes a mast assembly pivotally mounted on a swiveling base attachable to a water craft/vessel (e.g. yacht, racing boat, ship and the like) or a land craft/vehicle (e.g. land yacht).
  • the swiveling base can be attached to the deck or to a structure mounted on the deck or hull.
  • the present system further includes a substantially rigid and asymmetric wing pivotally attached to a top of the mast assembly, preferably at the mid wing point (e.g. center of gravity) such that it balances on top of the mast assembly.
  • Table 1 below lists the maximum lift coefficients of various wing profiles.
  • An asymmetric airfoil has a maximum lift coefficient that can be 30-40% higher than that of an ordinary sail ( Figure 1 at A ) and a symmetric profile wing ( Figure 1 at B ).
  • An asymmetric airfoil with a leading slat and trailing winglet can generate a maximum lift coefficient of 4.5, three times the lift per m 2 of surface of an ordinary sail.
  • the wing sail of the present invention is mounted on a mast assembly that both rotates and flips the wing sail when tacked (i.e. controls both roll and yaw of the wing).
  • the mast assembly includes one or more mast poles (e.g. 1, 2, 4, 8 mast poles) that are attached to a swiveling base (turret) which is attached to the vessel.
  • the top of the mast poles are attached to a mid portion (around or at the center of gravity) of the wing sail via a hinge assembly which can include an axle/shaft/rod/pin fitted within friction/roller bearings.
  • the hinge assembly enables the wing sail to roll around the hinge axis from an upright position (vertical or nearly vertical) on one side of the mast assembly to an upright position on an opposite side of the mast assembly (see description related to Figures 4a-e below for further detail).
  • the swiveling base can rotate the wing assembly such that the leading edge of the wing sail is correctly angled with respect to the wind to provide lift.
  • the mast assembly can alternatively include telescoping mast poles that can be selectively actuated to roll the wing sail by lifting one side and lowering the other.
  • the present system also includes a control mechanism for modifying a height, pitch, roll and yaw of the wing with respect to the craft as well as a wing span thereof.
  • the control mechanism can include winch motors, hydraulic pumps, mechanical or electric transmission, or the like for angling the mast assembly and for raising or lowering each of the mast poles.
  • the control mechanism preferably includes winch motors and pulleys which are attached via rigging (e.g. steel, Kevlar wires) to the top of the mast assembly and to the wing tips.
  • Figures 3-4e illustrate one configuration of the wing-type sail system of the present invention which is referred to herein as system 10.
  • the skeleton (spars and profiles) of wing 20 is fabricated from an alloy, a polymer, carbon fiber or wood and is covered with rigid or semi-rigid panels (alloy, polymer, carbon fiber or cloth).
  • Wing 20 can be constructed from several foldable or telescopic segments (which can be retracted/expanded via control mechanism) similar to wing 120 shown in Figure 5 .
  • Figures 4a-e illustrate repositioning (tacking) of system 10 in order to change sailing direction (D) under a steady wind (wind direction - D).
  • Figures 4a-e illustrate a change of 70 0 in route direction in 14 0 increments.
  • the vessel is turned 70 0 clockwise causing the wind direction to rotate 70 0 anti clockwise from front right to front left.
  • wing 20 is rolled clockwise from -80 0 to +80 0 while base 18 is rotated 34 0 counterclockwise [from +35 0 - 18 0 (angle of attack) to -35 0 + 18 0 (angle of attack)] relative to the vessel's longitudinal centerline.
  • Such roll and yaw of wing 20 as affected through hinge 22 and mast assembly 12 is used to reposition wing 20 to maximize lift under any change in wind direction or vessel route.
  • Mast poles 104 are preferably telescopic and include 2 or more segments (three shown) that can telescopically extend or retract to adjust a height, pitch yaw or roll of an attached wing 120.
  • Mast poles 104 can include a spring mechanism (coil spring or an air piston) which is compressible when mast poles 104 are pulled down and retracted. When a pulling force is partially or fully released, the compressed spring mechanism extends mast poles 104.
  • Wing 120 can be constructed from several foldable or telescopic segments 124 (which can be retracted / expanded via control mechanism). In the embodiment shown in Figure 5 , wing 120 includes 7 interconnected segments 124; with segments 126 and 128 being telescopically retractable into segment 130 (using mechanical or hydraulic mechanisms).
  • Wing 120 can be fabricated with a variety of dimensions depending on the craft and purpose and can be a single foil (as is shown in the Figures) or a multi-foil configuration.
  • System 100 also includes a control mechanism 132 which includes motors 134 with attached pulleys 136 (shown in detail in Figure 6 ). Braided steel or aramid cables (guy wires) 138 (four shown) are spooled over pulleys 136. Thus, motors 134 and attached pulleys 136 function as winches for pulling or releasing cables 138. Each pulley 136 functions independently to spool a cable 138 attached thereto. As is shown in Figures 5-6 , a pair 140 of cables 138 is preferably connected to each pulley 136 (cables 138 can be a single cable looped over pulley 136). Each cable 136 of the pair is connected to a different portion of wing 120.
  • Mast pole 1 length Meter On top of mast pole 1 8.
  • Mast pole 2 length Meter On top of mast pole 2 9.
  • Mast pole 3 length Meter On top of mast pole 3 10.
  • Mast pole 4 length Meter On top of mast pole 4 11.
  • Systems 10 and 100 further include a control unit (not shown), preferably positioned in the cockpit on the bridge.
  • the control unit includes a user interface for controlling control mechanism 32 or 132 and for obtaining information related to a state of wing 20 or 120 (e.g. from above describe sensors), mast poles 14 or 114, swiveling base 18 or 118 and any other component of system 10 or 100.
  • the control unit is wired to control mechanism 32 or 132 or is wirelessly connected thereto via an RF communication module.
  • the control unit can operate in an open loop mode, in which case relevant information (from the sensors) is displayed to an operator which then modifies wing 20 or 120 position accordingly, or it can operate in a closed loop mode (auto-pilot) in which case, the computer of the control unit will make decision based on sensor data and course plotted.
  • the closed loop mode the operator can override computer control at any point in time.
  • Figure 8 illustrates closed loop control over wing 20 or 120 and base 18 or 118 based on sensor data.
  • system 10 assemblies can be used on a craft.
  • a large water craft such as a tanker ( Figures 7a-b ) can utilize several system 10 or 100 assemblies (9 shown), each having a dedicated control mechanism 32 or 132.
  • one or more control mechanism 32 or 132 can be used to control several mast/wing assemblies.
  • control mechanism(s) 32 or 132 are preferably each controlled via a single control unit which can also retrieve and display to an operator sensor reading from each mast/wing assembly.
  • a wing having 600 m 2 can provide, in case of CLmax 4.5 and apparent wind velocity of 10 m/s (19.4 Knot) from a beam and air temperature 10 0 , a propulsive force of 169,000 Newton (N).
  • CLmax 4.5 apparent wind velocity of 10 m/s (19.4 Knot) from a beam and air temperature 10 0
  • a propulsive force of 169,000 Newton (N) can be provided.
  • ten such system 10 or 100 assemblies can provide a propulsive force of 1,690,000 N which can lead to considerable savings in fuel.
  • the perfect angle of the wings relative to the wind is automatically and continuously controlled by a control unit of the present invention (receiving input from sensors - wind direction and speed, vessel's sailing direction) and produce output to activate electro mechanical units that maneuver the wings.
  • Any voyage is planned in advance according to weather conditions along the planned route at the planned dates, and the amount of fuel needed (or saved) is calculated automatically computationally.
  • Figure 9 is an image of a model boat fitted with a prototype system 100.
  • the model is a 1 meter mono hull built from Styrofoam reinforced with aluminum bars.
  • the model has a large hydrodynamic keel made of iron and is covered by a smooth sheet of stainless steel and includes a rudder made of aluminum pole and stainless steel sheet.
  • the prototype wing sail system includes 2 parallel mast poles built from welded aluminum poles.
  • the mast assembly can rotate 180 0 clockwise or counterclockwise around the center mast pole which is inserted into the hull.
  • the wing span is 1.45 meters, and has an aspect ratio of 10; it is fabricated from condensed Styrofoam laminated with fiberglass.
  • the wing is connected to the mast poles by horizontal axis allowing it to rotate 180 0 clockwise or anti clockwise. Rudder, masts assembly rotation and wing angles (via ailerons) are all remote controlled.
  • the model was tested in a 400 X 100 meters pool, in an 18 knots northwest wind. During the test the model was sailed in various directions with generally satisfying results.
  • the wing-type sail ( Figure 10c-d ) includes a main airfoil element and a trailing edge winglet ( Figure 10e ).
  • the wing was fabricated from 40 airfoil sections of aluminum and birch 'sandwiches'. The overall length of the wing is 7.96 meter and the width is 1.32 meter.
  • the prototype catamaran was tested successfully in a 7 knot wind ( Figure 10d ).

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Wind Motors (AREA)

Claims (9)

  1. Système de voile de type aile (10) comprenant :
    (a) un ensemble mât (12) comportant une pluralité de mâts (14) montés de manière pivotante sur une base pivotante (18) pouvant être fixée à une embarcation (19) ;
    (b) une aile sensiblement rigide et asymétrique (20) fixée de manière pivotante (22) au sommet desdits mâts (14) ;
    (c) des capteurs pour obtenir des informations sur un azimut de navigation de l'embarcation et une direction du vent apparent ; et
    (d) une unité de commande pour actionner un mécanisme de commande (32) pour modifier le tangage, le roulis et le lacet de ladite aile sensiblement rigide (20) par rapport à l'embarcation (19) sur la base d'informations obtenues par lesdits capteurs pour ainsi maximiser la portance de ladite aile sensiblement rigide (20) lors d'un changement quelconque de direction du vent ou de route de l'embarcation (19).
  2. Système selon la revendication 1, dans lequel ladite aile (20) est fixée de manière pivotante au sommet desdits mâts au niveau d'une partie centrale de ceux-ci.
  3. Système selon la revendication 1, dans lequel ledit mécanisme de commande (32) modifie le tangage, le roulis et le lacet de ladite aile sensiblement rigide (20).
  4. Système selon la revendication 1, dans lequel lesdits mâts (14) sont télescopiques.
  5. Système selon la revendication 1, comprenant en outre un capteur d'angle de niveau monté sur ladite base pivotante.
  6. Système selon la revendication 1, dans lequel ladite aile comporte une extension de bord de fuite et/ou une extension de bord d'attaque.
  7. Système selon la revendication 6, dans lequel ladite extension de bord de fuite a la forme d'une ailette et ladite extension de bord d'attaque a la forme d'une latte.
  8. Système selon la revendication 7, dans lequel ladite extension de bord de fuite et/ou une extension de bord d'attaque a un profil asymétrique.
  9. Navire comprenant une pluralité de mâts (14) fixés à des ailes sensiblement rigides (20) selon la revendication 1 et des capteurs pour obtenir des informations sur un azimut de navigation de l'embarcation et une direction du vent apparent ; et une unité de commande pour actionner un mécanisme de commande (32) pour modifier le tangage, le roulis et le lacet de chacune desdites ailes sensiblement rigides (20) par rapport à l'embarcation (19) sur la base d'informations obtenues par lesdits capteurs pour maximiser ainsi la portance de chacune desdites ailes sensiblement rigides (20) lors d'un changement quelconque de direction du vent ou de route de l'embarcation (19).
EP16820950.0A 2015-07-05 2016-07-05 Système de voile du type aile Active EP3317178B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201562188667P 2015-07-05 2015-07-05
PCT/IL2016/050716 WO2017006315A1 (fr) 2015-07-05 2016-07-05 Système de voile du type aile

Publications (4)

Publication Number Publication Date
EP3317178A1 EP3317178A1 (fr) 2018-05-09
EP3317178A4 EP3317178A4 (fr) 2019-01-23
EP3317178B1 true EP3317178B1 (fr) 2023-12-27
EP3317178C0 EP3317178C0 (fr) 2023-12-27

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EP16820950.0A Active EP3317178B1 (fr) 2015-07-05 2016-07-05 Système de voile du type aile

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US (1) US20180215453A1 (fr)
EP (1) EP3317178B1 (fr)
WO (1) WO2017006315A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11780547B1 (en) 2018-12-07 2023-10-10 Cross Wing Technology Holdings, LLC Sailing vessel
US10556641B1 (en) 2018-12-07 2020-02-11 Cross Wing Technology Holdings, LLC Sailing vessel
FR3103781B1 (fr) 2019-11-28 2022-06-03 Cws Morel Aile de propulsion d’un engin de déplacement, et engin de déplacement comprenant une telle aile de propulsion.
EP3960619A1 (fr) * 2020-09-01 2022-03-02 BSB Artificial Intelligence GmbH Module de gestion pour bateau à voile
IT202100014684A1 (it) * 2021-06-07 2022-12-07 Giorgio Cubeddu Ala asimmetrica sezionale a curvatura invertibile

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1184914A (en) * 1966-04-28 1970-03-18 Albert Marie Gabriel D Galbert Pivotal Rigging for Sailing Boats and Sail Propelled Vehicles
FR1565987A (fr) * 1967-05-22 1969-05-02
AU7484281A (en) 1980-09-11 1982-03-18 Stephen Francis Deratz Sail & mast arrangement to minimise heeling
US5003903A (en) * 1981-05-26 1991-04-02 Eric Olsen Fluid foil system
WO1986002330A1 (fr) * 1984-10-17 1986-04-24 Robert Lee Crowell Vehicule volant/naviguant a aile pivotante
DE8509163U1 (de) * 1985-03-27 1986-07-31 Cramer, Hanns-Hermann, 2850 Bremerhaven Rigg für Fahrzeuge mit Besegelung
US4685410A (en) * 1985-04-08 1987-08-11 Fuller Robert R Wing sail
JPS621691A (ja) * 1985-06-26 1987-01-07 Yokoyama Zosen Sekkei Jimusho:Kk 船舶の自動操縦方法および装置
FR2632602A1 (fr) * 1988-06-09 1989-12-15 Bonnet Claude Mat notamment pour bateau a voile
FR2651477A2 (fr) * 1988-09-09 1991-03-08 Orso Michel D Engin a voilure en aile fixee articulee au sommet d'un mat.
DE29501822U1 (de) * 1995-02-04 1995-04-27 Mader Anton Dipl Ing Drachenrigg
GB2307457B (en) * 1995-11-21 1999-10-20 Duncan Guthrie Improvements in and relating to rigs
US20020100406A1 (en) * 2000-12-12 2002-08-01 Costa Ronald D. Chambered structure for wing sail

Also Published As

Publication number Publication date
US20180215453A1 (en) 2018-08-02
WO2017006315A1 (fr) 2017-01-12
EP3317178A1 (fr) 2018-05-09
EP3317178C0 (fr) 2023-12-27
EP3317178A4 (fr) 2019-01-23

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