EP1802522B1 - Device for flanging inflatable wing with load transfer - Google Patents

Abstract

The invention concerns a device for flanging a self supported curved wing with inflatable structure, comprising a pair of front points for fastening (5) traction lines, and a pair of rear points for fastening (6) control lines. A pair of load transfer lines (15), continuously support the major part of the tensile load, and are arranged on either side of a median symmetry plane (PS), by being connected to the wing in a pair of connecting zones (Z) delimited, on the outside by the 5/10° central parts of the span, on the inside by the 2/10° central parts of the span, towards the front through the leading edge (2), and towards the rear through the equilibrium axis (X). Each load transfer line (15) co-operates through its lower end, with a junction point (13, 12), connected to a respective front fastening point (5) of the wing via a secondary traction line (8), the whole assembly being configured to distribute the tensile load among the load transfer lines (15) and the secondary traction lines (8). Such a control system allows sufficient reduction of the tensile force to maintain controlled piloting in all circumstances, in particular during sudden gusts of wind.

Description

Technical field of the invention

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.

It is well known to make inflatable curved wings self-scope and whose attachment points are at the ends of the wing on both sides, such as the clamping system described in DE-U-203 20,389.

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. In addition, 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.

Current self-wearing curved sails 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.

Moreover, the flat shape of this type of wing is generally rounded on its front, called leading edge, and on its rear called trailing edge. By convention, the measurement separating the two ends of the flat wing is called span, and that separating the leading edge of the trailing edge in a given place is called rope.

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. On the other hand, 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.

Indeed, it is very useful to be able to instantly reduce the power of the airlift assembly, for example during a wind gust, so that the pilot keeps control of his machine, for his own safety or that of third parties located nearby.

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.

If we therefore figure this center of balance of the wing, arranged flat on the ground, by an axis, we see that the front ends of the wing are substantially in front of this axis, while the ends rearward are far more distant. Thus, the distance separating on the one hand the front ends of this axis, and on the other hand that separating said axis from the rear ends will determine the value of the lever arm allowing the pilot to vary, by applying a force on the lines steering, the angle of incidence of the wing during its piloting.

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.

Thus, a simultaneous downward movement of the two rear lines, operated by the pilot, will have the effect of increasing the angle of incidence between the wind and the most bearing parts of the wing, thus increasing the power . We then give a tethering couple to the wing. On the other hand, the relaxation of these two rear lines will leave only the front attachment points under tension and therefore decrease the angle of incidence accordingly, up to a geometrical limit given by the height of the wing lobe; we then give a biting torque to the wing. The action of accentuating the wind gain of the wing by pressing the steering bar is commonly called the plating, and that of decreasing the wind gain of the wing by raising the steering bar is shocked.

Any differential action on the control bar will impose a kinked shape on the kite, resulting in cornering on the wider draft side of a steering line. It is known that the angle formed by the two traction lines between them, proportionally determines the ability of the wing to twist and thus its handling.

When a conventional wing is in flight situation, 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. When 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 variation of power in a wing therefore depends on its angle of incidence with respect to the wind, but more so of the speed of flow of the latter in the wing. It is known that aerodynamic forces evolve squared of speed.

Thus when a wing of this type is in position of shock, ie in minimum power setting by the pilot, it is always necessary to ensure control vigilantly. Indeed, if the wing encounters a sudden gust of wind, it is not possible for the user to over-shock beyond this minimum incidence, and he must undergo the induced acceleration of the wing, which may cause dangerous loss of control.

It is easy to understand all the geometrical implications due to the multiple possible arrangements of the points of attachment of the lines to the wing with regard to its center of equilibrium.

All the difficulty lies in the fact of obtaining the greatest possible amplitude of shock of the wing, that is to say have the fasteners traction lines sufficiently ahead of the center of balance, without imposing the pilot a significant retaining force on the rear ends of said wing, is a sort of load transfer of the traction lines to the steering lines, making the steering very physical and unsuitable for current practice.

State of the art

In the known clamps, 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.

It has already been proposed to add one or more additional lines above the equilibrium axis of the wing. It is thus easy to force the wing in position of over-shocking, beyond its own geometric limit imposed by the height of its lobe and the advance of its traction line fasteners. These devices depend more on an additional security system than a simple integration with the basic control system, and considerably complicate the management of all the lines comprising the latter. Five lines can get tangled easily.

On the other hand, when the pilot is in an emergency situation where the minimum power of the shocked wing does not allow him to regain control of the situation, he must perform dedicated maneuvers to use these integrated safety devices. or not to the wing. They are generally operated near the steering controls but have two major disadvantages. On the one hand, they require a voluntary and immediate action of the pilot, all the more difficult to operate if the stress of the user is important or that it does not have the minimum experience required for this type of situation. On the other hand they generally induce the loss of control functions by the separation of all or part of the control lines and traction wing. As a result, these devices after use impose a laborious rework, difficult to operate in open water. It will be readily understood that these features do not promote the safety of the practice, both in terms of hardware, and the decision to implement this type of security device.

Other well-known solutions go through a flattened lobe, combined with a swept wing shape. This arrangement allows to move the ends of the wing relative to its center to obtain a concave trailing edge shape, in particular to avoid pockets and deformations of the latter despite the flattened shape. The advantage of this type of device is to offer the pilot a greater over-shocking capacity than a traditional lobe wing. But this solution imposes a significant clamping along almost the entire leading edge. In addition, this type of arrangement often requires the use of pulleys on the wing, or even on the steering bar, which can cause wear and malfunction problems. Moreover, 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.

Other known solutions propose a duplication of lines and fasteners before, a first fixed high fastener on the leading edge, combined with a second movable lower fastener, conventionally located at the end of the wing, but slideably disposed generally through a batten, and collaborating directly with the corresponding flight line. But this type of arrangement often imposes a strong pressure to the rear lines and therefore to the steering bar, because it transfers a portion of the load to these rear lines. In addition, the relaxation imposed on the outside line during a cornering considerably reduces the ability of the wing to twist and therefore rotate. Finally this device leads to heavy wear on the lines requested.

Most of these solutions seek to achieve a total tilt of the wing relative to the axis of the wind, or 90 °. In fact, it suffices simply that the wing is no longer able to fly, that is to say that the air no longer have a laminar flow along the profile, so that the pilot is no longer in situation of danger during a simple loss of control. It is known in aerodynamics that the air streams will drop out of the profile well before a change of incidence at 90 °. Generally, few profiles support a difference greater than 30 ° or 40 °.

In the clamping device of the document US Patent 6869047 , the intermediate flanges connected to the slats of the wing do not support the traction forces, but constitute a simple safety system after release of the control lines.

Object of the invention

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.

According to another embodiment, 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.

Furthermore, 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.

Brief description of the drawings

• La figure 1 représente une vue de face d'une aile courbe auto-portée à structure gonflable, équipée d'un mode de réalisation préférentiel du système de bridage selon la présente invention, en position de vol bordé.
• La figure 2 représente une vue de face d'une aile courbe auto-portée à structure gonflable, équipée du système de bridage de la figure 1, en position de vol surchoqué.
• La figure 3 représente une vue de face, superposant les deux bords d'attaque des figures 1 et 2, afin de mettre plus facilement en évidence les variations géométriques constatées.
• La figure 4 représente une vue de profil du système de bridage de l'aile de la figure 1, en position de vol bordé.
• La figure 5 représente une vue identique de la figure 4, en position de vol choqué.
• La figure 6 représente une vue identique de la figure 4 en position de vol sur-choqué.
• La figure 7 représente une vue de dessous à échelle agrandie de l'aile de la figure 1, disposée à plat sur le sol, et permet de matérialiser différents axes, limites, zones et plans caractérisant l'invention.
• La figure 8 représente une vue de dessous de l'aile de la figure 1 dans l'état de vol normal.
• La figure 9 représente une vue de détail en perspective d'une partie gauche d'aile courbe à structure gonflable, équipée du système de bridage selon la présente invention, en position de vol normal.
• Les figures 10 à 12 sont des vues identiques de la figure 9 de trois variantes de réalisation du système de bridage.
• La figure 13 montre une vue schématique en perspective d'une variante de la figure 1, représentée en position bordée.
• La figure 14 représente une vue identique de la figure 13 d'une autre variante illustrée en position choquée.
• Les figures 15 et 16 sont des vues identiques de la figure 1 de deux autres variantes de réalisation.

The invention will be better understood with reference to the figures:

• The figure 1 represents a front view of a curved wing self-supported inflatable structure, equipped with a preferred embodiment of the clamping system according to the present invention, in the flight position bordered.
• The figure 2 represents a front view of a self-supported curve curved wing inflatable, equipped with the clamping system of the figure 1 , in overheated flight position.
• The figure 3 represents a front view, superimposing the two leading edges of figures 1 and 2 , in order to more easily highlight the geometric variations observed.
• The figure 4 represents a profile view of the flange system of the wing of the figure 1 , in flight position bordered.
• The figure 5 represents an identical view of the figure 4 , in shocked flight position.
• The figure 6 represents an identical view of the figure 4 in over-shocked flight position.
• The figure 7 represents an enlarged bottom view of the wing of the figure 1 , placed flat on the ground, and makes it possible to materialize different axes, limits, zones and planes characterizing the invention.
• The figure 8 represents a view from below of the wing of the figure 1 in the normal flight state.
• The figure 9 is a detail view in perspective of a curved wing left wing with an inflatable structure, equipped with the clamping system according to the present invention, in normal flight position.
• The Figures 10 to 12 are identical views of the figure 9 three variants of the clamping system.
• The figure 13 shows a schematic perspective view of a variant of the figure 1 , shown in the lined position.
• The figure 14 represents an identical view of the figure 13 another variant illustrated in shocked position.
• The Figures 15 and 16 are identical views of the figure 1 two other variants.

Description of various embodiments of the invention

Referring to the figures, 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). Depending on the size of the wing, it is possible to have an even or odd number of inflatable slats, and therefore in some configurations to no longer have a central inflatable batten.

Above a 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 support slats (4), in particular inflatable, is also disposed on either side of the plane of symmetry (PS).

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). By angle of incidence is meant the angular difference (A1, A2, A3) between the rope axis (Y) of the wing and the wind direction (V). Thus, there are the front attachment points (5) substantially in front (X), and the rear attachment points (6) widely remote. This arrangement makes it possible to shock the wing when the flight lines (7) are released, and to optimize the lever arm thus created in order to be able to taper the wing effortlessly.

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.

According to figure 1 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.

Moreover, when 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.

According to the variant represented in Figure 10 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). In order to distribute the forces of aerodynamic forces exerted on the wing at this location, 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). Finally, a point of attachment (23) of trailing edge allows to secure the rear end of the slat (4). These 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).

According to a bottom view of the wing (1) lying flat on the ground ( fig.7 ), 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).

On the other hand 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).

Thus it is possible to determine a pair of 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.

It is in fact defined that substantially below these 2/10 °, load transfer lines (15) are no longer really able to withstand most of the tensile force, a condition sine qua non of the device according to the invention, because there is then too great a imbalance between the surface of the wing corresponding to the inner part of the carrier slats (4) and the two outer parts. Too much imbalance in this direction would also result in unsightly pockets and large ruptures of curves on the canopy. In the same way, beyond the 5/10, there will not be enough outside wing area as well as lever arms for the corresponding leading edge portions (2), to ensure, during an over-shock, a sufficient tilting of the wing on its pitch axis and a tightening of the lobe. On the wing in flight according to the invention, the pitch axis (not shown) is located perpendicular to the vertical, and between the pair of junction points (24) and the front attachment point pair (5). ).

The more these 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.

We consider on the figure 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. However, on the present device, any loosening of the control lines gradually and simultaneously causes a recoil of the ends of the wing (1) rearwardly together with a rapprochement thereof vis-a-vis the other . It can be seen on the figure (3 ) where (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.

This geometric variation can occur because the load transfer lines (15) permanently take up the majority of the traction forces, which, given their location on the height of the lobe, tend to position the pitch axis of the wing, perpendicular to the plane (PS) and near the junction points (24). Therefore, when no effort is maintained on the control lines (7), only the secondary traction lines (8) limit the rearward movement of said ends. During this configuration of loosening of the lines (7), the taking wind even small, operated at the ends of the wing is further reduced ( figures 1 and 2 ). These ends then exert little traction force to the outside, and instead suffer a drag force always important pushing them backwards and inwards. It will be understood that 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).

With reference to Figures (4), (5) and (6) 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). We can notice on the figure (4 ) the alignment of the axis (T) with the front attachment points (5), the secondary traction lines (8), the primary traction lines (28), the tertiary junction point (12) and the low pull line (26). During progressive release of the control lines (7), there is a shift, from front to rear, of the tertiary junction point (12), the axis (T) and the front attachment points ( 5). In addition, this shift is accompanied by a reduction in the angle of incidence (A1) to (A2), marking a decrease in the traction force that the wing (1) ultimately exerts on the low pulling line. (26). When the control lines (7) are fully relaxed, 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.

Moreover, if one imagines forward attachment points arranged collinear with the axis (T) at the ends of the wing (1) according to the figure 6 , it is easy to understand that the effort to provide for a border would be very important with regard to the distance separating this point of attachment, from the equilibrium axis of the wing. In the configuration of the clamping according to the invention, this distance is reduced as time goes by ( fig 6 then fig 5 then fig 4 ) of the voltage applied to the control lines (7), thereby effecting an automatic charge transfer without affecting the load to be applied on said lines, with regard to a conventional clamping. Indeed, when the lever arm is theoretically at the most unfavorable concerning the effort to be provided ( fig 6 ), the angle of incidence (A3) is at a minimum and therefore the power in the wing almost zero. Conversely, the greater the power of the wing becomes important with the increase of this angle of incidence (A2) then (A1), and the axis (T) of traction of the load lines is closer to the axis ( X) equilibrium, increasing accordingly the lever arm constituted by (5) / (X) on the one hand and (X) / (6) on the other hand, for the benefit of the control lines (7).

According to the invention, 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.

In the same way, the offset release of the steering lines (7) left and right wing. (1) in flight, causes the asymmetrical mutual rapprochement of said attachment points (5) according to the plane of symmetry (PS). This results in a stronger rocker towards the rear of a given side of the wing on its pitch axis, and a cornering of the wing on the side of less strong loosening of a control line (7).

Thus, 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.

When the pilot finds himself in aerological conditions in which he could not hold and fly a conventional wing of the same surface, 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.

Moreover, in certain situations, before or after navigation, when the pilot is alone to ask or take off his wing, it may be interesting to go beyond the rocker authorized by the method according to the invention. In these situations, the wing is no longer able to fly normally as previously described but still generates residual or parasitic drag that may be comfortable to reduce even further. Thus, it is possible to add to the present device the variants described below:

According to Figures 13 and 14 it is also possible to obtain a total tilting of the wing by the dissociation of the charge transfer lines (15) with the traction lines (8). These two pairs of lines collaborate by means of a hoist consisting of a link (31) and two pulleys (29) and (30). The relaxation of the control lines (7) allows the traction lines (8) to pull more traction than the transfer lines (15) from the arrangement of the hoist. This results in a complete tilting of the wing, limited by mutual abutment of the two hoist pulleys.

According to another variant illustrated in figure 16 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). In addition, 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 . On the other hand, during ordinary and permanent piloting maneuvers, these lines (26), secured together at their respective lower ends, do not slide with respect to each other, and thus hold the wing perfectly and firmly. according to its usual form in normal flight situation. In addition to this arrangement, it is possible to add, near the pilot, a release system (37) on the low pull line (26) maintaining the pair of traction lines (8). A ring (not shown) is integral with the point (12 "), and is crossed by the line (26) so that during the normal flight of the wing, the points (12 and 12") are kept in close proximity l one of the other, forming a sort of connection point of the lines (15) with the lines (8).

According to the variant illustrated in Figures 11 and 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. Thus, during the controlled release of the load transfer line (15) cooperating with the pair of traction lines (8), 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.

According to another variant (not shown), 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.This device makes it possible to obtain a gradual variation of the force of the rim on the control rod, since the angle of incidence increases when the pilot puts tension in its control lines (7), and the junction points (24) recede towards the balance center of the wing, relieving all the load to be applied by means of said control lines.
According to the variant of the figure 15 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).
Alternatively, the lobe line (14) connects the median attachment point with the secondary junction point (13). Unlike the load transfer lines (15) and secondary traction (8), 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. front top clip (20), and the lobe line (14) prevents spurious deformation of the leading edge.
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.

Claims (10)

1. Device for flanging a self-supporting curved wing with inflatable structure, including a pair of front attachment points for traction lines, and a pair of rear attachment points for piloting lines, located on both sides of the wing respectively at its front and rear ends, and wherein it also includes:

   - at least one pair of load-transfer lines (15), supporting continuously most of the tensile force, and arranged on both sides of a median plane of symmetry (PS), being connected to the wing in a pair of connection areas (Z), delimited on the outside by the central 5/10° of the wingspan, on the inside by the central 2/10° of the wingspan, forward by the leading edge (2), and backward by the balance axis (X),

   - each load-transfer line (15) cooperating by its lower end with a junction point (13, 12), connected to the corresponding front attachment point (5) of the wing by means of a secondary traction line (8), the whole being arranged so as to distribute the tensile force between the load transfer lines (15) and the secondary traction lines (8) continuously and without pilot intervention.
2. Flanging device according to claim 1, wherein the pair of load-transfer lines (15) is connected directly to the leading edge (2) of said connection areas (Z).
3. Flanging device according to claim 1, wherein the load-transfer lines (15) are connected to a pair of ribs (25) extending along bearing laths (4) in order to preserve the shape of the profile on the relevant portion of the airfoil.
4. Flanging device according to claim 3, wherein the bearing laths (4) are located on both sides of the plane of symmetry (PS) inside the connection areas (Z) and at a mutual distance such that the central portion of the airfoil, located between said laths, has a sufficient surface to allow the pair of load-transfer lines (15) to support the most of the tensile force, yet leaving on the other hand to the two other portions of the airfoil, external with respect to said laths, sufficient surface and lever arm to permit the natural backward tilting of the wing in flight according to its pitching axis, when releasing one or the piloting lines (7).
5. Flanging device according to claim 3, wherein a rib (25) is replaced by at least one pulling flange (17) made integral with a bearing lath (4) by means of a central attachment point (21).
6. Flanging device according to claim 1, wherein it includes left (7a) and right (7b) piloting lines the balanced release of which in flight causes the simultaneous displacement of the pair of front attachment points (5) backward and toward the inside, about the pair of relevant junction points (13), according to two segments embodied by the pair of traction lines (8), bringing about geometrically a tilting toward the rear portion of said wing on its pitching axis, and a reduction of its angle of incidence (A) with respect to the wind.
7. Flanging device according to claim 1, wherein it includes left (7a) and right (7b) piloting lines the offset release of which in flight brings about a greater backward tilting on a certain side of the pitching axis of the airfoil, and a turning of the wing on the side of lesser release of a piloting line (7).
8. Flanging device according to claim 1, wherein the two load-transfer lines (15) and the two traction lines (8) join all by their lower ends at one single tertiary junction point (12) directly connected to the first lower traction line (26).
9. Flanging device according to claim 1, wherein the load-transfer lines (15) join the summital end of a first lower traction line (26) at a first tertiary junction point (12), and the traction lines (8) join the summital end of a second lower traction line (26") at a second tertiary junction point (12"), the two lower traction lines (26, 26") being made integral with each other by a dismountable connection near the pilot, which can operate exclusively the line (26") associated to the pair of load-transfer lines (15).
10. Flanging device according to claim 1, wherein the primary junction point (24) of each load-transfer line (15) is arranged movable with respect to a bearing lath (4), performing a forward translation movement on user's action.

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