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
  • B63H9/065—Battens
• • 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

Definitions

• the present invention relates to rigging for ships and other vehicles with vane propulsion and more particularly a set for sailing rigging soft wing for vane propulsion vehicle.
• sails with a thick profile also called wings wings or wings
• the profile of this type of sail is similar to that of an airplane wing. It has an intrados (facing the wind) and an extrados (face downwind) to create areas of overpressure and underpressure resulting in a thrust.
• wing wings generally require a limited number of ropes for their implementation. This can result in less space in certain parts of the vehicle, for example on the deck of a ship.
• wing wings There are basically two types of wing wings: rigid wings and soft wings.
• the rigid wings have the advantage of offering an excellent profile perfectly controlled and which does not deform under the effect of the wind and stresses to which the rigging is subjected.
• these wings are generally complex to allow control and inversion of the profile during edge changes. Consequently, their costs and / or their weight reserve them, for example, for regatta boats.
• Soft wings are generally easier to implement. Typically, they consist of an internal structure on which is supported a double-walled sail. The internal structure makes it possible to establish the profile of the sail for each edge. There are many structures that each offer a compromise between efficiency, cost and ease of implementation.
• the patent FR 2 988 071 describes an airfoil comprising a double-walled front part and a single-walled rear part, implemented using a structure comprising in particular an articulated boom (ie a boom comprising a main boom and a secondary boom pivotable relative to the main boom) and a lower batten cooperating with the lower boom.
• Limited displacement guiding means would make it possible to maintain the continuity of the profile of the sail during the inversion of the profile.
• the invention solves at least one of the problems discussed above.
• the invention thus relates to a set for flexible wing sail rigging for a vane propulsion vehicle comprising
• a flexible sail comprising a front portion comprising at least two walls and a rear portion thinner than the front portion;
• a mast disposed at least partially between walls of the front part of the sail and stretching the sail upwards;
• the flexible wing wing rigging set thus offers the main advantages conferred by a wing sail, particularly in terms of performance and comfort, while being simple to implement, lightweight, reliable and easy to maneuver, without high manufacturing and / or maintenance costs.
• said at least one curved slat is bonded to the front part of the sail comprising at least two walls. Said at least one curved slat can thus, for example, be inserted into a batten sleeve of the front part of the sail comprising at least two walls.
• the rigging assembly according to the invention is thus simple to implement and easy to disassemble.
• said at least one curved slat has a symmetrical biconvex perimetrical shape offering good performance in terms of efficiency.
• said at least one curved lath comprises an attachment point adapted to the attachment of a strop for tensioning the sail downwards.
• said at least one curved slat comprises at least one reinforcing element for reinforcing and / or stiffening it.
• said at least one curved slat comprises at least one retaining element configured to limit the longitudinal displacement of the curved slat in order, in particular, to facilitate the implementation of the sail.
• said at least one curved slat is removable in order to facilitate its implementation.
• said mast is configured to be mounted rigidly to the vane propulsion vehicle, the assembly further comprising a fastening element for movably securing the boom to the mast so that the boom is rotating in a horizontal plane perpendicular to the mast.
• Said connecting elements can be fixed to a part movable in rotation around the mast.
• the mast is configured to be movably mounted to the vane propulsion vehicle, the mast being able to rotate about a vertical axis.
• the boom can be mounted almost rigidly to the mast, allowing only one vertical movement of the boom relative to the mast.
• Said connecting elements can be fixed rigidly to the mast.
• the sail is reducible.
• said at least one curved slat comprises a hinged rear portion limited displacement provided with a cavity configured to receive a single slat adapted to maintain the rear portion of the sail.
• FIG. 1 illustrates an example of a rigging implementing the invention
• FIG. 2 schematically illustrates a cutaway view, in perspective, of a sail plan, according to a particular embodiment of the invention, such as that shown in Figure 1;
• FIG. 3 schematically illustrates a side view of a portion of a sail plan, according to a particular embodiment of the invention, when the mast is fixed relative to the vehicle on which it is mounted;
• FIG. 4 schematically illustrates a variant of the attachment of the boom on the mast shown in Figure 3;
• FIG. 5 comprising FIGS. 5a and 5b, shows a sectional view, along the plane A-A shown in FIG. 3, of the planar plane illustrated in FIG. 3, for two different tackings;
• FIG. 6 schematically illustrates a side view of a portion of a sail plan, according to another particular embodiment of the invention, when the mast is rotatable relative to the vehicle on which it is mounted;
• FIG. 7 schematically illustrates the movable attachment of the mast and the quasi rigid attachment of the boom on the mast, according to the embodiment shown in Figure 6;
• - Figure 8, comprising Figures 8a and 8b, shows a sectional view, along the plane BB shown in Figure 6, of the planar plane shown in Figure 6, for two different tack;
• FIG. 9 comprising FIGS. 9a to 9e, illustrates several examples of curved slats that can be used in rigging in accordance with certain embodiments of the invention.
• FIG. 10 comprising FIGS. 10a to 10d, illustrates an example of an articulated and dismountable curved slat that can be used in accordance with the invention.
• the invention is directed to a flexible wing sail for a vane propulsion vehicle, in particular for a sailboat and in particular for a pleasure boat, comprising a flexible sail having a front part comprising at least two walls, for example a double front part. walls, and a rear portion thinner than the front portion, for example a single-walled rear portion. It also comprises a mast disposed at least partially between the walls of the front part of the sail and stretching the sail upwards, a set of one or more curved battens surrounding the mast, free and movable (or floating) relative to the mast and now the walls of the front part of the sail to give it a predetermined profile. It further comprises a rigid boom retaining the rear of the rear portion of the sail with a tip called end edge.
• the front of the forward part of the sail and the boom are held down by connecting elements attached to the lower part of the mast (or close to the latter), for example a strop and / or a downhaul. .
• the rear part of the sail may be free edge, that is to say without lath.
• it may include simple slats of a standard type (also called rushes).
• a single-walled sail portion designates a sail portion comprising two outer surfaces, without disjoint inner surface.
• a single-walled portion of the web can be obtained by superimposing several layers joined to each other.
• a portion of sail having a plurality of walls for example, a double-walled sail portion means a sail portion comprising two outer surfaces and at least two non-joined inner surfaces.
• Each wall of a multi-walled sail portion here essentially consists of a single-walled sail portion.
• the mast can be fixed or rotary. It is preferably self-supporting.
• the curved slats preferably have a symmetrical biconvex profile (similar to the shape of the booms used in windsurfing) whose width at the location of the mast is greater than diameter of the mast measured at this location so that it is movable or floating relative to the mast along an axis perpendicular to the longitudinal axis of the slat.
• the curved battens are preferably rigid or substantially rigid. They can be monoblocks.
• Figure 1 illustrates an example of a rig implementing the invention.
• the rigging 100 comprises a sail 105, a mast 1 10 and a boom 1 15.
• the mast 1 10 and the boom 1 15 may be of a standard type.
• the boom may be cylindrical in shape with a round section and the mast may be of frustoconical shape with a round section.
• the mast and the boom can be made of materials including aluminum, fiberglass and / or carbon fiber.
• the boom does not protrude forward of the mast.
• the mast can be fixed or rotatable relative to the vehicle. If the mast is fixed, the boom is articulated relative to the mast. On the contrary, if the mast is rotatable, the boom is preferably fixed almost rigidly to the mast (the boom nevertheless retaining, preferably, a degree of freedom to allow adjustment of the fall of the sail).
• the sail 105 here comprises a front portion 105-1 double-walled and a rear portion 105-2 single-walled.
• the sail 105 is positioned relative to the mast 1 10 so that the latter is, excluding its upper and lower parts, between the two walls of the front part of the sail (ie between the two walls of the part 105-1).
• It may be made of a material or a combination of materials including, for example, dacron, kevlar, vectran, carbon or the like. It can especially be rolled sails.
• the sail 105 is held down by means of tips, for example a strop 120-1 now the lower front part of the sail at a point in the lower part of the mast (or a point of attachment located near the lower part of the mast) and the edge end 125 now the lower rear part of the sail on the boom.
• tips for example a strop 120-1 now the lower front part of the sail at a point in the lower part of the mast (or a point of attachment located near the lower part of the mast) and the edge end 125 now the lower rear part of the sail on the boom.
• the latter is also retained by the downhole 130.
• the sail is stretched upwards using the mast and a halyard (not shown).
• the tension of the halyard combined with the tension of the sail towards the bottom and the tension of the edge makes it possible to maintain the sail and the curved battens fixed to the latter in a predetermined position.
• leading edge of the wing sail is free. It is not maintained by a stay or an equivalent.
• the angle formed between the longitudinal plane of the sail and the axis of the vehicle, for example the boat, is controlled using a monitor (not shown) that can be attached to the listening point 135.
• Figure 2 schematically illustrates a cutaway view, in perspective, of a sail plan, according to a particular embodiment of the invention.
• Figure 2 illustrates the use of curved slats in the double-walled part of the sail.
• These curved strips preferably have a symmetrical biconvex profile, the stretched portion of which is positioned towards the rear of the sail. They are arranged in substantially horizontal planes of the double-walled part of the sail.
• Their length is preferably the width of this double-walled part at the location considered.
• the length and / or spacing between these slats vary depending on the width of the sail in the plane where they are located.
• a curved slat may have a length of between less than one meter, for example 0.9 meters, and several meters, for example five meters.
• the width of the front part of the double-walled sail, comprising the curved battens represents approximately between one third and two thirds of the width of the sail.
• each curved slat is connected to the front part of the sail, for example using lath sleeves (or loops) closed (typically if the slats are removable) or sleeves open, for example.
• lath sleeves or loops closed (typically if the slats are removable) or sleeves open, for example.
• sleeves open for example.
• Velcro textile material
• Curved battens are free from the mast.
• a strop can be struck on some curved battens to allow reefing and thus reduce the used surface of the sail (the sail is said to be reducible).
• the sail 105 here comprises the double-walled front part 105-1 and the single-walled rear part 105-2.
• the sail 105 is in particular held by the mast 1 10 and the boom 1 15.
• the profile of the front part 105-1 with double walls is given by the curved laths 140-1 to 140-7, generically referenced 140. It is observed here that the number of curved slats can vary, especially depending on the size of the sail. It is typically between 6 and 10.
• the rear part of the sail, single wall here comprises single slats 145-1 to 145-6.
• the single laths with the exception of the upper single lath (145-6), are here aligned on the curved laths (being observed that there is no single lath at the lower curved lath ).
• the front end of some simple slats is supported on the rear end of curved slats.
• the sail 105 allows here taking three reefs.
• the sail is held down with a reefing hump (not shown) from the clew 150-1 and a strop 120-2 struck. at the front of the curve latte 140-2.
• the sail is held down by means of a reef bump (not shown) from the points 150-2 and 150-3 listening and using the strops 120 -3 and 120-4 struck in front of curved battens 140-3 and 140-4, respectively.
• FIG. 3 schematically illustrates a side view of a portion of a sail plan, according to a particular embodiment of the invention, when the mast is fixed relative to the vehicle on which it is mounted.
• the mast 1 10 is fixed rigidly to the vehicle and the boom is articulated so that it can move in a horizontal plane, rotating around the mast, to guide the sail, and in a vertical plane to allow adjustment of the fall of the sail.
• the joint can be made in several ways, for example using a standard mullet-type or, as illustrated in Figure 3, a part 155 rotatably mounted around the mast 1 10 and on which is fixed the boom 1 15 with a piece 160 such as a pin or bolt for pivoting along a substantially horizontal axis.
• the boom bottom hanger 130 and the curved lower batten strop, referenced 120-1 (or 120-2, 120-3 or 120-4 when reefing), can also be attached to this piece 155 of such that the entire wing, including the parts 105-1 and 105-2 as well as the curved slats 140-1 to 140-7 and the single slats 145-1 to 145-6, can rotate around the mast, without particular deformation of the wing wing other than a natural twisting, according to its angle with respect to the axis of the vehicle.
• the strops 120-1 to 120-4 are made using tips and the downhole 130 is a rigid downhaul secured to the boom.
• FIG. 4 schematically illustrates a variant of the fixation of the boom on the mast illustrated in FIG.
• the boom 1 15 is fixed to the mast 1 10 with the aid of a ring 155-1.
• the latter is attached to the boom 130 in a quasi-rigid manner (the boom being able to pivot upwards or downwards because of the workpiece 160, to adjust the fall of the sail) and can turn around the mast along its axis.
• the boom downhole 130 and the strop 120-1 are here fixed to a ring 155-2, independent of the ring 155- 1.
• the ring 155-2 can be fixed rigidly to the mast 1 10 or movably so that it can rotate around the mast. If the ring 155-2 is movable around the mast, a retaining element (not shown) is implemented to prevent displacement of the ring 155-2 upwards and thus allow a tension of the sail towards the bottom. .
• a seal 165 (not shown in FIG. 3) is used here to seal between the upper part of the vehicle, typically the deck of a boat, and the mast 1 10.
• Figure 5 shows a sectional view, along the plane A-A shown in Figure 3, of the planar plane shown in Figure 3 for two different tack.
• the mast 1 10 is positioned in the central portion of the curved slats.
• the double-walled front portion 105-1 of the sail surrounds the curved battens 140 while the rearwardly-extending rear portion 105-2 extends between the curved battens 140 and the drop edge of the sail.
• the curved battens 140 being free with respect to the mast, their relative position with respect to the mast is determined by their shape, the tension of the sail and the forces, in particular sailing forces, exerted on the sail.
• the windward part of the curved battens comes under the effect of the wind on the parts 105-1 and 105-2 of the sail resting against the mast 1 10.
• the slats curves thus give the sail a wing profile.
• FIG. 5a shows the position of the lath 140-1 relative to the mast 1 10 and to the boom 1 15 for a port tack wind
• FIG. 5b shows the position of the lath 140-1 with respect to the mast 1 10 and at the 1 15 boom for a starboard tack breeze.
• the windward side of the curved battens is supported on the mast while the leeward side is remote.
• the position of the curved slats combined with the implementation of the front and rear portions of the sail, double wall and single wall, respectively, gives the sail its wing-shaped profile.
• Figure 6 schematically illustrates a side view of a portion of a sail plan, according to another particular embodiment of the invention, when the mast is rotatable relative to the vehicle on which it is mounted.
• the mast 1 10 is fixed movably to the vehicle, allowing it to rotate on itself along a vertical axis.
• the boom 1 15 is here fixed almost rigidly to the mast 1 10 so that the rotation of one causes the rotation of the other and allows to orient the sail while allowing a rotational movement of the boom in a vertical plane to allow adjustment of the fall of the sail.
• the articulation of the mast can be achieved in several ways, for example using bearings 170.
• the boom downhole 130 and the curved lower batten strop, referenced 120-1 are advantageously fixed to the mast 1 10 to follow its movement so that the entire wing wing, including the parts 105-1 and 105-2 as well as the curved battens 140-1 to 140-7 and the single battens 145-1 to 145- 6, can rotate with the mast, without particular deformation of the wing wing other than a natural twisting, according to its angle relative to the axis of the vehicle.
• FIG. 7 schematically illustrates the mobile attachment of the mast and the quasi-rigid attachment of the boom to the mast, according to the embodiment shown in FIG. 6.
• the mast 1 10 is connected to a vehicle (not shown) using bearings, for example a lower bearing 170-1 and an upper bearing 170-2.
• the boom 1 15 is attached to the mast 1 10 almost rigidly.
• the end of the boom located on the side of the mast here comprises a fork-shaped part fitting the mast and fixed to the latter using, for example, a pin or bolt referenced 160 allowing the boom to pivot about its axis (ie in a vertical plane comprising the mast) to adjust the fall of the sail.
• the boom downhole 130 and the strop 120-1 (or 120-2, 120-3 or 120-
• a seal (not shown) is used to seal between the top of the vehicle, typically the deck, and the mast 1 10.
• Figure 8 shows a sectional view, along the plane B-B shown in Figure 6, of the planar plane shown in Figure 6, for two different tack.
• the mast 1 10 is positioned in the central portion of the curved slats.
• the double-walled front portion 105-1 of the sail surrounds the curved battens 140 while the rearwardly-extending rear portion 105-2 extends between the curved battens 140 and the drop edge of the sail.
• the curved battens 140 being free with respect to the mast, their relative position with respect to the mast is determined by their shape, the tension of the sail and the forces, in particular sailing forces, exerted on the sail.
• the windward part of the curved battens comes under the effect of the wind on the parts 105-1 and 105-2 of the sail resting against the mast 1 10.
• the slats curves thus give the sail a wing profile.
• FIG. 8a shows the position of the lath 140-1 with respect to the mast 1 10 and the boom 1 15 for a port tack wind while FIG. 8b shows the position of the lath 140-1 relative to the mast 1 10 and at the 1 15 boom for a starboard tack breeze.
• the windward side of the curved battens is supported on the mast while the leeward side is remote.
• the position of the curved battens combined with the implementation of the front and rear parts of the sail, double-walled and single-walled, respectively, gives the sail its wing-shaped profile.
• the point of listening of the boom allows, with the aid of a listening, to direct the sail in the desired direction or by modifying the angle of the boom relative to the mast and therefore relative to the vehicle carrying the mast if it is fixed or by rotating the assembly comprising the mast, boom and sail if the mast is rotatable.
• the orientation of the sail optimizes the effect of the wind in the wing and thus the speed of the vehicle carrying it.
• FIG. 9, comprising FIGS. 9a to 9e, illustrates several examples of curved slats that can be used in rigging in accordance with certain embodiments of the invention.
• FIG. 9a shows a curved slat 140 comprising a simple perimetrical structure of symmetrical biconvex shape.
• the relative thickness of the profile that is to say the ratio between the thickness e of the profile (distance between the intrados and the extrados) and the c-line of the profile (distance between the leading edge and the trailing edge) is, for example, of the order of one fifth. It can in particular vary according to the diameter of the mast and the size of the sail.
• the relative position of the mast 1 10 relative to the curved lath 140, for each tack, is shown in dashed lines (references 1 10-1 and 1 10-2).
• the reference 1 10-1 corresponds to the position of the mast with respect to the curved batten 140 for a port port wind while the reference 1 10-2 corresponds to the position of the mast relative to the curved batten 140 for a starboard tack wind .
• the position of the mast with respect to the curved lath is located in the front half of the curved lath, without being in contact with the front part of the curved lath.
• This position can thus be located between a position located one-tenth of the length of the curved lath (starting from the leading edge) and a position in the middle of the curved lath.
• the longitudinal position of the mast relative to the curved lath may be located at a distance from the leading edge corresponding to a quarter of the length of the curved lath.
• the curved slat further comprises two attachment points 175-1 and 175-2 that can be used, in particular, to strike a strop (using for example a crow's foot binding) which can be used to fix the lower part. before sailing.
• These attachment points are here positioned between the leading edge of the curved lath and the position at which the mast is when the curved lath is in its position of use, for example around the first third (from leading edge) of the distance between the leading edge and the position of the mast.
• FIG. 9b shows a second example of a curved slat 140 here comprising a perimetrical structure of symmetrical biconvex shape similar to that illustrated in FIG. 9a as well as two reinforcement elements 142-1 and 142-2.
• These reinforcing elements may be an integral part of the curved lath or be reported. They make it possible to limit any deformation of the curved lath when it is subjected to particular constraints, for example a gust of wind or a strong wind.
• the curved slat here comprises a point of attachment 175 that can be used in particular to strike a strop that can be used to fix the lower front part of the sail.
• This attachment point is here positioned between the leading edge of the curved lath and the position at which the mast is when the curved lath is in its position of use.
• FIG. 9c represents a third example of a curved slat 140 here comprising a symmetrical biconvex perimetric structure similar to that illustrated in FIG. 9a as well as a retaining element 142-1 and a reinforcing element 142-2.
• the purpose of the retaining element here is to limit the longitudinal displacement of the curved lath towards the rear of the vehicle when it abuts against the mast.
• This retaining element may also constitute a reinforcing element. When it does not fulfill a reinforcing function it can be made of a flexible material, for example a strap.
• the curved slat shown in Figure 9c includes two attachment points 175-1 and 175-2. which can be used, in particular, to strike a strop which can be used to fix the lower front part of the sail.
• FIG. 9d shows a fourth example of a curved slat 140 here comprising a symmetrical biconvex perimetric structure similar to that illustrated in FIG. 9a, as well as two retaining elements 142-1 and 142-2.
• These restraining elements here have the function of limiting the longitudinal displacement of the curved slat towards the front and the rear of the vehicle (the only possible movement of the curved slat thus being a lateral movement).
• these elements can also be reinforcing elements. When they do not fulfill a reinforcing function they can be made of a flexible material, for example a strap.
• the curved slat shown in FIG. 9d comprises two attachment points 175-1 and 175-2 that can be used, in particular, to strike a strop that can be used to fix the lower part of the sail.
• FIG. 9e represents a fifth example of a curved slat 140, here a removable curved slat, comprising a perimetrical symmetrical biconvex structure similar to that illustrated in FIG. 9a, as well as two reinforcement elements 142-1 and 142-2.
• the curved latte 140 is constituted of four referenced parts
• a Locking mechanism may further be used to prevent inadvertent dislocation. It may be, for example, a mechanism using a finger resiliently mounted on one of the two parts to lock and cooperating with a corresponding orifice of the other part to lock. Other mechanisms can be used. It is observed here that many assembling and locking systems have been developed for windsurfing boom booms.
• the curved slat shown in FIG. 9e includes a point of attachment 175 that can be used, in particular, to strike a strop that can be used to secure the lower front portion of the sail.
• the curved lath illustrated in FIG. 9e can in particular be disassembled to allow certain parts of this lath to be threaded into elements of the sail, for example batten sleeves, to bind the curved lath to the sail.
• the curved slat illustrated in Figure 9e can be configured to include more or less removable elements.
• the curved battens shown in Figs. 9a to 9d can be configured to be dismountable.
• the curved slats illustrated in FIGS. 9a to 9e and, where appropriate, the reinforcing elements, may be made, in whole or in part, in materials such as aluminum, fiberglass or carbon fiber. , polypropylene or any other material combining lightness, resistance to the marine environment and rigidity to ensure the profile of the front part of the sail.
• FIG. 10 illustrates an example of an articulated and removable curved slat 140 that can be used in accordance with the invention.
• FIG. 10a shows a perspective view of the curved lath 140 comprising a perimetrical structure of symmetrical biconvex shape and two reinforcing elements. More precisely, it is essentially formed here of six elements: four parts referenced 146-1 to 146-4 and two reinforcing elements 142-1 and 142-2.
• the longitudinal elements 146-2 and 146-3 are here nested in the end elements 146-1 (located at the front of the curved slat and forming the leading edge) and 146-4 (located at the rear of the curved latte).
• the reinforcing elements may be glued, held by a pressure exerted by the longitudinal members 146-2 and 146-3 or fixed by fastening elements such as screws or rivets.
• Figure 10b shows a perspective view of the front portion of the curved lath 140, forming the leading edge.
• the front end element 146-1 comprises two cavities in which the longitudinal elements 146-2 and 146-3 fit together. These cavities have dimensions such that the longitudinal elements 146-2 and 146-3 are removable while being retained during handling.
• the front end element 146-1 can in particular be disassembled to allow the establishment of the curved lath on a mast and / or on a sail.
• FIG. 10c represents a perspective view of the rear portion of the curved lath 140.
• the rear end element 146-4 comprises three parts referenced 146-41, 146-42 and 146-43 that can pivot relative to each other. to others about an axis of a connecting member 146-44 such as a pin or bolt.
• Parts 146-41 and 146-42 each comprise a cavity in which the longitudinal elements 146-2 and 146-3 fit together. Again, these cavities have dimensions such that the longitudinal elements 146-2 and 146-3 are removable while being retained during handling.
• FIG. 10d shows a cut-away view, in perspective, of the rear portion 146-4 of the curved lath 140.
• the portion 146-43 of the rear portion 146-4 comprises a cavity 148 situated opposite the cavities of parts 146-41 and 146-42, receiving longitudinal elements 146-2 and 146-3.
• the cavity 148 is adapted to receive a single batten located in the rear part of the sail, single wall.
• the portion 146-43 of the rear portion 146-4 further extends opposite the cavity 148 (relative to the connecting member 146-44), between the portions 146-41 and 146-42, such that the latter limit the displacement of the portion 146-43, as illustrated by the dd mark.
• a strop 120 can be taken on the reinforcement element 142-1 and / or on the longitudinal elements 146-2. and 146-3, for example the portions of the longitudinal members 146-2 and 146-3 located between the reinforcing member 142-1 and the front end member 146-1.

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• Sustainable Energy (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Wind Motors (AREA)

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• 2016
  • 2016-04-01 FR FR1652899A patent/FR3049569B1/fr not_active Expired - Fee Related
• 2017
  • 2017-03-29 WO PCT/FR2017/050716 patent/WO2017168092A1/fr active Application Filing
  • 2017-03-29 EP EP17717483.6A patent/EP3436346A1/de not_active Withdrawn

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