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.
• 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 maneuver his wing to the right or to the 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.
• 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.
• 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 see 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 rear ends are far more distant.
• 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.
• the axis around which the wing pivots forward or back is defined as its pitch axis, and is arranged perpendicular to the vertical, substantially towards its front ends.
• the maximum reduction in the angle of incidence of a wing, and thus its ability to minimize wind gain, is determined by the combination of height of its lobe with the more or less advanced disposition of its points of attachment of the lines of traction with regard to its axis of equilibrium.
• the pilot has released at most his two lines of control, he can not further reduce the power of his wing which is still in flight situation and therefore more or less traction.
• the entire load is generally applied to the only pair of traction lines connected to the two front attachment points, thereby limiting the displacement of said point and thus the kinking of the wing.
• this type of wing is no longer self-supported, it therefore requires a larger leading edge diameter and therefore more penalizing from the aerodynamic point of view, in order to withstand without damage the possible structural deformations in case of overload. , especially when used in strong and turbulent wind.
• the object of the present invention is to provide a self-supported curved wing, having a simplified control system allowing a sufficient reduction of the traction force to maintain controlled steering in all circumstances, especially during sudden gusts of wind.
• the clamping device is characterized in that it comprises at least one pair of charge transfer lines, which continuously support the major part of the traction force, and arranged on either side of a median plane of symmetry, being connected to the wing in a pair of delimited connecting zones, on the outside by the center 5/10 ° of the wingspan, on the inside by the center 2/10 ° of the wingspan, forwards by the leading edge, and towards the rear by the axis of equilibrium , each load transfer line cooperating at its lower end, with a junction point connected to the respective front attachment point of the wing via a secondary traction line, the assembly being arranged to distribute the tensile force between the load transfer lines and the secondary traction lines.
• the pair of charge transfer lines can be connected directly to the leading edge of said connection zones.
• the load transfer lines may also be connected to a pair of ribs extending along carrier slats to maintain the shape of the profile on the relevant portion of the wing wing.
• Such a device does not impose an additional fifth line, but instead allows the possible replacement of the two conventional traction lines in one, without causing a common loss of maneuverability of the wing. 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 steering and one traction.
• FIG. 1 represents a front view of a self-supported curve wing with an inflatable structure, equipped with a preferred embodiment of the clamping system according to the present invention, in the flight-lined position.
• FIG. 2 represents a front view of a self-supported curved wing with a structure S inflatable, equipped with the clamping system of Figure 1, flight sur ⁇ shocked position.
• FIG. 3 represents a front view, superimposing the two leading edges of FIGS. 1 and 2, in order to more easily highlight the geometric variations noted.
• FIG. 4 represents a profile view of the clamping system of the wing of FIG. 1, in the flight-lined position.
• FIG. 5 represents an identical view of FIG. 4, in shocked flight position.
• FIG. 6 represents an identical view of FIG. 4 in overheated flight position.
• FIG. 7 represents a bottom view on an enlarged scale of the wing of FIG. 1, arranged flat on the ground, and makes it possible to materialize various axes, limits, zones and planes characterizing the invention.
• FIG. 8 represents a bottom view of the wing of FIG. 1 in the normal flight state.
• FIG. 9 represents a detailed perspective view of a curved left wing section with an inflatable structure, equipped with the clamping system according to the present invention, in the normal flight position.
• FIGS. 10 to 12 are identical views of FIG. 9 of three alternative embodiments of the clamping system.
• FIG. 13 shows a schematic perspective view of a variant of FIG. 1, represented in the lined position.
• FIG. 14 represents an identical view of FIG. 13 of another variant illustrated in a shocked position.
• FIGS. 15 and 16 are identical views of FIG. 1 of two other variants.
• a wing (1) of substantially self-supported curved shape, is provided with an inflatable structure, composed mainly of an inflatable leading edge (2), integral in particular with a central batten (3 ) as well as at least one pair of intermediate slats (11) inflatable, arranged in parallel on both sides of the central batten (3).
• an inflatable structure composed mainly of an inflatable leading edge (2), integral in particular with a central batten (3 ) as well as at least one pair of intermediate slats (11) inflatable, arranged in parallel on both sides of the central batten (3).
• junction point (12) all the elements described according to the embodiment of FIG. 1, are also arranged in pairs on either side of a plane of symmetry (PS), which also divides wing (1) in two symmetrical left and right parts (Figs 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 figure (7), the center of equilibrium means of the wing (1), that is to say that two imaginary fasteners (not shown) located on either side of the wing on each end lath (9) and passing through the X axis, would maintain the wing to the 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 in FIG. 1.
• the user is secured to the main attachment line by means of a harness hooked 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 control lines (7). It can thus operate a simultaneous or differential traction said steering lines, generating on the wing a twisting for turning and / or a variation of incidence for the power management, is commonly defined by a shock / lined action.
• the tertiary junction point (12) marks the divergence of the low pull line (26). This junction point is offset from the wing (1), in order to benefit from the effective simplicity of a single pull line.
• the junction point (12) can be arranged in the more or less immediate vicinity of the pilot, then imposing two primary traction lines (28) of adequate and identical lengths.
• a secondary junction point (13) secures the lower ends of a charge transfer line (15) and a secondary traction line (8).
• the upper end of the charge transfer line (15) is connected to a primary junction point (24), itself secured to a rib (25) by the lower point of its substantially triangular shape (FIG. ).
• 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 the angles B and C ( Figure 1) between them, according to the primary traction line (28).
• These characteristics would be much more difficult to obtain if the secondary traction line (8) was arranged floating or sliding, as is the case in other known devices.
• a central upper attachment point (21) is integral with a carrier slat (4).
• the point 21 is disposed substantially between the equilibrium center axis of the profile formed by the rib and the corresponding leading edge section (2).
• reinforcement attachment points are positioned forward and backward from the point of attachment (21) on the same lath (4), that is, a top attachment point (20), integral with the front wing (1), that is to say on its leading edge (2), and a rear top attachment point (22), integral with 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 forces traction transmitted by the rib (25).
• the horizontal distance separating the junction point (24) from the leading edge (2) will affect the leverage force necessary to provide the pilot to taper the wing (1).
• the effort is inversely proportional to this horizontal distance. Indeed, the advance of the junction points (24) to the leading edge (2), ie their distance from the equilibrium axis (X) of the wing, will proportionally transfer part of the pulling force towards the control lines (7). Conversely, their decline will reduce this imbalance but also limit, as will be described below, the ability to over-shock the wing. It is the just effort to the steering bar, desired by each, which will predetermine the horizontal arrangement of the junction points (24), between the leading edge (2) and the axis of equilibrium (X).
• connection zones (Z) of preferential horizontal and lateral arrangements of the junction points (24) with respect to the wing (1) according to rules proportional to the span and to a vertical projection on the figure (7).
• the zones Z are of the same values and located on either side of the plane of symmetry (PS), each zone (Z) being determined as follows: forward by the leading edge (2), and towards the rearward by the axis (X) of equilibrium; outwardly by the outer limit of the center 5/10 ° of the wing according to the span; inwards by the outer limit of the center 2/10 ° of the wing according to the span.
• junction points (24) as well as the ribs (25) and the corresponding carrier slats (4) are arranged towards the outside of the wing, and the more the junction points (24) are found low according to the height of the lobe, resulting in a drop in the pitch axis and a geometric reduction in the ability to shock.
• FIG. (1) considers a wing equipped with the clamping according to the invention, seen from the front in a normal flight situation, ie lined, so that the pilot takes maximum advantage of the force of the wind. 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.
• 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).
• FIGS. (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).
• Figure (4) corresponds to a profile view of the configuration of the wing shown face figure (1).
• Figure (6) is a side view of the configuration of the wing of 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). It is possible to notice in FIG. (4) the alignment of the axis (T) with the front attachment points (5), the secondary traction lines (8), the primary traction lines (28), the point tertiary junction (12) and the low pull line (26).
• the offset is at its maximum (fig ⁇ )
• the angle of incidence (A3) is substantially zero, which means that the flow of the air streams is not more laminar, and that the wing (1) is no longer able to generate a traction force likely to move his pilot on the ground.
• the front attachment point (5) tends to move around the secondary junction point (13) along the secondary traction line (8), which considerably increases the ability of the wing to twist, cause of maneuverability.
• the balanced release of the left and right flight lines (7) of the wing (1) in flight therefore causes the simultaneous displacement of the pair of front attachment points. (5), rearwardly and inward, about the pair of respective junction points (13), in two segments materialized by the pair of traction lines (8), geometrically entailing, by the mutual approximation of the attachment points (5), a rocker towards the rear of the wing on its pitch axis, or consequently a reduction of its angle of incidence (A) with respect to the wind.
• the general operating principle of the invention is the combination of a recoil movement and mutual reciprocation of the ends of the wing (1), allowing a sufficient decrease in the angle of incidence of the wing in relation to the wind to prevent its normal flight and therefore its pulling force.
• This movement is operated by the simple relaxation of the control lines (7).
• This consequence is obtained by the judicious arrangement of the load transfer lines (15) and the traction lines (8) cooperating with each other without the assistance of any pulley or sliding of any line necessary during its control. current.
• Such a device avoids any system of multiple flanges, including so-called “arched” clamps, that is to say having multiple attachment points successively taking over each other at the leading edge starting substantially from the middle of the latter and forming by this arrangement a segmented junction line substantially in the form of an arch.
• the wing according to the invention does not offer, when shocked at its maximum, a pleasant behavior and usual by the gradual setback of the air nets on his profile. It allows to be controlled serenely, but warns the pilot that the area he uses is too important given his weight and wind conditions of the moment.
• two load transfer lines (15), of adapted length join at their lower end, the summit end of a first low pull line (26) at a first point of tertiary junction (12).
• two traction lines (8) join at their lower end, the summit end of a second low pull line (26 ") at a second tertiary junction point (12").
• the two low pull lines (26, 26 ") thus described are secured at their lower end near the pilot who has the possibility, by a voluntary maneuver on his part, to mobilize only the line (26") taking the pair charge transfer line (15). During this maneuver, the wing will be able to lie on the back as described in Figure 12.
• At least one pulley or ring (32), (33) is integrated in the flanges (16), (17). This provision is used in particular in addition to the previous one.
• the device according to the variant keeps a uniform distribution of the flanges (16) and (17) on the edge of the etching (2) and lath (4), and this, whatever the angle between said load transfer line and said batten.
• a junction point (24) is movably arranged, with respect to its carrier slat, on a rail or any other mechanical device allowing forward / backward movement, said rail being itself integral with a batten (4) by means of a rib (25) or flanges (16), (17), (18), (19.
• the rail may also be slightly radiated, so as to follow the rocking movement of the wing according to the positioning of the pitch axis.
• This particular provision eliminates the use of the primary traction lines (28).
• the lobe line (14) connects the median attachment point with the secondary junction point (13). 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 FIG. 1 and the tertiary junction point (12, 12 ") according to FIG. 15 or 16 are separated from the corresponding front attachment point (5) by the traction line (8). ), whose length is less than the wingspan of the wing.

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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)
• Emergency Lowering Means (AREA)
• Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
• Toys (AREA)
• Massaging Devices (AREA)

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• 2005
  • 2005-03-21 FR FR0502738A patent/FR2873984A3/fr not_active Withdrawn
  • 2005-08-05 EP EP05796005.6A patent/EP1802522B2/de not_active Not-in-force
  • 2005-08-05 WO PCT/FR2005/002050 patent/WO2006021671A2/fr active IP Right Grant
  • 2005-08-05 DE DE602005005350.6T patent/DE602005005350T3/de active Active
  • 2005-08-05 AT AT05796005T patent/ATE388887T1/de not_active IP Right Cessation

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