WO2017093618A1

WO2017093618A1 - Single skin wing for traction and lift

Info

Publication number: WO2017093618A1
Application number: PCT/FR2016/000185
Authority: WO
Inventors: Ives PARLIER; Richard Alfredo Léon LELOUP; Christophe Roussel
Original assignee: Ocea
Priority date: 2015-11-30
Filing date: 2016-11-21
Publication date: 2017-06-08
Also published as: FR3044290B1; FR3044290A1

Abstract

The present invention relates to a single skin wing of the controllable type that is held by at least two <sp /> lines at its ends. More particularly, it relates to a single skin wing, the leading edge (2) of which is provided with diagonals (8) that provide an optimal aerodynamic profile. This is a single skin wing of the controllable type comprising at least one flexible wall made of an upper surface, delimited by a leading edge and a trailing edge, comprising a lower surface portion, delimited by the leading edge and by a lower surface trailing edge separate from said trailing edge, which extends substantially along the leading edge, the assembly comprising said lower surface portion and a part of the upper surface along the leading edge constitutes a means for maintaining an aerodynamic shape, said means for maintaining an aerodynamic shape comprising at least two separating means, the compartment thus formed between two separating means constituting a means for maintaining the aerodynamic shape of a cell (8), said leading edge (2) and said trailing edge (3) meeting on either side at at least one attachment point for at least one remote control means (13a, 13b) for said wing, each remote control means comprising at least one main line, said trailing edge comprises at least one tensioning means (31a, 31b).

Description

TRAPPED MONOPEAL WING AND SUSTENTATION Field of the invention

The present invention relates to a single-wing flyable type held by at least two lines at the ends. More particularly, it is a single-wing wing whose leading edge is provided with cross-members providing an optimal aerodynamic profile.

The applications of the present invention include all forms of kites, kites, sailboats, ships, surfboards, kayaks, all objects that can be towed at sea and on land, snow skis , water skis. The present invention can also be used for activities other than for traction such as the landing of airborne charges, the sending of observation or measuring apparatus for example.

Brief description of the prior art

The prior art has many types of wings whose lift is provided by aerodynamic forces. They have seen a lot of improvements over the last 30 years due to the development of board sports.

Traditionally, to obtain an aerodynamic profile, two skins are used, as in paragliding sails. These wings have caissons that are delimited compartments, in which the air rushes, thus giving shape to the wing.

However, single-pole profiles have also existed for a long time; this is particularly the case of all the sails of the boat. The so-called monopole wings are made of an impervious fabric, held in incidence in the wind, which generates an aerodynamic force which is transformed into traction by the wing.

These single-wing wings have many advantages: they deploy easily, they have a small footprint once folded, their manufacture is facilitated and they have great strength, especially in case of impact on the ground. However, they have two major disadvantages: the recovery of the wing is not simple because of its lack of stability and / or its complexity and they offer good aerodynamic performance at the cost of a complexification of the aircraft. wing by the addition of rigid elements or a multitude of flanges in particular. Indeed, the shape and the holding of the aerodynamic profile are some of the weak points of the single wings.

Thus, many technical solutions have been implemented in order to accentuate certain advantages of the single-wing or to reduce the disadvantages.

Among the single-wing wings, it is necessary to distinguish: the single-wing wings without rigid reinforcement: like the wing known under the Nasa Wing brand, the wing known under the brands xxlite and Ozone or the wing known as the Peak and Flysurfer brands. These wings have a multitude of flanges; single-wing wings without any type of "spinnaker" structure, held by only three points, used for the traction of ships such as those described in patent WO2005058688;

rigid-armored single-strand wings such as the wing known under the Power Blast revolution mark, wing described in patent FR2823711, among which are the hybrid single-wing wings with "caissons" (wing known under the brand C-Quad, wing known under the brand Ailium);

the single-wing Delta (wing known under the S-Kites, True, Pure, New Balance brands).

Rigid wingless wings, of the wing type known under the Nasa Wing brand, are characterized by a generally delta-shaped sail without rigid reinforcing elements. The shape of the monopile wing is maintained by means of a relatively complex clamping device in conjunction with differential pressure regions between the upper and lower portions of the airfoil. These wings are commonly used as traction wings. However, these models are generally characterized by an unstrengthened leading edge, only maintained by a network of flange attachment points along the leading edge. This results in poor aerodynamic characteristics because of the high parasite drag and the need for them to be flanged at a high angle of attack to minimize the risk of sail collapse.

With single-wing wings such as the wing known under the brands xxlite and Ozone, the wing known as Peak and Flysurfer or the one presented in patent DE202015001217 was added a layer of fabric that turns on a part of the edge. 'attack to improve the aerodynamics of the profile. This single-wing wing is then close to wings with two conventional skins, with the difference that the second lower skin is replaced, at the rear of the profile, by the recirculation of the air. The specificity of the wing of patent DE202015001217 lies in the addition of an opening to the leading edge in which the air rushes in order to allow a further improvement of the aerodynamic characteristics. However, in the case of these single-sided wings, the profile is maintained by a complex network of fabric keels and flanges along the profile and span. As in the case of the wing known as Nasa Wing, this addition of flanges leads to a complexity of manufacture and a risk of entanglement of the flanges at the time of deployment and recovery of the wing.

Another evolution of the single-wing wing without reinforcement is that of "spinnaker" type, with only 3 flanges, as described in the patent WO2005058688. This single wing is comparable to spinnakers commonly used by sailboats. The specificity of this wing lies in that it consists of a simple skin, without any structure, held only in three points as a classic spinnaker. This has the advantage of a very simple wing to manufacture and store with a very simple clamping. However, the aerodynamics of the wing is largely deteriorated by the lack of holding profile.

To improve the flight quality of the single-wing wing, some have added rigid structures generally on the leading edge, giving them a more aerodynamic shape, as for the device shown in patent FR2823711. This rigid structure is designed to create the shape of the wing regardless of the effects of positive pressure under the skin. In the context of single-stranded wings, these rigid-structure wings generally incorporate rigid leading edges as well as rigid transverse elements attached to points on the leading edge. These transverse elements are designed to limit the span of deflection of the wing when the wing is under pressure and operating as an aircraft wing. These rigid-armored single-wing wings, however, become more fragile in the event of a frontal impact. They are also more cumbersome to store and more complicated to manufacture.

To reduce this effect, some, such as in the patent FR2750885 or in the patent WO03080434, comprise an inflatable bead along the leading edge. This inflatable bead allows to give rigidity in the sense of the span, to increase the thickness of the profile (and therefore to make it more efficient) and to give it a more aerodynamic shape. Moreover, the use of an inflatable leading edge flange greatly improves the problem of the storage of the wing relative to a rigid structure wing. However, if this solves the problem of congestion, it complicates the manufacture, deployment and recovery of the sail. In addition, a bead is fragile (risk of leakage and tearing, especially in case of impact on the ground) and adds a harmful weight.

Still in the desire to simplify the use and manufacture, devices include a reduced number of lines and flanges. Maintaining the wing by two lines at the ends exists, however, this one implies holding the leading edge. Maintaining the leading edge can be done either by means of an inflatable leading edge flange or other stiffening means. The clamping, whose function is then only to retransmit the tensile force to the lines, is quite simple but the disadvantages remain many: fragility of the frames, bulk, more complex manufacturing. For other wings with two lines, maintaining the leading edge is provided by a large number of flanges to maintain the aerodynamic profile of the wing; besides the use of these wings is more technical, they pose significant risks of entanglement of the flanges at the time of deployment and recovery of the wing.

The present invention proposes to retain the advantages of the single-wing wing: ease of deployment, reduced bulk, simplification of manufacture and strength of the wing, while facilitating its sending and recovery, improving aerodynamic qualities and maneuverability of the entire wing in lift situation and simplifying its use. Summary of the invention

The present invention relates to a single wing flyable type optimal aerodynamic profile.

It is a single-wing wing type controllable comprising at least one flexible wall consisting of an upper surface, limited by a leading edge and a trailing edge, comprising a portion of intrados, delimited by the edge of attack and by a trailing edge of the intrados distinct from said trailing edge, which extends substantially along the leading edge, the assembly comprising said portion of intrados and a portion of the extrados along the edge driving device constitutes a means of maintaining aerodynamic shape, said aerodynamic shape holding means comprising at least two separation means, the compartment thus formed between two separation means constituting a means for aerodynamically maintaining a cell, said leading edge and said trailing edge joining on both sides in at least one attachment point of at least one remote control means of said wing, each remote control means comprising at least one line principal, said edge leakage device comprises at least one tensioning means.

According to one embodiment, each of the main lines comprises a length variation means allowing in particular said wing to fulfill the function of traction, levitation and load displacement.

According to another embodiment, each control means consists of at least one rear secondary flange linking the main line to the trailing edge.

According to an alternative embodiment, each control means consists of at least one secondary flange before binding the main line to the leading edge.

Preferably, each control means consists of at least one secondary flange comprising at least one attachment identification means of at least one main line constituting the remote control means.

Advantageously, each attachment point comprises a set of remote control means end attachment means.

According to a preferred embodiment, at least one separation means comprises a longitudinal reinforcement means.

Advantageously, at least one of said separation means comprises a substantially vertical reinforcement means between the upper surface and the lower surface.

According to one variant, each of said remote control means comprises at least one front control line connected to the leading edge and a rear control line connected to the trailing edge, the rear control lines comprising at least one means of variation of length, allowing the modification of the incidence of said wing allowing in particular to said wing to fulfill the function of sailing forward craft, traction, levitation and load displacement.

According to one embodiment, at least one of said aerodynamic shape holding means of a cell comprises a rear closure means, each of said separation means forming said aerodynamic shape holding means of a rear closure cell comprising means fluid passage.

Brief description of the drawings

In this description, reference is made to the accompanying drawings in which:

FIG. 1 represents a front perspective view in a lift situation of a single-line wing with two lines according to the invention;

FIG. 2 represents a front perspective view in a suspension situation of a single-line wing with two lines connected thereto by earholes according to the invention; FIG. 3 represents a front perspective view in a lift situation of a single line wing with four lines according to the invention;

FIG. 4 represents a view from above of a single-plank wing laid flat with two lines according to the invention;

FIG. 5 represents a sectional view along the longitudinal axis of a single-wing wing comprising a reinforcement means for the interlayment according to the invention;

Figure 6 shows a sectional view along the longitudinal axis of a single-wing wing without reinforcement means of the interbody according to the invention;

FIG. 7 represents a perspective view of an open cell behind the trailing edge of the intrados;

- Figure 8 shows a perspective view of a closed cell by a wall leaving the trailing edge of the intrados and joining the extrados following the interlayers, the latter comprising openings;

Figure 9 shows a view a broad plan view of a single wing wing in a traction situation of a boat according to the invention, the attachment lines to the boat being made at two points;

FIG. 10 represents a one-point attachment device and a control system according to the invention;

FIG. 11 represents a wide plan view of a single-wing wing in the traction situation of a boat according to the invention, the attachment of the lines to the boat being made at one point;

FIG. 12 represents a control system with a control bar of a single-line wing with two lines according to the invention; FIG. 13 represents a control system with a control bar of a single-line wing with four lines according to the invention;

FIG. 14 is a wide plan view of a four-line winged wing in the traction situation of a boat according to the invention, the attachment of the front lines to the boat being at a point;

FIG. 15 represents a wide plan view of a single-wing wing with two lines in a traction situation of a boat with point of attachment to the mat according to the invention; FIG. 16 represents a wide plan view of a single wing wing with four lines in a traction situation of a boat with point of attachment to the mat according to the invention; FIG. 17 represents a wide plan view of a single-wing wing with two lines in a parachute situation according to the invention;

FIG. 18 represents a wide plan view of a single wing wing with four lines in a parachute situation according to the invention; Detailed description of the preferred embodiments

The embodiment of the single-wing wing is presented in flight conditions. The wing is always shown unfolded or inflated by the wind. Its size may vary depending on the use of a few cm ² as a child's toy to several hundred m ² as a wing pull loads.

According to a preferred embodiment, the device according to the invention consists of a single-wing wing (1) composed of a flexible wall otherwise known as the skin forming the bearing surface. The face located on the same outer side as the camber (5) constitutes the upper surface. Preferably, the skin is made of fabric made from natural fibers (silk, cotton) or based on synthetic fibers (nylon, polyester, polyethylene terephthalate known under the trademark Mylar, textil known under the trademark Dacron, the polymer Liquid Crystals known under the tradename Vectran, poly-para-phenylene terephthalamide known as Kevlar).

Said flexible wall forms a bearing surface delimited, on its front part, by a leading edge (2) and, on its rear part, by a trailing edge. The leading edge (2) and the trailing edge (3) meet at their ends (12a and 12b) to form the attachment points (49) of the main lines (13a and 13b) at the ears (lia). and 11b). The cross section that joins the two attachment points is the span (7). The longitudinal connecting the outermost point of the leading edge (2) to the end of the trailing edge (3) is the rope (6).

Transversally, along the leading edge (2), the flexible wall is bent so that its end passes under the upper surface (5). The turning of the skin on the leading edge is towards the intrados (4) of a length equal to a fraction of the rope (6). Preferably, this reversal is done on a length equal to 30% of the rope. Parallel to the rope (6), along the leading edge, walls (8) are fixed over their entire contour to the concave periphery of the attacking edge (2). Said wall, hereinafter referred to as interconon (8), is connected from the trailing edge of the intrados (10), all along the intrados of the leading edge (2) and up to a variable point of the extrados of the single-wing wing (27). Preferentially, the intercaisson extends over a length equal to 40% of the rope. Advantageously, the attachment of the interconon (8), otherwise called separation means, is achieved by means of seam, glue or adhesive. The interlayers can be made of fabric or any other flexible material thus forming flexible walls. It will also be possible to use materials such as plastic, the interlayers will then constitute rigid or semi-rigid walls, or even a rope or a network of son.

The cutting of the wing along a longitudinal axis, parallel to the rope (6), defines its profile. That of the leading edge defines the aerodynamic profile of the wing. This shape can vary depending on the choice of aerodynamic performance of the wing. Preferably, the aerodynamic profile used is a NACA 0012, that is to say symmetrical with respect to the rope and a thickness of 12% of the rope.

The skin band of the single-wing wing, located between two interstices, constitutes the width (9). This width can be divided into two parts: the width of extrados (9 which goes from the trailing edge of the single-wing wing to the leading edge, and the width of the intrados (9 ") which leaves the edge of Attack to the trailing edge of the intrados (10) The set of two interstices (8) flanking an extrados width (90 and the corresponding intrados width (9'0 constitutes a cell (28) , otherwise known as a means for maintaining aerodynamic shape of a cell.

According to one embodiment, the widths of intrados (9'0 and extrados (90 may be composed of two elements joined to the top of the leading edge (2) by sewing, gluing, or any other means of d ' According to another embodiment, the widths of intrados (9'0 and extrados (90 are constituted of a single element which goes from the trailing edge of the extrados (3) to the edge of leakage of the intrados (10).

In operating mode, in the case where the wing is subjected to the pressure of the wind, the dynamic pressure of the air inflates each cell. The interstices (8) maintain the aerodynamic profile of the wing in response to this pressure.

The number and spacing of the interlayers (8) are calculated to obtain the best hold of each width (9). Indeed, if their spacing is oversized, the skin of the wing risk, in flight, to take a domed shape at the leading edge between two interstices thus degrading the characteristics of the wing and its optimum operation. Conversely, an undersized size, thus involving a larger number of inter-segments, would cause an increase in material and thus the weight of the single-wing wing (1) would be increased. Preferably, 9 interstage is used which amounts to a spacing of 27 cm between two interlayers for a wing of 1.57 m ² . According to one variant, the cells (28) may be closed by a closure means, preferably a piece of tissue (30), from the trailing edge of the intrados (10) and up to the rear of the interstices, up to 'to the extrados (5) (Figure 8). Openings (29) are then integrated into the interstices to allow the circulation of air. These closed cells can be connected together and the air will then circulate through the openings (29) of the interlayers. The external or non-adjacent inter-cells of a closed cell may have their opening (29) equipped with a valve to retain the air after it has entered. In the case where all the cells (28) are closed, one or more openings will be made at the leading edge of the monopile wing, preferably at its center, to allow the entry of air.

In order to stiffen the interstices (8), it is possible to add longitudinal flexible rods

(25). The flexible longitudinal rods (25) are substantially parallel to the rope (6) of the single-wing wing along the extrados (5) of the profile (Figure 6). They are preferably made of nylon thread but can be made of any material. According to a preferred embodiment, they are fixed on the intercaisson (8) from the point of intersection between the extrados and the intrados to the leading edge (2) while continuing along the extrados of the profile to the end of the spacer (27). In another embodiment, the longitudinal flexible rods (25) can also turn on a portion of the intrados (4). The length of the longitudinal flexible rods (25) may vary according to the span (7) of the single wing (1) and also according to the position of the interconon (8) relative to the single wing (1). They are attached to the spacer (8) by means of sheath, seam, glue or adhesive. Some interstices (8) may be further stiffened by adding at least two longitudinal flexible rods (25) side by side, either one below the other, or on one side of the interlocking fabric (8). ) and the others on the other side. It is possible according to one variant to use a more rigid flexible rod. Preferably, flexible nylon rods are sewn to the interlock from the leading edge and a length equal to 40% of the rope on all the interlayers.

Vertical flexible rods (26) may also be added, always in order to help maintain the shape of the interstices (8) and thus the leading edge (2) (Figure 5). The vertical flexible rods (26) are attached to the fabric of the interconon (8) by means of sheath, seam, glue or adhesive. The vertical flexible rods (26) are hooked substantially to the trailing edge of the intrados (10) and rise perpendicularly to the rope (6) to hook on the longitudinal flexible rods (25). The length of the vertical flexible rods therefore corresponds to the height of the interconon (8) they stiffen. Preferably, the vertical flexible rods

(26) are located at the ends (8b 'and 8b ") of the ends of the wing, which are called the interstellars of the ears, According to another embodiment, all the interstellons (8) have vertical flexible rods (26). ).

According to a preferred embodiment, the leading edge (2) and the trailing edge (3) of the flywheel wing (1) meet at a point of intersection of a side (12a) and the other (12b) at each end of the wing. The single-wing wing (1) is hooked by said intersection points (12a and 12b) to two main lines (13a and 13b), (Figure 1). These two main lines (13a and 13b) are also connected to the trailing edge (3) by secondary flanges (14a ', 14a ", 14b' and 14b") the length of which determines the reactivity of the single-wing wing (1) . One of the two main lines (13a and 13b) and one of the secondary flanges (14a ', 14a ", 14b' and 14b '") form a Y. The shape of the Y makes it possible to adjust the incidence of the single-wing wing (1 ). The secondary flanges (14a ', 14a ", 14b' and 14b") are permanently attached in a loop which is sewn on the trailing edge (3). The attachment of the secondary flanges (14a ', 14a ", 14b' and 14b") to the main lines (13a and 13b) is by nodes which can therefore be changed position. Indeed, the two main lines (13a and 13b) have preferred markers (16) for determining the place where to fix the secondary flanges (14a ', 14a ", 14b' and 14b") depending on the wind force. These preferential markers (16) may be color marks, knots, rings or any possible hanging or marking system.

According to another embodiment, the leading edge (2) and the trailing edge (3) of the single-wing wing (1) are connected by sleeves (17a and 17b) which are held by means of sewing, glue or adhesive (Figure 2). In each earplug (17a and 17b) is inserted a rigid rod (18a and 18b) carbon or any other material. Each earliner (17a and 17b) includes tie holes (19a and 19b) of the two main lines (13a and 13b) and secondary flanges (14a ', 14a ", 14b' and 14b") at positions which make it possible to adjust the position of the secondary flanges (14a ', 14a ", 14b' and 14b") and, consequently, the incidence of the single wing (1).

Another embodiment consists of a single wing (1) connected by more than two main lines (Figure 3). At least two main lines (20a and 20b), called front lines, hang on each intersection point of the leading edge and the trailing edge (12a and 12b). One or more flanges (21a and 21b) can hook onto the leading edge (2) to better keep it in shape. These two main lines essentially take the traction generated by the wing. At least two other main lines (22a and 22b), called back lines, hook onto the trailing edge (3) at a point (23a and 23b). The two main rear lines (22a and 22b) are also connected to the trailing edge (3) by one or more secondary flanges (24a and 24b). According to another embodiment, these two main front lines (20a and 20b) can hook to the front of the ear sheaths (17a and 17b) in which pass rigid rods (18a and 18b). The main rear lines (22a and 22b) are then hooked to the fastener holes (19a and 19b) of the secondary flanges at positions that adjust the incidence of the single-wing wing (1). One or more flanges (24a and 24b, 21a and 21b) can hook onto the leading edge (2) and the trailing edge (3).

In order to maintain the tension of the trailing edge (3) of the extrados (5) of the monopile wing (1), one or more sleeves (33a and 33b) are fixed by stitching, glue or adhesive throughout from the edge leakage (3), (Figure 4). In this sheath (33a and 33b) is inserted at least one wire, rope or cord which is called a trailing edge cord (31a and 31b). Preferably, this cord is divided into two parts, each of which leaves the ears (11a and 11b) and back to the center of the wing. This trailing edge cord (31a and 31b) may be rigid or elastic and made of any material.This trailing edge cord (31a and 31b) has preferred trailing edge markers (32a and 32b) which may color marks, knots, rings or any system of hanging or marking possible.These preferred trailing edge markers (32a and 32b) reduce or enlarge the length of the trailing edge cord ((31a and 31b) and therefore to change the tension of the trailing edge according to the wind conditions .To tow any load or craft (34), it is necessary to connect the main lines (13a and 13b) to the object to tow.

According to a preferred embodiment, in order to control the single-wing wing (1), the main lines (13a and 13b) return directly to the towed vehicle (34) at two attachment points (35a and 35b) dissociated which can be indifferently a harness (41), a mat (47), a bar (42), an anchor point on the bow or deck of a boat (Figure 9). These two main lines (13a and 13b) ensure both the transmission of the traction force and steering. A manual or motorized winding element (36a and 36b) will make it possible to vary the length of each main line (13a and 13b). This variation in length between the two main lines (13a and 13b) causes the rotation of the wing and thus allows its steering. .

In another embodiment, the main lines (13a and 13b) are interconnected and pass through a pulley (40) hooked to an attachment point (41), (Figure 10 and 11). This attachment point (41) on which is fixed the pulley (40) can be indifferently a harness (41), a mat (47), a bar (42), an anchor point on the bow or the deck. A boat ... The pulley (40) makes it possible to slide the two main lines (13a and 13b) and thus to vary the length between the right side and the left side of the two main lines (13a and 13b). The traction force is then transmitted to the boat (34) through the pulley (40) at a single point called the point of attachment (41). The steering of the wing is done by two control lines (38a and 38b) connected to the main lines (13a and 13b) at a point (37a and 37b) and driven from the towed vehicle (34) by means of elements powered manual windings (36a and 36b), or handles (39a and 39b). The connection between the main lines and the control lines (38a and 38b) can be done by means of nodes, rings or any possible hung system. Preferably the control lines (38a and 38b) pass in fixed pulleys in the immediate vicinity of the attachment point (41). Transmission of the traction and control are then independently. The use of a pulley allows better control over a conventional bar (42). Indeed, the pulley (40) allows a greater variation in length between the two main lines (13a and 13b) and therefore a better rotation of the single-wing wing (1) especially when the surface becomes large, (FIGS. 10 and 11). ). Alternatively, the steering of the wing is by means of a steering bar system (42) or handles connected to each end of the lines (43a and 43b), (figel2).

According to a complementary embodiment, the single-wing wing (1) is used in place of the forward sail of a boat (34), (Figure 15). Each of the two main lines (13a and 13b) are then connected to the boat (34) preferably by a pulley at the head of the mast (45) and by a pulley at the bow of the boat (46).

According to another embodiment, the single-wing wing (1) is used as a parachute for landing loads (28), (Figure 17). The two main lines (13a and 13b) are then connected to two points of attachment (35a and 35b) dissociated. These two main lines (13a and 13b) ensure both the transmission of the traction force and steering. A manual or motorized winding element (36a and 36b) will make it possible to vary the length of each main line (13a and 13b). This variation in length between the two main lines (13a and 13b) ^■ causes the rotation of the wing and thus allows its steering. The motorized winding elements (36a and 36b), which can be remotely controlled by any information transmission means, allow the variation of length of the main lines. The wing can also be connected to the load (48) using a pulley system to separate the traction control of the wing.

For wings with more than two lines, the front lines (20a and 20b) are attached to the towed vehicle (34) by at least one fixed point (44), which may be either a harness (41), a mat (47) , a bar (42), an anchor point on the bow or deck of a boat, which takes up most of the pull of the wing (Figure 14). The length of these lines does not vary during the traction phase. The rear lines (22a and 22b) are connected to the towed vehicle by a manual or motorized winding element (36a and 36b) which will make it possible to vary the length of each rear main line (22a and 22b). This variation in length between the two rear main lines (22a and 22b) causes the rotation of the wing and thus allows its steering. A variation of equal length between the two rear lines will cause a variation in the incidence of the wing. This allows adjustment of the traction force and the fineness of the wing. This setting may be useful for use as a forward sail (Figure 16). The adjustment of the incjdence of the wing (1) using the rear lines (22a and 22b) can be done from the deck of the boat. In the case of use as a parachute for landing a load (48), the adjustment of the incidence of the wing by actuating the rear lines makes it possible to adjust the speed of descent of the entire load (48) and wing (1), as well as its trajectory (Figures 13, 15, 17 and 18).

According to another mode of use, the front lines (20a and 20b) of the single-wing wing are connected directly to a user by means of a harness or any other fastening means (44), (FIG. 13). The rear lines return on both sides of the control bar (42). The rear lines are therefore controlled independently of the front lines, in the same way as in the the case of a machine pulled by J'aile monopeau to 4 lines or more. This mode of use is particularly adapted to the practice of kitesurfing, kite mountainboarding or snowkiting in particular.

The non-substantial modifications which would clearly follow from those of ordinary skill in the art of the use or the manufacture of which the patent is required without altering the original provisions thereof, are merely technical equivalents and also fall within the scope of the present invention.

Claims

1) Single-wing wing (1) controllable type aerodynamic profile inflated by the only dynamic pressure of the air comprising at least one flexible wall consisting of an upper surface (5), limited by a leading edge (2) and a trailing edge (3) characterized in that said single-wing wing comprises a lower surface portion (4) delimited by the leading edge and by a trailing edge of the distinct lower surface of said trailing edge (3), which extends substantially along the leading edge, the assembly comprising said intrados portion (4) and a portion of the extrados (5) along the leading edge constitutes a means of maintaining aerodynamic shape ( 51), said aerodynamic retaining means (51) comprising at least two separation means (8), the compartment thus formed between two separation means (8) constituting a means for aerodynamically retaining a cell (28). ), said leading edge (2) and said trailing edge (3) joining each other in at least one p an attachment (49) of at least one remote control means (50) of said wing (1), each remote control means (50) comprising at least one main line (13a, 13b, 20a, 20b , 22a, 22b), said trailing edge (3) comprises at least one tensioning means (31a and 31b) constituting a means for adjusting the tension by variation of length.

2) Single-wing wing according to claim 1 characterized in that each of the main lines (13a, 13b, 20a, 20b, 22a, 22b) comprises a length variation means (36a, 36b, 42) allowing in particular said wing to fill the function of traction, levitation and load displacement (48, 34).

3) Single-wing wing according to any one of the preceding claims characterized in that each control means consists of at least one rear secondary flange (14a ', 14a ", 14b' and 14b") connecting the main line (13a and 13b) at the trailing edge constituting a means of adjusting the incidence of the wing.

4) Single-wing wing according to any one of the preceding claims, characterized in that each control means consists of at least one front secondary flange (21a and 21b) linking the main line (13a and 13b) to the leading edge. (2) constituting a means of adjusting the incidence of the wing.

5) Wing monople according to any one of claims 3 or 4 characterized in that each control means is constituted by at least one secondary flange (14a ', 14a ", 14b' and 14b") comprising at least one means of fastener identification (16) of at least one main line (13a and 13b) constituting the remote control means. 6) A monopile wing according to any preceding claim characterized in that each attachment point (49) comprises a set of remote control means end attachment means (19a, 19b) (50). 7) Single-wing wing according to claim 1 characterized in that at least one separation means (8) comprises a longitudinal reinforcing means (25).

8) Single-wing wing according to any one of the preceding claims characterized in that at least one of said separation means (8) comprises a substantially vertical reinforcement means (26) between the upper surface and the lower surface.

9) monopile wing according to any preceding claim characterized in that each of said remote control means (50) comprises at least one control line before connected to the leading edge (2) and a rear control line connected at the trailing edge (3), the rear control lines comprising at least one means of variation of length (36a, 36b, 42), allowing the modification of the incidence of said wing allowing in particular said wing to fulfill the function of forward sail (47) of craft (34), traction, levitation and load displacement (48, 34).

10) Single-wing wing according to any one of the preceding claims characterized in that at least one of said means for aerodynamically maintaining a cell (28) comprises a rear closure means (30), each of said separation means ( 8) forming said aerodynamic shape retaining means of a rear closure cell (28) comprising a fluid passage means (29).