EP0511050A1 - Device with at least one aerodynamically shaped element with changeable geometry, incorporating a control system of the boundary layer - Google Patents

Abstract

The element (3) may be a set of sails (3), for example, having at least one aperture (68) for creating an air passage from the windward face to the leeward face and guidance means (4ab, 4bc) for directing the air emerging from the said aperture, on the leeward side, and giving it a direction tangential to the said element. According to the invention, the aperture (68) and the said guidance means (4ab, 4bc) are created temporarily and adjusted by changing the position and/or the geometry of at least a part and/or an area (3a,3b; 3b,3c) of the said device, and the device furthermore comprises means (5-10, 12, 36, 40, 51, 48, 45) suitable for adjusting the geometry of the said element, at least in terms of the shape and concavity of the camber. <IMAGE>

Description

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.

More specifically, 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.

• . intrados : (I - figure 1b) face de l'élément de forme aérodynamique en surpression (autrement dit, face de l'élément qui reçoit le vent) ;
• . extrados : (E - figure 1b) face de l'élément de forme aérodynamique en dépression ;
• . bord d'attaque : (BA - figure 1b) point, ligne, région le plus en amont de l'élément de forme aérodynamique, ou d'une de ses parties ou zones, vu dans le sens du déplacement relatif de l'air par rapport audit élément ;
• . bord de fuite : (BF - figure 1b) point, ligne, région le plus en aval de l'élément de forme aérodynamique, ou d'une de ses parties ou zones, vu dans le sens du déplacement relatif de l'air par rapport audit élément ;
• . profil : forme d'une section de l'élément de forme aérodynamique prise suivant la direction de l'écoulement de l'air ;
• . squelette d'un profil : ligne reliant le bord d'attaque au bord de fuite et passant entre l'intrados et l'extrados et à égale distance de ceux-ci;
• . corde d'un profil : (CP - figure 1b) ligne droite reliant le bord d'attaque au bord de fuite ;
• . creux d'un profil : (C - figure 1b) distance maximum entre la corde et le squelette d'un profil.
• . point de tire : point de liaison pouvant servir de commande mobile ou de fixation.

Before going further, for the proper understanding of the prior art and of the invention, the meaning of expressions used in the present description and in the claims will be defined:

• . lower surface: (I - Figure 1b) face of the aerodynamically shaped element under pressure (in other words, face of the element which receives the wind);
• . upper surface: (E - Figure 1b) face of the aerodynamically shaped element in depression;
• . leading edge: (BA - Figure 1b) point, line, region most upstream of the aerodynamically shaped element, or of one of its parts or zones, seen in the direction of relative movement of the air by report to said item;
• . trailing edge: (BF - figure 1b) point, line, region furthest downstream from the aerodynamically shaped element, or from one of its parts or zones, seen in the direction of relative movement of the air with respect said element;
• . profile: shape of a section of the aerodynamically shaped element taken in the direction of the air flow;
• . skeleton of a profile: line connecting the leading edge to the trailing edge and passing between the lower and upper surfaces and equidistant from them;
• . chord of a profile: (CP - figure 1b) straight line connecting the leading edge to the trailing edge;
• . hollow of a profile: (C - figure 1b) maximum distance between the rope and the skeleton of a profile.
• . pull point: link point that can be used as a mobile control or attachment.

There are known, for example from DE-1,531,328 LEMOIGNE, devices of the aforementioned type in which said element has two faces adapted to be located respectively on the lower side and upper side, at least one opening being provided to establish a passage for air from the face on the lower side towards the face on the upper side, and guide means being provided for directing the air emerging from said opening, on the upper side, and giving it a direction tangential to said element.

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. By authorizing a passage of air from the lower surface to the upper surface, air is reinjected at overspeed relative to that of the boundary layer which, thus reactivated, follows the aerodynamic shape of the element.

In doing so, however, one must avoid creating, especially on the upper surface, variations in shape affecting the aerodynamics of the element. Indeed, any alteration of this shape, however slight, generates disturbances in the flow of the boundary layer of air and promotes its detachment.

To improve the air flow, when the aerodynamically shaped element is a thick canopy, 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. For the same purpose when it comes to thin sails, 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.

• tout en conservant à l'élément sa forme aérodynamique (c'est-à-dire sans décrochement, sans creux ni obstacle qui, entre autres, forme déflecteur), même lorsque le passage de l'air ne se fait pas, quand l'élément aérodynamique est peu cambré par exemple,
• et en appliquant un principe qui convient à tout élément de forme aérodynamique, notamment aussi bien aux voilures minces qu'aux voilures épaisses.

The object of the present invention is to propose means which improve the flow of air from the lower surface to the upper surface, so that the air opens onto the upper surface in a current of the same direction and direction as those of the general flow on the upper surface at the junction of said current and said general flow, and this:

• while retaining the element its aerodynamic shape (that is to say without detachment, without hollow or obstacle which, among other things, deflector shape), even when the passage of air is not done, when the aerodynamic element is not very arched for example,
• and by applying a principle which is suitable for any element of aerodynamic shape, in particular as well for thin wings as for thick wings.

This object is achieved in the sense that, in the device according to the invention, 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).

Preferably, 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. To this end, these means can act on the shape and / or on the size of its camber, of its twist, of its span, of its surface ... Thus, 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.

As regards 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.

Without an appropriate system, 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.

It is to highlight that. in most of the known aerodynamically shaped elements, 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, it 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.

Without an appropriate servo system, the geometry of the aerodynamic shape of the element is independent of its orientation in relation to the vehicle it equips. In a particular embodiment, however, 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.

By 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.

To summarize, 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.

By 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. Alternatively, 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. Thus, if 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.

When said element has a leading edge and a trailing edge, and in certain configurations, said leading edge can be positioned outside the longitudinal and movement axis of the machine fitted on the device according to the invention.

Advantageously, 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. By 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.

Each leading edge of the different parts and / or zones can benefit from the same means giving them their own mobility.

In a first possible embodiment of the invention, adapted to the propulsion of a sailing boat, but which can also be used for lift, 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 0̸53 219 COON. This patent shows a sail divided into several parts but these parts are connected to each other by 40̸ 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.

On the contrary, according to the invention, 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. In certain cases, said positioning means also make it possible to reduce the area or to lower each wing sub-portion.

In a particular case of the first embodiment, 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.

Such recovery can also be done in the case where the slot is discontinuous.

In a manner known per se, to prevent the wing sub-parts from sticking to one another in the overlap zone at a time when it is desired that the slot is open, the spacing is held by at least one spacer. Unlike the prior art, as shown by COON for example, where the spacer which constitutes each leg 40̸ 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.

Preferably, 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.

In a second embodiment of the invention, suitable for propelling a sailing boat or serving as a plane carrying an aircraft, 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.

On the pressure side, 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. In both cases, 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.

• un système espaceur des extrémités de l'enveloppe lui donnant son envergure ;
• au moins un couple à géométrie variable constitué d'au moins un plateau comportant au moins une paire de pièces mobiles pour la réunion dudit plateau à une paire de lattes de conformation, déformables et en une ou plusieurs parties, disposées respectivement de part et d'autre dudit plateau, du bord d'attaque au bord de fuite dudit élément, lesdites lattes étant reliées, ou tout au moins en contact, avec la face de l'enveloppe qui leur est voisine.

In a practical embodiment of the invention, the structure with variable geometry comprises:

• a system for spacing the ends of the envelope giving it its span;
• at least one variable geometry pair consisting of at least one plate comprising at least one pair of movable parts for joining said plate to a pair of shaping slats, deformable and in one or more parts, arranged respectively on the side and other of said plate, from the leading edge to the trailing edge of said element, said slats being connected, or at least in contact, with the face of the envelope which is adjacent to them.

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). For this purpose, 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.

When the structure comprises several pairs, means are provided to limit the spacing between them.

In all cases, 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.

More specifically, according to this third embodiment, 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.

By 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.

Preferably, the 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.

Preferably, 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.

In a particular variant of the third embodiment, 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.

It may be advantageous for one or more hatches to be provided, in addition, with maneuvering means acting directly on its or their position.

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.

In the case where 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. Still in this same case, 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.

If the support is guyed and provided with at least one spreader, it is preferred, according to the invention, that this spreader has a curved shape offering a clearance in the vicinity of its junction with the support.

With the device according to the invention, during a change in concavity of the airfoil and according to the setting, a leading edge or a trailing edge formed by an open slot is on the side of the concavity.

To swap the position of a leading edge and a trailing edge, it is not necessarily necessary to change the position of all the pull points of the parts or zones of the aerodynamically shaped element concerned.

• la figure 1 est une vue d'ensemble, en perspective cavalière, d'une embarcation munie du dispositif selon l'invention, dans sa première forme d'exécution,
• la figure 1a est une zone à plus grande échelle de la figure 1,
• la figure 1b est un schéma illustrant les notions de forme et de creux d'une cambrure et celle de profil,
• les figures 2a, 2b et 2c sont des représentations schématiques de trois positions possibles du mât par rapport aux sous-parties de voilure,
• la figure 3 montre, en coupe transversale, un mode de réalisation possible de mât caréné,
• le figure 4 montre, également en coupe transversale, un mât équipé de barres de flèche,
• les figures 5 et 6 illustrent la position et la manoeuvre d'espaceurs agissant dans la zone de recouvrement de deux sous-parties de voilure,
• la figure 7 est une vue d'ensemble, en élévation, d'une embarcation munie du dispositif selon l'invention, dans sa deuxième forme d'exécution,
• la figure 8 est une coupe prise selon la ligne VIII-VIII de la figure 7, avec omission de la structure interne,
• la figure 8a est une variante de la forme d'exécution de la figure 8,
• la figure 9 montre une variante de la forme d'exécution des figures 7 et 8,
• la figure 10̸ est une coupe, à plus grande échelle, prise selon la ligne X-X de la figure 9,
• les figures 11 et 12 montrent, respectivement, en élévation et en plan, la zone de passage, de section réglable, du mât au travers d'un plateau de la structure illustrée à la figure 10̸,
• la figure 13 est une représentation partielle d'une variante de la figure 10̸ montrant un système d'asservissement d'ouverture d'une trappe en fonction de la cambrure,
• la figure 14 est une vue de détail, à plus grande échelle et en perspective cavalière, montrant l'articulation d'une trappe,
• les figures 15 et 16 montrent, respectivement en élévation et en plan, un mode de liaison entre un plateau de la structure de la figure 10̸ et une latte de conformation,
• la figure 17 est une vue d'ensemble, en élévation, d'une embarcation munie du dispositif selon l'invention, dans sa troisième forme d'exécution,
• la figure 18 est une représentation schématique, en coupe, d'un mode d'ouverture d'une trappe de la figure 17, et
• la figure 19 est une vue de détail, à plus grande échelle, montrant des moyens de manoeuvre directe d'une trappe du dispositif selon la figure 17.

The invention is described in detail below with reference to the accompanying drawings in which:

• FIG. 1 is an overall view, in perspective, of a boat provided with the device according to the invention, in its first embodiment,
• FIG. 1a is an enlarged area of FIG. 1,
• FIG. 1b is a diagram illustrating the notions of shape and hollow of a camber and that of profile,
• FIGS. 2a, 2b and 2c are schematic representations of three possible positions of the mast relative to the wing sub-parts,
• FIG. 3 shows, in cross section, a possible embodiment of a faired mast,
• FIG. 4 shows, also in cross section, a mast fitted with spreaders,
• FIGS. 5 and 6 illustrate the position and the operation of spacers acting in the area of overlap of two wing sub-parts,
• FIG. 7 is an overall view, in elevation, of a boat provided with the device according to the invention, in its second embodiment,
• FIG. 8 is a section taken on line VIII-VIII of FIG. 7, with the internal structure omitted,
• FIG. 8a is a variant of the embodiment of FIG. 8,
• FIG. 9 shows a variant of the embodiment of FIGS. 7 and 8,
• FIG. 10̸ is a section, on a larger scale, taken along line XX of FIG. 9,
• FIGS. 11 and 12 show, respectively, in elevation and in plan, the passage area, of adjustable section, of the mast through a plate of the structure illustrated in FIG. 10̸,
• FIG. 13 is a partial representation of a variant of FIG. 10̸ showing a system for controlling the opening of a hatch as a function of the camber,
• FIG. 14 is a detail view, on a larger scale and in perspective, showing the articulation of a hatch,
• FIGS. 15 and 16 show, respectively in elevation and in plan, a mode of connection between a plate of the structure of FIG. 10̸ and a shaping slat,
• FIG. 17 is an overall view, in elevation, of a boat provided with the device according to the invention, in its third embodiment,
• FIG. 18 is a diagrammatic representation, in section, of a method of opening a hatch in FIG. 17, and
• FIG. 19 is a detail view, on a larger scale, showing means for direct operation of a hatch of the device according to FIG. 17.

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.

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, 5-10̸ on their lower edge by means of which the various adjustments and maneuvers of the wing sub-parts are made.

Thus, 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 70̸ passing respectively around return pulleys 24 and 25. Likewise, the pull point 9 serves as a fixed connection with three ends 26, 29 and 71 passing respectively around return pulleys 27, 30̸ and 28.

Finally, the pull point 10̸ 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 20̸ 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 30̸ and the end 22. The frame 34 further supports two pulleys 30̸3, 30̸4 around which pass two ends 30̸5, 30̸6 which control the position of the boom part 40̸. These elements have not been shown in FIG. La so as not to overload it.

It is thus understood that the frame 34, which extends well beyond the longitudinal axis of the boom with variable geometry 12, 36, 40̸, makes it possible to fix the control members, such as pulleys, used to position the wing and the various parts of the boom.

On the carriage 35 is fixed a stirrup 39 in which one end of a boom portion 40̸ is pivotally mounted. At a point relatively close to this end, this same boom portion 40̸ is pivotally mounted at 41. Alternatively, instead of being pivotally mounted at 41. the boom portion 40 partie 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 40̸, opposite the stirrup 39, is connected, by a hoist 44, to a similar carriage 45 capable of moving along a slightly arched rail 46.

Similarly, 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 50̸, a carriage 51 and an argued rail 52. As can be seen, the concavity of the rail 49 and that of the rail 52 are turned towards each other, and towards the mast.

It is further provided, on the leading edge 30̸0̸ of the wing sub-part 3a, a pull point 30̸1 to which are fixed two ends 30̸2, 30 reliés3 connected to the machine.

It is understood, from the means which have just been described in detail, that the 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.

In the embodiment of FIG. 1, the airfoil P passes through the mast which is integrated into the airfoil sub-part 3b. This situation is shown schematically in Figure 2c.

As a variant. as shown in figure 2a, the mast 2 ′ could pass beside the sail plan P.

In another variant, one of the wing sub-parts could be replaced by the mast as seen in FIG. 2b. In this case, the mast 2˝ would be suitably profiled to integrate into the aerodynamic shape of the rest of the wing 3a˝, 3c˝.

In a manner known per se, the mast 2 advantageously has an aerodynamic shape to generate less drag. According to the invention, 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. As can be seen, these spreaders have a curved shape offering a clearance 61 at their level, junction with the mast 2˝ ′, clearance by which the spreaders 60̸ do not hinder the positioning of the trailing edge 62 of the wing section 3a.

It is known that when two parts of the sail have an overlap zone, such as 4a, b and 4b, c (FIG. 1) and that the distance between the said parts in the said zone is relatively small, these can stick to the one to the other. To avoid such an untimely closing of the slot that it was desired to provide between two wing sub-parts, it is known to place one or more spacers.

Such 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. To modify the importance of the spacing between the wing sub-parts 3e, 3d, it is possible to act on the spacers 63 thanks to a system of traction cable 66 on which is fixed, at 67, the part 64, which system more or less cut down or raise this part 64 and therefore reduce or increase the importance of the spacing δ obtained.

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.

If we first examine Figure 8, we see that the device according to the invention equips a catamaran whose floats are designated by 10̸1. These floats are connected by a pair of beams 10̸4a and 10̸4b, one of which 10̸4a supports a rectangular mast 10̸2 guyed according to 10̸5 on the leading edge of the floats and according to 10̸6 on their trailing edge. The two faces of the aerodynamically shaped element or wing 10̸3 belong to separate walls 10̸7, 10̸8 of an envelope 10̸9 which defines a hollow aerodynamic volume or cavity 110̸. The 10̸2 mast crosses the 110̸ cavity.

As is also apparent from Figures 7 and 8, the wing 10̸3 has four pairs of hatches 111a-d and 112a-d. In the configuration shown, the face 10̸8 is the lower surface and the face 10̸9 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. On the other hand, 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 10̸7 and 10̸8, a discontinuous slot line. Thanks to a structure which will be described later and which is located in the cavity 110̸, the hatches 111a, b and 112a, b are opened, as can be seen, without altering the aerodynamic curvature of the faces 10̸7 and 10̸8 of the wing 10̸3.

In order to remove any ambiguity in the remainder of the description, the concepts of "downstream" and "upstream" used with regard to the hatches refer to the ends of the hatch with respect to the direction of air flow over this one.

The hatches 111a, 111b are opened respectively by displacement towards the inside of the cavity 110̸ of the downstream edge 115 of the hatch 111a and by displacement towards the inside of the cavity 110̸ of the upstream edge 162 of the hatch 111b.

As a variant, FIG. 8a shows a case where the upstream edge 163 of the hatch 111a moves towards the outside of the cavity 110̸.

As can be seen in FIG. 7, the wing 10̸3 comprises a lower stage 116, two intermediate stages 117 and 118, and an upper stage 119. The stages are defined by “pairs” 120̸ to 123 and by an upper plate 124 at which a halyard is attached to hoist or lower the wing 10̸3. A possible structure for these couples will be described with reference to Figure 10̸.

Figure 9 shows a variant 10̸3 ′ of the airfoil 10̸3 of Figures 7 and 8, without representation of the doors.

We see that 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 10̸2 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 120̸ and 121. The couples 120̸ and 121 and their spacers 128 thus form a stiffened assembly playing the role of a balestron with variable geometry.

To reduce the aerodynamic volume on the surface, 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 120̸ respectively to the beams 10̸4a and 10̸4b to tension and orient the airfoil 10 3 ′ relative to the wind.

The section of Figure 10̸ 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 130̸ which has an opening 134 for the passage of the mast 10̸2. Opposite Plate 129, plate 130̸ 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.

On 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 10̸7 and 10̸8 of the casing 10̸9 or at least in contact with them. The walls 10̸7 and 10̸8 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 10̸7 and 10̸8, 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 10̸9 follows the shape taken by the slats. The overlapping ends of the walls 10̸7 and 10̸8 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.

In a preferred embodiment, the plate 130̸ in FIG. 10̸ - which has an opening 134 of section and geometry fixed by construction - is replaced by a plate 130̸ ′ as shown in FIGS. 11 and 12. This plate 130̸, ′ In two parts 130̸′a and 130̸′b, has a structure such that the section and the geometry of the opening 134 ′ are adaptable to those of a mast 10̸2 ′ on which it slides and which can be tapered , the section of the mast being able to be at its top only of 40̸% by example of what it is at its core. More specifically, the two parts 130̸′a and 130̸′b of the plate 130̸ ′ 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 130̸′a and 130̸ ′ B of the plate. The opening 134 ′ is constituted by the space delimited by the two parts 130̸′a and 130̸′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 10̸2 ′.

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 170̸ 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. When the plate 132 pivots in the direction of the arrow F3 to camber the torque, the roller 146 moves away from the fixing point 147 of the cable 144, so that the length of cable included between them lengthens to the detriment of that going from the roller 146 to the downstream edge of the slot 114. There follows a traction on this upstream edge and a corresponding opening of the hatch.

Figure 14 shows another way to control the hatches. In this figure, we see the wall 10̸7 of the envelope in which are formed two hatches 111b 112 and 112b˝, the latter being only partially represented. The wall 10̸7 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 150̸, 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 150̸.

In the vicinity of the slots 151, 152, the operating slats 150̸ 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. It is understood that 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 160̸ and on the other hand, support for a lug pin 138. A spring 161 is supported on the head 160̸ 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.

If one refers to FIG. 17, one sees a boat having a hull 20̸1 provided with a mast 20̸2 not guyed, integrated into a wing 20̸3 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 250̸. 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 20̸4. The wing 20̸3 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. In practice, the thickness of the slats 258 is constant but their height varies. It will be noted that one of the slats 258 -referenced 258′- is coextensive with the lower edge of the blade 20̸3. Finally, a slat of constant section 260̸ is provided at the head of the blade. The flexibility of the control slats 258 and of the slat 260̸ allows the reversibility of the concavity and the edge changes. The slats 250̸, 258 and 260̸ 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 20̸2, 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 20̸1 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 20̸4, 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 270̸, and to participate in the fixing the intensity of the general arching of the blade.

When the boom 261 is arched by acting on the position of the carriages 271 and 272, the control slats 258 and 258 ′ bend particularly in the zones of lesser rigidity 259 while the stiffening slats 250̸ resist bending. It follows the opening of the hatches 211a-c as seen schematically in Figure 18 where we also see a rope 30̸7 limiting the deflection of the hatch 211a. It is therefore a simplified hatch control solution.

It is however possible to refine the adjustment by providing the hatches with means which act directly on the hatches and which are shown in FIG. 19. In this case, 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 20̸7, a rope guide 269. Along the rigidified slots and up to the mast 20̸2, a series of guides are also provided. cable 269a-269d. The rope guides can be rings fixed to the sleeves of the slats. A rope 270̸ 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 invention is not limited to the embodiments described and shown by way of examples.

• une fraction quelconque de l'élément de forme aérodynamique peut être à profil épais et la ou les parties mobiles dudit élément peut ou peuvent aussi bien être située(s) dans une zone mince que dans une zone épaisse ;
• au lieu d'être reliés aux chariots 45, 48, 51 (figures 1 et 1a) par l'intermédiaire d'un système d'espar et de palan, les points de tire, tels que 5 à 10̸, 264, 20̸4, pourraient être reliés directement à ces chariots ;
• une fraction quelconque d'un couple ou d'une série de couples, selon la deuxième forme d'exécution, pourrait être constituée d'un treillis métallique articulé au lieu de l'être par un ou plusieurs plateaux : en variante, toute la structure à géométrie variable pourrait être constituée par un tel treillis ;
• au lieu d'être munie de deux lattes de rigidification 250̸ (figure 17), chaque trappe pourrait n'être équipée que d'une seule latte occupant toute la hauteur de la trappe : dans ce cas, la hauteur de la trappe serait étudiée pour ne pas gêner le pliage de la voilure ;
• une ou plusieurs lattes de commande 258 (figure 17), c'est-à-dire comportant au moins une zone de flexibilité préférentielle, pourraient être utilisées dans une autre forme d'exécution que celle de la figure 17, pour mieux contrôler la forme des parties ou zones de la voilure, ou même on pourrait avoir recours, à cet effet, à une ou plusieurs lattes classiques telles que 260̸ ;
• sur une voilure comportant au moins deux bords d'attaque, au moins un tel bord pourrait être équipé d'un élément raidisseur à géométrie variable, continu ou discontinu et/ou d'au moins un point de tire entre les deux extrémités desdits bords d'attaque.

In particular and among other possible variants:

• any fraction of the aerodynamically shaped element may be of thick profile and the movable part or parts of said element may or may be located in a thin area as well as in a thick area;
• instead of being connected to the carriages 45, 48, 51 (Figures 1 and 1a) via a spar and hoist system, the pull points, such as 5 to 10 5, 264, 20̸4, could be connected directly to these carts;
• any fraction of a couple or a series of couples, according to the second embodiment, could consist of a metal mesh articulated instead of being by one or more plates: as a variant, the entire structure variable geometry could be constituted by such a trellis;
• instead of being fitted with two 250̸ stiffening slats (Figure 17), each hatch could be fitted with only one slat occupying the entire height of the hatch: in this case, the height of the hatch would be studied to do not interfere with the folding of the wing;
• one or more control slats 258 (FIG. 17), that is to say comprising at least one zone of preferential flexibility, could be used in another embodiment than that of FIG. 17, to better control the form parts or areas of the wing, or even one could have recourse, for this purpose, to one or more conventional slats such as 260̸;
• on a wing comprising at least two leading edges, at least one such edge could be equipped with a stiffening element with variable geometry, continuous or discontinuous and / or at least one pull point between the two ends of said edges d 'attack.

Finally, it is understood that 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.

Claims (10)

1 - Device comprising at least one element (3, 10̸3, 20̸3) of aerodynamic shape, at least part or zone of which is foldable, for propulsion and / or lift by the effect of the relative wind, said element having two faces adapted to be located respectively on the lower side and upper side, at least one opening (68; 113,114; 251a-c) is provided for establishing an air passage from the side on the lower side to the side on the upper side, and guide means ( 4ab, 4bc, 4de, 111a, b, 112a, b, 211a-c) being provided to direct the air emerging from said opening, on the upper side, and give it a direction tangential to said element, characterized in that said opening (68 , 113,114) and said guide means (4ab, 4bc, 4de, 111, 112, 211) of said air passage are created temporarily and adjusted by modifying the position and / or the geometry of at least one part and / or zone (3a, 3b; 3b, 3c; 10̸7,10̸8; 20̸3) of said device and e n that said device further comprises means (5-10̸, 12,36,40̸, 51,48,45; 120̸-123.126; 258,261,272) adapted to adjust the geometry of said element, including at least the camber in shape and in hollow. 2 - Device according to claim 1 of the type in which the element is a wing which comprises at least two leading edges, characterized in that at least one leading edge is equipped with a stiffening element with variable geometry, continuous or discontinuous. 3 - Device according to claim 1 or 2 of the type in which the element is a wing which has at least two leading edges, characterized in that there is provided at least one pull point between the two ends of said edge d 'attack. 4 - Device according to any one of claims 1 to 3 wherein said element is a blade (3) in a single part divided into at least two sub-parts (3a-c; 3d, e) along a dividing line and adapted to form between them a slot (68) affecting all or part of said line, said lines Wing sub-parts generally forming a sail plane (P) on the whole of which positioning means are adapted to act, characterized in that these positioning means affect both the sail plane (P) as a whole as well as each section of the wing (3a-c; 3d, e), taken in isolation. 5 - Device according to claim 4, characterized in that two sub-parts (3a, b; 3b, c; 3d, e) consecutive wing have an overlap area (4ab, 4bc; 4de), said slot (68) being defined by the spacing (δ) between said wing sub-parts, in the overlap zone and said spacing (δ) being maintained by at least one spacer (63), at least one of the two sub-parts ( 3a, b; 3b, c; 3d, e) of airfoil having this overlap zone not being fixed to said spacer. 6 - Device according to any one of claims 1 to 3, characterized in that the two faces (10̸7, 10̸8) of said element (10̸3) belong to envelope parts (10̸9) distinct which determine between them a hollow aerodynamic volume , in that said opening and said guide means are created by a pair of hatches (111a, b; 112a, b) formed respectively in one and the other faces and which are subjected to control means (170̸, 145-147; 150̸, 153,154,157) acting on their closing / opening, on their orientation and their geometry, the opening of the hatch (111b, 112b) on the upper side being effected by displacement of the upstream free edge (162) of the hatch towards the interior of the cavity (110̸) of the aerodynamic volume, so that the face (10̸7) of the envelope (10̸9) on the upper surface side, retains its aerodynamic profile, despite the opening of the hatch. 7 - Device according to claim 6, characterized in that the opening of the hatch (111a, 112a) on the underside side is effected by displacement of the free downstream edge (115) of the hatch towards the interior of the cavity (110̸) of the aerodynamic volume, or by displacement of the free upstream edge (163) of the hatch towards the outside of said cavity, so that the face (10̸8) of the casing on the lower surface offers an aerodynamic profile when air passes. 8 - Device according to claim 6 or 7, characterized in that said means for controlling said doors (111a, b; 112a, b) depend on a structure with variable geometry (121-123) housed in the cavity (110̸) of the hollow aerodynamic volume. 9 - Device according to any one of claims 1 to 5, characterized in that said element is a wing (20̸3) and in that a hatch (211a-c) creates said opening and said means for guiding said passage of air, which hatch is defined by a slot (251a-c) called "flexible" substantially perpendicular to the air flow direction (F5) in the normal position of use and by two slots (248a-c, 249a- c) said to be "rigidified" substantially parallel to said direction, so that the hatch has roughly the shape of a C, said rigidified slots (248a-c, 249a-c) being due to the presence, in the airfoil , stiffening slats (250̸) running along said slots and extending beyond those of their ends opposite to said flexible slot (251a-c). 10̸ - Device according to claim 9, characterized in that said hatch (211a-c) is subjected to control means comprising at least one so-called "control" batten (258) integrated into said wing in a direction substantially parallel to the slots stiffened (248a-c, 249a-c), said control slat having at least one weakened stiffness zone (259) adapted to promote the flexing of said slat at this zone.

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