FR2853882A1 - Propulsive wing controlling device for use in sliding sport e.g. kite boarding, has two wing control lines slidingly and transversely mounted to operating rod that is slidingly mounted along hollow shaft of one control line - Google Patents

Abstract

The device has two wing control lines mounted slidingly and transversely with respect to an operating rod. A wing control line includes, at an end, a yoke joint for connecting to a harness. A liberable connecting unit connects the other control line to the yoke joint. The operating rod is slidingly mounted along a hollow shaft of the latter control line and the former control line is engaged through the shaft. The operating rod includes at each end, a trunnion for connecting another set of wing control lines.

Description

The present invention relates to a device for controlling a wing.

  propellant of the type comprising: - an operating bar having, at each end, a clip for the connection of a control line of the wing, - a first and a second control lines of the wing slidably mounted transversely with respect to at the operating bar, the first control line comprising, at one end, a stirrup connecting to a harness, - releasable means for connecting the second line to the stirrup.

  It is known to use propulsive wings, sometimes called "kites", for pulling or lifting a load. Such propulsive wings are used in certain sliding sports, in particular aquatic sports. This is the case for example of the sport designated in English by "kite 15 boarding", where a user has his feet connected to a board allowing him to glide over the surface of the water, while the user's body is connected to a propulsive wing, allowing it to move.

  Most of the propulsive wings currently used comprise a flexible canopy with a pronounced negative dihedral connected to the user by lines fixed to the lateral ends of the wing, that is to say that the lateral ends of the wing are located. at a level below the mid range of the wing when in use. The wing then has an approximately semicircular shape facing downwards.

  A propellant wing of this type is described for example in document FR.2.762.583. This wing has the general shape of a spherical spindle.

  The wing described in this document comprises, at each lateral end, a truncated point. The ends of the trailing edge and the leading edge of the wing are connected by a short longitudinal edge. The ends of the leading edge and the trailing edge are disposed, respectively, in front of and behind the optimum centering point of the wing, thus allowing it to be maneuvered from a control device.

  The control device described in this document comprises an operating bar, each end of which is linked to one end of the trailing edge by control lines of the wing.

  The two ends of the leading edge are extended by two additional control lines connected together to form a single strand engaged through a hole in the middle part of the operating bar. This single strand is connected, at its lower end, to the harness worn by the user.

  The operating bar is normally held by the user at arm's length. In order to maneuver the wing, the user moves the bar along the length of the single strand, causing a change in the incidence of the profile.

  In case of danger, the user releases the bar and a wing release device is provided on the single strand to allow the complete release of the wing. However, the wing may be lost, the wing no longer being attached to the user at all.

  Thus, a control device has been proposed making it possible to release the wing so that it no longer provides power to the user but that the wing remains attached to it, however, to avoid being lost.

  This control device comprises an operating bar, the ends of which are linked to the rear ends of the trailing edge. The bar has two holes for the passage of two control lines, each linked to one end of the leading edge. The two control lines are linked to the user's harness after having each been engaged through a hole in the bar. One of the lines is connected to the user by a releasable connecting member. The other line is permanently connected.

  In the event of danger, the user releases the bar and releases the releasable connecting member. The propulsive wing is then no longer connected to the user except by a command line, so that the wing no longer produces power and collapses. 30 During normal use of the control device, it can be seen that the two lines connected to the ends of the leading edge progressively deviate from one another from the drawbar, due to the large span of the wing.

  Thus, during maneuvers, while the bar is moved to slide on the two lines connected to the ends of the leading edge of the wing, the two lines are continuously spaced apart and brought towards each other under the sliding bar action. Thus, there is rapid wear of the section of the two lines engaged through the bar.

  The object of the invention is to propose a solution to this problem of rapid wear of the lines crossing the bar.

  To this end, the subject of the invention is a device for controlling a propulsion wing of the aforementioned type, characterized in that a guide line 10 formed by one of the first and second lines comprises, on part of its length, a tubular sleeve integral with the rest of the guide line, the bar being slidably mounted along said sleeve, and in that a sliding line formed from the other of the first and second lines is engaged through the sleeve and is free to slide into it.

  According to particular embodiments, the control device comprises one or more of the following characteristics: - said guide line comprises a flexible strand secured to the sheath, which flexible strand passes through said sheath right through and is linked to the stirrup; said guide line is formed at least over part of its length by said sleeve; - Said guide line is the second line and said releasable connection means are adapted to ensure a releasable connection from the sheath to the stirrup capable of releasing the sheath of the stirrup when the link is released from the second line to stirrup; said guide line is the first line and said releasable connection means are adapted to allow, after release, an extraction of the second line outside the sheath; - Said sheath comprises, at least at one end, a stopper 30 limiting its sliding relative to the operating bar; - the sheath has a length between 50 cm and 1.2 m - the sheath is formed of a flexible tube; and - it comprises releasable connecting means from the first line to the stirrup.

  The invention will be better understood on reading the description which follows, given solely by way of example and made with reference to the drawings, in which: - Figure 1 is an elevation view of a propulsion wing fitted of a control device according to the invention, - Figure 2 is an enlarged view of the propulsion wing; - Figure 3 is an enlarged view of the control device shown partially in section; - Figure 4 is a perspective view of a propulsion wing and its control device during a release phase of the propulsion wing; - Figure 5 is a view identical to that of Figure 3 of an alternative embodiment of the control device; - Figures 6 and 7 are views identical to that of Figure 2 of two alternative embodiments of a propulsive wing; and - Figure 8 is a perspective view of the wing of Figure 7, during a release phase.

  The propulsion equipment 10 shown in FIG. 1 is intended for the traction of a load, such as an athlete whose feet are secured to a board. It comprises a propulsive wing 12 and a device for controlling the wing 14. The wing is connected by four lines 16 to the control device 14.

  As illustrated in FIG. 2 on a larger scale, the propulsive wing 25 comprises a flexible wing 18 supported by an inflatable structure 20.

  The wing 18 has a leading edge 22 at the front and a trailing edge 24 at the rear. They both extend from one lateral end to the other of the wing. The airfoil 18 extends between the two edges 22, 24 to form a continuous left surface.

  The propulsive wing is dihedral negative, that is to say that it presents, seen from the front, an approximately semicircular shape whose concavity is turned towards the suspended load. The middle part of the wing is wider than its lateral ends, so that the wing generally has a spindle shape. The leading edge 22 and the trailing edge 24 converge towards each other towards the lateral ends to form a truncated point.

  In the example considered, the ends of the trailing edge and of the leading edge are thus spaced at the lateral ends of the wing of about fifty centimeters and are connected to each other by a cord 26.

  The support structure 20 comprises an inflated main rod 28 extending along the length of the leading edge from one side end to the other of the wing. This sausage generally has the shape of a crescent moon. Its diameter is gradually decreasing from its median range 10 towards its ends. The airfoil 18 is secured to the front along the inflated tube 28.

  Longers 30 are regularly distributed along the length of the main flange 28 and extend from the leading edge 22 to the trailing edge 24. They each consist of an inflated flange. These tubes are connected at their front ends to the main tube 28. The wing 12 is secured to the side members 30 over their entire length, these side members being located below the wing, that is to say on the side of the load to be towed. .

  At the ends of the leading edges 22 and trailing edges 24, the propulsive wing comprises a member for connecting a control line serving for the suspension of the load to be towed. The ends fitted with these members are noted 32A, 32B, for the trailing edge, and 34A, 34B, for the leading edge.

  These organs consist for example of rings or straps sewn and closed in a loop. A control line is connected to each suspension member.

  As illustrated in FIG. 1, the control device 14 comprises an operating bar 40, each end 41A, 41B of which is connected by control lines 42A, 42B to the ends 32A, 32B of the trailing edge of the propulsion wing.

  The bar 40 is intended to be retained at arm's length by the user. Two additional control lines 44A, 44B are linked to the ends 34A, 34B of the leading edge 22 of the wing. These two lines are formed of flexible strands which converge towards one another and engage through a single bore 46 formed through the bar 40 to be linked to the user's harness.

  More specifically, and as illustrated in FIG. 3, the control device 14 comprises a sheath 48 consisting of a flexible tube of about sixty centimeters. The tube being self-supporting, that is to say that it is capable of holding vertically without collapsing under the effect of its own weight, even in the absence of any upper support and any other retaining forces. The tube can however deform in bending under the action of a stress. This tube is formed for example of polyurethane. Its length is preferably between 50 cm and 120 cm.

  The sheath 48 is slidably mounted inside the bore 46. The sheath has, at its ends, stops 50, 52 adapted to cooperate with the bar 40 to prevent the sheath from being disengaged from the bore 46.

  The stops are formed, for example, of spherical protrusions with a diameter greater than the diameter of the bore 46.

  The lines 44A, 44B are both engaged inside the sheath 48. They penetrate from the side of the propulsive wing through an upper end of the sheath. They emerge at its other end. One of the lines, for example line 44B, is linked to the sheath 48, at a point 54 by any suitable means such as sewing, gluing, welding or a knot.

  Line 44B then forms a guide line.

  This line 44B is also secured by releasable connection means 56 to a stirrup 58 for connection to a harness worn by the user of the propulsive wing. Advantageously, the stirrup 58 is equipped with a swivel.

  The releasable connecting means 56 are of any suitable type. They are formed for example of a removable pin ensuring the connection between the end of the line 44B and the stirrup 58.

  Line 44A is slidably mounted inside the sheath 48. It then forms a sliding line relative to the sheath. Its end, denoted 30 60, is permanently linked to the stirrup 58, for example by a knot. Preferably, however, according to a particular embodiment, the line 44A is connected to the stirrup 58 by releasable connection means independent of the connection means 56 ensuring the connection of the other line 44B to the stirrup.

  As illustrated in FIG. 2, the propulsive wing further comprises a flexible bracing link 70 applied between two points 72A, 72B of remote retaining points arranged along the length of the main rod 28. The length of the link 70 between these two points 72A, 72B fixes in flight the maximum spacing of the wing.

  The retaining points 72A, 72B are arranged symmetrically with respect to the longitudinal axis of the wing. They are advantageously located between half and the lower quarter of the height of the propulsive wing.

  In the embodiment illustrated in FIG. 2, the two points 10A 72A, 72B are each equipped with a ring linked to the main rod 28.

  The flexible link 70 consists for example of a cord. This cord is linked to a first end at point 72A, for example by being tied to the ring constituting this point.

  On the contrary, the link 70 is engaged in the ring 72B and is free to slide there.

  A complementary ring 74 is secured to the main flange at the end 34B of the leading edge on the side of the retaining point 72B. The link is engaged and is free to slide there.

  The link 70 is secured, for example by a node to the control line 44B at a point of attachment noted 76. In general, the length of the link 70 is chosen to be greater than the length of the main rod 28 measured between the retaining points 72A, 72B. Preferably, the length of the link 70 is greater than the length of the main rod 28 measured between the points 72A and 34B.

  The position of the point 76 is determined as a function of the length of the link 70 so that, in flight, the link 70 is kept taut between the retaining points 72A, 72B, limiting their spacing to a predetermined maximum distance.

  Thus, in flight, the length of the link between the points 72A, 72B is equal to the maximum distance desired between these two points.

  The propulsion equipment illustrated in Figures 1 to 3 operates as follows.

  During normal use, the stirrup 58 is connected to the user's harness and the latter manually retains the bar 40. To maneuver the wing, the user moves the bar along the length of the sheath 48, doing so tilt the wing forward or backward.

  It is understood that the presence of the sheath 48, now the two lines 44A, 44B contiguous along the entire length of the sheath, prevents that, during the displacement of the bar 40, the lines 44A, 44B are stressed.

  Thus, the lines 44A, 44B not being subjected to friction, these do not undergo premature wear due to the movement of the bar.

  In the event of danger, the user releases the bar 40 and frees the connection means 56. Thus, the control line 44B is disconnected from the stirrup 58 from its lower end.

  Under the action of the wind, the wing is driven away from the user, so that the bar 40, the line 44B and the sleeve 48 which is integral therewith move away from the stirrup 58 as illustrated in Figure 4. On the other hand, the line 44A being always secured to the stirrup 58, the sheath 48 slides along the line 44A.

  As the propulsive wing is no longer retained except by line 44B, the latter gradually collapses.

  The propulsive wing then flattens out and ceases to exert any force on the user still connected by the stirrup 58.

  During this flattening of the wing, the link 70 slides in the rings provided at the retaining point 72B and at point 74. The connection point 76 is thus brought back to the end 34B of the leading edge o is located an25 neau 74, the control line 44B forming a loop denoted 80 at the end of the leading edge.

  It is understood that, upon release, the link 70 which is held only by line 44B gradually relaxes and allows the flattening of the wing.

  On the contrary, during the normal use phases of the wing, and as illustrated in FIG. 2, the connection point 76 of the link 70 being maintained due to the tension of the control line 44B, the link 70 is kept taut and imposes a maximum distance between the retaining points 72A and 72B. The tension of the link 70 avoids the wingspan variations of the wing and the pumping phenomena which can be observed in the absence of such a line.

  As a variant, the ring 74 is eliminated and the flexible link 70 then directly connects the retaining point 72B and the attachment point 76.

  FIG. 5 shows an alternative embodiment of a control device for a propulsive wing. In this figure, elements identical or analogous to those of the embodiment of Figure 3 bear the same reference numbers.

  Only the differences from the other embodiment will be described.

  In this embodiment, the line 44A is not engaged through the sheath 48. On the contrary, the line 44A integrates the sheath, the sheath 48 and the current part of the line 44A being linked at a point 90 at the level of the stop 50. The other end of the sheath is linked to the stirrup 58 by the releasable connecting means 56. The line 44A crosses, for its part, the sheath 48 right through and is permanently linked to the stirrup 58.

  The control device of FIG. 5 operates in a similar manner to the device illustrated in FIG. 3, since, when the connection means 56 are released, the sheath, driven by line 44B, circulates along line 44A which slides inside the sheath.

  In this embodiment also, the line 44A not being in contact with the bar 40, any risk of premature wear of the line 44A is avoided. In addition, the line 44B being formed from the sheath at the level of the operating bar, and receiving the line 44A on this section, is also not subject to significant wear since it is not deformed during passage from the bar.

  According to yet another embodiment not shown, the guide line integral with the sheath consists of the first control line 44A. In this case, the line 44B is linked to the stirrup by releasable connecting means which, once released, allow the line 44B to be extracted from the sheath through which it is slidably mounted.

  In this case, during the release of the propulsive wing, the sheath, secured to the first line 44, remains linked to the stirrup. On the contrary, the second line 44B released is extracted from the sheath by being pulled by the propulsive wing. Likewise, the operating bar slides along the sheath and emerges from it.

  In this embodiment, the sheath is devoid, at its upper end, of a retaining stop for the operating bar.

  Figures 6 and 7 show other alternative embodiments of a propulsive wing.

  The parts identical or analogous to the wing of FIG. 2 are designated by the same reference numbers.

  In the embodiment of Figure 6, the link 70 is not linked to the retention point 72A. On the contrary, it is slidably engaged in the ring provided at the retaining points 72A and 72B. The link 70 extends beyond the retention point 72A. Its ends are linked to the control lines 44A and 44B at the attachment points 76, 86 arranged symmetrically to one another.

  In this case, the length of the link 70 is chosen to be greater than the length of the main rod 28 measured between the retention points 72A and 72B increased by the distance separating the retention point 72A from the attachment point 86.

  Preferably, the length of the link 70 is greater than the length of the main flange 28 measured between the points 72A and 34B increased by the distance separating the retaining point 72A from the attachment point 86.

  In this embodiment, the ring 74 is omitted, so that the link 70 extends directly from the retaining points 72A, 72B towards the attachment points of the control lines, respectively 76 and 86.

  Alternatively, the ring 74 is present as well as another identical ring provided at the end 34A. The link 70 is slidably engaged in these rings.

  In the case of normal use of the wing, the control lines 44A, 44B are tensioned, thus ensuring that the link 70 is energized, which then fixes a maximum spacing between the retaining points 72A, 72B.

  On the other hand, during an emergency dropping phase of the wing, and whatever the front line 44A or 44B which is released, the propulsive wing flattens, the link 70 being released from one of its ends . he

  In FIG. 7 another embodiment of the propulsive wing is shown. In this embodiment, the link 70 is linked, at a first end, to the retaining point 72A. It is engaged through the ring of the retaining point 72B where it is free to slide.

  It has, at its other end, a ring 92 inside which the control line 44B is slidably engaged. The length of the link 70 is chosen equal to or greater than the length of the flange 28 measured between the retaining points 72A, 72B.

  However, in this particular embodiment, the link 70 can have a length equal to or even less than the length of the leading edge measured between the retaining points 72A, 72B.

  During normal use of the wing, the ring 92 is held in abutment at the end 34B of the leading edge which then forms a stop, so that the link 70 is kept taut between the two retaining points 72A, 72B, 15 limiting their spacing. For reasons of clarity, the ring is slightly offset from the end of the leading edge in Figure 7.

  On the other hand, in the event of an emergency release and while the line 44B is released, the wing flattens out, taking the configuration illustrated in FIG. 8.

  It is understood that the control line 44B being released, the latter deforms under the action of the traction of the link 70 exerted by the ring 92, so that the link 70 circulates in the loop provided at the retaining point 72B , until the ring 92 joins point 72B. In this configuration, the wing is flattened and is held only by line 44A.

  As a variant, the link 70 is not linked to the retention point 72A. On the contrary, it is equipped with a ring in which the link 70 is free to slide. At its end disposed beyond the ring 72A, the link 70 is equipped with a ring through which the control line 44A is slidably engaged.

  In this case, the length of the link 70 is chosen equal to or greater than 30 the length of the flange 28 measured between the retaining points 72A, 72B, increased by the length separating the retaining point 72A from the end 34A of the edge of attack.

  In this embodiment also, the end 34A of the leading edge forms a stop ensuring the stop of the ring provided at the end of the link and engaged around the control line 44A.

  Thus, one or other of the control lines 44A and 44B can be released to allow the emergency release of the sail.

Claims (9)

  1.- Device (14) for controlling a propulsive wing (12) comprising: an operating bar (40) having, at each end, a fastener (41A, 41B) for the connection of a line (42A, 42B) for controlling the wing, first and second lines (44A, 44B) for controlling the wing slidably mounted transversely to the operating bar (40), the first control line (44A) comprising, at an ex10 end, a stirrup (58) connecting to a harness, - releasable means (56) connecting the second line (44B) to the connecting stirrup (58), characterized in that a line of guide (44B) formed from one of the first and second lines comprises, over a part of its length, a tubular roller furnace (48) integral with the rest of the guide line (44B), the bar (40) being slidably mounted along said sheath (48), and in that a sliding line (44A) formed from the other of the first and second lines is engaged through the sheath u (48) and is free to slide therein.   2.- Device according to claim 1, characterized in that said guide line (44B) comprises a flexible strand secured to the sheath (48), which flexible strand passes through said sheath (48) right through and is linked to the '' caliper (58).   3.- Device according to claim 1, characterized in that said guide line (44B) is formed at least over part of its length by said sheath (48).   4.- Device according to any one of the preceding claims, characterized in that said guide line is the second line (44B) and said releasable connection means (56) are adapted to ensure a releasable connection of the sleeve (48) to the stirrup (58) suitable for releasing the sheath (48) 30 from the stirrup when the connection of the second line (44B) to the stirrup (58) is released.   5.- Device according to any one of claims 1 to 3, characterized in that said guide line is the first line and said releasable connecting means are adapted to allow, after release, an extraction of the second line outside the scabbard.   6.- Device according to any one of the preceding claims, characterized in that said sheath (48) comprises, at least at one end, a stop (50, 52) limiting its sliding relative to the bar operation (40).   7.- Device according to any one of the preceding claims, characterized in that the sheath (48) has a length between 50 cm and 1.2 m.   8.- Device according to any one of the preceding claims, characterized in that the sheath (48) is formed of a flexible tube.   9.- Device according to any one of the preceding claims, characterized in that it comprises releasable connection means from the first line (44A) to the stirrup (58).