EP1509445B1 - Control and fixing device for the sail of a kite - Google Patents

Control and fixing device for the sail of a kite Download PDF

Info

Publication number
EP1509445B1
EP1509445B1 EP03756048A EP03756048A EP1509445B1 EP 1509445 B1 EP1509445 B1 EP 1509445B1 EP 03756048 A EP03756048 A EP 03756048A EP 03756048 A EP03756048 A EP 03756048A EP 1509445 B1 EP1509445 B1 EP 1509445B1
Authority
EP
European Patent Office
Prior art keywords
line
sliding
kite
sleeve
lines
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.)
Expired - Lifetime
Application number
EP03756048A
Other languages
German (de)
French (fr)
Other versions
EP1509445A1 (en
Inventor
Arnaud Ballu
Arielle Royannais
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.)
Individual
Original Assignee
Individual
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 FR0206787A external-priority patent/FR2840280A1/en
Priority claimed from FR0213993A external-priority patent/FR2846940A1/en
Application filed by Individual filed Critical Individual
Publication of EP1509445A1 publication Critical patent/EP1509445A1/en
Application granted granted Critical
Publication of EP1509445B1 publication Critical patent/EP1509445B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H8/00—Sail or rigging arrangements specially adapted for water sports boards, e.g. for windsurfing or kitesurfing
    • B63H8/10—Kite-sails; Kite-wings; Control thereof; Safety means therefor
    • B63H8/16—Control arrangements, e.g. control bars or control lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H8/00—Sail or rigging arrangements specially adapted for water sports boards, e.g. for windsurfing or kitesurfing
    • B63H8/10—Kite-sails; Kite-wings; Control thereof; Safety means therefor
    • B63H8/12—Kites with inflatable closed compartments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H8/00—Sail or rigging arrangements specially adapted for water sports boards, e.g. for windsurfing or kitesurfing
    • B63H8/10—Kite-sails; Kite-wings; Control thereof; Safety means therefor
    • B63H8/18—Arrangements for connecting the user to a kite-sail; Kite-safety means, e.g. chicken loops, safety leashes or quick release mechanisms

Definitions

  • the modern arch-shaped pull kites commonly have four control lines, two forward and two aft, connected to the four corners of the kite, and allowing warping action and pitching action.
  • the configuration is very often recurrent: lines stretched under the wind of the pilot, kite placed on its front (leading edge) and stuck in this position without being able to take off again.
  • the spacing distance between the fasteners of the front and rear ends of the wing does not produce enough leverage to allow a desirable redeck, directly in reverse.
  • it should be able to act in traction on the rear of the wing (trailing edge), at a place where it is much wider than at its fasteners. It is known to add an additional command line for this purpose. Nevertheless, it is desirable to simplify these control devices as much as possible to avoid, in particular, the risk of entanglement.
  • WO 0238440 discloses a kite control device, wherein each end of the wing has a front line secured to the front part, a pulley attached to the rear part and cooperating with the rear line, which is connected to a intermediate connection of the front line.
  • a relaunch line is attached between the rear line and a lath located on the trailing edge of the wing.
  • Such a control device requires a first main front line secured to the front corner of the wing, and a control line return.
  • the object of the present invention is to provide a back-off control device, in particular an inflatable kite wing, of simple structure, avoiding any risk of entanglement, and without disrupting the steering and the profile. of the wing.
  • the control and safety device is characterized by the characterizing part of the independent claim 1.
  • a stiffening element is arranged at each end of the wing between the sliding members to allow the passage of a sliding preload, and maintain a predetermined spacing between the front and rear fasteners regardless of the voltage applied to the ends of said prelim.
  • the sliding prelim is delimited by a front connection and an intermediate connection forming stops with the sliding members during the application of traction in one direction or the other.
  • a relaunching line is integral with the sliding preload being connected to at least one slat on the trailing edge side and the rear line.
  • the sliding members of the prelimit can be formed by links attached to the front and rear fasteners.
  • the control device comprises a control bar connected to the rear lines, and a release device comprising trigger means associated with a pull ring connected to the front lines.
  • the triggering means advantageously comprise a connecting cable to an attachment loop, and a tubular bush on which is mounted coaxially a trigger ring, which comprises at least one gripping element in connection with a rear line connected to the busbar. piloting.
  • Such a device allows a displacement in translation and in rotation of the control bar vis-à-vis the rope passing through the sleeve.
  • the rope includes a pulling needle of the pull ring in the armed position, and a soft stop disc intended on the one hand to keep the socket in the armed position during the normal use of the kite, and on the other hand to allow the escape of the needle by moving the sleeve towards the triggered position following the translation of the the grasping element.
  • the control and safety device DC of a kite wing comprises a first pair of front lines 6A, a second pair of rear lines 6B, front fasteners 5A. and rear 5B, and a DP driving device.
  • Each of the two right and left ends of the wing 1 is connected to a front line 6A and a rear line 6B.
  • the wing 1 of substantially arch form is thus equipped with two front lines 6A disposed at both front ends of the leading edge 2, and two rear lines 6B disposed at the two rear ends of the trailing edge 3. Thereafter it will be described in the embodiment of Figures 2 and 3, only one half of the present device at one end of the wing 1 1. Indeed, the two sides of the wing 1 are symmetrical, and the control device DC connected to it is identical on each side.
  • a sliding lug 8A successively passes through a link 9A of a front attachment 5A, a stiffening element 11 and a link 9B of a rear attachment 5B.
  • the presence of the stiffening element 11 allows to maintain on each side of the wing 1 a predetermined spacing between the fasteners 5A, 5B, whatever the voltage applied to the ends of the prelim 8A.
  • a front line 6A is connected to a sliding preload 8A through a front connection 7A.
  • the two front and rear fasteners 5A and 5B are arranged at the respective front and rear ends of the wing 1.
  • the front fastener 5A is disposed on the leading edge side 2
  • the rear fastener 5B is disposed on the trailing edge side 3
  • the links 9A and 9B are respectively connected to the front 5A and rear 5B fasteners.
  • These links may be constituted by other sliding members, in particular by metal rings, shackles of fittings or fast links.
  • the stiffening element 11 disposed between the two fasteners 5A, 5B is constituted in particular by a hollow and resistant tube, having a length substantially corresponding to the spacing between the two front 5A / rear 5B fasteners.
  • the hollow stiffening element 11 is traversed by the sliding preload 8A, and has at its ends two endpieces 12A and 12B for reinforcing the mechanical strength.
  • the end pieces 12A, 12B are dimensioned to act in abutments with the respective links 9A or 9B.
  • the sliding preload 8A is therefore capable of sliding successively through the link 9A, the tip 12A of the stiffening element 11, the tip 12B, and the link 9B, and ends with a second connection 13.
  • the connection before 7A and the intermediate connection 13 are dimensioned so as not to be able to cross the links 9A or 9B.
  • the sliding preload 8A generates compressive forces between the two links 9A / 9B, which are kept apart by the stiffening element 11 through which the prelim 8A.
  • the profile of the wing 1 is not bending constrained in this area, regardless of the reaction forces present. Any effect of bending under load is thus avoided.
  • a relaunch line 14 is integral with the sliding preload 8A, substantially at the intermediate connection 13. At its distal end, the redeck line 14 is secured to a batten 4 on the trailing edge 3 side of the wing 1 via a connection 15. Thus, any traction performed on the prelim 8B and authorized by a release of the sliding preload 8A, is transmitted to the restart line 14.
  • any traction exerted on the prelim 8B via the rear line 6B and the rear connection 7B causes a modification of the attitude of the kite on the side where the pilot operates this maneuver .
  • the traction forces being mainly on the front lines 6A, the connection 13 remains locked against the link 9B.
  • the rear line 6B acts as if it operated directly connected to its rear attachment 5B as a configuration conventional.
  • the spacing given by the manufacturer between the two front 5A / rear 5B attachments, is conditioned solely by the flight and steering qualities that he wishes to give the kite, and can not be imposed by the necessary lever arm at the back take-off of the kite. It is the main advantage of the example of the device according to the present invention to combine the advantage of an ordinary pilot with that of a rear release device.
  • kites generate sudden accelerations that can be difficult to control, or even cause a loss of control on the part of the pilot when the wing goes into overspeed.
  • a sudden and instantaneous traction on the trailing edge 3 makes it possible to break the speed and therefore the uncontrolled traction of the kite.
  • this action is not possible because the maximum amplitude of traction on the rear lines 6B is limited by the distance between the front and rear 5A fasteners 5B, and leaves the kite in a maximum power configuration.
  • it is the initial length of the front line 6A which determines the maximum traction that can be operated directly at the connection 15 at the rear of a batten 4.
  • the rear take-off line 14 is advantageously slidably disposed through an attachment 15 of the batten 4 closest to the end 10 of the wing 1, and is then secured to the fastening of the end of the next batten 4A.
  • any mobilization of the relaunching line 14 will first affect the latte end attachment before gradually closing the other batten ends towards the inside of the wing 1 due to its lobe shape.
  • the control device DP comprises a rectilinear driving bar 20 connected at its ends to the two rear lines 6B, and a releasing device 21 rotating connected to the two front lines 6A.
  • the release device 21, shown in detail in Figures 1, 4 and 5, comprises a biconical bushing 22, equipped with a trigger ring 23 mounted coaxially floating between two shoulders 22A, 22B forming the ends of the sleeve 22.
  • a rope The link 24, of a length of less than one meter, has at its lower end a fastening loop for attachment to the user, and is connected to the drop device 21 at its upper end.
  • the rope 24 passes through the pilot bar 20 pierced at its center by an orifice 26.
  • this bar 20 At each end of this bar 20 leave the rear lines 6B of left control and right control of the kite. During various maneuvers, the pilot is made to make the control rod 20 complete revolutions around the rope 24. Similarly, still for driving purposes, it is regularly slide this bar along the rope 24, on all or part of its length. At its upper end, the rope 24 passes through the loop 27 of a needle 28, in particular metal. In order to remain attached to the loop 27, the rope 24 is terminated by a knot 29.
  • the needle 28 is folded over a pull ring 30 to which are connected the front lines 6A of the wing 1.
  • the tubular sleeve 22 is traversed by the rope 24, and serves as a holding element of the needle 28 in the folded position .
  • the node 29 constitutes a stop in this position, and the trigger ring 23 is arranged coaxially around the sleeve 22, so as to rotate and slide freely between the two shoulders 22A, 22B.
  • Two gripping elements 31, in particular made with strap or any other appropriate element, are secured to the trigger ring 23 by folds 32.
  • any biasing of a gripping member 31 in translation downward along the rope 24 (arrow F, Figure 5) drives the sleeve 22 in the same direction, and releases the needle 28 beyond a predetermined stroke.
  • the gripping elements 31 are provided with a pair of holes 33 at opposite ends for the passage of the rear lines 6B.
  • the developed length of the gripping elements 31 substantially corresponds to the length of the control rod 20. This arrangement allows, on the one hand, the displacement in translation of the control rod 20 without actuating the gripping elements 31 thanks to the holes 33, and on the other hand the free rotation of the control bar 20 around the rope 24 driving the control lines 6B, and the gripping elements 31 without soliciting the sleeve 22.
  • a flexible stop disk 34 is placed on the rope 24 to abut on the shoulder 22B of the sleeve 22 in the locking position of the needle 28 (FIG. 1).
  • the stop disc 34 may be made of a flexible and strong plastic material, in particular polyurethane.
  • the flexible stop disc 34 will deform to conform to the inside diameter of the bushing 22. This deformation of the disc 34 then causes the release of the needle 28 , and the pulling ring 30, followed by the drop of the front lines 6A carriers. This results in an instant security driver in a situation of loss of control of his wing. This safety depends on the speed of the user to trigger his release device 21.
  • a recovery strap (not shown) may be disposed at an appropriate height parallel to the gripping members 31 above the pulling ring 30. This recovery strap is traversed in its center by traction lines, to retrieve the ring 30 fired upwards during a drop.
  • the prelim 8A is continuous from front to back to the stop members, and the link 9B of the rear attachment 5B of Figures 2 and 3 is replaced by a conical tip.
  • the end piece 35 is secured to the wing 1 by the rear attachment 5B, which is formed for example by a sewn strap passing through a groove 36 arranged in the molded body of the end piece 35.
  • the prelimble 8A passes through the tapered tip 35 through a hole 37 of the appropriate diameter, and is equipped with a guide sleeve 38 for penetrating inside the tip 35.
  • the sleeve 38 has a substantially cylindrical shape, and comprises a housing 39 in which engages a first node 40 of the line 8A. This node 40 corresponds to the connection 13 of Figures 2 and 3.
  • a second node 41 is substantially close to the rear end of the sleeve 38, and secures the re-launch line 14 back on the main line 8A sliding.
  • the inner rear edge 42 of the sleeve 38 is advantageously conical in order to avoid cutting the line 8A in tension.
  • the outer leading edge 43 of the sleeve 38 is beveled to facilitate its engagement in the conical tip 35 when passing from the line of Figure 7 to Figure 6.
  • the internal conical structure of the tip 35 is chosen to provide resistance. sliding of the line to the rear when a higher tension is applied on the rear strand with respect to the front strand.
  • the end of the stiffening element 11 is fixed in the orifice 37 of the end piece 35 opposite the sleeve 38.
  • the sleeve 38 leaves the endpiece 35 (FIG. 7) following the sliding of the line 8A, simultaneously driving the redeck line 14, which ensures the securing the wing 1 by stopping the flight.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Toys (AREA)
  • Emergency Lowering Means (AREA)

Description

Domaine technique de l'inventionTechnical field of the invention

La présente invention concerne un dispositif de commande et de sécurité d'une voilure de cerf-volant, notamment gonflable, comprenant :

  • une première paire de lignes avant en liaison avec des attaches avant situées à chaque extrémité du bord d'attaque,
  • une deuxième paire de lignes arrières en liaison avec des attaches arrière agencées à chaque extrémité du bord de fuite,
  • des organes de coulissement fixés aux attaches avant et arrière pour le passage des lignes,
  • et un dispositif de pilotage coopérant avec les lignes avant et arrière pour guider le cerf-volant.
The present invention relates to a device for controlling and securing a kite wing, in particular an inflatable wing, comprising:
  • a first pair of front lines in connection with front fasteners at each end of the leading edge,
  • a second pair of rear lines in connection with rear fasteners arranged at each end of the trailing edge,
  • sliding members attached to the front and rear fasteners for the passage of the lines,
  • and a steering device cooperating with the front and rear lines to guide the kite.

Etat de la techniqueState of the art

Les cerf-volants de traction modernes en forme d'arche disposent communément de quatre lignes de commande, deux avant et deux arrière, reliées aux quatre coins du cerf-volant, et permettant une action de gauchissement et une action de tangage. Lors d'une chute du cerf-volant dans l'eau, la configuration est très souvent récurrente : lignes tendues sous le vent du pilote, cerf-volant posé sur son avant (bord d'attaque) et bloqué dans cette position sans pouvoir redécoller. En effet, la distance d'écartement entre les attaches des avants et des arrières sur les extrémités de l'aile ne produit pas assez d'effet de levier pour autoriser un redécollage souhaitable, directement en marche arrière. Pour obtenir l'effet de levier suffisant, il faudrait pouvoir agir en traction sur l'arrière de la voilure (bord de fuite), à un endroit où celle-ci est beaucoup plus large qu'au niveau de ses attaches. Il est connu de rajouter une ligne de commande supplémentaire à cet effet. Néanmoins, il est souhaitable de simplifier au maximum ces dispositifs de commande pour éviter notamment les risques d'emmêlement.The modern arch-shaped pull kites commonly have four control lines, two forward and two aft, connected to the four corners of the kite, and allowing warping action and pitching action. During a fall of the kite in the water, the configuration is very often recurrent: lines stretched under the wind of the pilot, kite placed on its front (leading edge) and stuck in this position without being able to take off again. Indeed, the spacing distance between the fasteners of the front and rear ends of the wing does not produce enough leverage to allow a desirable redeck, directly in reverse. To obtain sufficient leverage, it should be able to act in traction on the rear of the wing (trailing edge), at a place where it is much wider than at its fasteners. It is known to add an additional command line for this purpose. Nevertheless, it is desirable to simplify these control devices as much as possible to avoid, in particular, the risk of entanglement.

Il est également connu de réaliser des systèmes de redécollage arrière sur ces voilures de cerf-volant de traction gonflables sans ligne additionnelle. Par exemple en reliant les lignes arrière sur les lignes avant (qui supportent la plus grande partie des forces de traction), par l'intermédiaire d'une poulie située à l'emplacement de l'attache arrière. Un lien relie alors cette ligne arrière au bord de fuite de la voilure, à un endroit suffisamment large pour exercer le bras de levier souhaité. Par cette disposition, toute force exercée sur les lignes avant bloque le coulissement des arrières au niveau de leurs attaches sur les avants. Tout relâchement des avants permet d'agir en traction sur les arrières, et donc directement sur le bord de fuite.It is also known to make rear release systems on these inflatable tow kite wings without additional line. For example by connecting the rear lines on the front lines (which support most of the traction forces), via a pulley located at the location of the rear attachment. A link then connects the rear line to the trailing edge of the wing, at a location large enough to exert the desired lever. By this arrangement, any force exerted on the front lines blocks the sliding of the rear at their fasteners on the fronts. Any relaxation of the front allows to act in traction on the rear, and therefore directly on the trailing edge.

Néanmoins, un tel dispositif perturbe le pilotage de la voilure, peut occasionner des emmêlements dus au surplus de lignes flottant entre les avants et les arrières, et nécessite d'être intégré directement à la fabrication. De plus, lors d'une forte traction sur les arrières, un rapprochement des attaches avant /arrière de la voilure peut perturber sensiblement la forme de cette dernière, et dégrader son aérodynamisme.However, such a device disrupts the control of the wing, can cause entanglements due to the surplus of floating lines between the front and rear, and needs to be integrated directly into the manufacturing. In addition, during a strong traction on the rear, a combination of the front / rear fasteners of the wing can significantly disrupt the shape of the latter, and degrade its aerodynamics.

Le document WO 0238440 décrit un dispositif de commande de cerf-volant, dans lequel chaque extrémité de la voilure comporte une ligne avant solidarisée à la partie avant, une poulie attachée à la partie arrière et coopérant avec la ligne arrière, laquelle est connectée à une connexion intermédiaire de la ligne avant. Une ligne de redécollage est fixée entre la ligne arrière et une latte située sur le bord de fuite de la voilure. Un tel dispositif.de commande nécessite une première ligne avant principale solidaire du coin antérieur de la voilure, et un retour de ligne de commande.WO 0238440 discloses a kite control device, wherein each end of the wing has a front line secured to the front part, a pulley attached to the rear part and cooperating with the rear line, which is connected to a intermediate connection of the front line. A relaunch line is attached between the rear line and a lath located on the trailing edge of the wing. Such a control device requires a first main front line secured to the front corner of the wing, and a control line return.

Objet de l'inventionObject of the invention

L'objet de la présente invention consiste à réaliser un dispositif de commande à redécollage en sens arrière, notamment d'une voilure gonflable de cerf-volant, de structure simple, évitant tout risque d'emmêlement, et sans perturber le pilotage et le profil de la voilure.The object of the present invention is to provide a back-off control device, in particular an inflatable kite wing, of simple structure, avoiding any risk of entanglement, and without disrupting the steering and the profile. of the wing.

Le dispositif de commande et de sécurité est caractérisé par la partie caractérisante de la revendication indépendante 1. Un élément raidisseur est agencé à chaque extrémité de la voilure entre les organes de coulissement pour autoriser le passage d'une préligne coulissante, et maintenir un écartement prédéterminé entre les attaches avant et arrière indépendamment de la tension appliquée aux extrémités de ladite préligne.The control and safety device is characterized by the characterizing part of the independent claim 1. A stiffening element is arranged at each end of the wing between the sliding members to allow the passage of a sliding preload, and maintain a predetermined spacing between the front and rear fasteners regardless of the voltage applied to the ends of said prelim.

La préligne coulissante est délimitée par une connexion avant et une connexion intermédiaire formant des butées avec les organes de coulissement lors de l'application d'une traction dans un sens ou dans l'autre. Une ligne de redécollage est solidaire de la préligne coulissante en étant reliée à au moins une latte du côté bord de fuite et à la ligne arrière. Les organes de coulissement de la préligne peuvent être formés par des maillons fixés aux attaches avant et arrière.The sliding prelim is delimited by a front connection and an intermediate connection forming stops with the sliding members during the application of traction in one direction or the other. A relaunching line is integral with the sliding preload being connected to at least one slat on the trailing edge side and the rear line. The sliding members of the prelimit can be formed by links attached to the front and rear fasteners.

Le dispositif de pilotage comporte une barre de pilotage reliée aux lignes arrière, et un dispositif de largage, comprenant des moyens de déclenchement associés à un anneau de tire connecté aux lignes avant. Les moyens de déclenchement comportent avantageusement un cordage de liaison à une boucle d'attache, et une douille tubulaire sur laquelle est monté coaxialement un anneau de déclenchement, lequel comprend au moins un élément de préhension en liaison avec une ligne arrière connectée à la barre de pilotage. Un tel dispositif permet un déplacement en translation et en rotation de la barre de pilotage vis-à-vis du cordage traversant la douille. Le cordage comprend une aiguille de retenue de l'anneau de tire en position armée, et un disque d'arrêt souple destiné d'une part à maintenir en position armée la douille pendant l'usage normal du cerf-volant, et d'autre part à permettre l'échappement de l'aiguille par déplacement de la douille vers la position déclenchée suite à la translation de l'élément de préhension.The control device comprises a control bar connected to the rear lines, and a release device comprising trigger means associated with a pull ring connected to the front lines. The triggering means advantageously comprise a connecting cable to an attachment loop, and a tubular bush on which is mounted coaxially a trigger ring, which comprises at least one gripping element in connection with a rear line connected to the busbar. piloting. Such a device allows a displacement in translation and in rotation of the control bar vis-à-vis the rope passing through the sleeve. The rope includes a pulling needle of the pull ring in the armed position, and a soft stop disc intended on the one hand to keep the socket in the armed position during the normal use of the kite, and on the other hand to allow the escape of the needle by moving the sleeve towards the triggered position following the translation of the the grasping element.

Description sommaire des figures.Brief description of the figures.

  • La figure 1 est une vue schématique de la voilure d'un cerf-volant équipé du dispositif de commande et de sécurité selon l'invention.Figure 1 is a schematic view of the wing of a kite equipped with the control device and security according to the invention.
  • La figure 2 montre une vue à échelle agrandie d'une l'extrémité de la voilure en configuration de vol.Figure 2 shows an enlarged view of one end of the wing in flight configuration.
  • La figure 3 est une vue identique de la figure 2, représentant la voilure Dans l'état de redécollage arrière avec le bord d'attaque posé sur l'eau.Figure 3 is an identical view of Figure 2, showing the wing In the state of rear release with the leading edge on the water.
  • Les figures 4 et 5 sont des vues en perspective du dispositif de largage, respectivement en position armée et en position déclenchée ;Figures 4 and 5 are perspective views of the release device, respectively in the armed position and in the tripped position;
  • Les figures 6 et 7 montrent des vues en coupe d'une variante de réalisation de la figure 2, respectivement en position normale lors d'un vol, et en position déclenchée pour la mise en sécurité.Figures 6 and 7 show sectional views of an alternative embodiment of Figure 2, respectively in a normal position during a flight, and in the tripped position for securing.
Description d'un mode de réalisation préférentielDescription of a preferred embodiment

En référence aux figures 1 à 3, le dispositif de commande et de sécurité DC d'une voilure 1 de cerf-volant, notamment gonflable, comporte une première paire de lignes avant 6A, une deuxième paire de lignes arrière 6B, des attaches avant 5A et arrière 5B, et un dispositif de pilotage DP. Chacune des deux extrémités de droite et de gauche de la voilure 1 est reliée à une ligne avant 6A et à une ligne arrière 6B. La voilure 1 de forme sensiblement en arche, est ainsi équipée de deux lignes avant 6A disposées aux deux extrémités avant du bord d'attaque 2, et de deux lignes arrière 6B disposées aux deux extrémités arrière du bord de fuite 3. Par la suite il ne sera décrit dans l'exemple de réalisation des figures 2 et 3, qu'une seule moitié du présent dispositif à une des extrémités 10 de la voilure 1. En effet, les deux côtés de la voilure 1 sont symétriques, et le dispositif de commande DC qui y est raccordé est identique de chaque côté.With reference to FIGS. 1 to 3, the control and safety device DC of a kite wing 1, in particular an inflatable wing, comprises a first pair of front lines 6A, a second pair of rear lines 6B, front fasteners 5A. and rear 5B, and a DP driving device. Each of the two right and left ends of the wing 1 is connected to a front line 6A and a rear line 6B. The wing 1 of substantially arch form, is thus equipped with two front lines 6A disposed at both front ends of the leading edge 2, and two rear lines 6B disposed at the two rear ends of the trailing edge 3. Thereafter it will be described in the embodiment of Figures 2 and 3, only one half of the present device at one end of the wing 1 1. Indeed, the two sides of the wing 1 are symmetrical, and the control device DC connected to it is identical on each side.

Une préligne coulissante 8A passe successivement par un maillon 9A d'une attache avant 5A, un élément raidisseur 11 et un maillon 9B d'une attache arrière 5B. La présence de l'élément raidisseur 11 permet de maintenir de chaque côté de la voilure 1 un écartement prédéterminé entre les attaches 5A, 5B, quelle que soit la tension appliquée aux extrémités de la préligne 8A.A sliding lug 8A successively passes through a link 9A of a front attachment 5A, a stiffening element 11 and a link 9B of a rear attachment 5B. The presence of the stiffening element 11 allows to maintain on each side of the wing 1 a predetermined spacing between the fasteners 5A, 5B, whatever the voltage applied to the ends of the prelim 8A.

Une ligne avant 6A est reliée à une préligne coulissante 8A par l'intermédiaire d'une connexion avant 7A. Les deux attaches avant 5A et arrière 5B sont disposées aux extrémités respectives avant et arrière de la voilure 1. L'attache avant 5A est disposée du côté bord d'attaque 2, et l'attache arrière 5B est disposée du côté bord de fuite 3. Les maillons 9A et 9B sont connectés respectivement sur les attaches avant 5A et arrière 5B. Ces maillons peuvent être constitués par d'autres organes de coulissement, notamment par des anneaux métalliques, des manilles d'accastillage ou encore des maillons rapides.A front line 6A is connected to a sliding preload 8A through a front connection 7A. The two front and rear fasteners 5A and 5B are arranged at the respective front and rear ends of the wing 1. The front fastener 5A is disposed on the leading edge side 2, and the rear fastener 5B is disposed on the trailing edge side 3 The links 9A and 9B are respectively connected to the front 5A and rear 5B fasteners. These links may be constituted by other sliding members, in particular by metal rings, shackles of fittings or fast links.

L'élément raidisseur 11 disposé entre les deux attaches 5A, 5B, est constitué notamment par un tube creux et résistant, ayant une longueur correspondant sensiblement à l'écartement entre les deux attaches avant 5A/arrière 5B. L'élément raidisseur 11 creux est traversé par la préligne coulissante 8A, et comporte à ses extrémités deux embouts 12A et 12B destinés à renforcer la tenue mécanique. Les embouts 12A, 12B sont dimensionnés pour agir en butées avec les maillons respectifs 9A ou 9B.The stiffening element 11 disposed between the two fasteners 5A, 5B is constituted in particular by a hollow and resistant tube, having a length substantially corresponding to the spacing between the two front 5A / rear 5B fasteners. The hollow stiffening element 11 is traversed by the sliding preload 8A, and has at its ends two endpieces 12A and 12B for reinforcing the mechanical strength. The end pieces 12A, 12B are dimensioned to act in abutments with the respective links 9A or 9B.

La préligne coulissante 8A est donc susceptible de coulisser successivement à travers le maillon 9A, l'embout 12A de l'élément raidisseur 11, l'embout 12B, et le maillon 9B, et se termine par une seconde connexion 13. La connexion avant 7A et la connexion intermédiaire 13 sont dimensionnées de façon à ne pas pouvoir traverser les maillons 9A ou 9B. Lors de la mise en tension des lignes du dispositif DC suite au vol du cerf-volant, la plus grande partie des forces est exercée sur les deux lignes avant 6A. Ainsi, la connexion 13 intermédiaire vient en butée contre le maillon 9B (figure 2).The sliding preload 8A is therefore capable of sliding successively through the link 9A, the tip 12A of the stiffening element 11, the tip 12B, and the link 9B, and ends with a second connection 13. The connection before 7A and the intermediate connection 13 are dimensioned so as not to be able to cross the links 9A or 9B. When the lines of the DC device are put under tension following the flight of the kite, the majority of the forces are exerted on the two front lines 6A. So, the intermediate connection 13 abuts against the link 9B (Figure 2).

La préligne coulissante 8A génère des forces de compression entre les deux maillons 9A/9B, lesquels sont maintenus en écartement grâce à l'élément raidisseur 11 traversé par la préligne 8A. Le profil de la voilure 1 n'est pas contraint en flexion dans cette zone, indépendamment des forces de réaction en présence. Tout effet de cintrage sous charge est ainsi évité.The sliding preload 8A generates compressive forces between the two links 9A / 9B, which are kept apart by the stiffening element 11 through which the prelim 8A. The profile of the wing 1 is not bending constrained in this area, regardless of the reaction forces present. Any effect of bending under load is thus avoided.

Une ligne de redécollage 14 est solidaire de la préligne coulissante 8A, sensiblement au niveau de la connexion 13 intermédiaire. A son extrémité distale, la ligne de redécollage 14 est solidarisée à une latte 4 du côté du bord de fuite 3 de la voilure 1 par l'intermédiaire d'une connexion 15. Ainsi, toute traction effectuée sur la préligne 8B et autorisée par un relâchement de la préligne coulissante 8A, est transmise à la ligne de redécollage 14.A relaunch line 14 is integral with the sliding preload 8A, substantially at the intermediate connection 13. At its distal end, the redeck line 14 is secured to a batten 4 on the trailing edge 3 side of the wing 1 via a connection 15. Thus, any traction performed on the prelim 8B and authorized by a release of the sliding preload 8A, is transmitted to the restart line 14.

Lorsque le cerf-volant après une chute est posé avec son bord d'attaque 2 contre la surface de l'eau, une traction exercée directement sur l'arrière de la voilure 1 permet son redécollage à l'envers et son retournement, car la largeur du cerf-volant à l'emplacement de la latte 4 est supérieure à celle située entre les attaches 5A et 5B. Le bras de levier est suffisant pour réaliser cette manoeuvre de redécollage. La présence de la préligne 8B entre les connexions 13 et 7B permet de procéder à des ajustements de longueur pour équilibrer les deux côtés de la voilure 1. Il est clair que la ligne arrière 6B pourrait ainsi être directement reliée à la connexion 13 de la ligne de redécollage arrière 14.When the kite after a fall is placed with its leading edge 2 against the surface of the water, traction exerted directly on the rear of the wing 1 allows its redecking upside down and reversal, because the The width of the kite at the location of the lath 4 is greater than that between the fasteners 5A and 5B. The lever arm is sufficient to perform this re-launching maneuver. The presence of the prelim 8B between the connections 13 and 7B makes it possible to make length adjustments to balance the two sides of the wing 1. It is clear that the rear line 6B could thus be directly connected to the connection 13 of the line rear take-off 14.

Au cours du vol du cerf-volant, toute traction exercée sur la préligne 8B par l'intermédiaire de la ligne arrière 6B et de la connexion arrière 7B provoque une modification de l'assiette du cerf-volant du côté où le pilote opère cette manoeuvre. En effet, les forces de traction s'effectuant principalement sur les lignes avant 6A, la connexion 13 reste bloquée contre le maillon 9B. La ligne arrière 6B agit comme si elle opérait directement connectée à son attache arrière 5B comme sur une configuration conventionnelle.During the flight of the kite, any traction exerted on the prelim 8B via the rear line 6B and the rear connection 7B causes a modification of the attitude of the kite on the side where the pilot operates this maneuver . Indeed, the traction forces being mainly on the front lines 6A, the connection 13 remains locked against the link 9B. The rear line 6B acts as if it operated directly connected to its rear attachment 5B as a configuration conventional.

L'écartement donné par le fabricant entre les deux attaches avant 5A / arrière 5B, est conditionné uniquement par les qualités de vol et de pilotage qu'il souhaite donner au cerf-volant, et ne peut pas être imposé par le bras de levier nécessaire au redécollage arrière du cerf-volant. C'est le principal intérêt de l'exemple du dispositif selon la présente invention de combiner l'avantage d'un pilotage ordinaire avec celui d'un dispositif de redécollage arrière.The spacing given by the manufacturer between the two front 5A / rear 5B attachments, is conditioned solely by the flight and steering qualities that he wishes to give the kite, and can not be imposed by the necessary lever arm at the back take-off of the kite. It is the main advantage of the example of the device according to the present invention to combine the advantage of an ordinary pilot with that of a rear release device.

Un autre avantage du présent dispositif concerne la sécurité. En effet, les cerf-volants génèrent de brutales accélérations qu'il peut être difficile de maîtriser, voire de provoquer une perte de contrôle de la part du pilote lorsque l'aile part en survitesse. Une traction brutale et instantanée sur le bord de fuite 3 permet de casser la vitesse et donc la traction incontrôlée du cerf-volant. Dans une configuration de l'art antérieur, cette action n'est pas possible car l'amplitude maximale de traction sur les lignes arrières 6B est limitée par la distance séparant les attaches 5A avant et arrière 5B, et laisse le cerf-volant dans une configuration de puissance maximale. Selon l'exemple de réalisation des figures 2 et 3, c'est la longueur initiale de la ligne avant 6A qui déterminé la traction maximale pouvant être opérée directement à la connexion 15 à l'arrière d'une latte 4. Ainsi, en reliant plusieurs lattes 4 au moyen de connexions respectives 15 et d'une ligne de redécollage 14, il est possible de refermer intégralement le bord de fuite 3 circulaire sur lui-même, provoquant ainsi l'arrêt instantané du vol du cerf-volant et son maintien au sol après sa chute.Another advantage of the present device is security. Indeed, kites generate sudden accelerations that can be difficult to control, or even cause a loss of control on the part of the pilot when the wing goes into overspeed. A brutal and instantaneous traction on the trailing edge 3 makes it possible to break the speed and therefore the uncontrolled traction of the kite. In a configuration of the prior art, this action is not possible because the maximum amplitude of traction on the rear lines 6B is limited by the distance between the front and rear 5A fasteners 5B, and leaves the kite in a maximum power configuration. According to the embodiment of FIGS. 2 and 3, it is the initial length of the front line 6A which determines the maximum traction that can be operated directly at the connection 15 at the rear of a batten 4. Thus, by connecting several slats 4 by means of respective connections 15 and a re-launching line 14, it is possible to completely close the trailing edge 3 circular on itself, thereby causing the instantaneous stopping of the flight of the kite and its maintenance on the ground after his fall.

Sur la figure 1, la ligne de redécollage 14 arrière est avantageusement disposée coulissante au travers d'une fixation 15 de la latte 4 la plus proche de l'extrémité 10 de la voilure 1, puis est solidarisée à la fixation de l'extrémité de la latte 4A suivante. Ainsi, toute mobilisation de la ligne de redécollage 14 influera d'abord sur la fixation d'extrémité de latte avant de refermer progressivement les autres extrémités de latte vers l'intérieur de la voilure 1 due à sa forme en lobe.In FIG. 1, the rear take-off line 14 is advantageously slidably disposed through an attachment 15 of the batten 4 closest to the end 10 of the wing 1, and is then secured to the fastening of the end of the next batten 4A. Thus, any mobilization of the relaunching line 14 will first affect the latte end attachment before gradually closing the other batten ends towards the inside of the wing 1 due to its lobe shape.

Le dispositif de pilotage DP comporte une barre de pilotage 20 rectiligne reliée à ses extrémités aux deux lignes arrière 6B, et un dispositif de largage 21 toumant connecté aux deux lignes avant 6A.The control device DP comprises a rectilinear driving bar 20 connected at its ends to the two rear lines 6B, and a releasing device 21 rotating connected to the two front lines 6A.

Le dispositif de largage 21, représenté en détail aux figures 1, 4 et 5, comporte une douille 22 biconique, équipée d'un anneau de déclenchement 23 monté coaxialement flottant entre deux épaulements 22A, 22B formant les extrémités de la douille 22. Un cordage de liaison 24, d'une longueur environ inférieure à un mètre, possède à son extrémité inférieure une boucle 25 d'attache destinée à être fixée à l'utilisateur, et est relié au dispositif de largage 21 à son extrémité supérieure. Le cordage 24 traverse la barre de pilotage 20 percée en son centre par un orifice 26.The release device 21, shown in detail in Figures 1, 4 and 5, comprises a biconical bushing 22, equipped with a trigger ring 23 mounted coaxially floating between two shoulders 22A, 22B forming the ends of the sleeve 22. A rope The link 24, of a length of less than one meter, has at its lower end a fastening loop for attachment to the user, and is connected to the drop device 21 at its upper end. The rope 24 passes through the pilot bar 20 pierced at its center by an orifice 26.

A chaque extrémité de cette barre 20 partent les lignes arrière 6B de commande gauche et de commande droite du cerf-volant. Durant différentes manoeuvres, le pilote est amené à faire effectuer à la barre de pilotage 20 des révolutions complètes autour du cordage 24. De même, toujours à des fins de pilotage, il fait régulièrement coulisser cette barre le long du cordage 24, sur toute ou partie de sa longueur. A son extrémité supérieure, le cordage 24 traverse la boucle 27 d'une aiguille 28, notamment métallique. Afin de rester solidaire de la boucle 27, le cordage 24 est terminé par un noeud 29.At each end of this bar 20 leave the rear lines 6B of left control and right control of the kite. During various maneuvers, the pilot is made to make the control rod 20 complete revolutions around the rope 24. Similarly, still for driving purposes, it is regularly slide this bar along the rope 24, on all or part of its length. At its upper end, the rope 24 passes through the loop 27 of a needle 28, in particular metal. In order to remain attached to the loop 27, the rope 24 is terminated by a knot 29.

L'aiguille 28 est repliée sur un anneau de tire 30 auquel sont connectées les lignes avant 6A de la voilure 1. La douille 22 tubulaire est traversée par le cordage 24, et sert d'élément de maintien de l'aiguille 28 en position repliée. Le noeud 29 constitue une butée dans cette position, et l'anneau de déclenchement 23 est disposé coaxialement autour de la douille 22, de manière à pouvoir tourner et coulisser librement entre les deux épaulements 22A, 22B.The needle 28 is folded over a pull ring 30 to which are connected the front lines 6A of the wing 1. The tubular sleeve 22 is traversed by the rope 24, and serves as a holding element of the needle 28 in the folded position . The node 29 constitutes a stop in this position, and the trigger ring 23 is arranged coaxially around the sleeve 22, so as to rotate and slide freely between the two shoulders 22A, 22B.

Deux éléments de préhension 31, notamment réalisés avec de la sangle ou tout autre élément approprié, sont solidarisés à l'anneau de déclenchement 23 par des replis 32. Par cette disposition, toute sollicitation d'un élément de préhension 31 en translation vers le bas le long du cordage 24 (flèche F, figure 5) entraîne la douille 22 dans le même sens, et libère l'aiguille 28 au-delà d'une course prédéterminée.Two gripping elements 31, in particular made with strap or any other appropriate element, are secured to the trigger ring 23 by folds 32. By this arrangement, any biasing of a gripping member 31 in translation downward along the rope 24 (arrow F, Figure 5) drives the sleeve 22 in the same direction, and releases the needle 28 beyond a predetermined stroke.

Les éléments de préhension 31 sont munis d'une paire de trous 33 aux extrémités opposées pour le passage des lignes arrière 6B. La longueur développée des éléments de préhension 31 correspond sensiblement à la longueur de la barre de pilotage 20. Cette disposition autorise d'une part le déplacement en translation de la barre de pilotage 20 sans actionner les éléments de préhension 31 grâce aux trous 33, et d'autre part la libre rotation de la barre de pilotage 20 autour du cordage 24 entraînant les lignes 6B de commande, et les éléments de préhension 31 sans solliciter la douille 22.The gripping elements 31 are provided with a pair of holes 33 at opposite ends for the passage of the rear lines 6B. The developed length of the gripping elements 31 substantially corresponds to the length of the control rod 20. This arrangement allows, on the one hand, the displacement in translation of the control rod 20 without actuating the gripping elements 31 thanks to the holes 33, and on the other hand the free rotation of the control bar 20 around the rope 24 driving the control lines 6B, and the gripping elements 31 without soliciting the sleeve 22.

Afin d'éviter tout déclenchement non volontaire, un disque d'arrêt 34 souple est disposé sur le cordage 24 pour venir en butée sur l'épaulement 22B de la douille 22 en position de blocage de l'aiguille 28 (figure 1). Le disque d'arrêt 34 peut être réalisé dans une matière plastique souple et résistante, notamment en polyuréthane. Lors d'une commande volontaire du pilote sur un élément de préhension 31, le disque d'arrêt souple 34 va se déformer pour se conformer au diamètre intérieur de la douille 22. Cette déformation du disque 34 provoque ensuite la libération de l'aiguille 28, et de l'anneau de tire 30, suivie du largage des lignes avant 6A porteuses. Il en résulte une mise en sécurité instantanée du pilote en situation de perte de contrôle de son aile. Cette mise en sécurité dépend de la rapidité de l'utilisateur à déclencher son dispositif de largage 21.In order to avoid any unwanted triggering, a flexible stop disk 34 is placed on the rope 24 to abut on the shoulder 22B of the sleeve 22 in the locking position of the needle 28 (FIG. 1). The stop disc 34 may be made of a flexible and strong plastic material, in particular polyurethane. During a voluntary control of the pilot on a gripping element 31, the flexible stop disc 34 will deform to conform to the inside diameter of the bushing 22. This deformation of the disc 34 then causes the release of the needle 28 , and the pulling ring 30, followed by the drop of the front lines 6A carriers. This results in an instant security driver in a situation of loss of control of his wing. This safety depends on the speed of the user to trigger his release device 21.

Pour faciliter le réarmement du dispositif de largage 21 après un déclenchement, une sangle de récupération (non représentée) peut être disposée à une hauteur appropriée parallèlement aux éléments de préhension 31 au-dessus de l'anneau de tire 30. Cette sangle de récupération est traversée en son centre par des lignes de traction, permettant de récupérer l'anneau de tire 30 échappé vers le haut lors d'un largage.To facilitate the resetting of the release device 21 after a trigger, a recovery strap (not shown) may be disposed at an appropriate height parallel to the gripping members 31 above the pulling ring 30. This recovery strap is traversed in its center by traction lines, to retrieve the ring 30 fired upwards during a drop.

En référence aux figures 6 et 7, la préligne 8A est continue d'avant en arrière jusqu'aux éléments de butée, et le maillon 9B de l'attache arrière 5B des figures 2 et 3 est remplacé par un embout 35 conique. L'embout 35 est solidarisé à la voilure 1 par l'attache arrière 5B, laquelle est formée à titre d'exemple par une sangle cousue passant dans une rainure 36 agencée dans le corps moulé de l'embout 35.Referring to Figures 6 and 7, the prelim 8A is continuous from front to back to the stop members, and the link 9B of the rear attachment 5B of Figures 2 and 3 is replaced by a conical tip. The end piece 35 is secured to the wing 1 by the rear attachment 5B, which is formed for example by a sewn strap passing through a groove 36 arranged in the molded body of the end piece 35.

La préligne 8A traverse l'embout 35 conique par un orifice 37 au diamètre approprié, et est équipée d'un manchon 38 de guidage destiné à pénétrer à l'intérieur de l'embout 35. Le manchon 38 présente une forme sensiblement cylindrique, et comprend un logement 39 dans lequel s'engage un premier noeud 40 de la ligne 8A. Ce noeud 40 correspond à la connexion 13 des figures 2 et 3. Un second noeud 41 se trouve sensiblement à proximité de l'extrémité arrière du manchon 38, et solidarise la ligne de redécollage 14 arrière sur la ligne principale 8A coulissante.The prelimble 8A passes through the tapered tip 35 through a hole 37 of the appropriate diameter, and is equipped with a guide sleeve 38 for penetrating inside the tip 35. The sleeve 38 has a substantially cylindrical shape, and comprises a housing 39 in which engages a first node 40 of the line 8A. This node 40 corresponds to the connection 13 of Figures 2 and 3. A second node 41 is substantially close to the rear end of the sleeve 38, and secures the re-launch line 14 back on the main line 8A sliding.

Le bord arrière intérieur 42 du manchon 38 est avantageusement conique afin d'éviter de couper la ligne 8A en tension. Le bord avant extérieur 43 du manchon 38 est biseauté pour faciliter son engagement dans l'embout 35 conique lors du passage de la ligne de la figure 7 vers la figure 6. La structure conique interne de l'embout 35 est choisie pour offrir une résistance au glissement de la ligne vers l'arrière lorsqu'une tension supérieure est appliquée sur le brin arrière par rapport au brin avant. L'extrémité de l'élément raidisseur 11 est fixée dans l'orifice 37 de l'embout 35 à l'opposé du manchon 38.The inner rear edge 42 of the sleeve 38 is advantageously conical in order to avoid cutting the line 8A in tension. The outer leading edge 43 of the sleeve 38 is beveled to facilitate its engagement in the conical tip 35 when passing from the line of Figure 7 to Figure 6. The internal conical structure of the tip 35 is chosen to provide resistance. sliding of the line to the rear when a higher tension is applied on the rear strand with respect to the front strand. The end of the stiffening element 11 is fixed in the orifice 37 of the end piece 35 opposite the sleeve 38.

Au-delà d'un certain différentiel de tension sur les extrémités de la ligne 8A, le manchon 38 sort de l'embout 35 (figure 7) suite au coulissement de la ligne 8A, entraînant simultanément la ligne de redécollage 14, laquelle assure la mise en sécurité de la voilure 1 par arrêt du vol.Beyond a certain voltage differential on the ends of the line 8A, the sleeve 38 leaves the endpiece 35 (FIG. 7) following the sliding of the line 8A, simultaneously driving the redeck line 14, which ensures the securing the wing 1 by stopping the flight.

Lorsque la tension vers l'avant de la ligne 8A est plus forte que la tension vers l'arrière, le manchon 38 pénètre dans l'embout 35, et vient en butée contre la face avant interne du cône (figure 6).When the forward voltage of the line 8A is greater than the backward voltage, the sleeve 38 enters the endpiece 35, and abuts against the inner front face of the cone (Figure 6).

Claims (15)

  1. Control and safety device for a power kite wing, having a leading edge (2) arranged at the front of the kite (1) and a trailing edge (3) extending at the rear of the kite (1), characterized in that said device comprises:
    - a front attachment (5A) comprising a sliding means (9A) arranged at each front tip,
    - a rear attachment (5B) comprising a sliding means (9B) arranged at each rear tip,
    - control lines comprising a sliding pre-line (8A) having a first end extending from the sliding means (9A) of the front attachment (5A), a second end extending from the sliding means (9B) of the rear attachment (5B), a portion of front line (6A) extending from the first end of the pre-line, and a portion of rear line (6B) extending from the second end of the pre-line,
    - a control device (DP) operating in conjunction with the portions of front lines (6A) and rear lines (6B) to guide the kite,
    - a stiffening member (11) to maintain a predetermined distance between the front and rear attachments (5A, 5B).
  2. Control device according to claim 1, characterized in that the sliding pre-line (8A) comprises stops to limit its movement when a traction is applied in one direction or the other.
  3. Control device according to claim 2, characterized in that the stops are formed by two front and intermediate connections (7A, 13) coming into engagement with the sliding means line (9A, 9B).
  4. Control device according to claim 1, characterized in that it comprises a re-launch line (14) extending between the rear line (6B) and the trailing edge (3) of the wing.
  5. Device according to claim 4, characterized in that the re-launch line (14) is connected to the sliding pre-line (8A) being connected to one or more connections (15) of slats (4) on the trailing edge (3) side and to the rear line (6B).
  6. Device according to claim 1, characterized in that the stiffening member (11) is hollow, and that the sliding pre-line (8A) passes therethrough.
  7. Device according to claim 6, characterized in that the stiffening member (11) comprises two end-pieces (12A, 12B) forming stops against the sliding means (9A, 9B, 35).
  8. Device according to claim 1, characterized in that the sliding means of the pre-line (8A) are formed by links (9A, 9B) fixed to the front and rear attachments (5A, 5B).
  9. Device according to claim 1, characterized in that the sliding means of the rear attachment (5B) comprise a conical end-piece (35) operating in conjunction with a cylindrical sleeve (38) securedly attached to the pre-line (8A).
  10. Device according to claim 9, characterized in that the sleeve (38) comprises a housing (39) for receiving a first knot (40) of the pre-line (8A).
  11. Device according to claim 10, characterized in that the pre-line (8A) comprises a second knot (41) at the rear of the sleeve (38) and connected to the re-launch line (14).
  12. Device according to claim 1, characterized in that the control device (DP) comprises a control bar (20) connected to the rear lines (6B), and a cast-off device (21) comprising actuating means associated with a pull-ring (30) connected to the front lines (6A).
  13. Device according to claim 12, characterized in that the actuating means of the cast-off device (21) comprise a link cord (24) for connection to an attachment loop (25) and a tubular sleeve (22) whereon an actuating ring (23) is coaxially mounted.
  14. Device according to claim 13, characterized in that the actuating ring (23) comprises at least one gripping means (31) in connection with a rear line (6B) connected to the control bar (20) so as to enable movement of said bar in translation and in rotation with respect to the cord (24) passing through said sleeve (22).
  15. Device according to claim 13, characterized in that the cord (24) comprises a needle (28) securing the pull-ring (30) in the loaded position, and a flexible stop disk (34) designed on the one hand to keep the sleeve (22) in the loaded position during normal use of the kite, and on the other hand to enable the needle (28) to escape by movement of the sleeve (22) to the actuated position following translation of the gripping means (31).
EP03756048A 2002-06-03 2003-06-03 Control and fixing device for the sail of a kite Expired - Lifetime EP1509445B1 (en)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
FR0206787A FR2840280A1 (en) 2002-06-03 2002-06-03 Control and safety device of kite sail comprises strut, fixed to each end of sail between sliding bodies allowing passage of sliding foreline, maintaining separation between front and rear attachments independent of applied foreline tension
FR0206787 2002-06-03
FR0213993 2002-11-08
FR0213993A FR2846940A1 (en) 2002-11-08 2002-11-08 Control and safety device of kite sail comprises strut, fixed to each end of sail between sliding bodies allowing passage of sliding foreline, maintaining separation between front and rear attachments independent of applied foreline tension
PCT/FR2003/001664 WO2003101824A1 (en) 2002-06-03 2003-06-03 Control and fixing device for the sail of a kite

Publications (2)

Publication Number Publication Date
EP1509445A1 EP1509445A1 (en) 2005-03-02
EP1509445B1 true EP1509445B1 (en) 2006-01-11

Family

ID=29713353

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03756048A Expired - Lifetime EP1509445B1 (en) 2002-06-03 2003-06-03 Control and fixing device for the sail of a kite

Country Status (4)

Country Link
US (1) US7017860B2 (en)
EP (1) EP1509445B1 (en)
DE (1) DE60303220D1 (en)
WO (1) WO2003101824A1 (en)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003101824A1 (en) * 2002-06-03 2003-12-11 Arnaud Ballu Control and fixing device for the sail of a kite
US7036771B1 (en) * 2002-07-03 2006-05-02 Pouchkarev Alexander S Kite safety, control, and rapid depowering apparatus
FR2858968B1 (en) * 2003-08-19 2005-09-30 Donatien Joseph Louis Roger DEVICE FOR AUTOMATICALLY LAGGING THE FRONT LINES OF A TRACTION WING OR KITE FITTED IN 4 LINES OR MORE, IN ORDER TO RELEASE THE PILOT ATTACHED TO THE FRONT LINES
US7810759B2 (en) * 2003-12-17 2010-10-12 Boards & More Ag Tube kite
US7127781B2 (en) * 2004-09-20 2006-10-31 Neil Pryde Limited Release device for a kite
US7104504B2 (en) * 2004-09-24 2006-09-12 Alex Peterson Inflatable wing with active canopy profile control
US7621485B2 (en) * 2005-04-06 2009-11-24 Tony Logosz Trim line kite control system
WO2006113988A1 (en) * 2005-04-25 2006-11-02 Liquid Sky Kiteboarding, Inc. Detachable line management device for traction kites
US8096510B2 (en) * 2008-05-07 2012-01-17 Ride Best, Llc Traction kite with deformable leading edge
US8684313B2 (en) * 2011-02-02 2014-04-01 Ocean Rodeo Sports Inc. Inflatable kite with leading edge swept forwards at wingtip
US9469386B2 (en) * 2011-05-25 2016-10-18 Neil Pryde Limited Device for coupling of kite lines
CA2862489A1 (en) * 2012-03-27 2013-10-03 Ocean Rodeo Sports Inc. In-flight kite deflation and control systems
US20160207626A1 (en) * 2015-01-21 2016-07-21 Glen R. Bailey Airborne Surveillance Kite
FR3054013B1 (en) * 2016-07-13 2019-05-31 Labo Sas CORDING ATTACHMENT DEVICE, WIDE LOW VOLTAGE
FR3054012B1 (en) * 2016-07-13 2019-06-14 Labo Sas CORDING ATTACHMENT DEVICE, LARGEABLE UNDER LOAD, COMPRISING A SAFETY SLEEVE
DE202021101663U1 (en) * 2020-08-17 2021-06-22 Boards & More Gmbh Wing rig

Family Cites Families (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2472075A (en) * 1946-12-12 1949-06-07 Harvey K Hole Flying kite and control
US3448864A (en) * 1965-05-27 1969-06-10 Goodyear Aerospace Corp Tethering system for an elongated lighter-than-air balloon
US3317165A (en) * 1965-07-09 1967-05-02 Iii Raymond John Zobl Kite control
US3920201A (en) * 1974-09-09 1975-11-18 Willis R Battles Pilotless glider construction
US4018408A (en) * 1975-07-15 1977-04-19 Synestructics, Inc. Concave parabolic arch kite
SE7607979L (en) * 1975-07-16 1977-01-17 Powell Int Ltd Peter OF A DRAGON AND A DEVICE PREPARED BY THIS APPLICABLE PENDANT
US4026504A (en) * 1976-02-09 1977-05-31 Christoffel Jr Julius M Maneuverable, inflatable kite
US4015803A (en) * 1976-02-09 1977-04-05 Stephen Temple Kite with an improved rudder
US4286762A (en) * 1979-04-27 1981-09-01 Prouty Jonathan J Kite-like flying device and accessories thereof
US4892272A (en) * 1988-10-14 1990-01-09 Hadzicki Joseph R Kite-like flying device with dual handles and four point control
US5213289A (en) * 1992-06-08 1993-05-25 Barresi David P Framed airfoil kite
US5538204A (en) * 1995-02-15 1996-07-23 Corbella; Joseph R. Three sail kite
FR2740427B1 (en) * 1995-10-26 1998-01-02 Chatelain Pierre Jean Luc VESSEL TRACTED BY KITE VIA AN ARTICULATED ARM
NL1004508C2 (en) * 1996-11-12 1998-05-14 Wubbo Johannes Ockels Wind driven drive device.
US6260803B1 (en) * 2000-03-15 2001-07-17 Rick E. Hunts Kite tether control with attachment to the body
DE10047452A1 (en) 2000-09-26 2002-01-03 Peter Stiewe Control rod for kite has clamping mechanism to lock central line
US6659031B2 (en) * 2000-11-07 2003-12-09 Diamond White Servicos De Consultoria Lda. Bridle for power kite launching
WO2002038440A1 (en) 2000-11-07 2002-05-16 Diamond White Servicos De Consultaria Lda Bridle for power kite launching
US6513759B2 (en) * 2001-03-12 2003-02-04 Neil Pryde Limited Sports kites
DE20107925U1 (en) * 2001-05-10 2002-01-24 FlySurfer GmbH, 65185 Wiesbaden Line system for controlling a kite
US6520454B2 (en) * 2001-06-12 2003-02-18 William K. Winner Control line assembly for kites
US6691954B1 (en) * 2001-12-28 2004-02-17 Ocean Rodeo Sports Inc. Integrated kite control bar and controlled tension release safety device
AU2003241483A1 (en) * 2002-05-14 2003-11-11 Nalu Kai Incorporated Push release loop
WO2003101824A1 (en) * 2002-06-03 2003-12-11 Arnaud Ballu Control and fixing device for the sail of a kite
US20040195459A1 (en) * 2002-07-03 2004-10-07 Pouchkarev Alexander Sergeevich Safety system for a kite user that allows rotational independence of the user in relation to the flying control bar and the kite. The system also induces stable and powerless descent of the kite when safety system is activated. Easy and quick recovery prior to re-launching the kite
US6830220B2 (en) * 2003-02-19 2004-12-14 Max Robert Runyan Kite control bar with ninety-degree handles and fail-safe release system
US20050040291A1 (en) * 2003-06-13 2005-02-24 Hansel Byron Zachary Control line system for power kites

Also Published As

Publication number Publication date
US7017860B2 (en) 2006-03-28
WO2003101824B1 (en) 2004-05-27
US20050133669A1 (en) 2005-06-23
DE60303220D1 (en) 2006-04-06
EP1509445A1 (en) 2005-03-02
WO2003101824A1 (en) 2003-12-11

Similar Documents

Publication Publication Date Title
EP1509445B1 (en) Control and fixing device for the sail of a kite
FR2640518A1 (en) FLYING TOY MOVED BY BEATS OF WINGS, AND METHOD FOR AUTOMATICALLY LOCKING WINGS AT THE END OF FLIGHT
EP2468933B1 (en) Lanyard and manufacturing method thereof
EP0078230B1 (en) Sail furling and storing apparatus
WO2021148734A1 (en) Cambering device for profiled sail
WO2008104667A2 (en) Inflatable delta traction kite
EP3456628B1 (en) Fin equipped with a configuration change device with low power consumption, aircraft comprising said fin
CH616894A5 (en)
WO1992005996A1 (en) Device for passing a rope about an anchoring element
WO2001052961A1 (en) Control bar for kite with integrated reel
FR3013227A1 (en) CONTROL AND CONTROL BAR FOR FLYING DEER TYPE TRACTION WING
EP3272638B1 (en) Command and control device for sail boat sail or kite wing
FR2875788A1 (en) Power kite for e.g. kiteboarding, has drive line with unit permitting to modify its length and with link extending from open loop, where loop and link allow to reduce length of strap with respect to that of drive line
FR2952654A1 (en) Exceedance traction effort indicator for e.g. agricultural work, has rupture units crossing strands, where length of two lobes defines nominal length of indicator corresponding to half length of closed loop
FR2845970A1 (en) Kite, has sliding mechanism that links one front line with corresponding back line by sliding lines in traction between locked position of lines and jettisoning position of back line to take wind out of sail
FR3068332B1 (en) KETTLE STRUCTURE
EP2037728A1 (en) Device for training creeping plants
FR2555126A1 (en) Equipment for low-altitude jumps
CA2143643A1 (en) System for furling a spinnaker
WO2004037639A1 (en) Power management system for kite sail
FR2812055A1 (en) Safety device for kite pilot's harness end comprises ring fixed to end by removable spindle fixed to pilot by cord and safety bracelet
FR2873983A1 (en) Curved wing restraining system for practicing auto-pulled glide, has traction string cooperating with attachment point, where string is displaced with respect to traction line in which string is integrated at proximity of wing
WO2003049996A1 (en) Device for manoeuvering a traction wing
FR2873982A1 (en) Curved wing restraining system for practicing auto-pulled glide, has traction string cooperating with attachment point, where string is displaced with respect to traction line in which string is integrated at proximity of wing
EP1802522B1 (en) Device for flanging inflatable wing with load transfer

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20040723

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PT RO SE SI SK TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

RBV Designated contracting states (corrected)

Designated state(s): DE FR GB IT NL

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT NL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20060111

Ref country code: GB

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060111

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060111

REF Corresponds to:

Ref document number: 60303220

Country of ref document: DE

Date of ref document: 20060406

Kind code of ref document: P

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060412

NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
GBV Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977 [no translation filed]

Effective date: 20060111

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20061012

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20070228

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060630