WO2011012107A2

WO2011012107A2 - Control device for freely flying wind engagement elements having a wing area greater than 20 m2

Info

Publication number: WO2011012107A2
Application number: PCT/DE2010/000825
Authority: WO
Inventors: Gotthard Schulte-Tigges; Robert Dietrich
Original assignee: Gotthard Schulte-Tigges; Robert Dietrich
Priority date: 2009-07-27
Filing date: 2010-07-21
Publication date: 2011-02-03
Also published as: DE102009035240A1; WO2011012107A3; WO2011012107A9

Abstract

In commercial shipping, a new age began with the use of wind force to drive ships by means of controlled, kite-like wind engagement elements. As a result of the connection by means of a pulling rope, the wind engagement element operates at heights, at which conventional sails are unusable, at said heights greater wind speed and wind steadiness prevail. Said technology can also be used in wind power plants having a controllable kite. The present control device is characterized by an improvement in regard to the operational reliability, service life, and energy yield of known systems. The presented multitude of feasible problem solutions is based on the principle of winding control lines onto rope drums in opposite directions in advantageous combination with active and passive components. The invention uses the available tensile forces to perform control motions and achieves high control speeds even under extreme load. Because the invention does without cumbersome control drives, the weight carried along and the expense of the nacelle energy supply are reduced. The improvement of the flight dynamics resulting therefrom is amplified by a system of individual adjustment of the aerodynamic properties of the wind engagement element. Control safety is thereby ensured even in extreme situations. The influencing of the angle of incidence segment-by-segment achieves the improvement of the flight dynamics under asymmetrical adjustment. The symmetrical adjustment by slacking the rear wing edge ensures that overloading is reliably avoided, because the load limitation is activated immediately by the direct mechanical coupling thereof. The layout as a double drive unit as a result of the design offers redundancy. In the event of a failure of the drives, the electronic controller, or the energy supply, an emergency controller brings the wind engagement element into a survival position in a passively controlled manner in order to shelter the wind engagement element on the ship side.

Description

Control device for free-flying windage elements with a wing size of more than 20 m ²

description

The invention relates to a device for controlling a traction cable freely flying out, the use of traction wind attack element, which includes active and passive components for changing the flight characteristic determining, effective lengths of lines.

Devices for wind power use for navigation by means of controlled, kite-like wind engagement elements are known from the prior art, which fly on a pull rope freely maneuverable. The patents DE 102004018835, DE102004018837, DE 102004018838 describe the use of wind power by free-flying wind propulsion elements for ship propulsion, as they are currently being tested in commercial shipping. In this case, the watercraft is connected by only one pull rope with a nacelle, which has at least one active drive element for changing the aerodynamic effect of Windaπgriffselementes. In the claims of DE102004018835 and DE102004018837 is explicitly assumed by active drive elements to change the aerodynamic effect, ie structural components whose operation directly a the Stell- and

Control tasks correspondingly powerful power supply requires. In DE102004018837 a drive motor with a rotatably mounted element, a rocker, a lever, a toothed belt pulley are provided as an active drive element, which moves the Steueileinen, which can be over or reduced by pulleys. This is also used in the applications of the "controllable-dragonfly wind turbine" DE202006005389U1, EP00000200499A1,

Here, the high, used for Fieren and the low, spent for retrieving forces are determined essentially by the position of the steering krae with respect to the wind window and the wind window edges. In the current implementation of the kite control for ships electrical geared motors are used with timing belts and deflections in the form of pulleys To avoid overloading is called in DE102004018838 the fishing of the ship's tow rope. Furthermore, DE 10 2005 019 226, PCT / DE 2005/001182 and US patent application 11 876 189 disclose a system for storing hysteresis movements, which involves repetitive force fluctuations exceeding and falling below hysteresis thresholds at its point of application is used to move this point effectively against the direction of force and to accumulate these movements, for example by winding rope.

The application DE10 2004 018 837 explains the various changes in the aerodynamic properties of the windage element as desirable and essential control variable, but holds little concrete devices for performing these different tasks.

A first disadvantage of previously implemented devices lies in the use of timing belts for operating the control lines. In this case, there is a risk of slipping, and it is an exactly right angle between the freely in space plane of the belt and the axis of rotation of the belt pulley required to avoid wear. Another disadvantage is that the wing segments are controlled by a gondola partly directly and partly on pulleys, the integer Teiluπgsverhältnisse lead in extreme control situations to large Hubunterschieden and thus high material loading of the wing at their segment boundaries.

The main disadvantage of previous solutions for the adjustment and control of Windangriffselemeπts is the exclusively active actuation of the control lines, which is associated with energy use. The flow resistance and forces increase in the quadratic ratio to the speed. This results in high wind speeds and the resulting high airspeeds correspondingly high forces. If such a kite system is to withstand the peak velocities of gusts, all materials and the control drives must be designed for this operating point. This means an active catching up of the respective control lines by powerful drives against the high force peaks in gusts and thus compared to normal operation an oversized design of performance, energy storage size, material strength and power supply with correspondingly unfavorable consequences to the required minimum wind speed for starting and landing because of the increased flight weight and a reduction of the usable tensile force by the weight to be carried.

Another consequence of using an active control drive is the decrease in the control speed associated with its design maximum power as the load increases. As a result, overly important control movements are carried out more slowly in phases of maximum load and thus the risk increases that the windage element gets out of control.

As an immediate security against overloading during heavy gusts, at the moment only the hauling of the hauling rope is documented, which is limited by the length of the rope available on the rope drum, and has the disadvantage that a corresponding supply of ropes must be kept on the rope drum. which has an increase in the Leitungsveriusts result especially in current conductor leading pull rope.

As a further strategy for overload avoidance, only the use of control to dodge the entire windage element into a position with lower wind attack forces is currently considered, which is associated with the unfavorable combination of a necessary short response time with the required large control travel. The risk of use is also increased by the limited, available to Fieren line length and the difficult to estimate and in particular hardly practically testable function of the autopilot in the various extreme situations.

The interruption of the nacelle's ship's power supply requires the design of the battery capacity for at least one complete pickup maneuver. A failure of the drives or the control electronics in the nacelle makes a crash inevitable.

Wiπdkraftaπlagen based on kites with fixed angle of attack are limited in energy yield, if they must visit regularly low-traction sectors in order to catch up with the rope again. task

The object of the invention is to reduce at least one of the problems of the previously known devices and to provide an improved device with regard to operational safety, service life and energy yield. This object is achieved by a control device according to the invention comprises at least one drive unit, which implements the adjustable connection of a freely flying windfall element on the pull rope by opposing winding of control lines or belts on at least one cable drum.

The definition of the following terms, which are used throughout the text, serves for clear differentiation. "Control" denotes short-term effective positioning movement of components in the sense of directly influencing the instantaneous direction of movement of the windage element. B. with effects on the shape and other aerodynamic properties of the wing to adapt to given wind conditions or desired control strategies.

"Angriffspunktverlageruπg" indicates the displacement of the Zugseilanschlags relative to the windage element on the one hand transversely to the direction of flight for the purpose of controlling and on the other hand in the direction of flight for adjusting the angle of attack of the wing. "Segments" marks the division of the wing according to the attacking control lines in sections transverse to the direction of flight, their differentiated

"Surface warping" marks the setting of different angles of attack on the left and right sides of the wing, thus enabling direct control and reducing the control work used when the point of application is shifted in order to adapt their aerodynamic properties to the wind situation.

In the Steuerieinen the device according to the invention is not exactly right-angle level of Krafteiπwirkungen the axis of rotation of the cable drums required because no timing belt used, but directly ropes are driven, which can be bent in more than one plane.

In addition, the correct winding can be supported by mitbewegte Führuπgsrollen.

In an advantageous embodiment, the use of different drum diameters in the winding of segmented to the wing control lines different, over the wing span freely selectable Steuerhübe realized which are independent of the integer division ratios of Flaschenπzügen and thus at extreme control positions, the load differences of the wing material to the respective Lower segment limits. Instead of the different drum diameter and gear stages between the drums achieve the same effect.

In a further advantageous embodiment, the control lines are additionally divided over the wing depth and symmetrically wound with respect to the wing span on front and rear drums whose diameter each have small differences, which is coupled to control movements for Kraftangriffspunktverlagerung Tragflächenverwindung. In a further advantageous Ausführungsforrπ the control device according to the invention is designed as a double drive unit with two control / charging drives, each having at least two interconnected cable drums of different diameters, which perform a movement of the two control lines, which are each struck on a pulley, whereby an active Control with low power consumption of the drive or using the instantaneous traction, passive control is realized without any power consumption of the drive. In this case, one end of a right cable transmission line on the thick drum of the first drive unit and the other end are wound on each other in the same direction on the slender drum of the second drive unit. In opposition to this winding, one end of a left cable transmission line is wound on the thick drum of the second drive unit and the other end on the slender drum of the first drive unit. If the torque transmission between a drive unit and the drum pair is interrupted by a clutch or an unbraked housing of a planetary gear, provided on the assumption of about the same tensile forces on right and left control line a torque difference due to which the cable transmission line unwound from one side of the thick drum and by the opposite direction of winding on the same axis a correspondingly shorter length of the cable transmission line is wound from the opposite side on the slender drum. This passive control principle works in both directions due to the double design of the drive unit. The drive torque required for such a passive control movement is applied exclusively by the currently applied tensile force. As a result, always the necessary control force and speed is guaranteed, especially in extreme situations such as gusts. Accordingly, an over-dimensioned design of drive power, energy storage size, material strength and power supply is eliminated compared to normal operation. Due to the saved air weight, the minimum wind speed required for take-off and landing also decreases, and the usable tractive effort increases as well as the flight dynamics of the windage element, thereby avoiding potential over-attack situations to a position with lower wind attack forces in a necessary short reaction time in conjunction with the required control dynamics is possible.

During each such passive control movement, in summary, the wing segments are removed from the control unit. This makes it necessary to load the Seilgetriebeleinen again for further control movements on the drums. Since the duration of the control movements is small relative to maintaining a static control position, a relatively large amount of time is available to accomplish this with low-power high-gear transmission drives, with each shorter length of these cable gearing unwound on the slender drums. In sum, the distance of the wing from the control pod is again smaller and thus brought into the initial situation before the passive control movements. Without clutch or brake, the above-described torque difference can also be used to relieve each of the corresponding control drive in the control work. In addition, an electric drive can be operated as a generator. Under suitable conditions, this results in the limitation of the current transport in the towing rope up to the possibility of its complete saving. The Doppelaπtriebseinheit includes an additional, design-related redundancy, the failure of a drive can be compensated by the other drive, since he can perform both control movements without additional components or switching operations.

In an advantageous embodiment, the double drive unit according to the invention is formed with spindles on the drum axles on whose spindle nuts on the one hand an axial cable guide is coupled for winding on the drums and on the other hand via transmission components, the position of a Symmetrielagegebers is determined, which represents the actual control position and thus one Loop via the mechanical feedback of the control target specification on brakes or clutches allows. The same function is also possible with a differential gear.

Such a dual drive unit with control loop according to the invention is advantageously extended by an emergency control, which mechanically determines the desired control input via a mass pendulum whose gravitational position determines via transmission components. By such a deactivated in normal operation coupling geared components is formed, so z. B. in case of failure of drives, electronic control or power supply a certain survival position of the windage element are passively driven to catch it ship or bottom side. As a mass for the pendulum specifically come in particular components in question, which are carried anyway, and are not subject to any functionally related arrangement, such. B. accumulators.

An advantageous asymmetric adjustment of the angle of attack of the two wing sides for Tragflächenverwindung in order to improve the curve flight characteristics can via a pulley, which causes an opposing stroke of a back-compensation line, either by a compound of the back-compensation line with the control target specification or the actual control position or by a separate actuator of the back-compensation line can be realized.

An advantageous symmetrical adjustment of the angle of attack of the two sides of the wing is achieved by the introduction of back-Steuerieinen, which are struck on the wing trailing edge and whose length can be set active or passive. The active adjustment by means of actuators is suitable for adapting the flight characteristics to the wind speed. This is also advantageous for reducing the tension in wind turbines with controlled kites in order to minimize the energy expenditure during retrieval and to largely avoid the low-yield times of the control of a trajectory section with low cable traction. For passive adjustment by means of spring force to avoid Überiastsituationen the effective lengths of Steuerieinen to the rear of the wing are symmetrically increased when exceeding a predetermined tensile force against the force of a preloaded spring and added directly to the segment-specific Steuerhüben and reduced again when lowering the tensile force by the spring force , which corresponds to a temporary symmetrical fibrillation of the right and left rear portions of the wing.

In a further advantageous embodiment of the device according to the invention can be used beyond Hystereseschwellen traction changes to store rope length against the tensile force acting, which is then available again to control movements, ie the thick cable drums can be loaded independently of active drives by Seiltrommelpaare different diameter are each equipped with a Überholkuppluπg against the common drive shaft. Here, the cable drums are connected to each other with a rotational work storing spring element. The overrunning clutches are mounted in such a way that, as the traction force increases, the thick drum is blocked relative to the drive shaft and the slender drum overhauls the drive shaft and tensiones the torsion spring by means of cables of cable gearing. With decreasing force, the slender drum relative to the drive shaft can not be turned back, and thereby brings after a hysteresis, the thick drum by relaxing the torsion spring cable transmission line, wherein it overhauled the drive shaft. After each cycle of such power increase and force reduction beyond hysteresis thresholds, there is more rope length on the two drums than before. Hereby, the force application points on the cable transmission Umleπkrollenen be moved against the force acting on the Seilgetriebel and save rope.

In a further advantageous embodiment, the cable drums have a certain rotationally symmetrical basic shape, wherein the effective drum diameter co-determined by its leverage at the respective point of the cable outlet the effective moment, which is therefore uniquely associated with the respectively wound linen length. So that the rope assumes the intended winding position securely, Seilführungsnuten can be incorporated or an axis-parallel guide can be attached. If, as the basic form of the rope drums, an increasing diameter is chosen in the direction of unwinding, the stronger drive unit in each case gives priority to the storage of rope length by hysteresis movements and thus an automatic adjustment of the charge state of the two drive units due to the larger currently effective drum diameter.

The free selectability of the control strokes based on the drum diameter is limited by the material-related ratio of line diameter to minimum drum diameter down and by the desirable compactness of the overall system upwards. The advantageous extension of a double drive unit according to the invention by more connected via gear stages

Cord drum pairs, which wind up segment-wise Seilegetriebeleinen, allows the determination of the individual control strokes of the wound lines by the selected gear stages. In addition, a distribution of the total force is achieved by the division of the individual control lines on other cable transmission, which in detail smaller rope diameters can be used, which can be wound up on slimmer drums.

LIST OF FIGURES

Fig. 1 control gondola with oppositely wound control lines

Fig. 2 control gondola with double drive and deflected, gegeπsiπnig wound

Rope transmission lines

Fig. 3 Windage element in exploded view with double drive control nacelle

Fig. 4 control gondola with double drive and multi-stage cable gears

Fig. 5 Übeitiolkupplung in detail

Fig. 6 control gondola in side view with hysteresis cable loading system

Fig. 7 cable guide of the cable transmission

Fig. 8 Mechanical emergency control

Description of the figures

The drawings of the windage element are regularly arranged so that the direction of flight in the X direction is to be understood, so from the drawing out. As a result, his right side with the associated identifiers on the left side of the drawing and its left side with the associated identifiers on the right side of the drawing is arranged.

The term right turn is oriented regularly at the marked rotation direction and the term left turn at the opposite direction.

Fig. 1 shows a control gondola with oppositely wound control lines.

In a clockwise rotation of the cable drums (48, 49, 50) by the drive (51), the right control lines (9R ₁ 46R, 47R) up and the left Steuerieineπ (9L, 46L, 47L) unwound, whereby the right control lines (9R , 46R ₁ 47R) to the right wing side (2R, 4R, 5R) and the left control lines (9L, 46L, 47L) to the left wing side (2L, 4L, 5L). With a left turn of the drive (51), it is reversed. The ratio of the control strokes of the outer control lines (9R, 9L) to those of the semi-inner control lines (46R, 46L) to those of the inner control lines

Control (47R ₁ 47L) corresponds to the ratio of the diameter of the thick cable drum (48) to that of the middle cable drum (49) to that of the slender cable drum (50).

Fig. 2 shows a control gondola with double drive and deflected, wound in opposite directions Seilegetriebeleinen (1 1 R ₁ 11 L).

At approximately the same load on the two sides of the wing a Steueruπgsbewegung to the left with little or no energy is caused by a left-handed rotation of the A-cable drums (13A, 14A) by their drive (18A), the left Seilgetriebeleine (1 1 L) up and right rope transmission line (11R), causing the left outer control line (9L) and the left side wing (5L) to be slightly less far than the right outer side (5R) of the right control wing (9R). A release of the A-brake (16A), this left turn their

Causing cable drums (13A, 14A), which are then driven by a difference in the torques corresponding to the different diameters of the cable drums (13A, 14A).

A control movement to the right with energy expenditure is caused by a clockwise rotation of the A-cable drums (13A, 14A) by means of their drive (18A), wherein the right cable transmission line (11 R) and the left cable transmission line (11 L) are unwound, whereby the Right outer control line (9R) with the right wing side (5R) is a little further than the left outer control line (9L) with the left wing side (5L) is gefhrt.

At about the same load on the two sides of the wing a control movement to the right with little or no energy is caused by a clockwise rotation of the B-cable drums (13 B, 14 B) by means of their drive (18 B), the right Seilgetriebeleine (11 R) up and the left Seilgetriebeleine (11 L), whereby the right outer control line (9R) with the right wing side (5R) is slightly less far than the left outer control lines (9L) with the left wing side (5L) is gefhrt. Activation of the B-brake (16B) can also cause this clockwise rotation of its cable drums (13B, 14B), which are then driven by a difference in the torques corresponding to the different diameters of the cable drums (13B, 14B).

A left-hand drive motion with energy expenditure is effected by turning the B-pulleys (13B, 14B) to the left by means of their drive (18B), unwinding the left pulley line (11 L) and unwinding the right rope-line (11 R) outer control line (9L) with the left wing side (5L) is caught a little further than the right outer control line (9R) with the right wing side (5R) is gefhrt.

FIG. 3 illustrates an exploded double windage nacelle gating element. FIG. 9 shows nine segments of the windage element (5R, 4R, 3R, 2R, 1, 2L, 3L, 4L, 5L) with strake trees, with the eight connecting segments without direct , segment-related lintel assignment, for the sake of clarity only by the dashed lines are shown without fidelity. The entire wind engagement element is connected to the nacelle carrier (15) firstly at the fixed bearing (12) with statically fixed control and supporting line ends, secondly with the back compensation line (20) via back line deflection rollers (21, 27), thirdly the back center line (30 ) and fourthly through the right and left

Control cable (9R, 9L) is connected via the right and left cable transmission pulley (1OR, 10L) and right and left cable transmission line (11 R, 11L) via the drums (13A, 14A, 13B ₁ 14B).

An increase in the distance of the right control lines (9R) to the nacelle carrier causes the right wing side to fibrillate, which happens in different orders of magnitude (5R, 4R, 3R, 2R). An increase in the distance of the left Steuerleiπe (9L) to the nacelle carrier causes a fieren of the left wing side, which in segments (5L, 4L, 3L ₁ 2L) in different

Magnitude happens. A reduction of these distances causes a corresponding catching the corresponding wing sides. These movements are explained in detail for the left wing side in detail:

The change of the distance both during firing and when obtaining the left control line (9L) is transmitted to the left wing segment (5L) to 100%, 50% via the left Froπt pulley first stage (6Lf) and the left back Center roller first stage (6Lb) on the

Wing segment left half inside (3L) and 75% over the left front center roll (8Lf) and the left back center roll (8Lb) on the intermediate wing segment left half outside (4L) and 25% on the left front pulley second stage (7Lf) and the left rear middle roller second stage (7Lb) on the wing segment left inside (2L), which borders on the stationary middle wing segment (1).

A change of the front profile of the wing segments (5R, 4R, 3R, 2R, 1, 2L, 3L ₁ 4L, 5L) in the direction of a slight curvature is made by increasing the distance of both the right control line (9R) and the left control line (9L ) causes the nacelle carrier (15).

This change in the front profile is caused by a left turn of the B drive motor (18B) with the thick drum (13B) with simultaneous clockwise rotation of the A drive motor (18A) with the thick drum (13A), both more left Seilgetriebeleine (11 L ) as well as more right cable line (11 R) is released, as at the same time on the slender drums (14A, 14B) on the Seilgetriebeleinen (11 L, 11 R) is overtaken.

A change of this front profile in the direction of a strong curvature is achieved by reducing the distance of both the right control line (9R) and the left control line (9L)

Gondola carrier (15) causes.

This change in the front profile is caused by a clockwise rotation of the B drive motor (18B) with the thick drum (13B) while turning to the left from the A drive motor (18A) with the thick drum (13A), with both more left cable line (11 L ) as well as more right-hand rope transmission line (11 R) is obtained, as at the same time on the slender drums (14A, 14B) on Seilgetriebeleinen (11 L, 1 1 R) is released.

The control of the windage element can be done by shifting the force application point, ie the nacelle carrier (15), on the Y-axis with respect to the airfoil front profile in different variants. A right turn occurs on both the brakes (16A, 16B) a) by a left turn of the A-drive motor (18A) with its drum (13A, 14A), the right control line (9R) being caught and the left control line (9L) be fought; b) by turning left from the B drive motor (18B) with its drums (13B, 14B), catching the right control lines (9R) and flipping the left control lines (9L); c) both by a left turn from the A drive motor (18A) with its drums (13A ₁ 14A) and a left turn from the B drive motor (18B) with its drums (13B, 14B), at increased speed the right control line (9R ) and the left control line (9L) is triggered. Next, a control to the right by d) in both stationary motors (18A, 18B) and tightened A-brake (16A) and dissolved B-brake (16B) at about the same load on the right and left control line (9R, 9L) by means of the left rope transmission line K)

(11L) because of the larger diameter, the thicker drum (13B) can turn to the left, catching the left control line (9L) and the slender B-drum (14B) catching up with the right rope transmission line (11R) as well as the right control line (9R) , which is made possible by free rotation of the unbraked B-epicyclic gear (17B).

Left control is applied to both the brakes (16A, 16B), e) by turning to the right of the B drive motor (18B) with its drums (13B, 14B), catching the left control line (9L) and pulling the right control line (9R). be fought; f) by a clockwise rotation of the A drive motor (18A) with its drums (13A, 14A), with the left control line (9L) being overtaken and the right control line (9R) being engaged; g) both by a clockwise rotation of the B-drive motor (18 B) with its drums (13 B, 14 B) and a clockwise rotation of the A-drive motor (18 A) with its drums (13 A, 14 A), wherein at increased speed, the left Steuerleiπe (9L ) and the right control line (9R) is caught. Next, a control to the left by h) in both stationary motors (18A, 18B) and tightened B-brake (16B) and dissolved A-brake (16A) at about the same load on the right and left control line (9R ₁ 9L) by means of the right cable transmission line (11 R) because of the larger diameter, the thick A-drum (13 A) can turn clockwise, the right control line (9 R) is gefendet and the slender A-drum (14 A), the left cable transmission line (11 L) as well the left control lines (9L) catch up, which is made possible by a free turning of the unrestrained A-epicyclic gear (17A).

The drums (13A, 13B) are each coupled with spindles (19A, ...) on which run Spindelemuttem (28A, 28B), which are interconnected with a lever as Symmetrielagegebergeber (26). The deviation from the symmetrical position of the force application point of the windage element with respect to the Y-axis shifts the back-compensation line fixation (24) and adjusted over the

Pulleys (21, 27) asymmetrically the wing trailing edge.

For the purpose of load limitation, the back compensation line (20) is guided over load limiting back line deflection rollers (21), which are mounted on a Lastbegreπzungshebel (22), which is held with a prestressed spring (23) in its initial position. Further, a back center segment line (30) is posted on the load limiting lever (22) on the back center segment line fixture (24). When a predetermined tensile force is exceeded, the effective lengths of back control lines (20, 30) to the rear portion of the support surface against the force of the prestressed spring (23) symmetrically enlarged and directly by means of back center segment line (30) or back-center roller bearings (6Rb , 6Lb, 7Rb, 7Lb, 8Rb, 8Lb) are added to the segment-specific control strokes and reduced again as the tensile force is reduced by the spring force (23), which corresponds to a temporary symmetrical fibrillation of the right and left rear portions of the support surface.

Fig. 4 shows a control gondola with dual drive and multi-stage cable gearboxes for the realization of freely selectable, segment-specific Steuerleinenhübe. The segment-specific control lines are bound here in each case via separate Seilgetriebeleinen to several separate cable transmission drum units, which are each connected to each other via gear stages (52, 53) and belong to FIG. 2 respectively to drive unit A or B. The outer (9R, 9L) ₁ semi-inner (46R, 46L) and inner (47R ₁ 47L) control lines have control strokes derived from the gear ratios (52, 53) and the Drum diameters are determined. The control functions by means of drives (18A, 18B), planetary gears (17A ₁ 17B) and brakes (16A, 16B) are similar to those of Fig. 2, and the assignment of the control lines (9R, 9L, 46R, 46L, 47R, 47L) corresponds to them Assignment to the segments of FIG. 1.

Fig. 5 shows an overrunning clutch in detail, as used in Fig. 6 as component 33A and 33B. Here, the shaft with the overrunning clutch inner ring (55) only a rotation in the direction of the inner arrow relative to the fixed overrunning clutch outer ring (54) is possible. the

Overrunning clutch outer ring (54) is only a rotation in the direction of the outer arrow relative to the fixed overrunning clutch inner ring (55) possible. In a rotation opposite to the respective arrow direction of the overrunning clutch inner ring (55) is coupled by the clamping body (56) to the overrunning clutch outer ring (54).

In the sectional view, the overrunning clutch is shown as a ball bearing symbol, and a central point indicates the side at which the shaft side would move out of the drawing surface towards the viewer.

FIG. 6 shows a control gondola in side view with a hysteresis cable loading system. The term right-hand rotation is oriented in FIG. 6 in the X-direction. The right control cable (9R) is moved via the right cable transmission pulley (1 OR) by means of the right rope transmission line (11 R), which with one end on the thick A-drum! (13A) and wound on the other end in the same direction on the slender B-drum (14B) and fixed. The ends of the left rope transmission line (11 L) are on the one hand on the thick B-drum (13 B) and on the other hand on the slender A-drum (14 A) in the same direction, but with respect to the Aufwickluπg the ends of the right Seilgetriebeleiπe (11 R) wound in opposite directions and fixed , The outer rings of the epicyclic gears (17A, 17B) are blocked by the brakes (16A, 16B) by the spring force of the springs (34A, 34B). Assuming that approximately equal tensile forces act on the right control line (9R) and the corresponding left control line, as these forces increase, the slender B-drum (33B) _1, which is advanced by the B-overrunning clutch relative to the B-axis (40B ), left-handed, with some right cable line (11 R) and the B-torsion spring (32 B) tensioned. The other end of the right

Cable transmission line (11 _R) remains stationary at the thick A-drum (13A) through the blocked A-overrunning clutch (33A). At the same time, this increase in tractive effort causes the slender A-drum (33A), freewheeled by the A-over-center clutch relative to the A-axis (40A), to turn clockwise, leaving some left-hand cable transmission line (11 L) and the A-torsion spring (32A ) is stretched. The other end of the left cable transmission line (11 L) remains stationary on the thick B-drum (13 B) by the blocked B-overrunning clutch (33 B). When the tractive forces on the right control line (9R) and the corresponding left control line are decreased to the initial value, hysteresis, which is caused by the difference between large (13A, 13B) and small diameter drums (14A, 14B), starts by the Moment of the tensioned spring (32A) a clockwise rotation of the thick A-drum (13A), with more length of the right Seilgetriebeleiπe (11 R) is overtaken than previously gefiert. Also, by the moment of the tensioned spring (32B), a left turn of the thick B-drum (13B) is caught, with more of the length of the left-hand cable gear (11L) being caught up than before. Ie. by every cycle of the load cycle beyond the hysteresis thresholds, the cumulative distance of both the right control line (9R) and the left control line (9L) to the pod carrier (15) decreases.

Next, the mechanical feedback of the target specification of the control is shown. In a passive, ie caused only by loosening brakes control of the flight direction to the left, the target specification by an adjustment at the end of the brake setpoint lever (36) in the direction A of the control target specification (41) is specified. Here, brake lever (37), brake lever (38) and A-brake lever (35A), the A-brake (16A) is released by being raised against the force of the spring (34A). During the subsequent counterclockwise rotation of the drums (13A ₁ 14A), the A spindle nut on the A spindle and thus also the symmetry sensor (26) move in the direction of the gondola carrier (15). This causes opposing movement of the brake linkage (37), brake bellcrank (38) and A-brake lever (35A), thereby tightening the brake by applying the A-brake (16A) to the outer ring of the A through the A-spring (34A) -Grlaufgetriebes (17A) is pressed and this blocked. The adjustment at the end of the brake setpoint lever (36) in the direction B of the control target specification (41) causes in the sense of controlling the direction of flight to the right the corresponding movements of the components in the strand B.

Furthermore, it is shown how cable guides (31 A, 31 B) can be realized by suitable gradients of the spindles (19 A, 19 B).

Fig. 7 shows the Seilführuπg the cable transmission to the assignments and winding directions of the right Seilgetriebeleine (11 R) to the thick AT drum (13 A) and the slender B-drum (14 B) and the left cable transmission line (11 L) to the thick B Drum (13B) and the slim A drum (14A).

Fig. 8 shows a mechanical emergency control in which a grounded (58) pendulum (65) via a linkage (57) by means of a driver (61) by a locking bolt (62) is fixed, as long as current flows through the magnetic coil (63). In addition, the linkage (57) couples the brake setpoint lever (36) with the brake lever (60) in the sense of normal operation of the control target specification of FIG. 6. When power is interrupted, the spring (64) pulls the locking pin (62), thus solving the fixation, whereby a compression spring (59) moves the driver, so that the coupling of the brake setpoint lever (36) is released and a coupling of the brake lever (60) with the mass-bearing (58) pendulum (65) is formed. The force acting on the mass (58) gravity thereby assumes the control target (41).

With regard to details of individual elements and exemplary embodiments, reference is also made to the co-pending parallel patent application of the same Applicant.

The invention is not bound to the illustrated embodiments. Other configurations lying within the scope of the invention will become apparent from the combination of subclaims, which will become apparent to those skilled in the art based on the present description. Reference numeral 13B large B-cable drum

14A small A-cable drum

1 wing segment center 14B small B-pulley drum

2R wing segment right inside 15 gondola girder

2L wing segment left inside 16A A-brake

3R wing segment right half inside 16B B-brake

3L wing segment left half inside 17A A planetary gearbox

R wing segment right half outside 17B B-epicyclic gearbox

4L wing segment left half outside 18A A-drive motor

5R wing segment right outside 18B B drive motor

5L wing segment left outside 19A A-spindle

R right pulley first stage 50% 19B B-spindle

Control path 20 Back-compensation line

Rf right front pulley first stage 21 load limiting back line pulley

50% control travel 22 load limiting lever

Lf left front pulley first stage 23 preloaded spring

50% control travel 24 Back middle segment rope fixation Lb Left back middle roller First stage 50% 25 Back compensation fixation

Control path 26 Symmetrielagegeber

R right bottle pulley second stage 25% 27 Backline pulley

Control path 28A A-spindle nut

Rf right front pulley second stage 28B B-spindle nut

25% control travel 29 pull rope

Lf left front pulley second stage 30 back middle segment leash

25% control travel 31A A-cable guide

Lb Left Back Center Roller Second Stage 25% 31 B B-Cable Guide

Control path 32A A-torsion spring

R right center roller 62.5% control travel 32B B torsion spring

Rf right front center roller 75% control path 33A A-overrunning clutch

L left center roller 75% control path 33B B overrunning clutch

Lf left front center roller 75% control travel 34A A-spring

Lb left back center roller 75% control path 34B B spring

R Right outer control cable 35A A brake lever

L Control left left 35B B brake lever

0R right rope gear pulley 36 Brake set point lever

0L left cable transmission pulley 37 brake linkage

1 R right cable transmission line 38 brake lever

1 L left cable transmission line 39 middle segment line

2 Fixed bearings of control and carrying lines 40A A-axis

3A large A-cable drum 4OB B-axis Control target setting

Overrunning clutch inner ring Overrunning clutch outer ring Segment center roller R Control right half outside L Control left half outside R Right control half inside L Control left half inside R Control right inside left Control left inside

Cable drum big

Cable drum medium

Cable drum small

drive

first gear stage second gear stage

Overrunning clutch outer ring Overrunning clutch inner ring Clamping body

linkage

Dimensions

compression spring

brake lever

takeaway

Indexing plungers

solenoid

mainspring

pendulum

Control Center Line Power Center Line,

Claims

Claims 15

Ausfliegendes 1. Control device for a to a traction cable (29) free, the use of traction serving windage element which for varying the flight characteristics determined, the effective lengths of lines (11 R, 11 L, 9R ₁ 46R, 47R ₁ 9L ₁ 46L ₁ 47L), thereby

in that the ends of right and left line pairs (11R ₁ 11L) (9R ₁ 9L) (46R ₁ 46L) (47R, 47L) in opposite directions on the cable storage device serving interconnected cable drums (13A ₁ 14A) (13B, 14B) ( 48, 49, 50), which have certain diameters, are wound up, wherein the respective effective line lengths (11 R, 11 L, 9R ₁ 46R, 47R, 9L, 46L ₁ 47L) to the areas of the right

Wing segments (5R, 4R, 3R.2R) and the left wing segments (5L ₁ 4L, 3L ₁ 2L) are variable by rotation of the cable drums.

2. Control device according to claim 1, characterized in that the rotation of the cable drums is effected by an active drive.

3. Control device according to one of the preceding claims, characterized in that the cable drums are interconnected by gear stages.

4. Control device according to one of the preceding claims, characterized in that the ends of right and left control lines of the front portion of the support surface on a

Cable drum and the ends of right and left control lines of the rear portion of the support surface are wound in opposite directions on a cable drum with a different diameter.

5. Control device according to one of the preceding claims, characterized in that on the one hand, the end of a right control line (9R) is posted on a right rope transmission pulley (10R) over which a right rope transmission line (11R) is guided, the beginning of the thick Cable drum (13A) of a first drive unit which has at least one motor (18A) and two cable drums (13A ₁ 14A) on at least one axis, and the end thereof on the slender cable drum (14B) of a similar second drive unit (13B, 14B, 18B). on the other hand, the end of a left Steuerieine (9L) is hinged to a left cable transmission pulley (10L), over which a left Seilgetriebeleine (11 L) is guided, the beginning of the thick cable drum (13B) of the second drive unit (13B , 14B, 18B) and their end on the slender cable drum (14A) of the first drive unit (13A ₁ 14A ₁ 18A) each in opposite directions with respect to

Winding the right Seilgetriebeleine (11R) is wound up.

6. Control device according to the preceding claim, characterized in that the two drive units (13A, 14A, 18A) (13B, 14B ₁ 18B) each have components (16A, 17A) (16B, 17B), which for the switchable interruption of the torque transmission between Drive motor (18A) (18B) and cable drums (13A, 14A) (13B, 14B) are suitable, which are thereby either driven or passively movable by means of cable forces.

7. Control device according to one of the two preceding claims, characterized in that the similar drive units (13A, 14A, 16A, 17A, 18A) (13B, 14B, 16B, 17B, 18B) via a gear unit (19A, 19B, 28A, 28B , 26) are connected to each other, the deviation from the symmetrical winding of the Seilgetriebeleinen (11R ₁ 11L) mechanically in the position of 16) for the mechanical feedback (36, 37, 38, 35A, 35B) to control the interruption of torque transmission (16A, 17A) (16B, 17B) between drive motor (18A) (18B) and cable drums (13A , 14A) (13B, 14B).

8. Control device according to one of the preceding claims, characterized in that the symmetry position sensor (26) actuates the back control lines (20) via deflection rollers (21, 27) for the asymmetrical adjustment of the right and left angle of attack of the support surface in a function for control movement.

9. Control device according to one of the preceding claims, characterized in that it comprises gear components (21, 22), which from exceeding a tensile stress by means of prestressed spring (23) certain threshold the effective lengths of back-control lines (20, 30) to the rear of the Symmetrically increase wing, so add to their segment-specific control strokes and catch up with the lowering of the tensile force by the spring force again.

10. Control device according to one of the preceding claims, characterized in that each of the first and the second drive unit is formed with a plurality of gear stages (52,53) connected cable drum pairs, which wind up segmentally Seilgetriebeleinen, the determination of the drum diameter and gear stages the individual

Control strokes of the wound lines determined.

11. Control device according to one of the preceding claims, characterized in that it comprises a mass-loaded (58) pendulum (65) whose gravitational position via transmission components (57, 59, 61, 36) mechanically determines the control target specification (41), wherein This coupling is designed as an emergency control switchable via transmission components (61, 62, 64) is formed.

12. Control device according to one of the preceding claims, characterized in that cable drums (13A, 14A) (13B, 14B) connected in pairs with each other by springs (32A) (32B) and by means of overrunning clutches (33A) (33B) each on a common axis ( 40A) (40B), wherein increasing traction on the coiled lines (11R) (11L) causes them to cyclically fuse with the slender rope drums (14A) (14B) and biases the springs (32A) (32B), followed by falling ones Pulling force by means of the force of preloaded springs (32A) (32B) causes cyclical recovery of the coiled lines (11R) (11L) on the thick rope drums (13A) (13B) by a greater length than previously induced.

13. Control device according to one of the preceding claims, characterized in that the cable drums have cable guides and a certain rotationally symmetric basic shape, wherein the effective drum diameter by its leverage at each point of the

Seilauslaufs co-determines the effective moment, which is therefore uniquely associated with each wound line length.

14. Control device according to one of the preceding claims, characterized in that the active drives (18A, 18B) can be used as generators during Fierens on the thick cable drums.