EP3778376B1 - Autonomer kite-antrieb - Google Patents

Autonomer kite-antrieb Download PDF

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Publication number
EP3778376B1
EP3778376B1 EP20183724.2A EP20183724A EP3778376B1 EP 3778376 B1 EP3778376 B1 EP 3778376B1 EP 20183724 A EP20183724 A EP 20183724A EP 3778376 B1 EP3778376 B1 EP 3778376B1
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EP
European Patent Office
Prior art keywords
kite
autonomous traction
autonomous
kite according
wing
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EP20183724.2A
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English (en)
French (fr)
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EP3778376A1 (de
Inventor
Raphaël SALLES
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FOne
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FOne
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    • 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

Definitions

  • the present invention is located in the field of water sports equipment (both maritime and land), and more specifically in that of water sports. Even more precisely, it is a traction wing intended to be used in combination with a user support board so that he can propel himself using the wind, for example on a body of water.
  • aquatic sliding machines driven by the wind therefore comprising a surface of fabric arranged in the form of a wing or sail which, by interacting with the wind, allows a user whose feet rest on a board to move thanks to the force of the wind.
  • the invention stands out in that the wing or sail which is the subject of it does not include a mechanical connection, in the sense of a connection presenting a form of connection requiring a fixing operation, as is by example the case for a windsurfing sail which includes a mast mechanically secured to the board, or for a kitesurfing wing which is secured to the practitioner's torso using a harness harnessed to the body and to which the lines which make the connection with the wing are fixed.
  • a windsurfing sail which includes a mast mechanically secured to the board
  • a kitesurfing wing which is secured to the practitioner's torso using a harness harnessed to the body and to which the lines which make the connection with the wing are fixed.
  • the user does not have to worry about the state of the link, which remains operational until he decides to “deactivate” it by undoing it.
  • the wing of the invention does not have any of these characteristics resulting from a mechanical connection, it is in practice simply held by the user, and the creation of the connection therefore requires constant maintenance of a physical effort necessary to gripping the sail on the one hand, and its control in space on the other hand.
  • the wing, in a nutshell, is self-contained in that it is not structurally attached to the rest of the rig.
  • the rigid frame surrounding the fabric canopy is made of metal or plastic. It is also intended that the sail be attached to the user's body via a harness, or to the support board, in both cases by means of at least one rope.
  • the latter more than a functional link in the mechanical chain carrying out the main propulsion function, aims to establish a security link intended to avoid the loss of the autonomous sail, for example following a fall into the sea.
  • Such a link also exists in the invention, also serving to relieve the physical effort necessary for gripping but having no influence on the intrinsic structure of the system, considered in its entirety.
  • the shape given to the wing due to its circular or quasi-circular symmetry, leads to a useful surface area which is either restricted with reduced efficiency, or sufficient to ensure a certain efficiency but at the cost of a configuration whose bulk is obviously incompatible with the required maneuverability, particularly in a windy environment.
  • a disc-shaped sail with a metal or plastic frame and a large diameter quickly becomes bulky and potentially heavy, and hardly suited to the agility and velocity required to cope with permanent changes in the aerology. It is not only the direction of the wind, but also the variation in intensity requiring constant adjustments to the positions of the sail. Circular symmetry is also more likely to obstruct visibility when the dimensioning is increased. Finally, it is less efficient in terms of maintaining course, gliding, etc.
  • the document CA1325647C discloses a similar sail, circular in shape. But an oval shape is also considered.
  • the present invention aims in particular to remedy these drawbacks, and more generally to propose a wing configuration which is simultaneously very easily maneuverable, in all weather conditions, and which nevertheless demonstrates effectiveness in particular when said conditions are at the limits, c that is to say in particular in light winds or in strong winds, while preserving optimal quality of use for the user.
  • the autonomous traction wing of the invention also intended to be used in addition to a sliding machine capable of cooperating with the feet of a user and controlled by said user via manual gripping means placed on said wing conventionally has a sail surface delimited in particular by a leading edge and a trailing edge.
  • the leading and trailing edges are symmetrical with respect to a plane of symmetry passing through a median axis AA, and in that the span L of the wing, measured in the direction of said axis AA, is greater than the maximum length 1 of rope, measured perpendicular to said axis AA.
  • chord is here understood in the sense given in aerodynamics, namely the imaginary line between the leading edge and the trailing edge of the wing profile.
  • said plane is in practice perpendicular to a projection plane of the maximum sail area.
  • the plane passing through A-A is actually perpendicular to a plane of projection of the largest possible area of the wing and passes through the middle of the leading and trailing edges.
  • the idea behind the invention is therefore to favor a rather elongated but completely reversible shape due to the symmetry of the leading and trailing edges.
  • the leading edge is the forward section of the overall profile of a wing or sail, that which faces the fluid (in this case air) and is therefore designed to ensure the first aerodynamic "contact” .
  • the trailing edge which is located in the rear part of the wing, considered in the direction of flow, is subject to the flow of fluid previously impacted by the leading edge. They provide in principle different functions, and the characteristic of the invention aims to make them each versatile, ensuring the two functions indifferently and in turn. It is no longer necessary to make large movements of the sail to ensure that a single leading edge is systematically placed forward, in the direction of gliding.
  • the idea is to use the so-called “twin-tip” effect used for kitesurfing boards, giving them a symmetry making the front and rear of the board twins and allowing you not to have to pay attention to the direction of the board according to the direction of movement.
  • the wing of the invention it is the same principle of front/rear symmetry which is used: it is then no longer necessary to make a half-turn of the wing at the same time as we make a turn on the board.
  • the wing of the invention can but does not need to have a second symmetry with respect to an axis perpendicular to the axis of symmetry of the leading and trailing edges.
  • the possible asymmetry makes it possible to seek more efficient shapes, offering better wind performance, for example by favoring a larger sail surface in the upper part, above the user's head.
  • the span/chord length ratio can be greater than or equal to 1.3.
  • This characteristic can be further refined, by defining the aspect ratio of the wing (which represents the square of the wingspan divided by the surface area of the wing) as being greater than or equal to 1.5, and preferably greater than 2.
  • the wing in operation, has a positive dihedral which can sometimes be significant, depending on the wind conditions.
  • the characteristics mentioned above must therefore be understood for a wing whose shape is not randomly modified by said conditions, but for the real surface of a wing, in particular whose curvature is not accentuated under the effect of the efforts applied to it.
  • these ratios and thresholds mentioned are not measured on a projected surface of a wing in operation and presenting a potentially significant positive dihedral, but on the surface of a wing at rest, flattened for example by plating with ground.
  • such a wing being generally designed using specialized software, these give the real surface of the wing, and its projected surface, which are therefore perfectly known.
  • transverse stiffening element This can be a spar or, as we will see later, an inflatable sausage.
  • a piece of fabric can connect the sail to at least one transverse stiffening element. This is particularly true for the transverse element located at the level of the gripping means.
  • each transverse element or the piece of fabric if there is one associated with a transverse element, give the wing, at least in their vicinity, an aerodynamic profile symmetrical with respect to the plane of symmetry
  • leading and trailing edges can meet or be connected, on each side, by a transverse stiffening element.
  • the leading and trailing edges comprise inflatable tubes over at least a portion of their length. . More preferably, at least one inflatable tube has a variable section, and then has a maximum section between two minimum sections. Even more precisely, said maximum section can be located in the vicinity of the gripping means.
  • the location of the maxima at the control points that is to say the handles or more generally the position of the hands with a view to commanding/controlling the wing, is explained in particular by the fact that it It is at this level that the constraints are strongest.
  • This portion of maximum section in practice located substantially towards the center of the flange, must be as rigid as possible, which is ensured by the fact that the largest diameter of the flange is at this location.
  • the ends are kept thinner, to achieve a double saving in weight - always useful for a hand-held structure - and in bulk, a source of maneuverability.
  • At least one of the transverse stiffening elements can also consist of an inflatable tube.
  • the leading and trailing edges and the transverse stiffening elements are produced entirely by inflatable tubes.
  • the interior volumes of the inflatable tubes can be connected together by portions of tube. According to a possible configuration, these tube portions can be placed outside the tubes.
  • the wing is preferably made, at least on most of the useful surface area of the wing, in material whose volume weight is included between 20 and 200 g/m 2 , preferably between 30 and 150 g/m 2 , more preferably between 40 and 80 g/m 2 .
  • the material used can for example be a polyester fabric, or a polyamide fabric in particular known by the trade name "nylon", or even a PVC film, materials whose mechanical properties are compatible with the mechanical stresses undergone by a such wing under its usual conditions of use.
  • the sail area of the wing can be between 1 m 2 and 10 m 2 , preferably between 1.5 m 2 and 6 m 2 , more preferably between 2 m 2 and 4 m2 .
  • the wing can be asymmetrical with respect to a median axis perpendicular to the axis of symmetry of the two leading and trailing edges previously defined.
  • the sail surface can be provided larger above this axis: it is then easily possible to gain useful surface area without losing maneuverability.
  • the manual gripping means may consist of at least one handle. In the event that there are several, these are then distributed on the structure forming the traction wing so that the user can handle it as conveniently as possible. In other words, they are placed in such a way as to minimize the effort to move it.
  • These handles are preferably made of a rather rigid material, in order to gain control precision.
  • the wing of the invention can also, as mentioned before, include a rigid spar, which can then be used as an alternative gripping means, instead of or in addition to the handles. It can then replace a transverse element and also serve for stiffening, and thus have a dual function.
  • the wing of the invention can also include a rigid central mast oriented parallel to the dimension giving the span L.
  • a central stiffening means constituted by an inflatable flange with a central appearance and parallel to the span.
  • a contour reinforcement of the wing can be provided, consisting of at least one inflatable flange of average diameter much smaller than the average diameter of the flange of the central stiffening means.
  • trailing edge is as light as possible, so that the wing continues to be easily manipulated, particularly when it is in a “flag” position.
  • the autonomous traction wing comprises an armature with two external edges 1, 2 which can be described indiscriminately as a leading edge and a trailing edge, since they fulfill both functions in turn. role in a perfectly symmetrical configuration in relation to a first materialized plane, on the figure 1 , by axis AA.
  • the operation is therefore reversible, in a general direction of movement given by the double arrow F appearing in the figure 1 .
  • the two edges 1, 2 are in practice oriented manually by the user, represented schematically in figure 2 , depending on the direction of the prevailing wind, so as to benefit from the force generated according to the command desired by the user.
  • the reinforcement comprising the leading edges 1 and trailing edges 2 is preferably made up of inflatable tubes whose maximum diameter is located towards the middle of the section, in the axial direction, substantially at the location where a transverse section 3 is located. of stiffening. More precisely, the maximum section is located in the vicinity of the wing gripping locations, represented by handles 14, 14'; 15, 15'. Pairs of handles 14, 14' are placed on the transverse element 3, towards the flanges of the leading edges 1 and trailing edges 2, so as to allow adjustment according to navigation conditions.
  • the central handles are particularly useful in normal use, that is to say when the wing tows the user. Side handles 15, 15' are used to hold the wing when it is in "flag", without it then opposes, or in any case as little as possible, the maneuvers undertaken.
  • the transverse flange 3 is, for the configuration shown in figure 1 , at the level of a second axis BB materializing a second plane of symmetry, perpendicular to a first plane of symmetry AA median relative to which the symmetry of the leading and trailing edges 1, 2 is organized. These planes of symmetry are perpendicular to the plane of the figure, projection plane of the largest surface of the sail 6.
  • the flanges of the leading and trailing edges 1, 2 comprise at least one inflation/deflation valve 12, 13.
  • the pressurization of the transverse flange 3 is for example carried out by means of at least one tube 10 which connects the interior volume of this tube 3, devoid of such an inflation/deflation valve, with the volume of one of the tubes of the main edges 1, 2.
  • other tubes 11 placed at the level of transverse tubes d
  • the end 4, 5 makes it easier to inflate the assembly.
  • the end flanges 4, 5 - one of which is more particularly visible in Figure 3 - parallel to each other are provided in this configuration to join the ends of the flanges of the leading and trailing edges 1, 2. At least half of their interior volumes can be in direct communication with the volumes of the flanges 1, 2.
  • the wing 6 of the wing provided with such a frame with inflatable tubes occupies the entire space between these tubes 1, 2 and 4, 5. This frame therefore delimits the useful surface S provided for the wing 6. That -this is composed for example of a main piece of fabric 6 and an additional piece of fabric 7 with an appearance perpendicular to the first which fixes it to the frame, at least at the level of the transverse section 3, as will be explained with reference to the Figure 4 .
  • the drawing of the wing 6 and its method of attachment to the wing frame allow, as mentioned, symmetry of the aerodynamic profile, when the wing is in tension.
  • the air pressure filling the tubes is provided at a value such that the rigidity of the frame is ensured.
  • the advantage of this solution with inflatable tubes lies in particular in the fact that the increase in stiffening does not imply a significant increase in weight. A significant overload, if it occurred, would in this case be particularly damaging to the handling of the whole due to the manual implementation which is the very basis of the invention. As already mentioned, the transportability of the wing is also greatly facilitated because it becomes foldable into a reduced volume after deflation.
  • the wing shown with its double symmetry structure respecting an additional geometric condition on the lengths or span L and width or chord length 1, very concretely allows a configuration with a wing surface S 6 sufficient to make it efficient without that it presents a bulk which makes it difficult to handle. In particular, it does not develop in the same way in all directions, but retains - in at least one dimension, in this case at least that of the B-B direction - a reasonable size which makes it easily manipulated because it is not difficult to maneuver relative to the user's body.
  • the flanges of the leading and trailing edges 1, 2 are curved, even if in practice they tend towards rectilinear portions at their end.
  • the curvature of the wing exists in two planes, as shown in the figures 2 to 4 .
  • FIG 4 further shows that at the level of the central transverse reinforcement 3, the fabric forming the sail 6 has a transverse curvature which is distinct from the shape of said reinforcement 3.
  • This additional part 7 actually determines the aerodynamic profile of the wing, at least at the level of its attachment edge to the sail 6, particularly visible when the sail is subjected to a wind which tends it.
  • This aerodynamic profile can also be determined by the frame, in particular by the transverse element 3 which can, in certain configurations, replace part 7.
  • the number of transverse flanges can vary; the inflation methods too (a single valve may be sufficient in this regard); end flanges 4, 5 may or may not be provided; the angle separating the ends of the leading and trailing edges can vary, changing the overall appearance of the frame; an asymmetry of shape may be preferred to improve the performance of the wing etc.

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

Claims (22)

  1. Eigenständiger Zugschirm, der zur Verwendung in Kombination mit einem Gleitgerät, das dazu eingerichtet ist, mit den Füßen eines Benutzers zusammenzuwirken, vorgesehen ist und von dem Benutzer über an dem Schirm angebrachte manuelle Greifmittel (14), (14'), (15), (15') gelenkt wird, wobei er eine Oberfläche (S) der Segelfläche (6) aufweist, die von einer Vorderkante (1), (2) und einer Hinterkante (2), (1) begrenzt ist, wobei die Vorder- und die Hinterkante (1), (2) in Bezug auf eine durch eine Mittelachse (A-A) verlaufende Symmetrieebene symmetrisch sind und die in Richtung der Achse (A-A) gemessene Spannweite (L) des Schirms größer als die senkrecht zu der Achse (A-A) gemessene, maximale Schirmtiefe (I) ist, dadurch gekennzeichnet, dass der Schirm eine positive V-Stellung aufweist, dass die Vorder- und die Hinterkante (1), (2) durch mindestens ein Versteifungsquerelement (3) miteinander verbunden sind und dass die Vorder-und die Hinterkante (1), (2) an mindestens einem Teil ihrer Länge aufblasbare Schläuche aufweisen.
  2. Eigenständiger Zugschirm nach Anspruch 1,
    dadurch gekennzeichnet, dass er ein aerodynamisches Profil aufweist, das bezüglich der Symmetrieebene symmetrisch ist.
  3. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Verhältnis von Spannweite zu Schirmtiefe L:I größer oder gleich 1,3 ist.
  4. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Schirmstreckung L2:S größer oder gleich 1,5 ist.
  5. Eigenständiger Zugschirm nach einem der Ansprüche 1 bis 3,
    dadurch gekennzeichnet, dass die Schirmstreckung L2:S größer oder gleich 2 ist.
  6. Eigenständiger Zugschirm nach dem vorhergehenden Anspruch, dadurch gekennzeichnet, dass ein Gewebestück (7) die Segelfläche (6) mit mindestens einem Versteifungsquerelement (3) verbindet.
  7. Eigenständiger Zugschirm nach Anspruch 6,
    dadurch gekennzeichnet, dass das Querelement (3) oder das Gewebestück (7) dem Schirm zumindest in ihrer Nähe ein zur Symmetrieebene symmetrisches, aerodynamisches Profil verleihen.
  8. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Enden der Vorder- und der Hinterkante (1), (2) zusammenlaufen oder auf jeder Seite durch ein Versteifungsquerelement (4), (5) miteinander verbunden sind.
  9. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass mindestens ein aufblasbarer Schlauch einen sich verändernden Querschnitt hat und zwischen zwei minimalen Querschnitten einen maximalen Querschnitt aufweist.
  10. Eigenständiger Zugschirm nach dem vorhergehenden Anspruch, dadurch gekennzeichnet, dass der maximale Querschnitt sich in der Nähe der Greifmittel (14), (14'), (15), (15') befindet.
  11. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass mindestens eines der Versteifungsquerelemente (3), (4), (5) aus einem aufblasbaren Schlauch besteht.
  12. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Vorder- und die Hinterkante (1), (2) und die Versteifungsquerelemente (3), (4), (5) vollständig aus aufblasbaren Schläuchen gebildet sind.
  13. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Innenvolumen der aufblasbaren Schläuche miteinander durch Schlauchabschnitte (10), (11) verbunden sind.
  14. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Schirm zumindest über den größten Teil der Segelnutzfläche aus einem Material mit einem spezifischen Gewicht zwischen 20 und 200 g/m2, vorzugsweise zwischen 30 und 150 g/m2, stärker bevorzugt zwischen 40 und 80 g/m2, gefertigt ist.
  15. Eigenständiger Zugschirm nach dem vorhergehenden Anspruch, dadurch gekennzeichnet, dass das Material ein Polyestergewebe oder ein Polyamidgewebe oder eine PVC-Folie ist.
  16. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Segelfläche (6) des Schirms zwischen 1 m2 und 10 m2, vorzugsweise zwischen 1,5 m2 und 6 m2, stärker bevorzugt zwischen 2 m2 und 4 m2, beträgt.
  17. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Schirm in Bezug auf eine Mittelachse (B-B) asymmetrisch ist.
  18. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die manuellen Greifmittel aus Griffen (14), (14'), (15), (15') bestehen.
  19. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die manuellen Greifmittel aus einer starren Spiere bestehen.
  20. Eigenständiger Zugschirm nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass er einen starren zentralen Mast aufweist, der parallel zu der die Spannweite (L) ergebenden Dimension ausgerichtet ist.
  21. Eigenständiger Zugschirm nach einem der Ansprüche 1 bis 19, dadurch gekennzeichnet, dass er ein zentrales Versteifungsmittel aufweist, das aus einem zentral und parallel zur Spannweite L verlaufenden, aufblasbaren Schlauch besteht.
  22. Eigenständiger Zugschirm nach dem vorhergehenden Anspruch, dadurch gekennzeichnet, dass er eine Schirmumfangsverstärkung aufweist, die aus mindestens einem aufblasbaren Schlauch mit einem mittleren Durchmesser, der kleiner als der mittlere Durchmesser des Schlauches des zentralen Versteifungsmittels ist, besteht.]
EP20183724.2A 2019-07-02 2020-07-02 Autonomer kite-antrieb Active EP3778376B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1907339A FR3098187A1 (fr) 2019-07-02 2019-07-02 Aile de traction autonome

Publications (2)

Publication Number Publication Date
EP3778376A1 EP3778376A1 (de) 2021-02-17
EP3778376B1 true EP3778376B1 (de) 2024-05-01

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FR (1) FR3098187A1 (de)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0192688B1 (de) * 1984-08-31 1989-03-01 Peter Dr. Ing. Plica Symmetrisches rigg
US4708076A (en) 1986-04-15 1987-11-24 David Lekhtman Water sport equipment
CA1325647C (en) * 1989-09-28 1993-12-28 David Lekhtman Water sport equipment
FR3027281B1 (fr) * 2014-10-21 2018-03-23 Fabrice Baronnet Greement simplifiant les manoeuvres de changement d'amure

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EP3778376A1 (de) 2021-02-17

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