WO2004065202A1 - Navire multicoque - Google Patents

Navire multicoque Download PDF

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Publication number
WO2004065202A1
WO2004065202A1 PCT/GB2004/000219 GB2004000219W WO2004065202A1 WO 2004065202 A1 WO2004065202 A1 WO 2004065202A1 GB 2004000219 W GB2004000219 W GB 2004000219W WO 2004065202 A1 WO2004065202 A1 WO 2004065202A1
Authority
WO
WIPO (PCT)
Prior art keywords
craft
hull
hulls
trailing
pivot axis
Prior art date
Application number
PCT/GB2004/000219
Other languages
English (en)
Inventor
Andrew Gosling
Paul Weatherstone
Original Assignee
Andrew Gosling
Paul Weatherstone
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.)
Filing date
Publication date
Priority claimed from GBGB0301412.3A external-priority patent/GB0301412D0/en
Application filed by Andrew Gosling, Paul Weatherstone filed Critical Andrew Gosling
Publication of WO2004065202A1 publication Critical patent/WO2004065202A1/fr

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
    • 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
    • B63B1/105—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls comprising a cockpit surrounded and pivotally supported by at least three floats

Definitions

  • This invention relates to multi-hulled water craft.
  • Multi-hull boats and watercraft are presently known in a wide variety of formats and configurations.
  • a watercraft is constructed with more than one hull in order to improve lateral and directional stability.
  • a sail-powered watercraft with one, or a number of outriggers or sponsons, or by constructing a sail driven watercraft with similar sized hulls in a catamaran or a trimaran format, a greater resistance to capsize is achieved, especially when compared to mono-hull sail vessels of similar displacement.
  • a multi-hull format usually has a smaller width to length ratio (as compared to multi- hull sail driven watercraft), the reason being that motorised watercraft do not have the high centre of gravity that is created by mast, sail and the effects of wind pressure thereon.
  • a further difference between most multi-hull sail driven watercraft and motorized watercraft is the method employed in order to connect adjacent hulls together.
  • Multi-hull sail driven watercraft typically have clearly defined individual hulls connected rigidly to one another by beams, or by cantilever-like structures.
  • Catamarans and the like often have tube arrangements to connect adjacent hull structures together, such that the tubes can be unassembled or removed in order to facilitate transportation and/or storage, whereas motorized multi-hull watercraft, power boats and the like usually have a single unified structure of G.R.P. or aluminium with a relative narrow distance between hull portions, the reason being that directional stability and manoeuvrability is improved by the water being channelled between the hulls as the craft moves through the water.
  • planing hulls must be made stiffer and stronger than a displacement hull in order to survive the effects of constant wave pounding and pressure.
  • the porpoising created by striking waves at speed is exacerbated with the centre of gravity of the craft being relatively rearward i.e. very low bow weight versus a very heavy stern weight (the heavy stern weight often being due to one or more outboard motors).
  • Power boats used for patrol and individual rescue only require one or two operators but must by necessity be relatively large (and therefore costly) in order to have a deck or cabin high enough above the prevailing wave and water level in order to carry out effective visual observation.
  • a most common undesirable feature of nearly all watercraft is the link between size, (i.e. width and length) and displacement, and the consequent cost and complexity of large displacement.
  • Remote controlled scale model power boats are not unlike their full scale counterparts inasmuch as stability is essential in order to prevent damage from roll over, but unlike "teal' power boats, remote control power models are operated from a distance and therefore estimating cornering speeds is difficult, especially for the inexperienced and children. Therefore, it would be highly advantageous for a large stable model powerboat to be roll proof even at high speeds whilst at the same time being easily transportable
  • the aim of the present invention is provide a lightweight water craft (i.e. a craft with a low displacement to size ratio) of a design that facilitates transportation and storage.
  • a multi-hulled water craft comprising: a first hull; second and third hulls arranged transversely of the craft with respect to each other and longitudinally of the craft with respect to the first hull; a first structure extending from the first hull to a pivot between the first hull and the second and third hulls; a second structure extending between the second and third hulls and to the pivot where the first and second structures are connected for pivotal movement about a transverse pivot axis; and a tension system connecting the first structure and/or first hull to the second structure and/or second and third hulls and having a line of action extending beneath the pivot axis so as to limit splay of the first and second structures about the pivot axis.
  • the craft By configuring the craft in this way, it is possible to employ elements (such as tubular beams and wires) for the first and second structures and for the tension system that carry their loads predominantly by compression or tension, without large bending moments, so that a lightweight craft can be provided.
  • This configuration also provides various options for facilitating transportation and storage, such as pivoting the first and second structures so that they lie generally flat against each other, or removing a pivot pin of the pivot so that the first and second structures can be disconnected.
  • the tension system and/or its connection to the structures and/or hulls is adjustable so as to adjust the splay of the structures and thus the height of the pivot axis relative to the hulls. Accordingly, the splay can be increased so as to increase the length and stability of the craft if desired, or the splay may be decreased if a greater height of the craft is required.
  • the craft may include an occupant support structure which is preferably mounted on the first and/or second structure adjacent the pivot axis. An occupant can therefore be carried between the hulls, i.e. towards the centre of the craft. Also, in the case where the height of the pivot axis is adjustable, the height of the occupant is accordingly also adjustable.
  • the first structure comprises a compression member extending generally between the pivot axis and a connection of the first structure to the first hull.
  • the second structure comprises a pair of compression members each extending generally between the pivot axis and connections of the second structure to the second and third hulls, respectively, and a cross-member extending generally between the second and third hulls.
  • the second structure comprises a cross-member extending generally between the second and third hulls, a compression member extending generally between the pivot axis and the middle of the cross-member, and a pair of tension members each extending generally between the pivot axis and connections of the second structure to the second and third hulls, respectively.
  • the first hull may be connected to the first structure for pivoting about a transverse axis.
  • the attitude of the first hull relative to the first structure can therefore be adjusted.
  • it may be manually adjustable and lockable, or it may be self-adjusting.
  • the craft may further include means for damping pivoting about the transverse axis of the first hull relative to the first structure.
  • the first hull may be connected to the first structure for pivoting about a generally vertical steering axis.
  • the steering angle may be directly manually controllable, or the first hull may self-castor.
  • the first hull may be connected to the first structure for sliding movement along a generally vertical suspension axis, and means may be included for resiliently biasing the first structure upwardly relative to the first hull. This therefore improves passenger comfort and/or reduces shocks transmitted from the first hull to the first structure.
  • the second and third hulls may each be connected to the second structure for pivoting about a transverse axis. Accordingly, the attitudes of the second and third hulls relative to the second structure can be adjusted, for example, manually and then locked, or in a self-adjusting manner.
  • the second and third hulls may each be connected to the second structure for pivoting about respective generally vertical steering axes.
  • the steering angle may be directly manually controllable, or the second and third hulls may self-castor. Also, the second and third hulls may be pivoted in opposite directions to provide a braking effect.
  • the first and second structures may be connected also for pivoting about a generally vertical pivot axis, so as to provide steering.
  • the first hull may be arranged fore of the second and third hulls.
  • the first hull may be arranged aft the second and third hulls.
  • the or each hull to the fore is motorised, for example employing one or more water propellers, water jets or air propellers. This reduces the tendency of the craft to porpoise.
  • the first hull may be centrally disposed transversely of the craft, for example so that the three hulls are disposed, in plan view, at the corners of a triangle symmetrical about the longitudinal centre line of the craft.
  • the craft may further include a fourth hull connected to the first structure and arranged transversely of the first hull, for example so that the four hulls are disposed, in plan view, at the corners of a quadrilateral symmetrical about the longitudinal centre line of the craft.
  • Figure 1A is an exploded isometric view of a first embodiment of the invention
  • Figure IBa is an assembled isometric view of the first embodiment
  • FIG. 3 to 4A are exploded isometric views of second to fourth embodiments of the invention.
  • Figure 4B is an exploded isometric view of a modification to the fourth embodiment
  • Figure 5 is an assembled isometric view of a fifth embodiment of the invention.
  • Figures 6 & 7 are assembled isometric views of sixth and seventh embodiments of the invention.
  • Figure 8 is an isometric view of a splay cable connection feature
  • Figure 9 is an isometric view of a beam connection feature.
  • a splayed-beam-structure multi-hull watercraft is shown.
  • the craft has a leading beam 1 and a pair of trailing beams 2 connected hinge-like about apex axis A-A of apex cross-beam 3, the apex cross-beam 3 being perpendicular to the leading beam 1.
  • Splay limit cables 6 connect leading beam attachment eyes 4 to trailing beam attachment eyes 5.
  • Each of the splay limit cables 6 is shorter than the combined length of the leading beam 1 and one of the trailing beams 2.
  • the splay limit cables 6 are attached symmetrical about the longitudinal axis of the craft.
  • a trailing width beam 7 connects the non- apex ends of the trailing beams 2 together, the trailing width beam 7 being attached at opposing ends via lugs 8 to mounts 9 of the trailing beams 2.
  • Fixed to the apex cross-beam 3 of leading beam 1 is steering wheel 10 and driver and occupant support frame 11. Attached to the non- apex end of leading beam 1 is leading hinge cross-beam 12, said cross-beam being coaxial with leading hinge axis B-B, said axis being parallel to apex axis A-A.
  • Leading motorized flotation pod 13 is attached hinge like via mounts 14 to leading hinge cross-beam 12, mounts 14 also being coaxial to axis B-B.
  • leading pod limit link 15 is attached at one end to lower mounting point 16 of leading motorized flotation pod 13 whilst the remaining end of leading pod limit link 15 is attached to upper mounting point 17 situated at the forward end of leading beam 1.
  • Leading pod limit link 15 is flexible or rigid, or is spring like with a suitably combined damper.
  • a mechanical or hydraulic system (not shown) is used to adjust the position of lower mounting point 16 and upper mounting point 17 or alternatively by altering the length of leading pod limit link 15.
  • trailing flotation pod stub axles 19 Fixed but with the ability to rotate within said bores are trailing flotation pod stub axles 19, said stub axles being affixed rigidly atop of trailing flotation pods 20.
  • leading beam 1 and trailing beams 2 and the height above water of the driver and occupant support frame 11 is dictated by the length of the splay limit cables 6.
  • Means (not shown) are provided to adjust splay limit cables 6 in order to alter the ride height of driver and occupant support frame 11.
  • splay limit cables 6 are connected between the leading attachment eyes 21 upon leading motorized flotation pod 13 and trailing attachment eyes 22 of trailing width beam 7 or alternatively between leading attachment eyes 21 and trailing attachment eyes 26 of splay rings 23, said rings being located upon the base of trailing flotation pod stub axles 19.
  • both trailing pod tiller arms 25, which are attached to trailing flotation pod stub axles 19, are rotated simultaneously around respective axes C-C and D-D, the rotation around said axes being counter-directional to the rotation of leading rudder 24.
  • one or both trailing flotation pods 20 can be turned in divergent directions in order to create drag.
  • Bearings, compliant bushing and shock absorbers (not shown) are provided on joints, hinges and connections, and quick release joints and fastenings (not shown) are employed in order to assist in convenient folding and rapid assembly and disassembly designed to facilitate transportation and storage.
  • Figure 2 illustrates an exploded view of a second embodiment of the presently disclosed beam structure watercraft wherein leading beam 40 is provided with parallel hinge mount 41, the axis of said mount F-F around which the front of driver and occupant support frame 42 rotates, is perpendicular to leading beam 40 and parallel to axis E-E of leading beam 40.
  • driver and occupant support frame rear cross member 43 Located at the rear of driver and occupant support frame 42 is driver and occupant support frame rear cross member 43, which provides rotatable location at opposing ends for trailing beams 59, said beams hinging around axis G-G, thus utilizing driver and occupant support frame 42 as a parallel link between leading beam 40 and trailing beams 59.
  • leading attachment eyes 44 of leading rigid splay link rods 45 are connected to leading attachment eyes 60 of leading motorized flotation pod 63, while central attachment eyes 46 of leading rigid splay link rods 45 are connected to central attachment eyes 47 of central splay hanger links 48.
  • central attachment eyes 46 of leading rigid splay link rods 45 are connected to central attachment eyes 47 of central splay hanger links 48.
  • Connecting the trailing attachment eyes 61 of trailing width beam 62 to central attachment eyes 49 of central splay hanger links 48 are central attachment eyes 51 and trailing attachment eyes 50 respectively of trailing rigid splay link rods 52.
  • Attachment eyes 53 of central splay hanger links 48 are affixed in a suspended manner to either side of driver and occupant support frame rear cross member 43.
  • Portion 54 of central splay hanger links 48 is provided with hydraulic and/or mechanical means in order to raise or lower leading rigid splay link rods 45 and trailing rigid splay link rods 52.
  • Trailing flotation pods 55 and 56 are provided with inward facing vertical surfaces 57 and 58 respectively, said surfaces being desirable in order to further improve directional stability and assist storage and transportation. Operation of the second embodiment is substantially as described in the first embodiment.
  • FIG. 3 illustrates in exploded format, a third embodiment of the presently disclosed invention in which a leading dual beam 70 is connected hinge like to trailing beam 71 about hinge apex axis H-H of apex cross-beam 72, said cross-beam being perpendicular to leading dual beam 70.
  • a leading dual beam 70 is connected hinge like to trailing beam 71 about hinge apex axis H-H of apex cross-beam 72, said cross-beam being perpendicular to leading dual beam 70.
  • Connecting the trailing beam terminal 73 of trailing beam 71 to the midpoint of trailing width beam 74 is ball-joint 75.
  • trailing attachment eyes 76 At opposing ends of trailing width beam 74 are trailing attachment eyes 76.
  • Connecting said eyes to apex attachment eyes 77 of apex cross-beam 72 are trailing beam tension wires 78.
  • journal brackets 79 which mount rotatably between respective pairs of parallel axis pod brackets 80, said brackets being mounted atop of trailing flotation pods 81.
  • pod limit links 82 In order to prevent an excessive amount of rotation of said flotation pods around axis J-J of journal brackets 79 are pod limit links 82, said links are attached between respective limit link eyes 83 and pod bow attachment points 84, limit link eyes 83 being integral to trailing beam tension wires 78 and trailing pod bow attachment points 84 being a fixture of the bow of trailing flotation pods 81.
  • leading dual beam 70 At the non- apex end of leading dual beam 70 is an integrated vertical steering journal 85, axis K-K of said journal being perpendicular relative to apex axis H-H.
  • Integrated vertical steering journal 85 provides rotatable location for leading flotation pod stub axle 86, said stub axle being attached rigidly atop of leading motorized flotation pod 87.
  • steering axis shock means 88 Providing shock absorbing means between integrated vertical steering journal 85 and leading motorized flotation pod 87 is steering axis shock means 88.
  • Controlling the angle of splay between leading dual beam 70 and trailing beam 71 is flexible splay limit harness 89, said harness featuring a central torsion distribution ring 90, a leading attachment ring 91 and a pair of trailing attachment cables 92.
  • Flexible splay limit harness 89 is connected to leading attachment eye 93 of bearing steer ring 94, said ring being located upon the base of leading flotation pod stub axle 86, whilst trailing attachment cables 92 are connected either to a pair of suitable trailing attachment eyes 76 of trailing width beam 74 or alternatively to central trailing attachment eye 95, said eye being a fixture located at the midpoint of trailing width beam 74.
  • the aforementioned arrangement of beams and wires creates a splayed tripod like structure with a degree of compliancy.
  • Trailing flotation pods 81 have a degree of gimbal like movement permitted by the rotation of trailing width beam 74 around ball-joint 75 in combination with rotation of trailing flotation pods 81 around axis J-J and the respective axes L-L and M-M of journal brackets 79. Bump stops or limits (not shown) prevent excessive rotation of trailing flotation pods 81 around respective axis L-L and M-M.
  • Figure 4A illustrates in exploded form a fourth embodiment of the presently disclosed beam structure watercraft in which an arrangement of leading beams and leading motorized flotation pods are linked to a trailing beam and a trailing flotation pod via an apex hinge axis arrangement and splay limit arrest means, in an arrangement similar to previously described embodiments with the exception being that a triangular arrangement of two leading motorized flotation pods 180 and a trailing flotation pod 181 are configured with a consequential leading and trailing beam structure.
  • leading width beam 182 is employed to maintain distance between leading motorized flotation pods 180.
  • leading width beam 182 can be substituted with leading width tension wire 183 in situations where motorized leading flotation pods 180 are located in order to both diverge or tow-out at speed therefore forcing leading width beam 182 or leading width tension wire 183 to be held in tension.
  • Figure 4B illustrates a variation to the fourth embodiment wherein a trailing flotation pod 181 (illustrated in Figure 4A) is replaced with dual trailing flotation pods 200, said pods being connected to apex cross member 201 by trailing fork beam 202.
  • Figure 5 illustrates in an assembled isometric view a yet further embodiment of the presently disclosed beam structure watercraft wherein leading space-frame beam 210 rotates around axis V-V of beam axis frame 213. Trailing space-frame beam 211 and 212 rotate around axes W-W and X-X of beam axis frame 213 respectively. Axes V-V, W-W and X-X lie in a common horizontal plane.
  • Providing rotatable mounting for leading space-frame beam 210 and trailing space-frame beams 211 and 212 is beam axis frame 213, said frame providing mounting points 214 for a passenger and cargo deck (not shown) and hanger mounting points 216 for hanging gondola 217, said gondola and deck providing passenger and cargo space and living and sleeping quarters.
  • Providing leading-to-trailing splay control are splay limit chains 218.
  • Providing width splay control between trailing space-frame beams 211 and 212 is trailing pod splay width limit wire 219.
  • leading space-frame beam 210 locates hinge like upon axis Y-Y of leading motorized flotation pod 220, and trailing space-frame beams 211 and 212 affix hinge like to trailing flotation pods 215 around axis Z-Z of said pods.
  • Motorized thrusters (not shown) are provided on the leading and/or trailing flotation pods to assist manoeuvrability.
  • Figure 6 illustrates in an assembled isometric view a yet further embodiment of the presently disclosed beam structure watercraft wherein trailing flotation pods 250 are connected parallel to one another by a pair of trailing width tubes 251 and 252, said tubes having telescopic sections 253 and 254 respectively in order to allow trailing width adjustment, said adjustment being desirable in order to increase stability when required and to assist rapid assembly or disassembly for transportation and storage.
  • Wire cross-brace 255 provides additional rigidity of connection between leading and trailing parts.
  • trailing tube attachment bracket bores 256 At the non-apex end of trailing tubes 257 are trailing tube attachment bracket bores 256, said bores locating rotatably trailing width tube 251.
  • Limiting the amount of rotation of trailing flotation pods 250 around axis AA-AA of trailing width tube 251 are limit links 258 which attach trailing width tube 252 to trailing tubes 257.
  • Leading tubes 259 are attached rigidly to leading motorized flotation pod 260.
  • Figure 7 illustrates a further embodiment wherein a pedal powered beam structure watercraft is provided with leading inflatable pod 275 and trailing flotation pods 276. Although shown with paddle wheels mounted between the trailing pods 276, the paddle wheels may alternatively be mounted in or to either side of the leading pod 275. Parts illustrated in Figures 2 to 7 but neither numbered nor expressly described function substantially as visual counterparts illustrated and described in previously described embodiments.
  • Adaptations, parts or attachment mechanisms may be provided in order to allow a standard or personal watercraft or devices known as jet-skis to be converted or adapted permanently or temporarily into a beam structure watercraft as disclosed herein.
  • Figure 8 illustrates a compression spring mount which may be used in the splay limit cables described above to attach leading parts to trailing parts in order to provide an occupant with a degree of suspension comfort.
  • Figure 9 illustrates a leading or trailing beam end mounted pulley which may be employed in the embodiments described above and in which a splay limit cable is routed in order to ensure all forces are directly guided in compression and tension.
  • propulsion is provided by water propellers driven by inboard motors, hydro jet nozzles or by pedal-powered paddles.
  • Propulsion may alternatively or additionally be provided by water propellers driven by outboard motors or by air propellers.
  • steering of the craft is provided by rudders, individually
  • steerable hulls and/or hydro jet direction nozzles Steering may alternatively or additionally be provided by steerable outboard motors, steerable air propellers and/or by forming the structure connecting the fore hull(s) and the aft hull(s) so that it can pivot between the hulls about a generally vertical axis.
  • hydrofoil wings may be mounted beneath the flotation pods or hulls.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Wind Motors (AREA)

Abstract

L'invention concerne un navire multicoque comprenant: une première coque (13); une deuxième et une troisième coques (20) disposées transversalement au navire l'une relativement à l'autre, et longitudinalement au navire, par rapport à la première coque; une première structure (1) qui s'étend de la première coque à un pivot situé entre la première coque et la deuxième et la troisième coques; une deuxième structure (2, 7) qui s'étend entre la deuxième et la troisième coques et le pivot auquel la première et la deuxième structures sont articulées pour effectuer un mouvement de pivotement autour d'un axe perpendiculaire du pivot (A-A); et un système tendeur (6) qui relie la première structure et/ou la première coque à la deuxième structure et/ou la deuxième et la troisième coques, et dont la ligne d'action s'étend au-dessous de l'axe de rotation de façon à limiter l'évasement de la première et de la deuxième structures autour de l'axe de rotation. Cette configuration du navire permet d'utiliser des éléments (tels que des balanciers tubulaires ou des câbles) pour la première et la deuxième structures et pour le système tendeur qui porte leurs charges, essentiellement par compression ou tension, sans moments de flexion importants, ce qui permet de réaliser un navire léger. Cette configuration offre également diverses options qui facilitent le transport et l'entreposage, telles que la possibilité de pivoter la première et la deuxième structures de sorte qu'elles reposent généralement à plat l'une contre l'autre; ou la possibilité de retirer un axe d'articulation du pivot de sorte que la première et la deuxième structures puissent être découplées.
PCT/GB2004/000219 2003-01-22 2004-01-21 Navire multicoque WO2004065202A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB0301412.3 2003-01-22
GBGB0301412.3A GB0301412D0 (en) 2003-01-22 2003-01-22 Mult-hull watercraft
GB0317769.8 2003-07-30
GB0317769A GB2397556A (en) 2003-01-22 2003-07-30 Multi-hulled craft with pivotally linked hulls

Publications (1)

Publication Number Publication Date
WO2004065202A1 true WO2004065202A1 (fr) 2004-08-05

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ID=32773965

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2004/000219 WO2004065202A1 (fr) 2003-01-22 2004-01-21 Navire multicoque

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WO (1) WO2004065202A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITTO20110644A1 (it) * 2011-07-18 2013-01-19 Antonio Paolella Natante a propulsione umana.
WO2016042065A1 (fr) * 2014-09-18 2016-03-24 Blosseville Arnaud Motomarine comportant un flotteur avant muni d'un moyen de propulsion

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2139599A5 (fr) * 1971-07-02 1973-01-05 Kroning Eberhard
US3970025A (en) * 1974-09-11 1976-07-20 Sovia Cedric C Catamaran
DE2528762A1 (de) * 1975-06-27 1977-01-13 Erhard Schulze Sportgeraet
FR2590861A1 (fr) * 1985-12-03 1987-06-05 Dauzat Marc Embarcation multicoque a voiles
US4757777A (en) * 1987-02-18 1988-07-19 Rosenberger John R Ultralight waterborne vessel and sail

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2139599A5 (fr) * 1971-07-02 1973-01-05 Kroning Eberhard
US3970025A (en) * 1974-09-11 1976-07-20 Sovia Cedric C Catamaran
DE2528762A1 (de) * 1975-06-27 1977-01-13 Erhard Schulze Sportgeraet
FR2590861A1 (fr) * 1985-12-03 1987-06-05 Dauzat Marc Embarcation multicoque a voiles
US4757777A (en) * 1987-02-18 1988-07-19 Rosenberger John R Ultralight waterborne vessel and sail

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITTO20110644A1 (it) * 2011-07-18 2013-01-19 Antonio Paolella Natante a propulsione umana.
WO2016042065A1 (fr) * 2014-09-18 2016-03-24 Blosseville Arnaud Motomarine comportant un flotteur avant muni d'un moyen de propulsion
FR3026086A1 (fr) * 2014-09-18 2016-03-25 Arnaud Blosseville Motomarine comportant un flotteur avant muni d'un moyen de propulsion
US20170283008A1 (en) * 2014-09-18 2017-10-05 Arnaud BLOSSEVILLE Personal watercraft comprising a front float provided with a propulsion means
US10040513B2 (en) 2014-09-18 2018-08-07 Arnaud BLOSSEVILLE Personal watercraft comprising a front float provided with a propulsion means

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