EP1802522B2 - Vorrichtung zum anflanschen von aufblasbarem flügel mit lastumschaltung - Google Patents

Vorrichtung zum anflanschen von aufblasbarem flügel mit lastumschaltung Download PDF

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Publication number
EP1802522B2
EP1802522B2 EP05796005.6A EP05796005A EP1802522B2 EP 1802522 B2 EP1802522 B2 EP 1802522B2 EP 05796005 A EP05796005 A EP 05796005A EP 1802522 B2 EP1802522 B2 EP 1802522B2
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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
EP05796005.6A
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English (en)
French (fr)
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EP1802522A2 (de
EP1802522B1 (de
Inventor
Arnaud Ballu
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Fone
Original Assignee
Fone
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Publication date
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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
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Publication of EP1802522B2 publication Critical patent/EP1802522B2/de
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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 maneuver his wing to the right or left by further tilting 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 of the angle of incidence of a wing, and therefore of its ability to reduce its maximum wind gain, is determined by the combination between the height of its lobe with the more or less advanced disposition of its points. fastening of the traction lines 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 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 self-supported curved wing is in accordance with claim 1.
  • 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 ) inflatable and at least one pair of inflatable intermediate slats (11), arranged parallel to each other on either side of the batten (3) central.
  • an inflatable structure composed mainly of an inflatable leading edge (2), integral in particular with a central batten (3 ) inflatable and at least one pair of inflatable intermediate slats (11), arranged parallel to each other on either side of the batten (3) central.
  • a central batten 3
  • 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 of said steering lines, generating on the wing a twisting for turning and / or a variation of incidence for the management of the power, is commonly defined by a shocked action / lined.
  • 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 of the point of attachment (21) on the same batten (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.
  • 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).

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

Claims (5)

  1. Gebogener selbsttragender Flügel mit aufblasbarer Struktur, versehen mit einer Vorrichtung zum Anflanschen, 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 er 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 vom 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.
    - wobei 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.
  2. Gebogener selbsttragender Flügel nach Anspruch 1, 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.
  3. Gebogener selbsttragender Flügel 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.
  4. Gebogener selbsttragender Flügel nach Anspruch 1, dadurch gekennzeichnet, dass sie linke (7a) und rechte (7b) Steuerungslinien umfasst, deren versetzte 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.
  5. Gebogener selbsttragender Flügel 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.
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 EP1802522B1 (de) 2008-03-12
EP1802522B2 true 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)

Citations (5)

* 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
US6514115B2 (en) † 2001-05-10 2003-02-04 Skywalk Gmbh & Co. Kg Line system for steering a kite

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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, 83224 Grassau Eigenstabiler Kite
DE20320389U1 (de) * 2003-12-17 2004-06-09 Boards & More Ag, Clarens Tubekite

Patent Citations (5)

* 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
US6514115B2 (en) † 2001-05-10 2003-02-04 Skywalk Gmbh & Co. Kg Line system for steering a kite

Also Published As

Publication number Publication date
DE602005005350T3 (de) 2015-08-13
DE602005005350T2 (de) 2008-09-25
ATE388887T1 (de) 2008-03-15
FR2873984A1 (fr) 2006-02-10
FR2873984A3 (fr) 2006-02-10
EP1802522A2 (de) 2007-07-04
WO2006021671A3 (fr) 2006-04-27
EP1802522B1 (de) 2008-03-12
WO2006021671A2 (fr) 2006-03-02
DE602005005350D1 (de) 2008-04-24

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