EP0511050A1 - Einrichtung mit mindestens einem aerodynamischen Formteil mit veränderlicher Geometrie, die ein Grenzschicht-Kontrollsystem beinhaltet - Google Patents

Einrichtung mit mindestens einem aerodynamischen Formteil mit veränderlicher Geometrie, die ein Grenzschicht-Kontrollsystem beinhaltet Download PDF

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Publication number
EP0511050A1
EP0511050A1 EP92401041A EP92401041A EP0511050A1 EP 0511050 A1 EP0511050 A1 EP 0511050A1 EP 92401041 A EP92401041 A EP 92401041A EP 92401041 A EP92401041 A EP 92401041A EP 0511050 A1 EP0511050 A1 EP 0511050A1
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EP
European Patent Office
Prior art keywords
hatch
wing
parts
opening
aerodynamic
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP92401041A
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English (en)
French (fr)
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EP0511050B1 (de
Inventor
Pierre Julien
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Individual
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Individual
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Filing date
Publication date
Priority claimed from FR9104719A external-priority patent/FR2675461A1/fr
Priority claimed from FR9105445A external-priority patent/FR2676032A1/fr
Priority claimed from FR9108750A external-priority patent/FR2678892B1/fr
Application filed by Individual filed Critical Individual
Priority to US08/137,085 priority Critical patent/US5485799A/en
Publication of EP0511050A1 publication Critical patent/EP0511050A1/de
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Publication of EP0511050B1 publication Critical patent/EP0511050B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • B63H9/061—Rigid sails; Aerofoil sails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H8/00—Sail or rigging arrangements specially adapted for water sports boards, e.g. for windsurfing or kitesurfing
    • B63H8/20—Rigging arrangements involving masts, e.g. for windsurfing

Definitions

  • the present invention relates to a device comprising at least one element of aerodynamic shape, at least part or area of which is foldable, for propulsion and / or lift by the effect of the relative wind.
  • the invention relates to a device of the aforementioned type with large adjustable lift, which is intended for any machine that can be set in motion in the air, on water or on land, such as a boat, windsurfing board, aircraft. , flying wing, kite, sand yachting, etc.
  • the invention is also applicable to the production of models of these locomotion or sports machines.
  • the problem which one seeks to solve by providing air passage openings in such aerodynamically shaped elements is to prevent the boundary layer of the air flow, on the upper side, from “peeling" from the element in the region of the deepest hollow line, which it tends to do when the element is arched.
  • the separation of the flow limits, and even decreases, the aerodynamic performance.
  • LEMOIGNE proposes to provide such canals with through channels which are permanent air guiding means, which are materially defined by channel walls and whose section decreases in the direction of the current, the objective being thus to create a Venturi tube.
  • LEMOIGNE proposes to provide them with nozzles which protrude strongly, on the upper surface side, by harming the profile of the wing, in terms of aerodynamics.
  • said opening and said means for guiding said air passage are created temporarily and adjusted by modifying the position and / or the geometry of at least one part and / or zone of said device and said device further comprises means adapted to adjust the geometry of said element, including at least the camber in shape and in hollow.
  • the air passage opening can either be continuous or discontinuous (it is understood that this is a continuity or a discontinuity in space, not in time).
  • the inlet or outlet section of the air passage located at the end of a leading edge and / or a trailing edge of a part or zone of the element, is substantially perpendicular (1) to the current lines of the air flow going from the lower surface to the upper surface, and ( 2) on the lower or upper surface, at the location of the inlet or outlet sections.
  • the position and geometry of the opening can be adjustable and this position can be independent of the side of the concavity resulting from the camber.
  • One of the possible adjustments is obtained by moving parts or zones of the element of aerodynamic shape with respect to each other in longitudinal, transverse or rotating directions, in a plane perpendicular to the element and / or to its parts or zones, by tensioning a leading edge and / or a trailing edge of said element, part or zone, and / or the respective region of these edges.
  • the geometry of the slots can be adjusted without changing the positioning of the trailing edge formed by the means for guiding the air flow which passes through said opening.
  • the invention therefore relates to a device which comprises the aerodynamically shaped element and the means which give it its geometry, to vary its lift and its drag and, in certain cases, its orientation with respect to the craft that the device team.
  • these means can act on the shape and / or on the size of its camber, of its twist, of its span, of its surface ...
  • the element of aerodynamic shape can be partially collapsible and / or totally.
  • the thickness can be fixed by construction and / or be given by adjustment using the positioning means.
  • the skeleton of the profile of the element of aerodynamic shape it can form a line with variable curvature and this curvature can never be zero.
  • the skeleton may have a curvature having only one concavity. There is no need to vary the length of the skeleton to change its side concavity.
  • the creation and / or the adjustment of the air passage opening (s) and of the air flow guiding means are independent of the general geometry of the aerodynamically shaped element, in particular the length of the skeleton, of its profile.
  • the aerodynamically shaped element may be in one or more parts and / or zones, integral or dissociated, mobile and / or stationary with respect to each other. It can include at least one expandable zone.
  • the position of the aerodynamically shaped element and / or of its different parts and / or zones can be adjustable relative to the machine fitted to the device to which the element belongs.
  • the aerodynamically shaped element and / or its various parts and / or zones may be of reversible concavity.
  • the camber is determined, roughly, by construction, so that a given element is suitable only for a condition of restricted use and that, if it acts of a sail of boat for example, one must be able to have a whole set of sails.
  • the invention tends to propose an aerodynamic element with a universal vocation, adaptable in situ to all the conditions and paces likely to be encountered, because the shape of the skeleton of the profiles of said shape is a choice of adjustment. Deformations of the shape are possible without necessarily causing a break in the curve other than that created by the open air passages, the external surface of the element retaining, depending on the setting, continuous curved lines favoring the flow of the air.
  • the geometry of the aerodynamic shape of the element is independent of its orientation in relation to the vehicle it equips.
  • the means of camber adjustment belong to positioning means adapted, in addition, to adjust the orientation of said element relative to said machine.
  • the positioning means act by positioning, in an adjustable manner, between themselves and / or between themselves and the machine. certain points and areas of connection between the aerodynamically shaped element and the positioning means.
  • These means can be chosen, for example, from the following elements, fixed or movable with respect to one another, the geometry of which can be scalable: beam, torque, lattice beam, mast, pivoting wing mast, bipod mast, tripod mast or shaped mast of L, arch, pylon, wishbone, boom, boom boom, articulated arm, outrigger, balestron, spacer, batten, rail, carriage, hoist, jack, and all the hardware, rigging part and mechanical, pneumatic control means, electro-mechanical and hydraulic known in the fields considered.
  • boom-shaped boom is meant a boom having first and second branches substantially at right angles, the first branch acting as a boom itself and the second branch, pivotally mounted on the machine fitted to the device, making support office for the first branch.
  • the positioning means can be located outside, partially inside or entirely inside the aerodynamically shaped element, or even be integrated therein.
  • These positioning means can act on the orientation of the aerodynamically shaped element by rotating it around an axis, for example around a mast.
  • the positioning means may comprise a structure comprising one or more elements comparable to a conventional boom or in the form of a gallows, a balestron or a wishbone, the said element or elements comprising itself or themselves at least part of variable geometry.
  • variable geometry part is meant articulated and / or sliding and / or flexible and / or extensible.
  • the aerodynamically shaped element may include pull points formed in its edges, other than the conventional pull points and, among these particular pull points, one is preferably located substantially in alignment with said or said air passage opening (s).
  • the pulling points are connected to a spar (boom, beam, etc.), or to a mobile structure, itself connected to the machine fitted to the device according to the invention and / or itself maintained by the 'operator.
  • the pull points can be connected directly to said machine.
  • the connections allow the adjustments by fixing the lengths between the pulling points and the anchoring points, which can themselves be on the machine, on the spar, on an intermediate structure, with adjustable position.
  • the device is designed to adapt, among other things, to existing sailing machines by modifying them to a minimum.
  • the device comprises stays, shrouds, sheets, low haul or other elements of the positioning means and of the rigging transmitting forces, at least a part of them, including preferably the stays and stays, will be directly connected to the vehicle equipped with this device.
  • said leading edge can be positioned outside the longitudinal and movement axis of the machine fitted on the device according to the invention.
  • At least one pulling point is provided between the two ends of said leading edge and a stiffening element with variable geometry, continuous or discontinuous, can preferably be fitted to said leading edge. over all or part of its length, which makes it possible to impart specific mobility to the leading edge.
  • the stiffening element can, for example, be flexible, articulated, etc.
  • the advantage of such clean mobility is to give an optimum angle of incidence at the leading edge of the element at its different levels.
  • angle of incidence is meant the angle formed by the direction of the relative air current and the chord of the aerodynamic element, or of one of its parts or zones.
  • the stiffening element can have a shape with variable and adjustable geometry. It may for example be a strut or a reel. Thanks to such means, it is possible to obtain a variation by bending, and / or mobility of the parts of said stiffening element with variable geometry, relative to each other, the stiffening element being able to present in its longitudinal direction a curved line. and / or broken.
  • At least one connection is provided between the pulling point (s) formed on the leading edge and / or on the stiffening element and another point of the device to which the aerodynamically shaped element and / or of the object that belongs 'he team.
  • the tension in each judiciously oriented connection causes the desired shape to take on the leading edge.
  • the aerodynamically shaped element is a canopy in a single part divided into at least two sub-parts along a dividing line and adapted to form between them a slit affecting all or part of said line, said airfoil sub-parts generally forming a airfoil over the whole of which said means of positioning are suitable to act.
  • a device of this type is known from US-A-3 0 ⁇ 53 219 COON.
  • This patent shows a sail divided into several parts but these parts are connected to each other by 40 ⁇ tabs, so that it is impossible to individually control the parts of the sail, for example to act on their individual camber and on their position. relative, therefore on the shape of the general camber of the airfoil and on the geometry of the slots.
  • the positioning means affect the whole sail plane as well as each sub-part of the wing, taken in isolation, so that it is possible, in particular, to arch them individually.
  • said positioning means also make it possible to reduce the area or to lower each wing sub-portion.
  • two consecutive wing sub-parts have an overlap zone, said slot being defined by the spacing between said wing sub-parts, in the overlap zone.
  • the spacing is held by at least one spacer.
  • the spacer which constitutes each leg 40 ⁇ is fixed to the two facing parts of the sail, according to the invention, at least one of the two wing sub-parts having an overlap zone is not fixed to the spacer.
  • the spacer which can be roughly wedge-shaped and tapering upstream, can be attached to the other wing sub-section or, when said wing is held at one end by a support which is integrated into it, such as a mast or a beam, the spacer can be fixed to this support and / or to an aerodynamic fairing of this support.
  • This support preferably having an aerodynamic shape, such as a wing mast, can, for example, occupy the place of one of the wing sub-parts.
  • the spacer has a configuration and / or a modifiable position, suitable for participating in the adjustment of the spacing and / or of the geometry of the slot.
  • the two faces of the aerodynamically shaped element belong to separate envelope parts which determine between them a hollow aerodynamic volume;
  • the opening and the means for guiding the air passage are created by a pair of hatches formed respectively in one and the other faces and which are subjected to control means, acting on their closing / opening, on their orientation and their geometry, the opening of the hatch on the upper side being effected by displacement of the free upstream edge of the hatch towards the inside of the cavity of the aerodynamic volume, so that the face of the envelope on the upper side retains its aerodynamic profile , despite the opening of the hatch.
  • the hatch can be opened both by moving the free downstream edge of the hatch towards the inside of the aerodynamic volume cavity and by moving the free upstream edge of the hatch towards the outside of said cavity. volume.
  • the face of the casing on the lower surface offers an aerodynamic profile when air passes through the opening. and its flow on the lower surface.
  • the hatches can be flexible.
  • the hatch control means depend on a variable geometry structure housed in the cavity of the hollow aerodynamic volume.
  • This structure is subjected to adjustment means and it gives the different section or sections forming the profile or profiles of the aerodynamic volume. More precisely, said adjustment means act, in size and / or shape, on one or more of the characteristics of the geometry of the structure chosen between the camber, the thickness, the twist, the span and the surface, and said structure is connected to the envelope, so that by adjusting the geometry of said structure, one controls that of the aerodynamic volume.
  • a couple can be made up of several plates arranged end to end and possibly articulated between them.
  • the shaping slats define the outer contour of the aerodynamic volume and define a profile of the aerodynamic shape.
  • the camber and the shape of each pair can be obtained by the difference in length of the two shaping slats of said pair, suitably kept spaced apart by the plates and / or spacers which can themselves be of adjustable length.
  • the spacer system can itself be adjustable. It may consist of a through guide support, such as a mast or a beam, on which slides the said one or more. couple (s).
  • the guide support passes through an opening provided in the said pair (s) and, preferably, the at least one or said opening is of adjustable section.
  • the pair or pairs are blocked against any rotation around the guide support.
  • the envelope may include extensible zones and / or be in at least two parts, these parts having overlapping zones.
  • a third embodiment suitable for the propulsion of a sailing boat or the lift of an aircraft, proceeds at the same time from the first embodiment in the sense that it applies to a thin wing , and the second embodiment in the sense that it uses hatches.
  • the aerodynamically shaped element is a blade, and a hatch creates said opening and said means for guiding said air passage, which hatch is defined by a slot called “flexible” substantially perpendicular to the direction of air flow in the normal position of use and by two slots called “stiffened” substantially parallel to said direction, so that the hatch has roughly the shape of a C, the slots stiffened being due to the presence, in the airfoil, of stiffening slats running along said slots and extending beyond those of their ends opposite to said flexible slot.
  • substantially perpendicular is meant a direction between exactly perpendicular and slightly oblique.
  • the hatch can be subjected to control means comprising at least one so-called “control” slat integrated into said airfoil in a direction substantially parallel to the rigidified slots, said control batten preferably having at least one weakened stiffness zone adapted to promote the flexing of said batten at this zone.
  • control batten also regulates the shape of the camber and / or the twist of said element.
  • Each hatch can be subjected to two control slats located on either side of said hatch.
  • said or one of said control slats is substantially coextensive with the lower edge of the airfoil.
  • At least one stiffening slat and at least one control slat can be contiguous.
  • the airfoil comprises at least two hatches whose flexible slots are aligned and in another variant it comprises at least two hatches whose flexible slots are not aligned.
  • the same wing can simultaneously correspond to these two variants by having at least two parallel rows of several hatches each.
  • the airfoil can include extensible zones to absorb deformations and / or serve as a reminder.
  • the hatches can be connected to the wing by flexible connections to limit their deflection and / or extendable to dampen their movement.
  • the canopy of the first or third embodiment is held at one end by a support, such as a mast or a beam
  • said support can be located next to the sail plan or be integrated into a part of the sail plan.
  • the support can, in a manner known per se, have an aerodynamic profile, and according to the invention this aerodynamic profile can be obtained by surrounding said support, over all or part of its length, with a fairing in at least one part, fairing which is rotatably mounted around the support.
  • the trailing edge of the aerodynamic support can be connected to the airfoil or to one of its parts.
  • this spreader has a curved shape offering a clearance in the vicinity of its junction with the support.
  • a leading edge or a trailing edge formed by an open slot is on the side of the concavity.
  • FIG. 1b We will first describe Figure 1b where we see four canopies V1, V2, V3, V4 of the same skeleton length.
  • the wings V1 and V2 have the same hollow C1, C2 and the same cord CP1, CP2.
  • the wings V2 and V3 have a different cord CP2, CP3, and a hollow C2, different C3.
  • the wings V1 and V4 have the same hollow C1, C4 and a different cord CP1, CP4. It follows that the wings V1, V2, V3 and V4 all have a camber of different shape.
  • FIG. 1 If one refers to FIG. 1 and to its enlarged detail of FIG. 1a, one sees a monohull boat 1 provided with a mast 2 which supports a thin canopy designated as a whole by 3, in a single part, and which is divided into three sub-parts 3a, 3b, 3c having between them overlap zones 4ab, 4bc. These overlap zones determine between them slots 68 (FIG. 6) with adjustable geometry and which can be more or less open, or else closed.
  • the wing sub-parts have pulling points, in particular, 5-10 ⁇ on their lower edge by means of which the various adjustments and maneuvers of the wing sub-parts are made.
  • the pull point 5 serves as a fixed connection to two ends 11 and 69, one of which is connected to the end of a boom 12 articulated on the mast 2, while the other passes around a pulley of reference 13 which is fixed to the mast 2.
  • the pull point 6 serves as a fixed connection to one of the ends of the ends 14-17 whose other end passes around the pulleys 18-21
  • the pull point 7 is used for fixing a tip 22, the other end of which is fixed to a cross member 38 described below.
  • the pull point 8 serves as a fixed connection with two ends 23 and 70 ⁇ passing respectively around return pulleys 24 and 25.
  • the pull point 9 serves as a fixed connection with three ends 26, 29 and 71 passing respectively around return pulleys 27, 30 ⁇ and 28.
  • the pull point 10 ⁇ is used for fixing a tip 31 passing around a return pulley 32.
  • the return pulley 13 depends on the mast 2.
  • the return pulleys 18 and 21 are connected to the deck 33 of the boat.
  • the return pulleys 19 and 20 ⁇ are fixed to the deck 33 of the boat downstream from the foot of the mast 2.
  • the return pulleys 24, 25, 27, 28 are fixed to a frame 34 mounted on a carriage 35 sliding on a boom part 36 which, for its part, is pivotally mounted, at 37 on the mast 2 without being able to turn around its own longitudinal axis.
  • the frame 34 supports an extendable cross member 38 having a series of holes offering a choice of positions for fixing the return pulley 30 ⁇ and the end 22.
  • the frame 34 further supports two pulleys 30 ⁇ 3, 30 ⁇ 4 around which pass two ends 30 ⁇ 5, 30 ⁇ 6 which control the position of the boom part 40 ⁇ . These elements have not been shown in FIG. La so as not to overload it.
  • the frame 34 which extends well beyond the longitudinal axis of the boom with variable geometry 12, 36, 40 ⁇ , makes it possible to fix the control members, such as pulleys, used to position the wing and the various parts of the boom.
  • a stirrup 39 in which one end of a boom portion 40 ⁇ is pivotally mounted. At a point relatively close to this end, this same boom portion 40 ⁇ is pivotally mounted at 41.
  • the boom portion 40 instead of being pivotally mounted at 41. the boom portion 40 amalgam could be flexible.
  • the return pulley 32 is connected to a carriage 42 likely to move along a straight rail 43.
  • the end of the boom part 40 ⁇ , opposite the stirrup 39, is connected, by a hoist 44, to a similar carriage 45 capable of moving along a slightly arched rail 46.
  • the end of the boom part 36, opposite the mast 2 is connected, by a hoist 47, to a similar carriage 48 capable of moving along an argued rail 49, and the boom part 12 is equipped with a similar arrangement of a hoist 50 ⁇ , a carriage 51 and an argued rail 52.
  • the concavity of the rail 49 and that of the rail 52 are turned towards each other, and towards the mast.
  • wing sub-parts 3a, 3b, 3c can be controlled individually, in particular as regards their camber, their twisting, their reduction in surface area or to their slump.
  • the airfoil P passes through the mast which is integrated into the airfoil sub-part 3b. This situation is shown schematically in Figure 2c.
  • the mast 2 ′ could pass beside the sail plan P.
  • one of the wing sub-parts could be replaced by the mast as seen in FIG. 2b.
  • the mast 2 ⁇ would be suitably profiled to integrate into the aerodynamic shape of the rest of the wing 3a ⁇ , 3c ⁇ .
  • the mast 2 advantageously has an aerodynamic shape to generate less drag.
  • this shape can be given to it by a fairing as seen in FIG. 3. More specifically, on the mast 2 is rotatably mounted a fairing 53 in two parts articulated around hinges 54, on the leading edge side, and joined on the trailing edge side by screwing at 55.
  • the internal faces of the fairing are provided with flexible supports 56 provided with stops retractable ball 57, which supports are symmetrical with respect to the cord CP of the profile of the fairing.
  • the supports 56 also allow the fixing of balancing masses 58 so that the center of thrust is downstream of the center of gravity of the fairing which, preferably, merges with the axis of rotation of the fairing.
  • Another flexible support 59 supports a ball stop 57 in the axis of said rope. It is understood that the fairing 53 can orient itself towards the wind, in the manner of a wind vane and that the flexible supports 56 and 59 allow the rotation of the fairing even around a mast whose cross section is not that approximately circular.
  • FIG. 4 shows an integrated mast 2 ⁇ ′, such as that of FIG. 2c, provided with spreaders 60 au and to the fairing 53 ′ of which the wing sub-part 3b is connected.
  • these spreaders have a curved shape offering a clearance 61 at their level, junction with the mast 2 ⁇ ′, clearance by which the spreaders 60 ⁇ do not hinder the positioning of the trailing edge 62 of the wing section 3a.
  • spacers 63 are visible in FIGS. 5 and 6 in which a flexible wing according to the invention is shown, comprising only two sub-parts 3d, 3e having an overlap area 4d, e. To allow individual control of these wing sub-parts, the spacers are only fixed to one of them. As can be seen in FIG. 6, the spacers 63 consist of a part 64 mounted at right angles to a flexible support 65 fixed to the wing sub-part 3e, the part 64 or the junction with the support 65 being articulated.
  • the second embodiment of the invention is essentially distinguished from the first by the fact that it is the application of the invention in the case of a thick canopy.
  • the device according to the invention equips a catamaran whose floats are designated by 10 ⁇ 1. These floats are connected by a pair of beams 10 ⁇ 4a and 10 ⁇ 4b, one of which 10 ⁇ 4a supports a rectangular mast 10 ⁇ 2 guyed according to 10 ⁇ 5 on the leading edge of the floats and according to 10 ⁇ 6 on their trailing edge.
  • the two faces of the aerodynamically shaped element or wing 10 ⁇ 3 belong to separate walls 10 ⁇ 7, 10 ⁇ 8 of an envelope 10 ⁇ 9 which defines a hollow aerodynamic volume or cavity 110 ⁇ .
  • the 10 ⁇ 2 mast crosses the 110 ⁇ cavity.
  • the wing 10 ⁇ 3 has four pairs of hatches 111a-d and 112a-d.
  • the face 10 ⁇ 8 is the lower surface and the face 10 ⁇ 9 the upper surface.
  • the hatches 111a, 111b, 112a, 112b are open and adapted to the passage of air according to the arrows F1 and F2 of FIG. 8.
  • the hatches 111c, 111d, 112c, 112d are closed. If the concavity of the wing is to be reversed, the position of the hatches is reversed. In the following, only the pairs of hatches 111a, 112a, 111b, 112b will be described.
  • the hatches each result from cutouts in the shape of an inverted C and of a normal C joined "back to back", which gives a configuration in lying H, the bar of which constitutes the opening slot 113 or 114.
  • the opening slots of the hatches 111a and 112a, on the one hand, and 111b, 112b, on the other hand are respectively aligned so that they determine, on each of the faces 10 ⁇ 7 and 10 ⁇ 8, a discontinuous slot line. Thanks to a structure which will be described later and which is located in the cavity 110 ⁇ , the hatches 111a, b and 112a, b are opened, as can be seen, without altering the aerodynamic curvature of the faces 10 ⁇ 7 and 10 ⁇ 8 of the wing 10 ⁇ 3.
  • the hatches 111a, 111b are opened respectively by displacement towards the inside of the cavity 110 ⁇ of the downstream edge 115 of the hatch 111a and by displacement towards the inside of the cavity 110 ⁇ of the upstream edge 162 of the hatch 111b.
  • FIG. 8a shows a case where the upstream edge 163 of the hatch 111a moves towards the outside of the cavity 110 ⁇ .
  • the wing 10 ⁇ 3 comprises a lower stage 116, two intermediate stages 117 and 118, and an upper stage 119.
  • the stages are defined by “pairs” 120 ⁇ to 123 and by an upper plate 124 at which a halyard is attached to hoist or lower the wing 10 ⁇ 3.
  • airs 120 ⁇ to 123
  • upper plate 124 at which a halyard is attached to hoist or lower the wing 10 ⁇ 3.
  • Figure 9 shows a variant 10 ⁇ 3 ′ of the airfoil 10 ⁇ 3 of Figures 7 and 8, without representation of the doors.
  • cables 127 connect the upper plate 124 to the pairs 123, 122 and 121 at their edge leading edge, their trailing edge and near the 10 ⁇ 2 mast, allowing their spacing to be modified and limiting it to a maximum.
  • Spacers 128 in folded sheet metal take up the mechanical forces due to the tension of the envelope and to the pressures and depressions exerted on them. They also fix the spacing between the couples 120 ⁇ and 121.
  • the couples 120 ⁇ and 121 and their spacers 128 thus form a stiffened assembly playing the role of a balestron with variable geometry.
  • the distance between two couples and / or between a couple and one end of the aerodynamic volume can be reduced, a possible system being the reef hump.
  • a low roof 125 and a sheet hoist 126 connect the lower torque 120 ⁇ respectively to the beams 10 ⁇ 4a and 10 ⁇ 4b to tension and orient the airfoil 10 3 ′ relative to the wind.
  • the section of Figure 10 ⁇ shows how a torque can be achieved, namely using several plates 129 to 132 arranged end to end and hinged together. More precisely, one end of the plate 129 forms the leading edge of the structure and its opposite end is articulated at 133 on the plate 130 ⁇ which has an opening 134 for the passage of the mast 10 ⁇ 2. Opposite Plate 129, plate 130 ⁇ is articulated at 135 on an intermediate plate 131, itself articulated at 136 on a plate 132. Opposite articulation 136, plate 132 forms the trailing edge of the structure.
  • the envelope absorbs differences in length due to the reversibility of the concavity, the camber and the twist. To do this, and / or serve as a reminder, the envelope advantageously has extensible and / or overlapping parts subjected to tensioning means such as 141.
  • each side of the assembly constituted by the plates 129 to 132 are arranged two flexible slats of conformation 137 which are connected to the plates by means of lugs 138 fixed to said plates and sliding in grooves 162 provided in said slats (better visible in FIG. 11).
  • the slats 137 are fixed to the walls 10 ⁇ 7 and 10 ⁇ 8 of the casing 10 ⁇ 9 or at least in contact with them.
  • the walls 10 ⁇ 7 and 10 ⁇ 8 are only shown diagrammatically by a fragment of dotted line on the trailing edge side. In fact, at this level, the envelope is in two parts, one, formed by the walls 10 ⁇ 7 and 10 ⁇ 8, the other, by a wall straddling the trailing edge, the ends of one covering the ends of each other.
  • Cables 139 returned to the foot of the mast, control the relative position of the plates 129 to 132 between them so that by acting on these cables, the camber of the torque formed by said plates can be modified.
  • the slats of conformation 137 being dependent on said plates, they follow their movement and the casing 10 ⁇ 9 follows the shape taken by the slats.
  • the overlapping ends of the walls 10 ⁇ 7 and 10 ⁇ 8 of the envelope are subjected to the tension of tensioners 141.
  • the geometry of the aerodynamic shape is obtained by acting suitably on the length of each batten and / or on the position of each plate, taken individually or in combination, thus giving the desired shape to the profiles of the airfoil by distribution of the camber. along the skeleton of the blade according to the intensity of the general camber.
  • the plate 130 ⁇ in FIG. 10 ⁇ - which has an opening 134 of section and geometry fixed by construction - is replaced by a plate 130 ⁇ ′ as shown in FIGS. 11 and 12.
  • This plate 130 ⁇ , ′ In two parts 130 ⁇ ′a and 130 ⁇ ′b, has a structure such that the section and the geometry of the opening 134 ′ are adaptable to those of a mast 10 ⁇ 2 ′ on which it slides and which can be tapered , the section of the mast being able to be at its top only of 40 ⁇ % by example of what it is at its core.
  • the two parts 130 ⁇ ′a and 130 ⁇ ′b of the plate 130 ⁇ ′ are connected by two parts having a U-shaped configuration 142 and 143 and which are slidably fitted, head to tail, in the two parts 130 ⁇ ′a and 130 ⁇ ′ B of the plate.
  • the opening 134 ′ is constituted by the space delimited by the two parts 130 ⁇ ′a and 130 ⁇ ′b and the core of the U-shaped parts 142, 143.
  • a relative displacement of said parts 142 and 143 results in a modification of the 'opening 134' in the direction of the double arrow F6.
  • a tensioning device can be provided to tighten the webs of the U-shaped pieces around the mast 10 ⁇ 2 ′.
  • Figure 13 shows in section a partial representation of a couple in which a hatch 111b ′ is open under the effect of a servo mechanism depending on the camber of the couple.
  • This mechanism uses a cable 144 fixed to the upstream end of the hatch 111b ′ where the free end of a slat 170 ⁇ also terminates.
  • the cable 144 bypasses a first deflection roller 145 depending on the plate 131 and a second deflection roller 146 depending on the plate 132, to return to the plate 131 on which it is fixed at 147.
  • FIG 14 shows another way to control the hatches.
  • the wall 10 ⁇ 7 of the envelope in which are formed two hatches 111b 112 and 112b ⁇ , the latter being only partially represented.
  • the wall 10 ⁇ 7 is shaped by means of the slats 137.
  • the hatch 111b ⁇ generally has the shape of a C, the upper 148 and lower 149 branches of which are fitted with operating slats 150 ⁇ , one end of which is flush with the vertical branch 151 of the C which defines the opening slot of the hatch.
  • the hatch 112b ⁇ is designed in the same way but we can only see its slot 152, aligned with the slot 151, and its lower operating slat 150 ⁇ .
  • the operating slats 150 ⁇ serve as an anchoring point, on the one hand, to a cable 153 which connects them together and, on the other hand, to a series of parallel cables 154 perpendicular to the cable 153.
  • One end of the cable 153 is secured to a carriage 155 slidably mounted in a slide 156, which carriage 154 is itself operated using a cable 157 parallel to the cables 154.
  • a traction exerted according to arrow F4 on cables 154 and 157 opens the hatches 111b ⁇ and 112b "allowing the passage of air according to arrow F2.
  • Cables 154 and 157 can be controlled as is cable 144 in the figure 13.
  • FIGS. 15 and 16 show a mode of connection of a plate, for example the plate 131, to a shaping slat 137 which allows the thickness of the profile of the blade to be varied.
  • the plate offers a sheath 158 forming, on the one hand, a guide for a piston rod 159 having a head 160 ⁇ and on the other hand, support for a lug pin 138.
  • a spring 161 is supported on the head 160 ⁇ and on the outer wall of the sleeve 158 by pulling on the lug 138 and therefore on the shaping slat 137, thus forcing said slat to follow the movements of the plate.
  • the piston rod 159 could, as a variant, be controlled by a cable and tensioning system to move the piston 159 and thus vary the thickness of the profile.
  • the third embodiment of the invention proceeds, as said above, from the first and from the second.
  • FIG. 17 If one refers to FIG. 17, one sees a boat having a hull 20 ⁇ 1 provided with a mast 20 ⁇ 2 not guyed, integrated into a wing 20 ⁇ 3 equipped with a reduction system by reefing 271. It is provided, in the airfoil, a series of hatches 211a, 211b, 211c each of which has substantially the shape of a slightly oblique C. These hatches being identical, only the hatch 211a will be described.
  • the upper 248 and lower 249 branches of the C 211a slot are approximately parallel to the direction of air flow (arrow F5) and they are fitted with stiffening slats 250 ⁇ .
  • the rigidified slots 248 and 249 are joined by a flexible slot 251a whose direction is not far from the perpendicular relative to that of the arrow F5.
  • the slots 251a-c of the hatches 211a-c are aligned and in their alignment is provided a pull point in 20 ⁇ 4.
  • the wing 20 ⁇ 3 is equipped with a series of control slats 258, on either side of each of the hatches 211a-c, and which have zones 259 weakened in terms of rigidity, so that these zones 259 create preferential deflection points of the slats 258.
  • the thickness of the slats 258 is constant but their height varies.
  • one of the slats 258 -referenced 258′- is coextensive with the lower edge of the blade 20 ⁇ 3.
  • a slat of constant section 260 ⁇ is provided at the head of the blade.
  • the flexibility of the control slats 258 and of the slat 260 ⁇ allows the reversibility of the concavity and the edge changes.
  • the slats 250 ⁇ , 258 and 260 ⁇ are housed in sleeves fitted in the wing and participate in the adjustment of the camber and / or the twist.
  • a flexible boom 261 is articulated at 262 on the mast 20 ⁇ 2, boom which is connected to the bridge by a sheet hoist 244 and by another hoist 244 ′ each cooperating with a system of carriage 271, 272 and rail, as shown more clearly in Figure 1 (references 44, 45, 46). It is thus possible to orient the boom relative to the hull 20 ⁇ 1 and relative to the wind.
  • the boom 261 itself serves as a support for a rail 263 on which slide two carriages 264 and 264 ′ connected respectively at the pulling point 267 and 20 ⁇ 4, by two sheets 266 and 266 ′, so as to adjust the distance between the different pulling points of the edge of the sail relative to the tack point 270 ⁇ , and to participate in the fixing the intensity of the general arching of the blade.
  • a rope anchoring point is provided at each end 268 of the flexible slots 251a , b and, vis-à-vis, outside the hatches, in the canopy 20 ⁇ 7, a rope guide 269.
  • a series of guides are also provided.
  • the rope guides can be rings fixed to the sleeves of the slats.
  • a rope 270 ⁇ connects each anchor point 268 to the guide 269, passes through the series of guides 269a-d and is returned, from the most downstream guide 269d, to a control means. It is understood that a pull on the cables 270it results in closing the doors.
  • the same machine can be equipped with several devices according to the invention and / or that the same device can combine different embodiments, that is to say for example, include a wing in a single part divided into two sub-parts having a covering zone forming a slot, one and / or both sub-parts being provided with hatches forming complementary slots.

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EP92401041A 1991-04-17 1992-04-14 Einrichtung mit mindestens einem aerodynamischen Formteil mit veränderlicher Geometrie, die ein Grenzschicht-Kontrollsystem beinhaltet Expired - Lifetime EP0511050B1 (de)

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Application Number Priority Date Filing Date Title
US08/137,085 US5485799A (en) 1991-04-17 1992-04-14 Device with at least one variable-geometry aerodynamic member including a boundary layer control system

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
FR9104719A FR2675461A1 (fr) 1991-04-17 1991-04-17 Dispositif aerodynamique a voile pour la propulsion par le vent.
FR9104719 1991-04-17
FR9105445A FR2676032A1 (fr) 1991-05-03 1991-05-03 Dispositif aerodynamique a grande portance reglable.
FR9105445 1991-05-03
FR9108750 1991-07-11
FR9108750A FR2678892B1 (fr) 1991-07-11 1991-07-11 Dispositif aerodynamique a voile pour la propulsion par le vent.

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EP0511050A1 true EP0511050A1 (de) 1992-10-28
EP0511050B1 EP0511050B1 (de) 1996-12-18

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US (2) US5485799A (de)
EP (1) EP0511050B1 (de)
AT (1) ATE146424T1 (de)
AU (1) AU1777092A (de)
CA (1) CA2108368A1 (de)
DE (1) DE69215952T2 (de)
DK (1) DK0511050T3 (de)
ES (1) ES2097890T3 (de)
WO (1) WO1992018381A2 (de)

Cited By (8)

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FR2715124A1 (fr) * 1993-12-01 1995-07-21 Ballu Arnaud Gréement pour bateau à voile.
FR2773773A1 (fr) * 1998-01-21 1999-07-23 Arnaud Ballu Voilure a double surface pour engin a propulsion velique
DE10144113A1 (de) * 2001-09-08 2003-04-10 Josef Stempfle Segelmast
EP1371549A1 (de) * 2002-06-12 2003-12-17 Frédéric Barth Verbesserung an Segelanordnungen auf Segelbooten
WO2012168048A1 (de) 2011-06-08 2012-12-13 Libellule S.Á R.L. Rahmeneinrichtung für eine profilsegeleinrichtung und profilsegeleinrichtung mit wenigstens einer rahmeneinrichtung
CN103332283A (zh) * 2013-07-12 2013-10-02 上海交通大学 风扇增升式风帆
DE102014103999A1 (de) 2014-03-24 2015-09-24 Softwing Sa Rahmeneinrichtung für eine Profilsegeleinrichtung und Profilsegeleinrichtung
WO2017202858A1 (de) 2016-05-24 2017-11-30 Softwing Sa Verstellbare rahmeneinrichtung für eine profilsegeleinrichtung und verstellbare profilsegeleinrichtung

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US5485799A (en) * 1991-04-17 1996-01-23 Julien; Pierre Device with at least one variable-geometry aerodynamic member including a boundary layer control system
DE19641560A1 (de) 1996-10-09 1998-04-16 Boehringer Mannheim Gmbh Monoklonale Antikörper gegen einen Komplex aus humanem ACT und einer Serinprotease
US5894807A (en) * 1997-09-18 1999-04-20 Emergency Contingency Plans, Inc. Sailboat
US5996519A (en) 1998-02-26 1999-12-07 Cerebral Technologies, Inc. Sailboats and methods
US5988086A (en) * 1998-02-26 1999-11-23 Cerebral Technologies, Inc. Sailboat and methods
PL220205B1 (pl) * 2010-02-08 2015-09-30 Janusz Wieczorek Osprzęt żaglowy, zwłaszcza jednostki pływającej
FR2988071B1 (fr) * 2012-03-13 2015-06-05 Guy Henri Alphonse Beaup Dispositif de commande et de maintien d'une voile aile destinee a la propulsion des navires
US8635966B2 (en) * 2012-03-24 2014-01-28 Helmuth G. Bachmann Laminar air flow slot venting for sails
ES2716601T3 (es) * 2012-11-28 2019-06-13 Robert Reginald Bray Ala y su aplicación
FR3022525B1 (fr) * 2014-06-18 2017-02-17 Julien Morel Aile pour la propulsion d'un engin
EP3218258A4 (de) * 2014-11-14 2018-08-08 Lamberg, Vemund Anpassbares segel und boot mit solch einem segel
FR3054139B1 (fr) * 2016-07-19 2018-07-13 Mx Production Dispositif de commande et de controle pour voile de voilier ou de planche a voile ou aile de cerf volant
US20180127075A1 (en) * 2016-10-15 2018-05-10 Alistair JOHNSON Tig rig sail system
FR3058386B1 (fr) 2016-11-08 2019-06-28 Ayro Navire a propulsion velique.
US10040529B1 (en) * 2017-07-25 2018-08-07 Steven J. Salani Simplified sailing rig
CN113302125B (zh) 2018-12-06 2024-06-11 艾罗公司 具有帆推进的船舶
FR3106332A1 (fr) * 2020-01-22 2021-07-23 Philippe MARCOVICH Dispositif cambreur pour voile profilée

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DE1531428A1 (de) * 1966-11-18 1970-01-22 Lemoigne Pierre Marcel Vorrichtung zum Verbessern der Luftstroemung an einer Stroemung ausgesetzten Flaechen
WO1981002144A1 (fr) * 1980-02-01 1981-08-06 M Rifflart Propulseur velique sur plateau orientable
WO1986000591A1 (fr) * 1984-07-05 1986-01-30 Jean Marie Nicolas Graveline Dispositif aerodynamique a concavite reversible, souple et affalable, pour la propulsion par la force du vent
EP0389395A1 (de) * 1989-03-21 1990-09-26 Yvon Belliard Takelung für Segelschiff oder ähnliches

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US3598075A (en) * 1970-02-13 1971-08-10 Clarence E Kenney Sailboat airfoil sail and mast assembly
IT1018417B (it) * 1974-03-08 1977-09-30 Corbellini G Vela a lamelle per imbarcazioni
JPS6328790A (ja) * 1986-07-21 1988-02-06 Mitsubishi Heavy Ind Ltd ロ−タおよびフラツプ付き剛体帆装置
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US5485799A (en) * 1991-04-17 1996-01-23 Julien; Pierre Device with at least one variable-geometry aerodynamic member including a boundary layer control system

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1567531A (en) * 1923-03-24 1925-12-29 Magni Piero Variable fluido-dynamic wings such as for aeroplanes
DE1531428A1 (de) * 1966-11-18 1970-01-22 Lemoigne Pierre Marcel Vorrichtung zum Verbessern der Luftstroemung an einer Stroemung ausgesetzten Flaechen
WO1981002144A1 (fr) * 1980-02-01 1981-08-06 M Rifflart Propulseur velique sur plateau orientable
WO1986000591A1 (fr) * 1984-07-05 1986-01-30 Jean Marie Nicolas Graveline Dispositif aerodynamique a concavite reversible, souple et affalable, pour la propulsion par la force du vent
EP0389395A1 (de) * 1989-03-21 1990-09-26 Yvon Belliard Takelung für Segelschiff oder ähnliches

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2715124A1 (fr) * 1993-12-01 1995-07-21 Ballu Arnaud Gréement pour bateau à voile.
FR2773773A1 (fr) * 1998-01-21 1999-07-23 Arnaud Ballu Voilure a double surface pour engin a propulsion velique
DE10144113A1 (de) * 2001-09-08 2003-04-10 Josef Stempfle Segelmast
DE10144113B4 (de) * 2001-09-08 2004-09-30 Josef Stempfle Segelmast
EP1371549A1 (de) * 2002-06-12 2003-12-17 Frédéric Barth Verbesserung an Segelanordnungen auf Segelbooten
FR2840875A1 (fr) * 2002-06-12 2003-12-19 Frederic Barth Perfectionnement pour greement pour engin a voiles
CN103702899A (zh) * 2011-06-08 2014-04-02 索夫特文有限责任公司 用于成型帆装置的框架装置以及带有至少一个框架装置的成型帆装置
WO2012168048A1 (de) 2011-06-08 2012-12-13 Libellule S.Á R.L. Rahmeneinrichtung für eine profilsegeleinrichtung und profilsegeleinrichtung mit wenigstens einer rahmeneinrichtung
US9199709B2 (en) 2011-06-08 2015-12-01 Softwing Sa Frame device for a profiled sail device, and profiled sail device comprising at least one frame device
CN103702899B (zh) * 2011-06-08 2018-01-12 索夫特文股份有限公司 框架装置以及带有至少一个框架装置的成型帆装置
CN103332283A (zh) * 2013-07-12 2013-10-02 上海交通大学 风扇增升式风帆
CN103332283B (zh) * 2013-07-12 2016-02-17 上海交通大学 风扇增升式风帆
DE102014103999A1 (de) 2014-03-24 2015-09-24 Softwing Sa Rahmeneinrichtung für eine Profilsegeleinrichtung und Profilsegeleinrichtung
US9975618B2 (en) 2014-03-24 2018-05-22 Softwing Sa Frame device for a profiled sail device and profiled sail device
WO2017202858A1 (de) 2016-05-24 2017-11-30 Softwing Sa Verstellbare rahmeneinrichtung für eine profilsegeleinrichtung und verstellbare profilsegeleinrichtung
DE102016109564A1 (de) 2016-05-24 2017-11-30 Softwing Sa Verstellbare Rahmeneinrichtung für eine Profilsegeleinrichtung und verstellbare Profilsegeleinrichtung
US10953969B2 (en) 2016-05-24 2021-03-23 Softwing Sa Adjustable frame device for a profiled sail device, and adjustable profiled sail device

Also Published As

Publication number Publication date
WO1992018381A2 (fr) 1992-10-29
WO1992018381A3 (fr) 1992-12-23
US5603276A (en) 1997-02-18
US5485799A (en) 1996-01-23
ATE146424T1 (de) 1997-01-15
DK0511050T3 (da) 1997-06-09
DE69215952T2 (de) 1997-09-11
ES2097890T3 (es) 1997-04-16
EP0511050B1 (de) 1996-12-18
CA2108368A1 (fr) 1992-10-29
AU1777092A (en) 1992-11-17
DE69215952D1 (de) 1997-01-30

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