CN117222579A - Wing-shaped rigging and kite - Google Patents

Abstract

The invention relates to a handheld wing profile rig (1) with a turbulence profile (36), which turbulence profile (36) is formed substantially below a leading edge (7) in a tangential flow receiving region. Furthermore, the invention relates to a kite (101) with a turbulence profile (116), which turbulence profile (116) is formed substantially below the leading edge (103) in a tangential flow receiving area.

Description

Wing-shaped rigging and kite

The first part of the inventive concept relates to a (hand-held) wing profile rig for wind sports (e.g. hydrofoil surfing) according to the general concept of patent claim 1.

An airfoil rig, also called a "foil wing" or "foil wing", is a wing resembling a kite, with a front tube forming a leading edge and a preferably inflatable center strut.

US 4,563,969 shows a rigid wing profile rig in which the leading edge and boom are formed from a complex tubular structure spanning the canopy. The leading edge is curved in an arc shape in plan view. The boom is supported by a plurality of struts on the leading edge. The struts are designed in such a way that they impart a concave structure to the leading edge in front view (i.e. seen in the inflow direction of the wing profile rig), wherein the tip of the wing profile rig is tilted upwards from the central apex of the leading edge.

A disadvantage of this solution is that, due to the complex structure of boom and leading edge, the total weight of the wing rigging is so large that it can only be used for water sports with a suitable float. Another disadvantage is that the assembly and disassembly of the wing type rigging takes a long time due to the complex structure of the pipe body. The hard tube construction of the leading edge and boom also presents a significant risk of injury to the user in case of a slip fall, and the aerodynamic performance of the rig (aerodynamics) is not optimal due to the complex construction.

A similar rigid wing profile rig is shown in WO 95/05973A 1. Also in this solution, the leading edge and the boom are formed by complex tubular structures. This structure shows the same drawbacks as the wing profile rigging according to US 4,563,969 discussed above.

In document US5,448,961 a flat wing harness with a closed frame structure is described-this solution is also unsuitable for water sports due to the heavy weight, time-consuming assembly/disassembly and risk of injury.

The solution mentioned at the beginning, in which the wing-shaped rigging is designed with an inflatable central pillar, on which a grip ring for gripping is provided, has thus been developed. These designs are characterized by light weight, relatively high buoyancy, but do not meet higher aerodynamic requirements.

As mentioned above, these wing-shaped rigging are usually guided by hand, and therefore the setting of the wing-shaped rigging with respect to the wind must always be changed according to the wind force, the wind direction and the planned action. The gripping position, in particular the gripping position of the trailing edge side hand, may vary according to the angle of attack against the water surface and with reference to the vertical axis of the user. However, the grip ring that is typically provided makes it difficult to change the grip position in this way.

In WO2020/152198A1, which also belongs to the applicant, an improved wing-type rigging is described, wherein a rigid boom is used instead of or in addition to the inflatable center post, which makes the operation easier, as such a boom can be gripped according to the preference of the surfer, who does not have to be oriented according to the grip ring normally provided.

The applicant has also filed several subsequent patent applications that further expand such airfoil rigging in terms of aerodynamics and manageability. For example, DE102020122143 describes a leading edge reinforced wing profile rig. DE102020122145 discloses a wing harness in which a handle recess is formed in an inflatable central strut, which is overstretched by a handle. DE102020121553 describes a replaceable handle.

All of these latter solutions have been introduced into the market with great success and the original design has been developed successfully.

Nevertheless, it is desirable to further improve the performance of such airfoil rigging. The object of the present invention is therefore to develop an aerofoil rig with improved propulsion or flight characteristics.

This object is achieved by an airfoil rig having the features of claim 1.

Advantageous further embodiments of the first partial idea of the invention are the solutions of the dependent patent claims and are explained below.

The hand-held aerofoil rigging according to the invention has an inflatable front tube forming a leading edge and a rigid or inflatable central strut, wherein at least one handle is optionally arranged on the latter. In principle, a hybrid form of at least one handle/boom and an inflatable center strut may also be implemented. The center pillar and the front tube collectively span the roof. According to the invention, a radially protruding profile lip (hereinafter referred to as spoiler profile) is formed in the region of the leading edge and extends substantially transversely to the center pillar along a partial region of the leading edge/tube. Preferably designed in such a way that flow separation occurs in the region provided with the turbulence profile. Thus, the spoiler profile functions similarly to a spoiler.

Surprisingly, it has been found that the turbulence profile at the inflow/outflow region of the wing-shaped rig significantly improves the performance of the wing-shaped rig compared to conventional solutions. For example, the turbulence profile according to the invention significantly simplifies the handling of the wing profile rigging during cornering, since the lift of the wing profile rigging is greater than in conventional solutions, thereby simplifying the handle replacement during cornering. The improved aerodynamics according to the invention also simplifies the rolling of the wing profile rig in cornering. At the same time, however, the roll or pitch stability of the wing profile rig during cruising/flying can also be improved, the latter changing even from negative to positive (instability to stability) compared to conventional solutions. Another advantage is that the wing-shaped rigging can be very stably fixed on the belt or handle, for example, when riding along waves. In addition, the travel speed can be significantly increased compared to conventional wing rigging.

Thus, surprisingly, the turbulence profile formed along the longitudinal extension of the front tube significantly improves the performance of the airfoil rigging compared to conventional solutions.

It is particularly preferred that the turbulence profile is formed on the underside, i.e. the side of the leading edge (/ front tube) of the kite facing the user/surfer, which in use is preferably subjected to flow substantially tangentially (underside).

The turbulence profile is located in the apex region of the leading edge of the airfoil rig, i.e. in the region of the substantially tangential (tangential) flow (flow agaist) during use.

In a preferred solution, the turbulence profile follows the profile of the leading edge of the wing profile rig at least in part in the longitudinal direction of the leading edge of the wing profile rig. The spoiler profile may be continuous or intermittent in some areas.

According to a further development of the invention, the aerodynamic performance can be further improved if the height of the spoiler profile relative to the outer skin of the front tube is less than 15mm, preferably less than 10 mm. That is, the amount of protrusion of the spoiler profile on the skin is relatively small. Preferably, however, the height of the turbulence profile is greater than 5mm.

In an embodiment, it is conceivable that the turbulence profile is also selected in dependence on the material of the skin. For example, in textile materials, particularly woven materials (e.g.) In this case, the height of the spoiler lip may be greater than or equal to 5mm, preferably greater than or equal to 6mm. When using foil-like material/foil material or laminate/laminate-manufactured material as skin, this height is preferably slightly larger than the woven material, which may then be in the range of approximately.

It is particularly preferred that the turbulence contours are formed by seams which can be covered by a skin or reinforcement layer. The seam may then also form a closed seam of the skin. In the case of hybrid materials, in which the base material of the front tube (fabric/laminate/film) consists of laminate/foil material, for example, the fabric is designed in the joint regionThe height of the spoiler profile preferably corresponds at least to the height of the substrate in the seam region and preferably increases correspondingly in the stiffening region.

Typically, the canopy and the front tube of the wing rigging consist of a plurality of plates. The seam forming the turbulence profile may thus be somewhat higher in the panel transition region than in the adjacent region, since the panel transition region is also joined together again by the seam. For example, the height of the seam and the spoiler profile may be substantially about 5mm (or 6 mm), and then be designed to be slightly higher in the segmented transition region between the panels, for example 5.5mm (6.5 mm) in height. When using a foil/laminateWhen, as mentioned above, the seam height is preferably somewhat higher, for example mainly 7mm, then a turbulence profile height of 7.5mm will be created at the segment transition due to material multiplication.

Thus, the turbulence contours may be designed, for example, as seams, optionally with material multiplication layers, coverings, etc. Alternatively, the spoiler profile is attached to the front tube of the wing harness. For example, it may be a plastic/channel profile, suitably connected to the outer skin of the front tube, or integrally formed with the front tube. The spoiler profile may be fixed in place, for example by gluing and/or stitching.

In one embodiment of the invention, the turbulence profile consists of a profile body, which is covered by a cover. Such a cover improves aerodynamics and also provides improved position fixation.

In one embodiment of the invention, the spoiler profile extends to the region of the front tube between the two ends of the wing profile rig.

In principle, the turbulence profile can be designed on the underside of the wing profile rig to cause stall (stall) or flow reversal (laminar/turbulent).

It is particularly preferred that the turbulence profile is not circular, but forms a stall edge.

In an embodiment of the invention, the spoiler profile is provided with an adhesive layer for subsequent attachment to a conventional wing profile rig. Thus, the spoiler profile may be formed with a widened base.

Furthermore, it is advantageous if a plurality of turbulence profile sections are arranged at a distance from one another and/or are designed with different heights.

Applicant reserves the right to present separate independent claims to this turbulence profile.

Furthermore, the second sub-concept of the present invention relates to a kite for wind sports (e.g. kitesurfing) according to the general concept of patent claim 9.

Traditional kites for kitesurfing or land kites are either designed as tubular kites or as mats with chambers that can be filled by the inflow. The biggest advantage of tubular kites for kite surfing is that they float in the event of an impact and can therefore be restarted without presenting significant problems.

Tubular kites generally have a support structure with inflatable front tubes and inflatable struts arranged transversely thereto, which together span the canopy. Such tubular kites are trademarked, for example, by the applicantSales were made. Different forms of this design are described in DE202004 005 792U1 or DE102004 042 669A 1.

Kites with high requirements for maintaining a predetermined aerodynamically optimised profile during different maneuvers, e.g. high performanceOr->Kites, typically using multiple struts, stabilize the inflow profile. Lightweight kites typically use fewer struts, for example, a single center strut may be sufficient. There are also solutions on the market without struts.

While such designs have been successfully introduced into the kite market, it is still desirable to further enhance the performance of such kites. Accordingly, it is an object of the present invention herein to develop a kite with improved flight characteristics.

This object is achieved by a kite having the features of patent claim 9.

Advantageous further developments of the idea of the second part of the invention are the technical features of the dependent patent claims and are explained below. These further developments are based on the first partial concepts, but for the sake of completeness will also be explained in more detail below with reference to the second partial concepts.

The kite according to the invention has an inflatable front tube forming a front edge and preferably at least one inflatable strut. The pillar and the front tube collectively span the roof. According to the invention, a radially protruding profile lip (hereinafter referred to as a spoiler profile) is formed in the region of the leading edge and extends substantially transversely to the central strut along a partial region of the leading edge/tube. The shape of which is preferably such that flow separation occurs in the region provided with the turbulence profile. Thus, the spoiler profile functions similarly to a spoiler.

In the case of kites, it is also surprising that this turbulence profile in the inflow/outflow region of the kite significantly improves the performance of the kite compared to traditional solutions. Thus, with the turbulence profile according to the invention, the manoeuvrability of the kite during manoeuvring can be significantly improved, since its lift and flight stability are higher than in conventional solutions.

Thus, surprisingly, the turbulence profile formed along the longitudinal extension of the front tube significantly improves the performance of the kite compared to conventional solutions.

It is particularly preferred that the turbulence profile is formed on the underside of the leading edge (/ front tube) of the kite, i.e. the side facing the user/surfer, which underside is preferably subjected to flow substantially tangentially (underside) in use.

The turbulence profile is preferably located in the vertex region of the kite leading edge, i.e. the region which is substantially tangentially subjected to flow during use.

In a preferred embodiment, the profile of the turbulence is substantially following the profile of the leading edge of the kite, at least in part along the longitudinal direction at the leading edge of the kite. The spoiler profile may be continuous or intermittent in certain areas.

According to a further development of the invention, the aerodynamic performance can be further improved if the turbulence profile of the kite is designed to be less than 15mm, preferably less than 10mm, in height with respect to the skin of the front tube. That is, the amount of protrusion of the spoiler profile over the skin is relatively small. It is further preferred that the height of the turbulence profile of the kite is greater than 3mm.

In an embodiment, it is contemplated that the turbulence profile may also be selected based on the material of the skin. For example, in textile materials, particularly woven materials (e.g.) The height of the spoiler lip may be greater than or equal to 3mm, preferably greater than or equal to 5mm. When using foil-like material/foil material or laminate/laminate-manufactured material as skin, the height is preferably slightly larger than the woven material, and may then be in the range of approximately.

It is particularly preferred that the spoiler profile is formed by a seam that can be covered by a skin. The seam may then also form a closed seam of the outer skin of the front tube.

In the case of mixed materials, in which the base material of the front tube consists, for example, of a laminate/foil material, a fabric is designed in the joint regionThe height of the turbulence profile then preferably corresponds at least to the height of the substrate (fabric/laminate/film) in the seam region, and further preferably increases correspondingly in the reinforcement region.

Typically, the roof and the front tube consist of several panels. Thus, the seam forming the turbulence profile may be higher in the panel transition region than in the adjacent region, since the panel transition region is also reconnected by the seam. For example, a jointThe height of the slits and the turbulence contours can be substantially about 3mm (or 5 mm) and then be designed to be higher in the segmented transition region between the plates, for example 3.5mm (5.5 mm) in height. When using a foil/laminateWhen the seam height is preferably somewhat higher, as described above, for example, mainly 5mm, then a turbulence profile height of 5.5mm will be created at the segment transition due to material multiplication.

The turbulence contours can thus also be designed, for example, as seams, optionally with material multiplication layers, coverings, etc. Alternatively, the spoiler profile is attached to the front tube. For example, it may be a plastic/channel profile, suitably attached to the outer skin of the front tube, or integrally formed with the front tube. The spoiler profile may be fixed in place, for example by gluing and/or stitching.

In an embodiment of the invention, the turbulence profile is likewise formed by a profile body covered by a cover. Such a cover may improve aerodynamics and also provide improved position fixation.

In one embodiment of the invention, the spoiler profile extends to the front tube region between the two ends of the kite.

In principle, the turbulence profile can be designed to cause stall or flow reversal (laminar/turbulent) at the bottom of the kite.

It is therefore particularly preferred if the turbulence profile is not circular, but forms a stall edge.

In an embodiment of the invention, the turbulence profile is provided with an adhesive layer for subsequent attachment to a conventional kite. Thus, the spoiler profile may be formed with a widened base.

Furthermore, it is advantageous if the plurality of turbulence profile sections are arranged at a distance from one another and/or are designed with different heights (h).

Advantageous further embodiments of the invention are explained in more detail below with reference to the schematic drawings. It is shown as:

fig. 1 shows the principle of an airfoil rig for propelling a foil plate;

FIG. 2 is a partial bottom view of an airfoil rigging according to a first embodiment of the invention;

FIG. 3 shows a detailed illustration of the wing rigging according to FIG. 2;

fig. 4 shows a second example of an airfoil rig according to the invention, the turbulence profile of which is overstretched by the cover;

figure 5 shows an embodiment in which the spoiler profile is formed by a seam structure,

figure 6 shows a detailed illustration of a spoiler profile with a radially adjusted seam structure,

FIG. 7 shows the principle of a kite;

FIG. 8 is a partial bottom view of a kite according to the present invention; and

fig. 9 shows a detailed view of a spoiler profile with a radially adjusted seam structure.

Fig. 1 shows the use of an airfoil rig 1 (also referred to as a "wing", "foil wing" or "wing foil") according to the invention for propelling a foil plate 2. The surfer 4 usually holds the wing-shaped rig 1 with his hand and adjusts the wing-shaped rig 1 with respect to the wind depending on the desired direction of travel (upwind, semi-upwind, downwind) or the lift to be set, e.g. jumping or adjusting the travel height.

The wing-shaped rig 1 has an inflatable front tube 6 with an upstream front edge 7 which is approximately arc-shaped in plan view (seen from above in fig. 1 and 2), preferably approximately triangular, C-shaped or U-shaped, and extends with its ends 8, 10 all the way to the rear edge 12 of the roof 14 of the wing-shaped rig 1. As will be explained in more detail below, the canopy 14 is spanned by the front tube 6 on the one hand and the boom/center pillar 20 on the other hand (see fig. 2). Thus, the surfer 4 mainly secures the wing rigging 1 on the boom/center post 20, while the boom/center post 20 is cantilevered (cantilevers downwards) downward (from the view of fig. 1) at the boom/center post 20. The front tube 6 is preferably arranged in a substantially V-or U-shape (seen in the inflow direction) in top view and in front view, wherein V/U widens in front view upwards, i.e. away from the surfer 4. As can be seen in fig. 1, the rear edge 12 and thus the entire roof surface is also V-shaped (or U-shaped) in a front view.

Reference numeral 16 is exemplarily used to denote a handle arranged in the center of the area of the front tube 6. For example, the handle 16 is held when the wing harness 1 is sailing on waves without propulsion while remaining in the wind. The handle 16 is also used when maneuvering the wing harness 1 on land or when starting or ending a journey (landing on water). Other handles may also be located on the wing harness 1 as described below.

In the illustration according to fig. 1, a safety belt 17 is still shown, which is attached to the wrist of the surfer 4, for example, and the other end of which is joined to the front tube 6.

Fig. 2 shows a bottom view of the wing rig 1, in which a center strut 20 can be seen, which center strut 20 is connected to the front tube 6 in the region of the apex 22 of the front tube 6. In this embodiment, the center pillar 20 is designed to be inflatable, wherein inflation is performed by a single pump system 25, and the front tube 6 is also inflated by the single pump system 25. Attached to the central pillar 20 is a detachable handle 24, the basic structure of which is described in DE102020121553 mentioned at the beginning. These handles 24 are made of a dimensionally stable material, such as fiber reinforced plastic, and are removably screwed to the center post 20 by connectors 26. In the exemplary embodiment shown, two handles 24 are provided. Of course, more handles may be provided. In principle, it is also possible to attach a larger handle that covers the area over-stretched by the handle 24 in a continuous boom (continuous boom).

As mentioned at the beginning, a further handle 16 is also attached in the region of the apex 22, whereby this handle is made of flexible material and is attached to the front tube 6. Of course, a replaceable handle 24 may also be provided in this area.

In the view shown in fig. 2, the front tube 6 is bent approximately U-shaped or C-shaped towards both ends 8, 10, which ends 8, 10 are not bent or are bent to a much lesser extent than the bent front tube portion 34 extending towards the apex 22 in the shown wing harness 1. Of course, the wing profile rig 1 can also be designed with different front tube geometries.

According to the invention, a spoiler profile 36, also called a flange (bead) or boundary layer bead (boundary layer trip strip-BLTS), is arranged on the front tube portion 34 in the region of the front tube 6 that is most convex relative to the roof 14. I.e. the area of the front tube 6 facing the viewer in fig. 2, and in the illustration according to fig. 2 the spoiler profile 36 protrudes beyond the outer skin 38 of the front tube 6 towards the viewer. In the embodiment shown, the spoiler profile 36 is designed as a plastic profile, which is suitably connected to the front tube 6, in particular to the outer skin 38 of the front tube 6. Such connection may be achieved, for example, by gluing, stitching or by appropriate design of the front tube. The spoiler profile 36 may be continuous or formed from spoiler profile portions that are spaced apart from one another.

In principle, the spoiler profile 36 can also be designed with different heights to optimize stall.

In the embodiment shown, the spoiler profile 36 extends from the apex 22 to the ends 8, 10, as described above. In this region, no turbulence contours 36 are provided, since these ends 8, 10 are arranged more or less in the flow direction.

The cross-section X-X of fig. 2 schematically shows a cross-section of the spoiler profile 36. The outer skin 38 of the front tube 6 can be seen, preferably surrounding the bladder 40 in a generally known manner. In the case of the airtight design of skin 38, bladder 40 may also be omitted. The cross-sectional profile of the front tube 6 is substantially circular or oval. In the region remote from the roof 14, a spoiler profile 36 is attached. In the embodiment shown, it is formed as a plastic profile body with a relatively wide base 42, along which base 42 the spoiler profile 36 is connected to the skin 38. As mentioned above, the connection may be achieved by gluing, stitching or the like.

The spoiler profile 36 tapers from the base 42 to a stall edge 44/flow, which in the embodiment shown has a relatively sharp edge design, so that when the airfoil rig 1 is in use, an incident flow (stream) marked with reference numeral 46, which extends substantially tangentially to this region of the leading edge 7, breaks off and/or splits from the base layer flow into a turbulent region and/or downstream of the spoiler profile 36. Surprisingly, this variation of flow in the region of the underside of the leading edge 7 significantly improves the aerodynamic performance of the wing-shaped rig 1 compared to conventional solutions, so that on the one hand higher cruising speeds can be achieved and on the other hand the "flight stability" is significantly improved during manoeuvres in which the wing-shaped rig 1 is fixed or rotated only by the ropes 17 or the handles 16, so that these manoeuvres are easier to perform.

In the illustrated embodiment, for a program consisting ofThe height h of the spoiler profile 36 of the finished skin 38 is preferably higher than 5mm. In principle, other dimensions may also be used. In the exemplary embodiment shown, the stall edge 44 is formed with a relatively sharp edge. In principle, this may also be rounded to some extent. The profile of the spoiler profile 36 is also in no way limited to the shape shown, but the profile may also be performed in other ways to achieve the desired effect (e.g., stall, separation, or reverse laminar/turbulent flow).

Fig. 3 shows an enlarged view of the wing rig 1, wherein it can be clearly seen that the spoiler profile 36 extends only to the tip end 8 (or 10). Fig. 3 again schematically shows the inflow 46 with stall caused by the spoiler profile 36. In this figure, a widened base 42 and a tapered stall edge 44 can also be seen.

Fig. 4 shows an embodiment of an aerofoil rig 1, which in principle has the same structure as the aerofoil rig 1 shown in fig. 2 and 3. The essential difference between the two variants is that in the embodiment according to fig. 4 the spoiler profile 36 is covered by a cover 48, which spoiler profile 36 protrudes substantially towards the observer and causes, among other things, stall. For example, it may be designed in the form of an adhesive tape, which secures the spoiler profile 36 to the outer skin 38 of the front tube 6 and covers the latter. Furthermore, in the exemplary embodiment, the turbulence contours 36 extend into the region of the two ends 8, 10. This variant is particularly suitable for retrofitting a conventional wing profile rig 1, for which purpose, for example, the spoiler profile 36 can be integrated into the cover 48, so that the spoiler profile 36 according to the invention can be attached in the manner of a tape. Of course, stitching or other fastening means may additionally or alternatively be employed.

Fig. 5 shows an exemplary embodiment, in which the spoiler profile 36 can be said to be integrated into the outer skin 38 of the front tube 6. In the exemplary embodiment, seam 50 of skin 38 is formed in an area where front tube 6 will stall (or other flow change). As previously mentioned, this region is formed on the underside of the front edge 7 facing the viewer in fig. 5, at a distance from the roof 14. As mentioned above, this seam 50 is located in the region of the front edge 7 where it is impacted substantially tangentially. The seam 50 may be formed by material multiplication or adjustment as shown in fig. 6, and the corresponding design of the seam geometry may be such that the spoiler profile 36 is formed to protrude away from the skin 38 in a generally radial direction, thereby creating stall. Thus, the purpose of the seam 50 is to intentionally create stall or other flow reversal.

In the embodiment shown in fig. 6, the stitched together longitudinal edge regions 52, 54 of the skin 38 are disposed outwardly in a generally radial direction such that the spoiler profile 36 is formed by the radially protruding, disposed together longitudinal edge regions 52, 54. These areas may still be covered by a cover to prevent damage.

Sheath 38 may be formed of, for exampleOr from laminates or textile materials such as +.>Is made of a foil structure. In the case of a laminate/foil structure, the height h of the turbulence profile 36 is preferably slightly greater than the height of the textile material.

As mentioned above, the front tube 6 and/or roof 14 are typically composed of a plurality of panels/sections that are also stitched together. In the region of this segment transition, the spoiler profile 36 can have a greater height than in the adjacent regions. These protrusions, which are formed as a result of the segment transition, are for example in the range between 0.5mm and 1mm or more (depending on the material thickness). For example, if the turbulence profile height is selected to be about 5mm for a textile material, the height in the segmented transition region will be 5.5mm or more. In the case of foil material or laminate, the turbulence contours 36 are preferably designed to be higher, in the range of approximately 7.0mm in height, so that in a segmented mannerThe profile height of the transition zone will correspondingly reach 7.5mm or higher. In case the front tube is made of a hybrid material, for example the front tube 6 is made of a laminate/foil material, the material is produced in the joint area by spinning the tape (for example) The seam height and thus the height h of the spoiler profile 36 corresponds at least to the height of the substrate in the seam region.

As mentioned above, the spoiler profile 36 is optimally arranged in the lower region of the front tube 6, preferably in the substantially tangential impact region, so that stall occurs in a predetermined manner.

The seam layer in the lower region of the front tube 6 has a profile which forms a turbulence profile 36, which is also unprecedented in the prior art. In the exemplary embodiment shown, this seam 50 also extends into the end 8 (10). In all other respects, the exemplary embodiment according to fig. 5 corresponds to the exemplary embodiment described above, and therefore no further explanation is necessary.

In the above-described embodiments, the center pillar 20 is designed to be inflatable. Of course, exemplary embodiments having rigid booms or having a hybrid form of center post 20 and booms may also be used.

In the above described embodiments, the slings or handles may be attached to both handles 24, so that the wing harness 1 may also be guided/secured by slings or one hand.

A handheld aerofoil rig 1 is disclosed having a spoiler profile 36, which spoiler profile 36 is formed substantially at the lower tangential impact region of the leading edge 7.

Fig. 7 shows the basic structure of a tubular kite, hereinafter referred to as kite 101. Such kite 101 has a support structure 102 with a front tube 104, the front tube 104 forming a front edge 103. In the embodiment shownA plurality of struts 108 are attached to the front tube 104, the plurality of struts 108 extending toward the trailing edge 106. The support structure 102 with front tubes 104 and five struts 108 spans the canopy that forms the actual kite surface110. In the embodiment shown, a plurality of stiffening elements 112 in the form of sail panel strips are provided in the region of the trailing edge 106. In order to stabilize the profile, a profile stabilization element 114 may also be provided in the region of the front tube 104 to contour the leading edge region. Such a stabilizing element is disclosed, for example, in DE202005 018 317u1 of the applicant.

Kite 101 is connected to the surfer by two front lines (not shown) and two control lines tied to the ends 115 of kite 101 and by a bar (not shown).

According to the invention, a spoiler profile 116, also known as a flange or "boundary layer ridge" (BLTS), is formed in the generally tangentially-flowing region of the front tube 104 of the kite 101. It is particularly preferred that the spoiler profile 116 is formed in a lower region of the front tube 104 facing the rod. In principle, such a turbulence profile 116 can also be additionally or alternatively designed on the roof side.

Fig. 8 shows a bottom view of kite 101, wherein it can be seen that center strut 108 is tethered to front tube 104 in the area of the apex 118 of front tube 104. The front tube 104 and the strut 108 are inflated by a single pump system 136. The single pump system is also used to inflate the front tube 104.

According to the partial bottom view in fig. 8, in the exemplary embodiment shown, the turbulence contours 116 are formed as plastic profiles, which are connected in a suitable manner to the front tube 104, in particular to the outer skin 120 of the front tube. The connection may be achieved, for example, by gluing, stitching or by appropriate design of the front tube 104. The spoiler profile 116 may be continuous or may be comprised of spoiler profile portions that are spaced apart from one another.

In principle, the turbulence contours 116 may also be designed with different heights to optimize stall.

In the illustrated embodiment, the spoiler profile 116 extends from an apex 118 (arc) to a distal end 115, as described above.

The cross-section X-X of fig. 8 schematically shows a cross-section of the spoiler profile 116. The outer skin 120 of the front tube 104 can be seen, preferably surrounding the bladder 122 in a generally known manner. If the skin 120 is airtight, the bladder 122 may be omitted. The cross-sectional profile of the front tube 104 is generally circular or oval. In the region remote from the roof 110, a spoiler profile 116 is attached. In the illustrated embodiment, the spoiler profile 116 is formed as a plastic profile body having a relatively wide base 124, the spoiler profile 116 being connected to the skin 120 along this base 124. As previously mentioned, such attachment may be achieved by gluing, stitching, or the like.

The spoiler profile 116 tapers from the base 124 to the stall edge 126, which stall edge 126 is relatively sharp in the illustrated embodiment such that when the kite 101 is in use, an incident flow, indicated by reference numeral 128 (which extends approximately tangentially to this region of the leading edge 103), breaks and/or changes from a substantially laminar flow to a turbulent flow region and/or downstream separation toward the spoiler profile 116. Surprisingly, this flow variation of the lower region of the leading edge 103/the front tube 104 significantly improves the aerodynamic performance of the kite 101 compared to conventional solutions, so that on the one hand a higher driving speed can be achieved and on the other hand a significant improvement of the "flight stability" is obtained.

In the illustrated embodiment, for a program consisting ofThe height h of the spoiler profile 116 of the finished skin 120 is preferably higher than 3mm. In principle, other dimensions may also be used. In the exemplary embodiment shown, stall edge 126 is designed to have a relatively sharp edge. In principle, it may also be rounded. The profile of the spoiler profile 116 is also in no way limited to the shape shown, but the profile may also be applied in other ways to achieve the desired effect (e.g., stall, separation, or reverse laminar/turbulent flow).

Fig. 9 shows an embodiment in which the spoiler profile 116 can be said to be integrated into the outer skin 120 of the front tube 104. In this exemplary embodiment, the seam 130 of the skin 120 is formed in the area of the front tube. The pipe 104 will stall (or other flow change). As mentioned, this region is formed on the underside of the front edge 103 of the viewer facing in fig. 8, at a distance from the roof 110. As described above, the seam 130 is located in the generally tangential impact region of the leading edge 103. The seam 130 may be designed by material multiplication or adjustment and a corresponding design of the seam geometry such that the spoiler profile 116 protrudes away from the skin 120 in approximately a radial direction, thereby creating stall. Thus, the purpose of the selective seam 130 is to intentionally create stall or other flow reversal.

In the exemplary embodiment shown in fig. 9, the stitched together longitudinal edge regions 132, 134 of the skin 120 are disposed generally radially outwardly such that the spoiler profile 116 is formed by the radially protruding, disposed together longitudinal edge regions 132, 134. These areas can still be covered with a cover to prevent damage.

Skin 120 may be formed of, for exampleTextile material or laminate of (a) or such as +.>Is made of a thin film structure. Preferably, the height h of the turbulence contours 116 is slightly greater in the case of laminate/foil structures than in the case of textile materials. In particular when using a laminate/foil structure (e.g. +.>) When the bladder 122 may be omitted.

As described above, typically the front tube 104 and/or roof 110 are formed from a plurality of faces/segments that are also stitched together. In the region of this piecewise transition, the spoiler profile 116 may have a greater height than the adjacent regions. These protrusions, which are formed as a result of the segment transition, are for example in the range between 0.5mm and 1mm or more (depending on the material thickness). For example, if the turbulence profile height is selected to be about 3mm for a textile material, the height in the segmented transition region may be 3.5mm or more. In the case of foil material or laminate, the turbulence contours 116 are preferably designed to be higher, in the range of approximately 5.0mm in height, so that the contour height in the segment transition region reaches correspondingly 5.5mm or more. In the case of a front tube made of a hybrid material, for example, the front tube 104 is composed of a laminate/foil material, a woven tape (for example) The seam height, i.e. the height h of the spoiler profile 116, corresponds at least to the height of the substrate in the seam region.

As mentioned above, the spoiler profile 116 is optimally arranged in the lower region of the front tube 104, preferably in the region of the generally tangential impact, so that stall occurs in a predetermined manner.

The seam layer in the lower region of the front tube 104 has a profile that forms a spoiler profile 116, which was not known in the prior art. In the illustrated embodiment, the seam 130 also extends to the end 115. In principle, the turbulence profile 116 may also terminate before the end 115.

A kite 101 is disclosed having a turbulence profile 116 formed approximately in the lower, tangential impact region of the leading edge 103.

List of reference numerals：

1. Wing-shaped rigging

2. Foil plate

4. Surfing person

6. Front tube

7. Leading edge

8. Terminal end

10. Terminal end

12. Trailing edge

14. Roof board

16. Handle

17. Safety belt

20. Center pillar

22. Vertex point

24. Handle

25. Single pump system

26. Connecting piece

34. Front pipe section

36. Turbulence profile

38. Outer skin

40. Bag with bag body

42. Base part

44. Stall edge

46. Inflow flow

48. Cover for a container

50. Seam joint

52. Longitudinal edge region

54. Longitudinal edge region

101. Tubular kite

102. Supporting structure

103. Leading edge

104. Front tube

106. Trailing edge

108. Support post

110. Roof board

112. Reinforcing element

114. Contour stabilization element

115. Terminal end

116. Turbulence profile

118. Arc

120. Outer skin

122. Bag with bag body

124. Base part

126. Stall edge

128. Inflow flow

130. Seam joint

132. Longitudinal edge region

134. Longitudinal edge region

136. Single pump system

Claims (16)

1. Hand-held wing-shaped rig (1) with an inflatable front tube (6) forming a front edge (7) and a rigid or inflatable central pillar (20), on which central pillar (20) a handle (24) can be arranged, and the front tube (6) and the central pillar (20) together span the roof (14), characterized in that a radially protruding turbulence profile (36) is formed at least along a partial region of the front edge (7)/front tube (6).

2. Airfoil rig (1) according to claim 1, wherein the turbulence profile (36) is formed on a user-facing underside of the leading edge (7), which underside in use is preferably substantially tangentially flowing and/or the turbulence profile (36) follows at least partially the profile of the leading edge (7) in the longitudinal direction of the leading edge (7).

3. Airfoil rig (1) according to claim 1 or 2, wherein the turbulence profile (36) has a height (h) of more than 5mm.

4. An airfoil rig (1) according to claim 3, wherein the outer skin (38) of the front tube is made of a textile material or a laminate/foil material or a hybrid material, wherein the height of the turbulence profile (36) is lower when textile material is used than when laminate/foil material is used, wherein the height is not less than 5mm, preferably not less than 6mm when textile material is used and not less than 7mm, preferably not less than 8mm when laminate/foil material is used, and in the case of a hybrid material preferably the height is at least in line with the height (h) of the substrate (textile/laminate/foil) in the seam area.

5. The wing-shaped rig (1) according to any one of the preceding claims, wherein the turbulence profile (36) is formed as a seam (50) or an attached profile body and/or wherein the turbulence profile (36) is covered by a cover (48).

6. Wing harness (1) according to any one of the preceding claims, wherein the turbulence profile (36) extends substantially between two extremities (8, 10) of the wing harness (1).

7. Airfoil rig (1) according to any of the preceding claims, wherein the turbulence profile (36) is adapted to create stall or flow reversal (laminar/turbulent) etc. at an underside of the airfoil rig and/or wherein the turbulence profile (36) forms a stall edge (44).

8. Airfoil rig (1) according to any of the preceding claims, wherein the turbulence profile (36) has a widened base (42) provided with an adhesive layer or the like and/or wherein a plurality of turbulence profile portions are arranged spaced apart from each other and/or are designed with different heights (h).

9. Kite (101) with an inflatable front tube (104) forming a front edge (103) and preferably at least one strut (108), said front tube (104) and said strut (108) together crossing a roof (110), characterized in that a radially protruding turbulence profile (116) is formed at least along a partial area of said front edge (103)/front tube (104).

10. Kite (101) according to claim 9, wherein the turbulence profile (116) is formed at an underside of the leading edge (103) facing the user, the underside of the leading edge (103) preferably being substantially tangentially subjected to flow in use, and/or the turbulence profile (116) follows at least in part the profile of the leading edge (103) in the longitudinal direction of the leading edge (103).

11. Kite (101) according to claim 9 or 10, wherein the turbulence profile (116) has a height (h) of more than 3mm.

12. Kite (101) according to claim 11, wherein the skin (120) of the front tube (104) is made of textile material or laminate/foil material, wherein in case of textile material the height of the turbulence profile (116) is preferably lower than in case of laminate, wherein when textile material is used the height is not less than 3mm, preferably not less than 5mm, and preferably when textile material is used the height of the turbulence profile (116) is not less than 5mm, preferably when textile material is used the height is not less than 7mm, and in case of hybrid material preferably the height is at least identical to the height (h) of the substrate (textile/laminate/foil) in the seam area.

13. Kite (101) according to any one of claims 9 to 12, wherein the turbulence profile (116) is formed as a seam (130) or an attached profile body, and/or wherein the turbulence profile (116) is covered by a cover.

14. Kite (101) according to any one of claims 9 to 13, wherein the turbulence profile (116) extends substantially between two ends (115) of the kite (101).

15. Kite (101) according to any one of claims 9 to 14, wherein the turbulence profile (116) is adapted to create stall or flow reversal (laminar/turbulent) etc. at the underside of the kite, and/or wherein the turbulence profile (116) forms a stall edge (126).

16. Kite (101) according to any one of claims 9 to 15, wherein the turbulence profile (116) has a widened base (124) provided with an adhesive layer or the like, and/or wherein a plurality of turbulence profile portions are arranged spaced apart from each other and/or are designed with different heights (h).