WO2011012107A9

WO2011012107A9 - Control device for freely flying wind engagement elements having a wing area greater than 20 m2

Info

Publication number: WO2011012107A9
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: 2011-10-13
Also published as: DE102009035240A1; WO2011012107A2; WO2011012107A3

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, DE 02004018837, DE 102004018838 describe the use of wind power by free-flying windfall elements for ship propulsion, as they are currently being tested in commercial shipping. In this case, the vessel is connected by only one pull rope with a nacelle, which has at least one active drive element for changing the aerodynamic effect of the windage element. 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 are provided as an active drive element, a drive motor with a rotatably mounted element, a rocker, a lever, a toothed belt pulley, which moves the Steuerieinen that can be over-or understated 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 pulleys in the form of pulleys. To avoid overloading is called in DE102004018838 the fishing of the ship's rope. Furthermore, DE 10 2005 019 226, PCT / DE 2005/001 182 and US Patent Application 1 876 189 disclose a system for storing hysteresis movements ("system for accumulating hysteresis movements"), which has repetitive, hysteresis, fluctuations in force at its hysteresis threshold Attack point 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 division ratios result in extreme Steueriagen 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 the windage element consists in 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 in particular has an increase in the line loss in the case of a conductor-carrying towing cable.

As a further strategy for avoiding overloads, only the use of the control for deviating the entire windage element into a position with lower wind forces is currently possible, which is associated with the unfavorable combination of a necessary short reaction 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.

Wind turbines based on stunt kites with a fixed angle of attack are limited in energy yield when they have to visit regularly low-traction sectors in order to catch up with the rope being towed. 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 to clearly differentiate. "Control" denotes short-term effective positioning movement of components in the sense of directly influencing the current direction of movement of the windage element. "Positions" usually identifies long-term effective positioning movement of certain components, eg. B. with effects on the shape and other aerodynamic properties of the wing to adapt to given wind conditions or desired control strategies.

"Attack Point Shifting" denotes the displacement of the cable stop 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" characterizes the division of the wing according to the attacking control lines into sections transverse to the direction of flight whose 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 control lines of the device according to the invention is not exactly right-angle plane of the forces acting on the axis of rotation of the cable drums required because no toothed 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 guide rollers.

In an advantageous embodiment, the use of different drum diameters in the winding of segmented to the wing control lines different, on the wing span freely selectable Steuerhübe realized, which are independent of the integer division ratios of pulleys 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 embodiment, 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 execute 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 required minimum wind speed 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 overload 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 dual drive unit includes additional design redundancy, whereby the failure of one drive can be compensated for by the other drive since it can perform both control movements without additional components or shifting 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 steered kites to minimize the energy expenditure during hauling 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 overload situations, the effective lengths of control lines to the rear of the wing are symmetrically increased when exceeding a predetermined tension against the force of a preloaded spring and added directly to the segment-specific control strokes 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 an overrunning clutch relative to the common drive shaft. The overrunning clutches are mounted such that with increasing traction the thick drum is blocked relative to the drive shaft and the slender drum overhauls the drive shaft by means of cables, and tensions the torsion spring. 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 on the two drums than before. Hereby, the force application points on the rope transmission pulleys are moved against the acting force via the rope transmission lines and store rope length.

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 each point of the cable outlet the effective moment, which is therefore uniquely associated with each wound line 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, wound in opposite directions

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 overrunning clutch 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 Steuerieinen (9R, 46R, 47R) and the left control lines (9L, 46L, 47L) unwound, whereby the right control lines (9R , 46R, 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, 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, 11 L).

At about the same load on the two sides of the wing a steering movement 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 (11 R), whereby the left outer control line (9 L) and the left side wing (5 L) is slightly less far than the right outer wing (9 R) with the right wing side (5 R) is fetched. 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 effected by a clockwise rotation of the A-cable drums (13A, 14A) by means of their drive (18A), wherein the right cable transmission line (1 1 R) and the left cable transmission line (1 1 L) are unwound, whereby the right outer wing (9R) is caught with the right wing side (5R) a little farther than the left outer wing (9L) is left with the left wing (5L).

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 Rope (1 1 L) are unwound, whereby the right outer control line (9R) with the right wing side (5R) is slightly less far than the left outer control line (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 control movement with energy expenditure is effected by turning the B-cable drums (13B, 14B) to the left by means of their drive (18B), unwinding the left cable-transmission line (11 L) and unwinding the right-hand rope transmission line (1 1 R) left 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 control nacelle. FIG. 9 depicts nine segments of the windage element (5R, 4R, 3R, 2R, 1, 2L, 3L, 4L, 5L) having tether trees, with the eight connecting segments being non-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 line (9R, 9L) is connected via the right and left cable transmission pulley (10R, 10L) and right and left rope transmission line (1 1 R, 1 1 L) via the drums (13A, 14A, 13B, 14B).

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

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

The change in both the distance and the recovery of the left control line (9L) is transmitted to the left wing segment (5L) by 100%, 50% by the left front 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, 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 lines (9L ) causes the nacelle carrier (15).

This change in the front profile is caused causally by a left turn of the B drive motor (18 B) with the thick drum (3 B) with simultaneous clockwise rotation of the A drive motor (18 A) with the thick drum (13 A), both more left Seilgetriebeleine (1 1 L) as well as more right roping line (1R) is released, as at the same time on the slender drums (14A, 14B) on the Seilgetriebeleinen (1 1 L, 1 1 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 causally by a clockwise rotation of the B-drive motor (18 B) with the thick drum (13 B) while turning to the left of the A-drive motor (18 A) with the thick drum (13 A), both more left Seilgetriebeleine (1 1 L) as well as more right-hand rope transmission line (1 1 R) is obtained, as at the same time on the slender drums (14A, 14B) on Seilgetriebeleinen (1 1 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 (1 5) on the Y-axis with respect to the wing front profile in different variants. A right-hand control is applied to both the brakes (16A, 16B) a) by turning to the left of the A-drive motor (18A) with its drums (13A, 14A), with the right control line (9R) caught up 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, 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 (11 L) because of the larger diameter, the thick drum (13B) can turn to the left, with the left control line (9L) being detended and the slim B-drum (14B) being the right cable transmission line (11 R) as well as the right control line (9R) which is made possible by a free rotation of the unbraked B-epicyclic gearbox (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 control line (9 L ) 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 released A-brake (16A) at about the same load on the right and left control line (9R, 9L) by means of the right rope transmission line (1 1 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 rope transmission line (11 L) and Also, the left control line (9L) catches up, which is made possible by a free turning of the unbraked 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 load limitation, the back-balancing line (20) is guided over load-limiting-back line deflection rollers (21), which are mounted on a load limiting lever (22), which is held in its initial position with a prestressed spring (23). 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), the semi-inner (46R, 46L) and the inner (47R, 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, 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 those 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 line (9R) is moved via the right rope transmission pulley (1 OR) by means of the right rope transmission line (1 1 R), which with one end on the thick A-drums! (13A) and wound on the other end in the same direction on the slender B-drum (14B) and fixed. The ends of the left Seilgetriebeleine (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 winding of the ends of the right Seilgetriebeleine (1 1 R) wound in opposite directions and attached. 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 tractive forces act on the right control line (9R) and the corresponding left control line, as these forces increase, the slender B-drum (33B) which passes through 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

Rope line (1 1 R) remains stationary on 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 roping line (11 L) and the A-torsion spring (33). 32A). 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 rope transmission line (1 1 R) is overtaken than previously gefiert. Also, by the moment of the cocked spring (32B), a left turn of the thick B-drum (13B) is caught, with more of the length of the left rope-line (1 1 L) being caught than before. Ie. by In addition, each cycle of load cycle beyond the hysteresis thresholds cumulatively reduces the distance of both the right control line (9R) and the left control line (9L) to the nacelle carrier (15).

Next, the mechanical feedback of the target specification of the control is shown. In a passive, i. only by releasing brakes control of the direction of flight 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 clockwise rotation of the drums (13A, 14A), the A-spindle nut moves on the A-spindle and thus also the Symmetrielagegebergeber (26) in the direction of nacelle 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 strand B.

Furthermore, it is shown how cable guides (3 A, 31 B) can be realized by suitable gradients of the spindles (19A, 19B).

Fig. 7 shows the cable guide of the cable transmission to the assignments and winding directions of the right Seilgetriebeleine (1 R) to the thick A-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 slender 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 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 carrier

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

4R 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

6R right pulley first stage 50% 19B B-spindle

Control path 20 Back-compensation line

6Rf right front pulley first stage 21 load limiting back line pulley

50% control travel 22 load limiting lever

6Lf left front pulley first stage 23 preloaded spring

50% control travel 24 Back mid-segment leash fixation Lb left back middle roll first stage 50% 25 Back balancer fixation

Control path 26 Symmetrielagegeber

7R right pulley second stage 25% 27 back line pulley

Control path 28A A-spindle nut

7Rf Right Front Pulley Second Stage 28B B Spindle Nut

25% control travel 29 pull rope

7Lf left front pulley second stage 30 back middle segment leash

25% control travel 31A A-cable guide

7Lb Left Back Center Roller Second Stage 25% 31 B B-Cable Guide

control travel

32A A torsion spring

8R Right Center Roller 62.5% control travel

32B B torsion spring

8Rf right front center bearing foil 75% control path

33A A-overrunning clutch

8L left center roller 75% control path

33B B-overrunning clutch

8Lf left front center roller 75% control path

34A A-spring

8Lb left back center roll 75% control path

34B B spring

9R steering line right outside

35A A brake lever

9L steering line left outside

35B B brake lever

10R right rope gear pulley

36 Brake setpoint lever

10L left cable transmission pulley

37 brake linkage

1 1 R right rope transmission line

38 brake lever

1 1 L left cable transmission line

39 middle segment leash

12 fixed bearings of the control and carrying lines

40A A-axis

13A large A-cable drum

40B B-axis Control target setting

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

1. Control device for a traction cable (29) free-flying, the use of traction wind application element, which for changing the flight characteristic determining, effective lengths of lines (11 R, 11 L, 9R, 46R, 47R, 9L, 46L, 47L), thereby

in that the ends of right and left pairs of linen (11 R, 11 L) (9R, 9L) (46R, 46L) (47R, 47L) are counter-twisted to cable storage drums (13A, 14A) (13B, 14B ) (48, 49, 50), which have certain diameters, are wound, wherein the respective effective line lengths (11R, 11L, 9R, 46R, 47R, 9L, 46L, 47L) to the areas of the right

Wing segments (5R, 4R, 3R.2R) and the left wing segments (5L, 4L, 3L, 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, 14A) on at least one axis, and whose end is supported on the slender cable drum (14B) of a similar second drive unit (13B, 14B, 18B). on the other hand, the end of a left control line (9L) is hinged to a left cable transmission pulley (10L), over which a left cable transmission line (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, 14A, 18A) respectively in opposite directions with respect to

Winding the right rope transmission line (11 R) is wound up.

A control device according to the preceding claim, characterized in that the two drive units (13A, 14A, 18A) (13B, 14B, 18B) respectively comprise components (16A, 17A) (16B, 17B) for interrupting the torque transfer in a switchable manner 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 interconnected, which the deviation from the symmetrical winding of the Seilgetriebeleinen (11 R, 11 L) 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. 0. Control device according to one of the preceding claims, characterized in that both the first and the second drive unit are each formed with a plurality of gear stages (52,53) connected cable drum pairs, which wind segmentally Seilgetriebeleinen, the definition 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) in pairs with each other by Fedem (32A) (32B) and connected by 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 wound-up lines (11R) (11L) on the thick cable 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.