EP1802522B1 - Vorrichtung zum anflanschen von aufblasbarem flügel mit lastumschaltung - Google Patents

Vorrichtung zum anflanschen von aufblasbarem flügel mit lastumschaltung Download PDF

Info

Publication number
EP1802522B1
EP1802522B1 EP05796005A EP05796005A EP1802522B1 EP 1802522 B1 EP1802522 B1 EP 1802522B1 EP 05796005 A EP05796005 A EP 05796005A EP 05796005 A EP05796005 A EP 05796005A EP 1802522 B1 EP1802522 B1 EP 1802522B1
Authority
EP
European Patent Office
Prior art keywords
wing
lines
pair
traction
load
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.)
Not-in-force
Application number
EP05796005A
Other languages
English (en)
French (fr)
Other versions
EP1802522B2 (de
EP1802522A2 (de
Inventor
Arnaud Ballu
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.)
Fone
Original Assignee
Fone
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=35429127&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP1802522(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Priority claimed from FR0408730A external-priority patent/FR2873982A1/fr
Application filed by Fone filed Critical Fone
Priority to DE602005005350.6T priority Critical patent/DE602005005350T3/de
Publication of EP1802522A2 publication Critical patent/EP1802522A2/de
Publication of EP1802522B1 publication Critical patent/EP1802522B1/de
Application granted granted Critical
Publication of EP1802522B2 publication Critical patent/EP1802522B2/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • B63H8/12—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
    • B63H8/16—Control arrangements, e.g. control bars or control lines

Definitions

  • the present invention relates to an inflatable wing system variable lobe, and curved self-reach, particularly used for the practice of gliding airways.
  • the pilot uses the force of the wind to be towed on different types of support, because it is connected to its wing by means of one or generally two pairs of lines about twenty meters in length.
  • the term "self-supported curved shape” means a particular type of wing that can be precisely connected and controlled only by its ends.
  • the wing thus has a shape in regular circular arcs whose ends are tangent to each other and to the lines with which they collaborate. Therefore, the aerodynamic load is distributed harmoniously over the entire arch thus formed, without the need to maintain the latter in many places by complex clamping, as is done for other types of wings of flatter shape such as for example paragliders cradles or so-called flat or semi-flat bow flanges in the form of an arc.
  • the multiplicity of clamping necessary to maintain the shape of these types of wings causes ruptures of curves and unsightly pockets on the wing, also detrimental aerodynamically.
  • traction lines generally have a first pair of lines, called traction lines, connected to the front ends of the wing. Furthermore, they have a second pair of lines, called steering, connected to the rear ends of the wing.
  • the pilot is generally connected to the pull lines by means of a harness, and can manipulate the flight lines by means of a bar which he holds in his hands.
  • a left control line is connected to the left end of the bar, and a right control line is connected to the right end of this bar.
  • the lines of traction pass in the center of the bar which is arranged floating on these last ones.
  • the pilot can not only act in warping to manipulate his wing to the right or to the left by further inclining the concerned side of the bar, but also vary the incidence of the wing facing the wind by manipulating the bar from top to bottom. This variation of incidence is very advantageous because it makes it possible to reduce the traction power of the wing if necessary.
  • the flat shape of this type of wing is generally rounded on its front, called leading edge, and on its rear called trailing edge.
  • leading edge the measurement separating the two ends of the flat wing
  • trailing edge the measurement separating the two ends of the flat wing
  • rope the measurement separating the leading edge of the trailing edge in a given place
  • a main advantage of this type of self-bearing curved geometry, associated with an inflatable structure, is therefore to be able to maintain its original shape independently of the aerodynamic stresses exerted on it.
  • a major drawback is to limit, in proportion to the height of the arch, that is to say the lobe of the wing, the possible reduction of the windward grip of the wing. Indeed, the higher this height is important, and the more the possibility of the wing to tilt backwards by releasing the steering lines, is limited. The larger the lobe of a wing, the lower its center of pivot is lowered and therefore its ability to toggle forward / back reduced accordingly.
  • Any aerodynamic profile has an equilibrium center where, when held at this point, it can easily maintain an angle, called angle of incidence, optimal in the wind that faces it, ie allowing the said profile to generate the most efficient aerodynamic resultant. Any significant displacement of this point towards the front will reduce this angle of incidence, and therefore its force of levitation (biting torque). Conversely, any movement of this point towards the rear will increase this angle of incidence (trailing torque) and therefore its lift force up to a certain limit. When these two high and low limits are reached, the air streams no longer flow harmoniously along the profile which no longer generates lift ie lift.
  • the average of the centers of equilibrium of the different profiles of a wing, arranged flat, at different points of its span defines the center of average equilibrium of the whole, generally located towards the third front of its median cord. This center of equilibrium thus determines the general optimum angle of incidence of the wing in flight if it is held by two points located at its ends and arranged on said axis.
  • the current current arrangements of the points of attachment with regard to the balance center generally allow the pilot to provide only reduced muscular effort, steering alone and no restraint on his wing, which he could only withstand a few minutes when the wind is heavy. Moreover one can logically imagine that if front attachments and rear attachments are strictly defined at equal distance from the equilibrium axis of the wing disposed flat, the force required to maintain a given angle of incidence, beyond of the natural balance of the said wing, will also be distributed between the traction lines and the control lines.
  • the axis around which the wing pivots forward or back is defined as its pitch axis, and is arranged perpendicular to the vertical, substantially towards its front ends.
  • the maximum reduction in the angle of incidence of a wing, and thus its ability to minimize wind gain, is determined by the combination of height of its lobe with the more or less advanced disposition of its points of attachment of the lines of traction with regard to its axis of equilibrium.
  • the pilot has released at most his two lines of control, he can not further reduce the power of his wing which is still in flight situation and therefore more or less traction.
  • the entire load is generally applied to the only pair of traction lines connected to the two front attachment points, thereby limiting the displacement of said point and thus the kinking of the wing.
  • this type of wing is no longer self-supported, it therefore requires a larger leading edge diameter and therefore more penalizing from the aerodynamic point of view, in order to withstand without damage the possible structural deformations in case of overload. , especially when used in strong and turbulent wind.
  • the object of the present invention is to provide a self-supported curved wing, having a simplified control system allowing a sufficient reduction of the traction force to maintain controlled steering in all circumstances, especially during sudden gusts of wind.
  • the clamping device is characterized in that it comprises at least one pair of charge transfer lines, which continuously support the major part of the traction force, and arranged on either side of a median plane of symmetry, being connected to the wing in a pair of delimited connecting zones, on the outside by the center 5/10 ° of the wingspan, on the inside by the center 2/10 ° of the wingspan, forwards by the leading edge, and towards the rear by the axis of equilibrium , each load transfer line cooperating at its lower end, with a junction point connected to the respective front attachment point of the wing via a secondary traction line, the assembly being arranged to distribute the tensile force between the load transfer lines and the secondary traction lines.
  • the pair of charge transfer lines can be connected directly to the leading edge of said connection zones.
  • the load transfer lines may also be connected to a pair of ribs extending along carrier slats to maintain the shape of the profile on the relevant portion of the wing wing.
  • Such a device does not impose an additional fifth line, but instead allows the possible replacement of the two conventional traction lines in one, without causing a common loss of maneuverability of the wing.
  • this simple device nevertheless allows a variation of incidence, of the profile with respect to the wind, sufficient to prevent any laminar flow of the air streams on the wing and thus to avoid any loss of control of the pilot who would otherwise undergo the acceleration uncontrolled wing. It also makes it possible to drive a conventional self-supported type wing with great safety, without impairing performance, and with the ease of use and possible implementation of only three lines, two pilot and one traction.
  • a wing (1) of substantially self-supported curved shape, is provided with an inflatable structure, composed mainly of an inflatable leading edge (2), integral in particular with a central batten (3 ) as well as at least one pair of intermediate slats (11) inflatable, arranged in parallel on both sides of the central batten (3).
  • an inflatable structure composed mainly of an inflatable leading edge (2), integral in particular with a central batten (3 ) as well as at least one pair of intermediate slats (11) inflatable, arranged in parallel on both sides of the central batten (3).
  • junction point (12) all the elements described according to the embodiment of the figure 1 , are arranged in pairs also on both sides of a plane of symmetry (PS), also dividing the wing (1) into two symmetrical left and right parts ( Fig. 7 and 8 ).
  • a pair of front attachment points (5) and rear attachment points (6) are disposed respectively at the front and rear ends of the wing.
  • This pair of front attachment points (5) is used to connect the pilot via a pair of secondary traction lines (8), a pair of primary traction lines (28), and a low pull line (26) single and central.
  • Two steering lines (7) left and right are respectively integral with the rear attachment points (6) left and right.
  • a pair of end battens (9) is disposed at the ends of the wing between the corresponding front attachment (5) and rear attachment (6) attachment points to maintain a predetermined spacing therebetween.
  • An axis (X) determines, according to the figure (7 ), the center of equilibrium means the wing (1), that is to say that two imaginary fasteners (not shown) located on either side of the wing on each end slat (9) and passing by the X axis, would maintain the wing to wind at its optimal angle of incidence (A1).
  • angle of incidence is meant the angular difference (A1, A2, A3) between the rope axis (Y) of the wing and the wind direction (V).
  • the piloting mode is conventional and represented at the figure 1 .
  • the user is secured to the main attachment line by means of a harness attached to a hooking loop (35), and manually controls a control rod (34) at the ends of which are respectively connected the lower ends of the flight lines (7). It can thus operate a simultaneous or differential traction said steering lines, generating on the wing a twisting for turning and / or a variation of incidence for the power management, is commonly defined by a shock / lined action.
  • the tertiary junction point (12) marks the divergence of the low pull line (26). This junction point is offset from the wing (1), in order to benefit from the effective simplicity of a single pull line.
  • the junction point (12) can be arranged in the more or less immediate vicinity of the pilot, then imposing two primary traction lines (28) of adequate and identical lengths.
  • a secondary junction point (13) secures the lower ends of a charge transfer line (15) and a secondary traction line (8).
  • the upper end of the charge transfer line (15) is connected to a primary junction point (24), itself secured to a rib (25) by the lower point of its substantially triangular shape ( Fig. 9 ).
  • the front tip of this triangle is reinforced by a high front attachment point (20) on the leading edge (2).
  • the largest side is secured to a carrier slat (4) by means of a particular seam.
  • the device according to the invention uses a primary traction line (28), the traction forces operated jointly and simultaneously by the corresponding charge transfer line (15) and the secondary traction line (8) are substantially balanced.
  • This characteristic allows among other things a uniform holding of the general shape of the wing according to only a few points of attachment, as well as an effective cornering. The consequence of this equilibrium can be expressed visually by the relative equality of angles B and C ( figure 1 ) between them, according to the primary traction line (28). These characteristics would be much more difficult to obtain if the secondary traction line (8) was arranged floating or sliding, as is the case in other known devices.
  • a central upper attachment point (21) is integral with a carrier slat (4).
  • the point 21 is disposed substantially between the equilibrium center axis of the profile formed by the rib and the corresponding leading edge section (2).
  • reinforcement attachment points are positioned forward and backward from the point of attachment (21) on the same lath (4). That is, a top attachment point (20) secured to the front wing (1), ie at its leading edge (2), and a top point (22). rear, secured to the batten (4) behind the point (21).
  • a point of attachment (23) of trailing edge allows to secure the rear end of the slat (4).
  • attachment points (20), (21), (22), (23) respectively receive flanges (16) front, (17) of traction, (18) back, and (19) of maintenance.
  • These different flanges all meet at a primary junction point (24), preferably located between the leading edge (2) and the axis (X).
  • the length of the flange (17) determines the length of all the other flanges, and therefore the distance between the junction point (24) and its projected position on the corresponding carrier slat (4).
  • the relative length of all flanges is calculated to allow optimum distribution of tensile forces applied at the junction point (24) and maintain the original shape of the wing profile at that location.
  • the upper end of the secondary traction line (8) is connected to a front attachment point (5).
  • a median attachment point (27) is integral with the leading edge (2) and disposed substantially between the front attachment point (5) and a top attachment point (20) for reinforcing the attachment of the rib (25).
  • the vertical distance separating the primary junction point (24) from the corresponding carrier slat (4) allows a homogeneous dispersion of the traction forces transmitted by the rib (25).
  • the horizontal distance separating the junction point (24) from the leading edge (2) will affect the leverage force necessary to provide the pilot to taper the wing (1).
  • the effort is inversely proportional to this horizontal distance. Indeed, the advance of the junction points (24) to the leading edge (2), ie their distance from the equilibrium axis (X) of the wing, will proportionally transfer part of the pulling force towards the control lines (7). Conversely, their decline will reduce this imbalance but also limit, as will be described below, the ability to over-shock the wing. It is the just effort to the steering bar, desired by each, which will predetermine the horizontal arrangement of the junction points (24), between the leading edge (2) and the axis of equilibrium (X).
  • connection zones (Z) of preferential horizontal and lateral arrangements of the junction points (24) with respect to the wing (1) according to rules proportional to the span and to a vertical projection on the figure (7 ).
  • the zones Z are of the same values and located on either side of the plane of symmetry (PS), each zone (Z) being determined as follows: forward by the leading edge (2), and towards the rearward by the axis (X) of equilibrium; outwardly by the outer limit of the center 5/10 ° of the wing according to the span; inwards by the outer limit of the center 2/10 ° of the wing according to the span.
  • junction points (24) as well as the ribs (25) and the corresponding carrier slats (4) are arranged towards the outside of the wing, and the more the junction points (24) are found low according to the height of the lobe, resulting in a drop in the pitch axis and a geometric reduction in the ability to shock.
  • FIG. 1 A wing equipped with the clamping according to the invention, front view in normal flight situation, ie lined, so that the driver takes maximum advantage of the wind force. If we imagine a virtual beam (not shown) maintaining a predetermined distance (D1) between the two front attachment points (5), the device described would have few advantages, in particular in terms of shocking, on a conventional device, where in particular only two traction lines start from the front attachment points. It is now described that in order to operate on an over-shocking of a wing, it is necessary to raise the pitch axis or to advance, virtually, the front attachment points.
  • any loosening of the control lines gradually and simultaneously causes a recoil of the ends of the wing (1) rearwardly together with a rimpedement thereof vis-a-vis the other .
  • (D1) represents the respective distance of the front attachment points (5) according to the figure 1 ), ie wing lined, and (D2) represents the respective distance of the front attachment points (5) according to the figure (2 ), ie shocked wing.
  • This distance reduction by retreating the ends of the wing (1) backwards is accompanied by a reduction of the wind catch (P) on the said wing.
  • the secondary traction lines (8) tend to bring the front attachment points (5) closer to one another. Indeed, a secondary junction point (13) being maintained by the existing voltage between a charge transfer line (15) and a primary traction line (28), it will constitute a mobile pivot around which will move a point front attachment (5) according to a segment materialized by the secondary traction line (8).
  • this displacement proportionally affects the angle of incidence (A) of the wing, ie its axis of rope (Y) with respect to the axis of the wind (V).
  • the figure (4 ) corresponds to a profile view of the configuration of the wing represented from the front figure 1 ).
  • the figure (6 ) corresponds to a profile view of the configuration of the wing of the figure (2 ).
  • An axis (T) of traction load lines represents the vertical component of the tensile forces exerted at the points (13), by all the lines supporting the load of the wing (1).
  • the offset is at its maximum ( fig6 ), the angle of incidence (A3) is substantially zero, which means that the flow of the air streams is no longer laminar, and that the wing (1) is no longer able to generate a traction force likely to move his pilot to the ground.
  • the front attachment point (5) tends to move around the secondary junction point (13) along the secondary traction line (8), which considerably increases the ability of the wing to twist, cause of maneuverability.
  • the balanced release of the left and right flight lines (7) of the wing (1) in flight therefore causes the simultaneous displacement of the pair of front attachment points. (5), rearwardly and inward, about the pair of respective junction points (13), in two segments materialized by the pair of traction lines (8), geometrically entailing, by the mutual approximation of the attachment points (5), a rocker towards the rear of the wing on its pitch axis, or consequently a reduction of its angle of incidence (A) with respect to the wind.
  • the general operating principle of the invention is the combination of a recoil movement and mutual reciprocation of the ends of the wing (1), allowing a sufficient decrease in the angle of incidence of the wing in relation to the wind to prevent its normal flight and therefore its pulling force.
  • This movement is operated by the simple relaxation of the control lines (7).
  • This consequence is obtained by the judicious arrangement of the load transfer lines (15) and the traction lines (8) cooperating with each other without the assistance of any pulley or sliding of any line necessary during its control. current.
  • Such a device avoids any system of multiple flanges, including so-called “arched” clamps, that is to say having multiple attachment points successively taking over each other at the leading edge starting substantially from the middle of the latter and forming by this arrangement a segmented junction line substantially in the form of an arch.
  • the wing according to the invention does not offer, when shocked at its maximum, a pleasant behavior and usual by the gradual setback of the air nets on his profile. It allows to be controlled serenely, but warns the pilot that the area he uses is too important given his weight and wind conditions of the moment.
  • two load transfer lines (15) of suitable length join at their lower end the top end of a first low pull line (26) at a first tertiary junction point (12).
  • two traction lines (8) join at their lower end, the summit end of a second low pull line (26 ") at a second tertiary junction point (12").
  • the two low pull lines (26, 26 ") thus described are secured at their lower end near the pilot who has the possibility, by a voluntary maneuver on his part, to mobilize only the line (26") taking the pair charge transfer line (15). During this maneuver, the wing will be able to lie on his back as described figure 12 .
  • At least one pulley or ring (32), (33) is integrated in the flanges (16), (17). This provision is used in particular in addition to the previous one.
  • the device according to the variant keeps a uniform distribution of the flanges (16) and (17) on the edge of the etching (2) and lath (4), and this, whatever the angle between said load transfer line and said batten.
  • a junction point (24) is movably arranged, with respect to its carrier slat, on a rail or any other mechanical device allowing forward / backward movement, said rail being itself integral with a batten (4) by means of a rib (25) or flanges (16), (17), (18), (19.
  • the rail may also be slightly radiated, so as to follow the rocking movement of the wing according to the positioning of the pitch axis.
  • the two load transfer lines (15) and the two traction lines (8) of suitable lengths all meet at their low ends at a single tertiary junction point (12) directly connected to the first traction line bass (26).
  • This particular provision eliminates the use of the primary traction lines (28).
  • the lobe line (14) connects the median attachment point with the secondary junction point (13).
  • this lobe line is not intended to withstand permanent traction. When the wind is weak, it is not solicited. Beyond a certain traction force in the entire wing, the leading edge (2) tends to deform substantially in this zone between the front attachment point (5) and the point of attachment.
  • the secondary junction point (13) according to the figure 1 , and the tertiary junction point (12, 12 ") according to the figure 15 or 16 are separated from the corresponding front attachment point (5) by the traction line (8), the length of which is less than the flat wingspan of the wing.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Wind Motors (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Massaging Devices (AREA)
  • Emergency Lowering Means (AREA)
  • Toys (AREA)

Claims (10)

  1. Vorrichtung zum Anflanschen eines gebogenen selbsttragenden Flügels mit aufblasbarer Struktur, umfassend ein Paar von vorderen Befestigungspunkten der Zugkraftlinien und ein Paar von hinteren Befestigungspunkten der Steuerungslinien, die sich beiderseits des Flügels, jeweils an seinen vorderen und hinteren Enden befinden, und dadurch gekennzeichnet, dass sie außerdem folgendes umfasst:
    - mindestens ein Paar von Lastumschaltungslinien (15), die ununterbrochen den Großteil der Zugkraft tragen und beiderseits einer Symmetriemittelebene (PS) angeordnet sind, wobei sie mit dem Flügel in einem Paar von Verbindungszonen (Z) verbunden seien, die nach außen durch die zentralen 5/10° der Spannweite, nach innen durch die zentralen 2/10° der Spannweite, nach vorn durch die Vorderkante (2) und nach hinten durch die Gleichgewichtsachse (X) eingegrenzt sind,
    - wobei jede Lastumschaltungslinie (15) durch ihr unteres Ende mit einem Verbindungspunkt (13, 12) zusammenwirkt, der mit dem jeweiligen vorderen Befestigungspunkt (5) des Flügels über eine sekundäre Zugkraftlinie (8) verbunden ist, wobei die Gesamtheit angeordnet sei, um die Zugkraft auf die Lastumschaltungslinien (15) und auf die sekundären Zugkraftlinien (8) ununterbrochen und ohne Eingriff des Flugzeugführers zu verteilen.
  2. Vorrichtung zum Anflanschen nach Anspruch 1, dadurch gekennzeichnet, dass das Paar von Lastumschaltungslinien (15) unmittelbar an der Vorderkante (2) der besagten Verbindungszonen (Z) angeschlossen ist.
  3. Vorrichtung zum Anflanschen nach Anspruch 1, dadurch gekennzeichnet, dass die Lastumschaltungslinien (15) mit einem Paar von Rippen (25) verbunden sind, die sich entlang Trägerlatten (4) erstrecken, um die Form des Profils auf dem betreffenden Teil der Tragfläche des Flügels beizubehalten.
  4. Vorrichtung zum Anflanschen nach Anspruch 3, dadurch gekennzeichnet, dass sich die Trägerlatten (4) beiderseits der Symmetrieebene (PS) innerhalb der Verbindungszonen (Z) und in einer solchen beiderseitigen Entfernung befinden, dass der zentrale Teil des Flügels, der sich zwischen den besagten Latten befindet, eine ausreichende Oberfläche aufweist, um dem Paar von Lastumschaltungslinien (15) zu erlauben, den größten Teil der Zugkraft zu tragen, während sie außerdem den beiden anderen Teilen des Flügels, äußerlich der besagten Latten, ausreichend Oberfläche und Hebelarm überlassen, um das natürliche Rückwärtslenken des Flügels in der Luft nach seiner Querachse bei Freigabe der einen Steuerungslinie oder der Steuerungslinien (7) zu erlauben.
  5. Vorrichtung zum Anflanschen nach Anspruch 3, dadurch gekennzeichnet, dass eine Rippe (25) durch wenigstens einen Zugflansch (17) ersetzt ist, der mit einer Trägerlatte (4) mit Hilfe von einem zentralen Befestigungspunkt (21) fest verbunden ist.
  6. Vorrichtung zum Anflanschen nach Anspruch 1, dadurch gekennzeichnet, dass sie linke (7a) und rechte (7b) Steuerungslinien umfasst, deren ausgeglichene Freigabe in der Luft die gleichzeitige Verlagerung des Paares der vorderen Befestigungspunkte (5) nach hinten und nach innen, um das Paar von jeweiligen Verbindungspunkten (13) herum, nach zwei Teilabschnitten, die durch das Paar von Zugkraftlinien (8) gebildet sind, verursacht, wobei geometrisch eine Schwenkung nach hinten des besagten Flügels auf seine Querachse und eine Reduzierung seines Einstellwinkels (A) in Bezug auf den Wind bewirkt wird.
  7. Vorrichtung zum Anflanschen nach Anspruch 1, dadurch gekennzeichnet, dass sie linke (7a) und rechte (7b) Steuerungslinien umfasst, deren versetzte, bzw. ungleichmäßige Freigabe in der Luft eine stärkere Schwenkung nach hinten zu einer bestimmten Seite der Querachse des Flügels und einen Kurvenflug des Flügels auf Seiten der weniger starken Freigabe einer Steuerungslinie (7) bewirkt.
  8. Vorrichtung zum Anflanschen nach Anspruch 1, dadurch gekennzeichnet, dass alle beiden Lastumschaltungslinien (15) und alle beiden Zugkraftlinien (8) durch ihre unteren Enden in einem einzigen tertiären Verbindungspunkt (12), der unmittelbar mit der ersten unteren Zugkraftlinie (26) verbunden ist, zusammenlaufen.
  9. Vorrichtung zum Anflanschen nach Anspruch 1, dadurch gekennzeichnet, dass die Lastumschaltungslinien (15) das höchste Ende einer ersten unteren Zugkraftlinie (26) in einem ersten tertiären Verbindungspunkt (12) treffen, und dass die Zugkraftlinien (8) das höchste Ende einer zweiten unteren Zugkraftlinie (26") in einem zweiten tertiären Verbindungspunkt (12") treffen, wobei die beiden unteren Zugkraftlinien (26, 26") fest miteinander durch eine demontierbare Verbindung in der Nähe des Flugzeugführers verbunden seien, der ausschließlich die Linie (26"), die dem Paar der Lastumschaltungslinien (15) zugeordnet ist, betätigen kann.
  10. Vorrichtung zum Anflanschen nach Anspruch 1, dadurch gekennzeichnet, dass der primäre Verbindungspunkt (24) von jeder Lastumschaltungslinie (15) beweglich in Bezug auf eine Trägerlatte (4) angeordnet ist, indem er eine Translationsbewegung nach vorn durch Einwirkung des Benutzers ausführt.
EP05796005.6A 2004-08-06 2005-08-05 Vorrichtung zum anflanschen von aufblasbarem flügel mit lastumschaltung Not-in-force EP1802522B2 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE602005005350.6T DE602005005350T3 (de) 2004-08-06 2005-08-05 Vorrichtung zum Anflanschen von aufblasbarem Flügel mit Lastumschaltung

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0408730A FR2873982A1 (fr) 2004-08-06 2004-08-06 Systeme de bridage d'aile a transfert de charge
FR0502738A FR2873984A3 (fr) 2004-08-06 2005-03-21 Systeme de bridage d'aile a trois lignes
PCT/FR2005/002050 WO2006021671A2 (fr) 2004-08-06 2005-08-05 Dispositif de bridage d'aile gonflable a transfert de charge

Publications (3)

Publication Number Publication Date
EP1802522A2 EP1802522A2 (de) 2007-07-04
EP1802522B1 true EP1802522B1 (de) 2008-03-12
EP1802522B2 EP1802522B2 (de) 2013-11-20

Family

ID=35429127

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05796005.6A Not-in-force EP1802522B2 (de) 2004-08-06 2005-08-05 Vorrichtung zum anflanschen von aufblasbarem flügel mit lastumschaltung

Country Status (5)

Country Link
EP (1) EP1802522B2 (de)
AT (1) ATE388887T1 (de)
DE (1) DE602005005350T3 (de)
FR (1) FR2873984A3 (de)
WO (1) WO2006021671A2 (de)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4018407A (en) † 1975-12-29 1977-04-19 Stanbel, Incorporated Kite
US4846424A (en) † 1988-01-29 1989-07-11 Skynasaur Inc. Controllable airfoil kite
US5000401A (en) † 1989-09-26 1991-03-19 Salvatore Barone Kite
US5417390A (en) † 1994-03-02 1995-05-23 Southwick; Jeffrey M. Controlled ram-air inflated kite with X-braced bridle and operator harness with anchor
DE20107925U1 (de) † 2001-05-10 2002-01-24 Flysurfer Gmbh Leinensystem zum Steuern eines Kites
FR2847226A1 (fr) * 2002-11-14 2004-05-21 Pascal Pillon Systeme de bridage utilise pour faciliter le redecollage et permettre de deventer integralement les ailes de traction a structures gonflables
DE20220025U1 (de) * 2002-12-20 2003-04-10 Skywalk Gmbh & Co Kg Eigenstabiler Kite
DE20320389U1 (de) * 2003-12-17 2004-06-09 Boards & More Ag, Clarens Tubekite

Also Published As

Publication number Publication date
DE602005005350T2 (de) 2008-09-25
FR2873984A1 (fr) 2006-02-10
DE602005005350D1 (de) 2008-04-24
EP1802522B2 (de) 2013-11-20
WO2006021671A2 (fr) 2006-03-02
WO2006021671A3 (fr) 2006-04-27
EP1802522A2 (de) 2007-07-04
ATE388887T1 (de) 2008-03-15
FR2873984A3 (fr) 2006-02-10
DE602005005350T3 (de) 2015-08-13

Similar Documents

Publication Publication Date Title
EP1574241B1 (de) Zugdrachen mit negativer V-Form
EP1966038B1 (de) Kegelförmiger flügel mit tragflächenbereichen mit entgegengesetzten wirkungen und konstantem antrieb
EP2114762B1 (de) Aufblasbarer delta-traktions-drachen
EP0378632A1 (de) Mast, insbesondere für ein segelboot.
EP1802522B1 (de) Vorrichtung zum anflanschen von aufblasbarem flügel mit lastumschaltung
EP0151591B1 (de) Rigg, insbesondere für segelbrett
EP3509939B1 (de) Steuerungsvorrichtung für leistungsdrachen
WO2016062725A1 (fr) Greement simplifiant les manoeuvres de changement d'amure
EP0109906A1 (de) Hängegleiter und Segel für dieselbe
WO1990005663A1 (fr) Structure de cerf-volant du type aile a caissons gonflables
EP3778376B1 (de) Autonomer kite-antrieb
FR2898582A1 (fr) Systeme de structure articulee pour aile de traction
FR2639605A1 (fr) Aile volante souple munie de cables tracteurs destinee notamment a tirer un bateau
WO1999001340A1 (fr) Dispositif de stabilisation pour bateau a voile
FR2628698A1 (fr) Voilier de vitesse a voilure sustentatrice
EP0445217A1 (de) Profilsegeleinrichtung
WO2010046558A1 (fr) Dispositif de controle pour cerf-volant de traction
FR2650801A1 (de)
WO2022218921A1 (fr) Aile de traction autonome
FR2873093A1 (fr) Dispositif de controle pour ailes de traction
FR2899198A1 (fr) Bateau a voiles a orientation des voiles perfectionnee
FR3033765A1 (fr) Voile aile a orientation automatique
FR2854373A1 (fr) Aile de traction en configuration delta
WO1998029305A1 (fr) Parapente a manoeuvrabilite amelioree
WO2016038264A1 (fr) Gréement pour la propulsion d'un véhicule et véhicule comprenant un tel gréement

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: 20070306

AK Designated contracting states

Kind code of ref document: A2

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

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

DAX Request for extension of the european patent (deleted)
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): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: FRENCH

REF Corresponds to:

Ref document number: 602005005350

Country of ref document: DE

Date of ref document: 20080424

Kind code of ref document: P

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

Ref country code: FI

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: 20080312

Ref country code: LT

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: 20080312

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

Ref country code: AT

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: 20080312

NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

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: 20080312

Ref country code: SI

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: 20080312

Ref country code: PL

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: 20080312

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

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

Ref country code: SK

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: 20080312

Ref country code: ES

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: 20080623

Ref country code: PT

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: 20080818

Ref country code: SE

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: 20080612

Ref country code: CZ

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: 20080312

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

Ref country code: RO

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: 20080312

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: 20080312

PLBI Opposition filed

Free format text: ORIGINAL CODE: 0009260

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

Ref country code: IS

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: 20080712

PLAX Notice of opposition and request to file observation + time limit sent

Free format text: ORIGINAL CODE: EPIDOSNOBS2

26 Opposition filed

Opponent name: TAOR, SIMON EDWARD WILLIAM

Effective date: 20081212

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

Ref country code: IE

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: 20080312

Ref country code: DK

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: 20080312

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

Ref country code: MC

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

Effective date: 20080831

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

Ref country code: EE

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: 20080312

Ref country code: BG

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: 20080612

PLAS Information related to reply of patent proprietor to notice(s) of opposition deleted

Free format text: ORIGINAL CODE: EPIDOSDOBS3

PLBB Reply of patent proprietor to notice(s) of opposition received

Free format text: ORIGINAL CODE: EPIDOSNOBS3

PLBB Reply of patent proprietor to notice(s) of opposition received

Free format text: ORIGINAL CODE: EPIDOSNOBS3

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

Ref country code: BE

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

Effective date: 20080831

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

Effective date: 20080312

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

Ref country code: CY

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: 20080312

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20090805

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

Ref country code: CH

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

Effective date: 20090831

Ref country code: LI

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

Effective date: 20090831

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

Ref country code: LU

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

Effective date: 20080805

Ref country code: HU

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: 20080913

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

Ref country code: TR

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: 20080312

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

Ref country code: GR

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: 20080613

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

Ref country code: GB

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

Effective date: 20090805

REG Reference to a national code

Ref country code: FR

Ref legal event code: CA

Effective date: 20130404

REG Reference to a national code

Ref country code: DE

Ref legal event code: R082

Ref document number: 602005005350

Country of ref document: DE

Representative=s name: PATENTANWAELTE UND RECHTSANWALT DRES. WEISS & , DE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R082

Ref document number: 602005005350

Country of ref document: DE

Representative=s name: PATENTANWAELTE UND RECHTSANWALT DRES. WEISS & , DE

Effective date: 20130522

Ref country code: DE

Ref legal event code: R081

Ref document number: 602005005350

Country of ref document: DE

Owner name: F.ONE SARL, FR

Free format text: FORMER OWNER: F.ONE, LATTES, FR

Effective date: 20130522

Ref country code: DE

Ref legal event code: R082

Ref document number: 602005005350

Country of ref document: DE

Representative=s name: PATENTANWAELTE UND RECHTSANWALT DR. WEISS & AR, DE

Effective date: 20130522

Ref country code: DE

Ref legal event code: R082

Ref document number: 602005005350

Country of ref document: DE

Representative=s name: PATENTANWAELTE UND RECHTSANWALT DR. WEISS, ARA, DE

Effective date: 20130522

Ref country code: DE

Ref legal event code: R082

Ref document number: 602005005350

Country of ref document: DE

Representative=s name: PATENTANWAELTE UND RECHTSANWALT WEISS, ARAT & , DE

Effective date: 20130522

PUAH Patent maintained in amended form

Free format text: ORIGINAL CODE: 0009272

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

Free format text: STATUS: PATENT MAINTAINED AS AMENDED

27A Patent maintained in amended form

Effective date: 20131120

AK Designated contracting states

Kind code of ref document: B2

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

REG Reference to a national code

Ref country code: DE

Ref legal event code: R102

Ref document number: 602005005350

Country of ref document: DE

Effective date: 20131120

REG Reference to a national code

Ref country code: DE

Ref legal event code: R135

Ref document number: 602005005350

Country of ref document: DE

Effective date: 20140221

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

Ref country code: LV

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: 20131120

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: 20140221

REG Reference to a national code

Ref country code: DE

Ref legal event code: R073

Ref document number: 602005005350

Country of ref document: DE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R074

Ref document number: 602005005350

Country of ref document: DE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R074

Ref document number: 602005005350

Country of ref document: DE

Effective date: 20141206

PGRI Patent reinstated in contracting state [announced from national office to epo]

Ref country code: DE

Effective date: 20141206

REG Reference to a national code

Ref country code: DE

Ref legal event code: R082

Ref document number: 602005005350

Country of ref document: DE

Representative=s name: PATENTANWAELTE UND RECHTSANWALT DR. WEISS, ARA, DE

Ref country code: DE

Ref legal event code: R082

Ref document number: 602005005350

Country of ref document: DE

Representative=s name: PATENTANWAELTE UND RECHTSANWALT WEISS, ARAT & , DE

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 12

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 13

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 14

REG Reference to a national code

Ref country code: DE

Ref legal event code: R079

Ref document number: 602005005350

Country of ref document: DE

Free format text: PREVIOUS MAIN CLASS: B63B0035790000

Ipc: B63B0032000000

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20210705

Year of fee payment: 17

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20210819

Year of fee payment: 17

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602005005350

Country of ref document: DE

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: 20220831

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: 20230301