U.S. patent application number 11/578860 was filed with the patent office on 2007-07-12 for placement system for a flying kite-type wind-attacked element in a wind-powered watercraft.
Invention is credited to Johannes Bohm, Stephan Wrage.
Application Number | 20070157868 11/578860 |
Document ID | / |
Family ID | 34965949 |
Filed Date | 2007-07-12 |
United States Patent
Application |
20070157868 |
Kind Code |
A1 |
Wrage; Stephan ; et
al. |
July 12, 2007 |
Placement system for a flying kite-type wind-attacked element in a
wind-powered watercraft
Abstract
Disclosed is a placement system for a free-flying kite-type
wind-attacked element in a watercraft in which the kite-type
wind-attacked element comprising a profiled wing is connected to
the vessel body via a traction rope. Said wind-attacked element can
be guided from a neutral position on board the watercraft into a
raised position that is free from obstacles located at the same or
a higher level. An azimuthally pivotable fixture is provided by
means of which the wind-attacked element can be brought into a
position in which the same is exposed to a sufficient wind effect.
Furthermore, a docking receiving device is provided which is to be
removably connected to the docking adapter of the wind-attacked
element on the side facing away from the wind while also allowing
the wind-attacked element to be furled with the aid of
automatically engaging holding means.
Inventors: |
Wrage; Stephan; (Hamburg,
DE) ; Bohm; Johannes; (Karrst, DE) |
Correspondence
Address: |
ALIX YALE & RISTAS LLP
750 MAIN STREET
SUITE 1400
HARTFORD
CT
06103
US
|
Family ID: |
34965949 |
Appl. No.: |
11/578860 |
Filed: |
April 19, 2005 |
PCT Filed: |
April 19, 2005 |
PCT NO: |
PCT/EP05/04186 |
371 Date: |
October 19, 2006 |
Current U.S.
Class: |
114/365 |
Current CPC
Class: |
B63H 9/069 20200201 |
Class at
Publication: |
114/365 |
International
Class: |
B63B 23/00 20060101
B63B023/00 |
Foreign Application Data
Date |
Code |
Application Number |
Apr 19, 2004 |
DE |
10 2004 018 814.9 |
Claims
1. A deployment system for a freely flying kite-like element on
which wind acts, for a watercraft in which the element on which
wind acts and which has a wing profile is connected via a hawser to
the craft body, in which case the element on which wind acts can be
moved from a rest position on-board the watercraft to a raised
launch position, which is free of obstructions at the same level or
at a higher level, characterized in that a holder which can be
pivoted in azimuth is provided, by means of which the element on
which wind acts can be moved to a position in which it is subject
to sufficient wind effect, with a docking receptacle apparatus
being provided for detachable connection to the docking adapter of
the element on which wind acts on the side facing away from the
wind and also allowing the element on which wind acts to be stowed
by holding means, which preferably engage automatically.
2. The deployment system as claimed in claim 1, characterized in
that the launch position is arranged offset in the horizontal
and/or vertical direction with respect to the location of the cable
guide when the element on which wind acts is in the deployed state,
with the location of the cable guide being formed by the winch or
being located in the vicinity of the winch
3. The deployment system as claimed in claim 1, characterized in
that, in the case of the element on which wind acts, a hawser which
spreads out into a number of holding cables is connected to the
craft, with a connecting cable being provided, which bridges the
spreading point and is passed from the docking device on the
element on which wind acts to a connecting point, which--seen from
the element on which wind acts--is located beyond the spreading
point, to the main part of the hawser, and in that a lifeline or a
trap is provided, which originates from the docking receptacle
apparatus and whose free end is guided such that it can move with a
force fit on the hawser at least in the area of the connecting
cable.
4. The deployment system as claimed in claim 3, characterized in
that the lifeline is connected to the hawser via a cable junction
which has means in order to move a guide apparatus, which is in the
form of a cable slide and is connected to the end of the lifeline,
from its position on the hawser onto the connecting cable when the
element on which wind acts is being stowed, while the element on
which wind acts is connected to the cable junction via a further
line part.
5. The deployment system as claimed in claim 1, characterized in
that the element on which wind acts exerts a minimal load in the
vertical direction in the docked state.
6. The deployment system as claimed in claim 4, characterized in
that the cable junction has an essentially T-shaped profile, which
is surrounded in an .OMEGA.-shape by the guide apparatus.
7. The deployment system as claimed in claim 1, characterized in
that the docking receptacle, which can rotate in azimuth, has an
apparatus which automatically places the active direction of the
receptacle on the lee side, in particular in the form of a wind
vane.
8. The deployment system as claimed in claim 1, characterized in
that the apparatus has a guide roller, which is attached
eccentrically to the docking receptacle, for the lifeline the
trap.
9. The deployment system as claimed in claim 1, characterized in
that the element on which wind acts is curved over its width
extent.
10. The deployment system as claimed in claim 1, characterized in
that the element on which wind acts is caught via an attachment
which forms a point for which wind forces acting symmetrically on
the element on which wind acts compensate vertically and
horizontally.
11. The deployment system as claimed in claim 1, characterized in
that the element on which wind acts has a reefing device, and in
that the deployment and stowage of the flexible element on which
wind acts take place from a reefed state.
12. The deployment system as claimed in claim 1, characterized in
that the element on which wind acts has a fixed, unreefed center
part.
13. The deployment system as claimed in claim 11, characterized in
that the reefing mechanism has tension strips which can preferably
be operated by a winch.
14. The deployment system as claimed in claim 11, characterized in
that the reefing process takes place in a side extension of the
wing profile.
15. The deployment system as claimed in claim 11, characterized in
that folds which are created during the reefing process are wrapped
in between areas with a fixed profile cross section.
16. The deployment system as claimed in claim 1, characterized in
that an identical profile cross section is provided essentially
over the entire wing length.
17. The deployment system as claimed in claim 1, characterized in
that at least one inflatable element is provided in the area of the
wing leading edge and/or between the areas with a fixed wing cross
section, in order to increase stability.
18. The deployment system as claimed in claim 17, characterized in
that the inflatable element occupies the entire hollow area of the
element on which wind acts.
19. The deployment system as claimed in claim 17, characterized in
that the inflatable element is open at the front and can be filled
by ram-air pressure.
20. The deployment system as claimed in claim 17, characterized in
that a connecting element having a cross section through which a
medium which enters or emerges from the inflatable element can pass
is provided in the docking receptacle.
21. The deployment system as claimed in claim 20, characterized in
that a powerful fan is provided on or in the vicinity of the
docking receptacle, in order to fill or empty the inflatable
element.
22. The deployment system as claimed in claim 21, characterized in
that a mast of the docking receptacle has a hollow area which
extends essentially over its length and is connected to the
fan.
23. The deployment system as claimed in claim 11, characterized in
that a reefing process can be initiated when the element on which
wind acts is flying freely, via a remote control or by means of the
output signal from at least one sensor element, in which case the
deflating process can also be initiated at the same time for an
element on which wind acts and which has an inflatable element.
24. The deployment system as claimed in claim 17, characterized in
that an emergency reefing process can be initiated by rapid opening
of a closure area which closes the inflatable element.
25. The deployment system as claimed in claim 24, characterized in
that rapid opening for the emergency reefing process is carried out
by means of a parachute which can be deployed as the hawser is
pulled in quickly.
26. The deployment system as claimed in claim 1, characterized in
that the docking receptacle is arranged at the upper end of a
crane.
27. The deployment system as claimed in claim 26, characterized in
that the crane is telescopic with hydraulic cylinders being
connected to adjacent or successive telescopic segments, for drive
purposes.
28. The deployment system as claimed in claim 26, characterized in
that the mobile crane has or comprises a body which can be inflated
by means of a compressed gas.
29. The deployment system as claimed in claim 28, characterized in
that the compressed gas is compressed air.
30. The deployment system as claimed in claim 24, characterized in
that the holder which can pivot in azimuth has a connecting element
for the compressed gas, which connecting element can be connected
to the inflatable element of the element on which wind acts.
31. The deployment system as claimed in claim 1, characterized in
that the stowage of the element on which wind acts can be initiated
automatically in the event of a malfunction of the controller or of
a connected appliance which is important for control of the element
on which wind acts.
Description
BACKGROUND OF THE INVENTION
[0001] The invention relates to a system for deployment of a freely
flying kite-like element on which wind acts, for a watercraft with
wind propulsion.
[0002] A deployment system such as this for a freely flying
kite-like element on which wind acts is known from the document:
Ship Propulsive Kites, An Initial Study, by J. F. Wellicome and S.
Williams, University of Southampton, ISSN 0140 3818 SSSU19, Section
4.1.2 "Non Powered Drogue Launch".
[0003] This deployment system, which is indicated only in the form
of a sketch in the cited publication and has not been fully
developed, has the disadvantage that an auxiliary drive in the form
of an additional parachute is required for deployment of the
element on which wind acts. Furthermore, no measures are evident to
allow a relatively large element on which wind acts also to be
stowed safely again.
SUMMARY OF THE DISCLOSURE
[0004] Measures for a deployment system make it possible to launch
a system on which wind acts in a manner which is compatible with
practical use at sea, and to be stowed safely again as well. In
particular, one aim in this case is to ensure that the element on
which wind acts can be guided from the deck in the deployed state,
thus minimizing the listing of the watercraft.
[0005] For stowage, the element on which wind acts can be guided to
a position in which it can be stowed safely and without
problems.
[0006] In this case, it is particularly advantageous to provide a
holder which can be pivoted in azimuth, by means of which the
element on which wind acts can on the one hand be moved for
deployment to a position in which it is subject to sufficient wind
effect. A docking receptacle apparatus for detachable connection to
the docking adapter of the element on which wind acts in this case
is in each case directed to the side facing away from the wind, in
which case both driven readjustment means and a type of "wind vane"
can be provided. The docking receptacle apparatus is in this case
designed such that it also allows locking, by holding means which
engage automatically, for stowage of the element on which wind
acts.
[0007] Another particularly advantageous feature is the fact that
the element on which wind acts can be launched just by the
influence of the wind.
[0008] A further advantageous factor is for the launch position to
be arranged offset in the horizontal and/or vertical direction with
respect to the location of the last cable guide when the element on
which wind acts is in the deployed state. The latter is generally
formed by the winch or is located in the vicinity of the winch.
This allows the element on which wind acts to be operated
independently of the launching apparatus in the operating
state.
[0009] Another advantageous development is in this case designed in
such a manner that in the case of the freely flying kite-like
element on which wind acts, a hawser which spreads out into a
number of holding cables is connected to the craft, with a
connecting cable being provided, which bridges the spreading point
and is passed from the docking device on the element on which wind
acts to a connecting point, which--seen from the element on which
wind acts--is located beyond the spreading point, to the main part
of the hawser, and that a lifeline is provided, which originates
from the docking receptacle apparatus and whose free end is guided
such that it can move with a force fit on the hawser, at least in
the area of the connecting cable. This results in the spreading
point of the hawser, in whose vicinity the control elements for the
aerodynamic adjustment of the element on which wind acts may also
be located during operation, being bridged during the stowage
process so that it can reliably be pulled onto the docking
apparatus. The lifeline can in this case preferably also be formed
by a trap or the like, when the element on which wind acts is used
on a boat for sporting purposes.
[0010] In one advantageous development, an additional lifeline is
connected to the hawser via a cable junction which has means in
order to move a guide apparatus, which is in the form of a cable
slide and is connected to the end of the lifeline, from its
position on the hawser onto the lifeline when the element on which
wind acts is being stowed, while the element on which wind acts is
connected to the cable junction via a further line part. In this
case, the cable junction preferably has an essentially T-shaped
profile, which is surrounded in an .OMEGA.-shape by the guide
apparatus. This makes it easier to grip and to stow the element on
which wind acts.
[0011] If the docking receptacle, which can rotate in azimuth, has
an apparatus which in each case automatically places the active
direction of the receptacle on the lee side, an automotive stowage
process can be implemented such that safe stowage of the element on
which wind acts can be initiated automatically even in the event of
a possible malfunction of the control part or of a connected
appliance which is important for control of the element on which
wind acts. When using a lifeline, the receptacle apparatus can also
be automatically placed on the lee side by a guide roller for the
lifeline being eccentrically connected to the receptacle apparatus
so that the element on which wind acts and which is subject to wind
pressure automatically draws the receptacle apparatus to the lee
side.
[0012] In one advantageous development of the invention, the
docking receptacle and the element on which wind acts are designed
such that a minimal load is exerted on the system by the element on
which wind acts in the docked state. This is achieved, for example,
by the element on which wind acts being guided at its aerodynamic
equilibrium point on the docking receptacle. If this is the case,
then the element on which wind acts and onto which the wind is
flowing produces precisely the amount of lift which is required to
neutralize the force of its weight. The element on which wind acts
thus "floats" on the docking receptacle. This docking receptacle
need then still absorb only the drag forces which act horizontally
on the element on which wind acts, but which are relatively small
because the element on which wind acts is docked by its narrow
front. As can easily be seen, a system designed in this way results
in considerable design advantages.
[0013] In another preferred development, the element on which wind
acts has a reefing device, in which case the deployment and/or
stowage of the element on which wind acts and which to this extent
is designed to be flexible take/takes place in a reefed state. In
this case, it may be advantageous for stability reasons for the
element on which wind acts to have a fixed center part, which
cannot be reefed.
[0014] The reefing process is carried out advantageously if the
reefing mechanism has tension strips which are directed in the
direction of the reefing process and can preferably be operated by
a winch which is provided within the element on which wind acts,
with the reefing process preferably taking place in a side
extension of the wing profile. The folds which are created during
the reefing process are advantageously wrapped in between areas
with a fixed profile cross section, with an identical profile cross
section being provided essentially over the entire wing length.
[0015] In one advantageous development, the element on which wind
acts is designed such that it is slightly curved over its width.
This makes it easier to reef the element on which wind acts, since
the friction forces of the reefing strips in the element are
reduced. This development has the further advantageous feature that
the reefed element on which wind acts has less height than a reefed
element on which wind acts with a large amount of curvature.
However, the flying characteristics are considerably improved when
the height is reduced, thus making it easier to control the
element.
[0016] In order to increase stability, at least one inflatable
element is advantageously provided in the area of the wing leading
edge and/or between the areas with a fixed wing cross section, and
is also used to assist unreefing.
[0017] In one preferred development, the raised position forms the
upper end of a crane which, in particular, is telescopic and in
which hydraulic cylinders are preferably connected to adjacent or
successive telescopic segments, for drive purposes.
[0018] The mobile crane advantageously has an aerodynamically clad
connecting element in the area of the receptacle which can pivot in
azimuth, and this connecting element has a supply and a connecting
element for compressed air, which can be connected to the
inflatable body of the element on which wind acts.
[0019] In one advantageous development, a powerful fan, which is
also suitable for suction operation, is provided either at the foot
of the crane or in the system docking receptacle. In this
development, an opening with a relatively large cross section is
located in the center of the leading edge of the element on which
wind acts and is connected flush to the docking receptacle in the
docked state, in such a manner that the element on which wind acts
can be quickly inflated or deflated by means of the fan. As can
easily be seen, this apparatus allows the deployment and stowage
processes to be speeded up.
[0020] It is also advantageous if it is possible to initiate a
reefing process for a freely flying element on which wind acts via
a remote control or by means of the output signal from at least one
sensor element, in which case the deflation process can also be
initiated for an element on which wind acts and which has an
inflatable element.
[0021] An emergency reefing process is in this case preferably
initiated by rapid opening of a closure area which closes the
inflatable element, in particular together with the hawser of the
element on which wind acts being pulled in quickly.
[0022] In order to keep the stowage forces small, the element on
which wind acts is caught via an attachment which is arranged at a
point for which symmetrically acting wind forces compensate in the
horizontal and vertical direction.
[0023] The described invention is particularly suitable for
sea-going vessels or for those which travel in regions in the
high-seas area.
[0024] Further advantageous exemplary embodiments are described in
the dependent claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0025] One advantageous exemplary embodiment is illustrated in the
figures, in which:
[0026] FIG. 1 shows an oblique plan view of a vessel which is being
towed by the kite system,
[0027] FIG. 1a shows a coordinate system which is used as the
reference system in the following description,
[0028] FIG. 1b shows one exemplary embodiment of the element on
which wind acts according to the invention, in the form of a
paraglider.
[0029] FIG. 2 shows an outline circuit diagram for control of the
element on which wind acts, illustrated schematically,
[0030] FIG. 3 shows a block diagram of the control of the wind
propulsion system, as a block diagram illustrated in detail,
[0031] FIG. 4 shows a docking apparatus for the element on which
wind acts, illustrated in perspective form,
[0032] FIG. 4a shows a detail of the docking apparatus as shown in
FIG. 4, illustrated in perspective form,
[0033] FIG. 4b shows a further detail of the docking apparatus as
shown in FIG. 4, illustrated in perspective form,
[0034] FIG. 4c shows a reefing device for the element on which wind
acts, illustrated schematically,
[0035] FIG. 5a shows a block diagram of a deployment process,
[0036] FIG. 5b shows a block diagram of a stowage process,
[0037] FIG. 6a shows a schematic illustration of the procedure for
a deployment process,
[0038] FIG. 6b shows a schematic illustration of the procedure for
a stowage process, and
[0039] FIG. 7 shows a speeded-up stowage process.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0040] FIG. 1 shows an oblique plan view of a vessel which is being
towed by the kite system. In this case, an element 1 on which wind
acts is connected to a vessel 4 via a hawser 1.1 with an apparatus
2 on which force acts and which is provided in the bow area of the
vessel 4. The hawser 1.1 is passed to a central gondola 1.2, from
which a number of holding lines 1.3 originate, which are passed to
the element 1 on which wind acts and is in the form of a paraglider
with a kite profile, giving it the necessary shape. The details
relating to this will be explained further below in the
description. The apparent wind direction in the area of the element
1 on which wind acts is annotated W. The corresponding wind vector
is indicated by its magnitude and direction. If required, its rate
of change is also indicated by a variable B, which denotes the
gusting, forms the mean time discrepancy between the wind speed and
its mean value and can be represented as a scalar, which
effectively forms the radius of a sphere around the tip of the wind
vector W.
[0041] FIG. 1a shows a coordinate system which is used as the
reference system in the following description. In this case,
x.sub.s indicates the direction of travel of the vessel, and
y.sub.s is the direction at right angles to the direction of
travel. In this case, the coordinate system should be regarded as
being firmly linked to a point P.sub.s on the vessel. This point is
preferably the point 2 at which force acts in the bow area. The
height h.sub.s in this case corresponds to the direction of the
axis z of the conventional coordinate system, and indicates the
height above the reference point P.sub.s. This reference point is
preferably the location at which the GPS antenna of an on-board GPS
appliance is fitted, so that the coordinates of a point away from
P.sub.s, at which another GPS appliance is located, can be produced
by subtraction of the coordinates emitted from the two appliances.
(If the GPS antenna of the on-board GPS appliance is located at a
distance away from the reference point P.sub.s, then this could be
taken into account by addition of a fixed coordinate
difference.)
[0042] For simplicity, the following description is based on the
assumption of a polar coordinate system, in which the angle .alpha.
forms the azimuth angle, and the angle .beta. the elevation angle.
The direction of the vector V thus in this case points to the
gondola 1.2 of the element 1 on which wind acts. This is in fact a
"geographical coordinate system", since the gondola 1.2 and the
element 1 on which wind acts move essentially on the surface of a
sphere. The azimuth angle a and the elevation angle .beta. thus
indicate approximately the geographical latitude and longitude of
the position of the gondola on the "world sphere" covered by the
vector V. The length of the vector V roughly indicates the length
of the hawser 1.1, in which case, initially, its catenary drop will
be ignored.
[0043] The gondola 1.2 of the element on which wind acts is aligned
on the basis of its own coordinate system with the directions
x.sub.k, y.sub.k and z.sub.k, where z.sub.k points in the direction
of the extension of the vector V. The rotation of the gondola 1.2
of the element 1 on which wind acts about the vertical axis z.sub.k
is referred to as the yaw angle. Variation of the yaw angle results
in a change in the direction of flight of the element 1 on which
wind acts. The yaw angle can be varied, inter alia, by actively
driving braking flaps (which are described further below) of the
paraglider which forms the element 1 on which wind acts. This
results in a direction change, and this process is comparable to
the steering of a steerable kite. Rotation about the longitudinal
axis x.sub.k represents a rolling movement and is not actively
controlled. The catenary drop of the hawser 1.1 resulting from the
force of gravity can be determined from the rolling movement and
the corresponding discrepancy between the direction from z.sub.k
and V, while the rotation about the lateral axis y.sub.k forms the
pitch of the element on which wind acts about the lateral axis, and
can be caused by gusts and their influence on the hawser 1.1. This
reference system forms the basis for understanding of the
description of the vessel/kite system which is described further
below.
[0044] One exemplary embodiment of an element on which wind acts is
illustrated schematically in FIG. 1b. The element on which wind
acts in the illustrated embodiment forms a paraglider 101 with a
container 102 for the controller, as will be described in more
detail further below. Holding lines 103 originate from the
container 102, which is attached to the hawser 1.1, and merge into
branches 104 in the form of a line tree, which are connected to a
lower textile covering layer 105. An upper textile covering layer
106 forms the closure at the top. The two covering layers are held
together by means of internal connecting lines (which cannot be
seen in the figure) or corresponding connecting elements, such as
textile ribs, with the wing profile which is formed by the two
covering layers being stabilized by an internal increase in the air
pressure, which is built up via openings in the leading edge of the
kite (on the left in the drawing), which are likewise not shown in
the drawing, for clarity reasons. The direction of flight is
indicated by the arrow 107.
[0045] FIG. 2 shows an outline illustration of the wind propulsion
system, in the form of a block diagram. The figure also serves for
orientation in the following description of the individual system
components. Those reference symbols in the 100-series which are
used in the overview illustration also form the group designation
of the system parts which are each described in more detail further
below. (A dashed line 99 in this case surrounds those assemblies
which, at the least, must be added to a conventional vessel for it
to be additionally equipped with the wind propulsion according to
the invention). The system 100 on which wind acts comprises the
element on which wind acts as well as the associated control
system, if the latter is arranged directly in it. The arrangement
may in this case not only be arranged in a gondola which is located
at the end of the hawser and from which the holding lines
originate, but may also be incorporated directly in the element on
which wind acts. The control system essentially comprises an
autopilot, which controls the attitude and flight path of the
element on which wind acts.
[0046] The system 100 on which wind acts is connected via the
hawser and a winch 210 (including the hawser) and communication
paths, represented by dashed lines, to the on-board system 200 to a
user interface 205, which comprises a control system which not only
controls the kite position but also emits the necessary control
commands to the machine 5 and to the vessel rudder 6. The on-board
system is connected to the element on which wind acts via various
communication paths which allow not only the kite position to be
predetermined in principle by the on-board system but also allow
information which is important for the on-board system to be
received from the system on which wind acts.
[0047] The on-board system 200 is preceded by a navigation system
300, which transmits to the on-board system the route to be
maintained by the vessel, taking into account costs, times, speed
and wind utilization, possibly as well as the wind direction and
wind strength. The wind information may also include a parameter
which characterizes how gusty the wind is. Furthermore, this may
also include information relating to the sea state and to the
vessel movement resulting from it. (The wind and weather data in
this case come originally from the weather information system 600,
which is described further below). The navigation system is
assisted by the navigational information base (moving map) 310.
[0048] The course, wind and wave information are used to generate
signals which drive the on-board system 200 and results in
appropriate adjustment of the kite system 100. The on-board system
200 also produces drive signals for the machine 5 and for the
rudder 6.
[0049] The navigation system 300 is driven by a route system 400,
which determines the course of the vessel by means of the economic
basis on which the vessel operation is based. The route system 400
is driven on the basis of data which is predetermined by an
external station 500 and is matched to the data from a weather
information system 600. The course data currently determined by the
navigation system 300 is fed back to the external station 500 via a
feedback link 301 (by radio, satellite). The data can also be
received by other vessels equipped with the system according to the
invention and can be used for local updating of the weather system.
This also makes it possible to take into account current, locally
dependent course changes for the rest of the external predefinition
of the route.
[0050] As can be seen, the kite system 100 is positioned as a
function of the course data such that an optimum route is preset
both on the basis of the weather conditions (actually occurring
winds and sea-state conditions) and taking into account the
economic constraints which are intended to ensure that the vessel
is operated to save as much cost as possible.
[0051] An emergency system 700 provides the required control
commands in the event of an unpredicted event which necessitates
immediate action in the form of an emergency maneuver.
[0052] The signaling system and communication system are
respectively combined in further blocks 800 and 900, and match the
navigation to further vessels. The signaling system includes
navigation safety lighting as well as the transmission of its
navigation data by radio, which informs other vessels located in
the vicinity about the deployed system on which wind acts and about
the intended route and the current course. In contrast, the
communication system includes all of the systems which relate to
the rest of the information interchange process.
[0053] The main dataflow paths are represented by solid lines in
FIG. 2, while the other message paths are represented by dashed
lines.
[0054] FIG. 3 illustrates in more detail the block 100, which
comprises the system on which wind acts, as well as the block 200
with the on-board system from FIG. 2. The positioning and the
control of the kite 101 are described here. The wind-direction and
wind-speed information, including the gust characteristic as well
as the sea-state information, are passed to a buffer store 211 in
which this data is stored for buffering. Since the wind direction
and all of the kite settings relate to the apparent wind, the
course information is irrelevant during the processing. The
adjustment and the maneuvering of the element on which wind acts
with respect to the vessel does not require any knowledge of the
current course, since all of the maneuvers relate to the vessel and
to the influence of the apparent wind acting on the kite. During
the deployment of the kite 101, the wind information initially
comes from the weather information system 600 in FIG. 2, with
regard to the positioning of the kite. As soon as its own wind
measurement is operational after launching, however, the apparent
wind at the location of the element on which wind acts is itself
determined, since this is the governing factor for positioning.
[0055] The wind data and sea-state data together form a data record
which addresses a memory 212, which forms a look-up table, for the
required position and the maneuver type of the element on which
wind acts. This look-up table is organized in the same way as a
normal addressable memory, with the output data from the buffer
store 211 addressing, as address signals, the individual memory
locations in which the state data associated with the addressed
data for the element on which wind acts are stored. A "look-up
table" such as this links the input data and output data with one
another in the form of a "read only memory" (ROM) in accordance
with a predetermined functional relationship, and can thus be
understood as a mathematical association (function). However, the
corresponding blocks form only one example of an implementation and
can also be replaced by any other desired functional elements or
assemblies. By way of example, this may comprise a microprocessor
in which the control software is stored in an appropriate memory,
or else it may be an electrical circuit in which the functional
relationship is defined in the form of an analog computer by the
electrical components involved. The representation in the form of a
look-up table has been chosen here for the sake of clarity, because
a solution with a microprocessor, for example, can be represented
less clearly only because the various program steps, which have to
be carried out successively, require complex considerations
relating to which program parts must be supplied successively to
the microprocessor.
[0056] In the chosen embodiment, the control signals can be
processed in parallel, although those switching elements which
result in activation of the illustrated blocks at specific times
and the corresponding control processes, are not illustrated. For
the sake of simplicity, it is assumed that an incoming control
signal which differs from the previous signal state which initiates
the processing in the downstream blocks, which retain the relevant
state that has been reached, forces new processing to be carried
out until a signal change occurs.
[0057] The state data thus includes on the one hand the required
position of the element on which wind acts, that is to say its
direction with respect to the vessel and the length of the hawser
to be deployed. Furthermore, if required, it also contains
information about whether and when the kite 101 should in fact be
maneuvered on the basis of which stored program. While the kite is
guided in the steady state, that is to say in a fixed manner, in a
number of positions, it is better for vessel operation in some
circumstances for the kite to be controlled dynamically, that is to
say for predetermined flight figures to be carried out, since this
increases its relative speed with respect to the wind and, as a
consequence, its towing power as well. The current position of the
kite is stored in a further memory 213, as determined by the
navigation system of the kite 101.
[0058] The actual position of the kite, which is stored in the
memory 213, relates to the vessel and is preferably determined by
subtraction of two GPS signals. This relates on the one hand to the
GPS receiver 124 for the kite 101 within the kite system 100, which
is connected to the flying kite 101. The position data determined
in the flight position of the kite 101 is transmitted by means of a
transmitter 112 to a receiver 214 which is located on board the
vessel. A further GPS receiver 215 is likewise provided on board
the vessel. Its output signal together with the output signal from
the receiver 214 are supplied to a subtraction unit 216, by means
of which the differential GPS signal is produced. The difference
position data is converted in a block 217, which is connected
downstream from the subtraction unit 216, to polar coordinates,
which relate to the distance between the winch 2 and the position
of the element on which wind acts. These are the angles .alpha. and
.beta. as shown in FIG. 1a as well as the cable length "L". The
differential GPS position data obtained in this way is highly
accurate if determined at the same time and if the vessel GPS
receiver is installed at a location which is affected as little as
possible by vessel movements, or if the movements are compensated
for.
[0059] Furthermore, in this case, it is necessary to take account
of the coordinate difference between the positions of the winch and
of the GPS receiver in the vessel by subtraction of a fixed value.
The position determined by the differential GPS receiver formed in
this way is determined at time intervals. If its precision is not
adequate, it can be assisted by values which are determined by
means of acceleration sensors 117, 119 and 120. The corresponding
calculations, which include an integration process, are carried out
in the assembly 123. Since only the times which pass before the
next GPS position signal are of relevance for the time intervals
within which the integration process must be carried out, the
integrators do not need to comply with any quality requirements
which would guarantee stability over long time periods. (The
acceleration sensors are intrinsically used for stabilization of
the flight maneuvers, as will be described further below--that is
to say they have a dual function). Furthermore, an altimeter 129
(preferably in the form of an air pressure meter) and an earth's
magnetic field sensor 128 are provided, with the data items from
both of these likewise being supplied to the memory for the
navigation signal 124.
[0060] A further possible way to determine the actual position of
the element on which wind acts with respect to the vessel is to use
the data transmitted to the vessel from the altimeter 129 and from
the earth's magnetic field sensor 128. This data is transmitted to
the vessel in block 227, and is stored. A subtraction process is
then carried out in block 227 with the data from the altimeter 233
on the vessel and from the earth's magnetic field sensor 234 on the
vessel. If the altimeter 129 is an air pressure meter, weather data
from block 600 (isobars) may, however, also be used for
determination of the air pressure at the vessel. The position
information determined in this way is supplied to the block 217,
and if required is matched to the GPS data. This results in the
position information from two independent systems being used for
mutual support and, if one system fails, the required data is still
available.
[0061] The required kite position read from the memory 212 is now
supplied on the one hand to a comparator 218, which outputs a
signal when the actual position of the system 100 on which wind
acts, and which position is stored in the memory 213, matches the
required position read from the memory 212. In this case, a data
record which characterizes the selected maneuver type is read from
the maneuver type memory 220 via an enable circuit 219. (In this
case, a steady-state flight state may also however be distinguished
by the kite not carrying out any maneuvers but remaining in the
same flight position. This is the "zero" maneuver type.)
[0062] Thus, when this maneuver type memory 220 is activated, a
flight program of the sequential type is read, and is transmitted
to the autopilot for the system 100 on which wind acts. The output
signal from the memory 220 is in this case passed to a transmitter
221, which emits the data and supplies it to a receiver 113 for the
system 100 on which wind acts. The signal is passed from the output
of the receiver 113 to an autopilot assembly, and from there to a
maneuvering control unit 114, which receives signals which identify
specific sequential flight maneuvers and converts them to turn
values which are supplied to the flight processor 116, which
carries out the relevant flight maneuver. In this case, the value
to be set is transferred to a turn value comparator 115 to which,
on the other hand, the input signal of the yaw value meter 117 is
supplied. The flight processor 116 now produces turning flight in
the predetermined sequence and for the predetermined duration at
its relevant output 125 via an appropriate drive element on the
kite 101 by asymmetric braking of the kite 101 or appropriate
aerodynamic deformation. The other aerodynamic effects, which are
driven by the two other outputs of the flight processor 116, are
adjustment of the wing incidence angle and the reefing process, as
will be described further below.
[0063] The winch 240 is also driven from the positioning memory
220b in order to feed out to a specific required cable length.
[0064] In order to prevent oscillation about the vertical axis, a
signal which has been filtered by means of a high-pass filter is
additionally supplied to the flight processor 116, superimposed on
the control signal but with an offset phase angle, thus preventing
the start of oscillations. While yaw movements can be controlled
via the output 125, the incidence angle of the wing is set via the
output 126. As is known, the lift/drag ratio can be optimized by
the magnitude of the incidence angle of a wing. The reefing of the
kite 101 can be initiated via a further output 127. Reefing changes
the lift and drag, and may be necessary for individual flight
maneuvers.
[0065] Since the kite is guided firmly on the hawser, it is
automatically stabilized by the tension effect of the cable at its
center of lift, with regard to its rolling and pitching movements.
However, in order also to preclude oscillations in this case, an
attitude signal is in each case transmitted in a corresponding
manner from a roll sensor 119 and a pitch sensor 120 via
corresponding inverting high-pass filters 121 and 122 to the flight
processor, thus avoiding and compensating for sudden attitude
changes of the element 101 on which wind acts.
[0066] Thus, when the kite is in its predetermined position (an
output signal which identifies this state appears at the output of
the comparator 218), then the selected maneuver type is read, which
causes the kite to carry out a predetermined cyclic flight program.
If this maneuver type is transmitted, the control is carried out
automatically by the autopilot for the element on which wind acts,
and the unit 200 no longer need react provided that the kite does
not leave its required position as a result of unpredicted
events.
[0067] If the required position of the element 101 on which wind
acts does not match its predetermined position, possibly because
the preset position which has been read from the memory 212 has
changed--as is also the case when the kite is deployed--or possibly
because the kite has left its position during the course of the
maneuvering, then the output signal at the output of the comparator
218 disappears, and the maneuver type, activated via the switching
element 219, of the memory 220 ends. The signal "zero" appears at
the output of the memory for the maneuver type 220 (left-hand
part), and this is interpreted by the autopilot of the system 100
on which wind acts as meaning that the most recently stored
maneuver is no longer being carried out. Instead of this, the
actual position of the kite, which has been read from the memory
213 and has been determined by GPS, is compared with the required
position from the memory 212 by means of a position correction unit
221, and a maneuver is determined which guides the kite to the
required position. The correction unit 221 is once again in the
form of a look-up table, with the required position and the actual
position (once again related to the vessel) being combined to form
a common addressing signal, and the identity of a corresponding
correction maneuver for the element on which wind acts being read
from the actual position A to the required position B.
Specifically, care must be taken to ensure that different maneuvers
must be chosen depending on the launch and destination point (and
possibly also as a function of the wind and wave conditions), in
order to maneuver the kite. However, any desired kite maneuvers can
be chosen and carried out by means of the stated measures.
[0068] If the wind level and sea state play a role in the maneuvers
to be carried out, then this data can be "looped-through" from the
memory 211 through the look-up table memories 212 and 221, so that
this data is still available in the data record for selection of a
specific maneuver, and a suitable maneuver can be chosen. However,
this does not relate to compensation for individual events, but to
general setting guidelines which, for example, may include the kite
being flown relatively in a high sea state such that it is possible
to compensate as far as possible for the forces acting on the
watercraft as a result of the direction of the waves. Thus, for
example, if the vessel were to be heeling severely, it would be
preferable to use a kite position with a lateral component, while a
straight-ahead component would be preferable for a vessel which is
pitching severely. For this reason, an output signal from the block
231 for detection of the sea state is passed directly to the block
211, in order to supply information which also affects the choice
of the appropriate kite position and maneuvering in the sense
described above. A further function of this link is to choose parts
of flight maneuvers such that they counteract the accelerations
resulting from the sea state. This includes the flying of maneuvers
with cyclic flight paths, in which different tension forces act on
the hawser at different times, in such a way that these forces
occur with a phase shift with respect to the accelerations which
are caused by the sea state. This reduces the overall movements of
the vessel. This compensation for or reduction in vessel movements
by different tension forces, which are caused by the maneuvering,
do not interfere with the other methods that are used for sea-state
compensation. This is because vessel movements which have been
reduced from the start require less effort in order to reduce their
effects on the kite flight path. Because of the compensation for
the individual vessel movements, reference is made to the
description of the block 231 further below.
[0069] For position changing, the right-hand part of the memory 220
is addressed via a switching element 222 with the data record that
has been read from the correction unit 221, with the switching
element 222 being activated by the output signal from the
comparator by means of an inverter 223 when the switching element
219 is not activated, that is to say when the required position and
actual position are not the same.
[0070] Furthermore, the flight stability of the element on which
wind acts may also play a role for its position. A
multiple-direction ram-air pressure meter 111 provided on the kite
on the one hand acts as an anemometer while on the other hand, for
that component which is measured in the direction of flight,
transmits the state of an incident flow on the kite being
excessively low by means of an appropriate signal which, together
with the production of a position changing maneuver, also drives
the winch controller 240, thus speeding up the change in position
of the kite so that the incident flow speed is increased again. (It
is evident that the winch can also be driven in the case of
"deliberate" position changes resulting from wind data and wave
data via the right-hand part of the memory 220b in order, for
example, to allow the height of the element on which wind acts to
be changed).
[0071] For determination of the true wind direction and wind speed,
the anemometer has pitot tubes pointing in different directions and
having pressure capsules which are evaluated separately. The
direction and speed of the wind can be determined with respect to
the alignment of the anemometer 111 from the pressure values from
the three pressure capsules which are directed at right angles to
one another and have the highest pressure values. If the output
signal from the magnetic-field sensor 128, which contains a bridge
circuit composed of magnetically sensitive resistances and thus
makes it possible to determine the direction of the lines of force
of the earth's magnetic field, is also taken into account, then the
direction of the wind can be related to the northerly direction and
can thus be transmitted to the watercraft as the direction of the
apparent wind on the element on which wind acts. If required, the
correction from magnetic north to geographic north is then also
carried out in the watercraft.
[0072] An arrow pointing to the block 211 indicates that normal
navigation of the kite is rendered inoperative in this case. The
rest of the normal maneuver control is also suppressed via an OR
gate 224 connected upstream of the inverter 223. (This also applies
in a corresponding manner to the blocks 228, 229, 230 and 232,
which will be described in the following text and initiate further
special functions. However, the associated signal links have been
omitted there for reasons of clarity).
[0073] The block 228 initiates the "emergency jettison" emergency
maneuver by selection and starting of the associated maneuver type
via the right-hand part of the maneuver type memory 220b, which
contains the respective programs. This maneuver is necessary when
the element on which wind acts results in a major risk to the
vessel, as a result of unfavorable circumstances or an accident
(for example by collision with an obstruction). In this maneuver,
the element on which wind acts is completely disconnected from the
vessel.
[0074] The blocks "deploy" 229 and "stow" 230 initiate the
appropriate maneuvers by selection and starting of the relevant
maneuver type via the right-hand part of the maneuver type memory
220b, which contains the respective programs.
[0075] A block 231 "vessel movements" determines the acceleration
component in the direction of the hawser by means of an
appropriately aligned accelerometer and, after integration,
generates a signal which describes the vessel movements in the
direction of the hawser. This signal is supplied to the on-board
GPS receiver which produces a position signal (in order to correct
the position of the winch controller 240) if the receiver and/or
the antenna are/is not themselves/itself mounted in this position.
If this GPS position signal were to be evaluated directly together
with the GPS position signal received via the receiver 214 from the
kite system 100 and were to be used to control the kite 101, then
the kite 101 would follow the sea-state movements of the winch in
its control process. However, since the kite 101 is intended to fly
its maneuver with respect to an imaginary stabilized vessel
position, the integrated signal from the accelerometer is
additionally supplied, in block 231, to the GPS receiver 215 in
order to be subtracted (as a disturbance) from the signal which is
supplied to the block 216 for processing, so that the position
signal of a "stabilized platform" is processed there. This results
in the kite 101 flying maneuvers which are free of sea-state
disturbances. Specifically, it can be seen that the sea-state
components acting in the hawser direction have the main effect on
the flying object while in contrast components in the lateral
direction with respect to this contribute only to a change in the
angles .alpha. and .beta. of the flight vector which tends to zero
when the hawser is long, and can thus be ignored.
[0076] In order to avoid the occurrence of a situation all the time
in the described exemplary embodiment in which a flight maneuver
that is being carried out is interrupted, when the sea state is
high, by the detection of a discrepancy in the difference block
218, with the need to carry out a controlled "flight" to the
correct position (in this case by activation of the winch 240 via
the right-hand maneuver block 220b), there is a direct link from
the block 231 to the winch controller 240. The winch controller 240
directly receives the command to pay out and to wind in, in
response to the sea-state movement in the hawser direction being
found by the block 231, so that the vessel movements are
compensated for directly for the kite. A position correction by
means of an appropriate maneuver is initiated only when this
compensation is no longer sufficient, for whatever reason.
[0077] In order to allow maneuvers to be initiated manually as
well, the appropriate input commands can be made by means of a user
input 232, which is part of the user interface 205 in FIG. 2.
Appropriate commands can be used to directly transmit control
commands to the autopilot unit and to the winch controller 240 in
the left-hand part 220a of the maneuver memory for manual commands,
with the rest of the signal output from this memory being
suppressed. These comprise the functions "left", "right",
"straight", "reef", "unreef", "incidence (+)", "incidence (-)",
"winch (+)" and "winch (-)". The intensities of all of the commands
can be modulated.
[0078] In the case of one variant which is included in the
described embodiment, "predictive maneuvering" is carried out by
inputting fictional wind and course data into the system in order
to calculate the current position of the element on which wind
acts, with the configuration that is then selected being displayed
for information. The vessel control system can then estimate the
predictable behavior of the system from this, and can appropriately
adjust the navigation. This multiple processing of the data in the
form of possible prediction is represented in FIG. 3 by multiple
angles at the corners of various memory elements, with the aim of
indicating that the contents of these memories are evaluated more
than once, independently of the current process control. Thus, in
this case, additional memory means and comparative means are
provided, which allow storage of signals associated with previous
times with signals which occur at later times in such a manner that
successive maneuver states can be compared on the basis of
different--including fictional--input data.
[0079] FIG. 4 shows a docking apparatus of the element 101 on which
wind acts, in the form of a perspective illustration. A crane 180
which can be extended telescopically and, for example, can be
extended by means of a hydraulic cylinder which is not illustrated
has a receptacle apparatus 181 at its end for docking, which
apparatus 181 has on its inside 182 a recess profile which is
matched to the external profile of the element 101 on which wind
acts in the area of its leading edge. That side of the receptacle
apparatus 181 which faces away from the element on which wind acts
is designed to be streamlined, since it points in the windward
direction during docking. In addition, it should not interfere with
the incident flow onto the element 101 on which wind acts.
[0080] A lifeline 183 is guided within the crane 180 and is used to
pull the element on which wind acts onto the mast once this has
been pulled in, during stowage, by means of the winch to the same
height as the extended crane 180. The free end of this lifeline 183
is fitted to the hawser close to the winch 2 by means of a guide
apparatus 184 which will be described in detail further below and
by means of which it "rides" on the hawser 1.1 and then on the
stowage line 1.11 which branches off before the gondola 102, and is
then pulled until it assumes the position illustrated in FIG. 4.
The receptacle apparatus 181 is mounted on the upper end of the
crane 180 such that it can rotate. In the area of the inside 182,
the receptacle apparatus has a guide or guide roller 185 for the
lifeline 183, which is located eccentrically in the direction of
the lee away from the azimuth rotation axis of the receptacle
apparatus. The receptacle apparatus 181 is thus automatically
rotated by the tension on the lifeline 183 in the leeward direction
in order to hold the element 101 on which wind acts.
[0081] In one advantageous development of the invention, which is
not illustrated, the receptacle apparatus 181 is provided on the
outside with a wind vane, so that the wind pressure automatically
results in it pointing in the direction of the element on which
wind acts. This is particularly advantageous during stowage.
[0082] As the stowage line 1.11 is pulled further, the front
profile nose of the element 101 on which wind acts moves closer to
the receptacle apparatus. A filling tube 186, which is provided on
the receptacle side of the receptacle apparatus 181, enters a valve
opening 187 which is connected to an inflatable bead 188
(illustrated by dashed lines) in the area of the leading edge of
the wing.
[0083] The bead 188 is used to unreef and to stiffen the element on
which wind acts during deployment while the air enters it during
deployment, before the element on which wind acts leaves the launch
crane. During stowage, the filling tube just has to open a valve in
order to release the stiffening medium (preferably compressed air).
In this case, the mechanism is preferably modeled on the float body
of a conventional inflatable boat.
[0084] In one development, which is not illustrated, the crane 180
is designed to be essentially hollow. A fan is provided at the foot
of the crane 180 and can also be operated in a suction mode. A
large cross-section air channel is incorporated in the receptacle
apparatus 181 and emerges on the inside 182. The element 101 on
which wind acts has an opening which is formed in a corresponding
manner to the outlet opening of the air channel, so that the docked
element on which wind acts can be inflated or deflated (in the
suction mode) by starting up the fan. This allows faster deployment
and stowage.
[0085] In order to prevent intermediate situations during
deployment and stowage, the crane and the claddings are rounded on
the outside, and are designed such that they do not have any
projecting edges, corners or other projecting parts.
[0086] The perspective illustration of the detail (illustrated in
FIG. 4a) of the docking apparatus as illustrated in FIG. 4 shows a
cable junction 189 which ensures that the guide apparatus 184 which
is connected to the end of the lifeline 183 moves from its position
on the hawser 1.1 during stowage of the element 101 on which wind
acts onto the stowage line 1.11 while the lifeline is being pulled
in. The junction 189 preferably has a T-shaped profile, which is
mounted adjacent to the hawser 1.1 and has a lateral-limb width
which continues in a corresponding manner to the thickness of the
hawser, or even has a width greater than this. The vertical limb of
the T-shaped profile is kept narrower and merges into the
continuation of the hawser 1.12, which leads to the container 102
of the gondola, to which the holding lines 103 of the element 101
on which wind acts are attached. Since the guide apparatus 184
surrounds the cable 1.1 in an .OMEGA. shape, and guide elements 190
thus grip behind the cable (comparable to a guide for wardrobes on
a T-rail), the guide apparatus moves reliably from the cable part
1.1 to the cable part 1.11, although the path of the main tension
force is passed into the cable part 1.12.
[0087] In one alternative embodiment, which is not illustrated, the
stowage line 1.11 ends in an apparatus which at least partially
surrounds the hawser 1.1. The apparatus is designed in such a
manner that it fixes the end of the stowage line 1.11 at a defined
position of the hawser 1.1. When the element 101 on which wind acts
is being stowed, the guide apparatus 184 of the lifeline 183 thus
rides upwards on the hawser 1.1, and abuts against the apparatus,
which fixes the stowage line 1.11 on the hawser 1.1. This initiates
a coupling process so that the guide apparatus 184 and the
apparatus for fixing the stowage line 1.11 are connected to one
another with a force fit or in an interlocking manner. At the same
time, the fixing of the stowage line 1.11 to the hawser 1.1 is
released by the coupling process, so that the stowage line 1.11 is
now connected to the lifeline 183, but is no longer connected to
the hawser 1.1.
[0088] FIG. 4b shows an overall view of the invention.
[0089] The detail (illustrated in FIG. 4c) of the element 101 on
which wind acts shows a perspective illustration of a reefing
device, for interaction with the docking apparatus as shown in FIG.
4. The illustration shows, schematically, the mechanical principle
of one exemplary embodiment of a reefing device with an electrical
winch and one exemplary embodiment of textile webs 160 to 165 which
form the structure (which forms the profile) for the element 101 on
which wind acts. The schematic illustration does not show the
covering surfaces. An electric servo motor 166 is in the form of a
stepping motor and is fitted with two winding disks 167 and 168 at
the ends of its driveshaft. These wind up two pulling lines 169 and
170 in opposite senses, with these lines being connected to the
respective webs 160 and 165 at respective attachment points 171 and
172. When the motor 166 is activated, then it shortens the pulling
lines and pulls on the webs 160 and 165. For the other webs 161 to
164, the pulling lines 169 and 170 are passed through cutouts 173,
173' and 174, 174', so that these are passed only over the folding
covering layers of the wing when it is being reefed. Partial
reefing is possible by partially pulling on the lines 169 and 170.
Unreefing is carried out by activation of the servo motor 166 in
the opposite direction, in which case the element 101 on which wind
acts and which is in the form of a paraglider resumes the unreefed
state by virtue of its curved shape and the tension force on the
lines, without any additional operating force.
[0090] In the block diagram of a deployment process, as is
illustrated in FIG. 5a, the following functions are carried out
successively after appropriate initiation via the block 229 (FIG.
3) I.: unpacking, II.: extension of the crane, Ill.: filling of the
cap including partial unreefing, IV.: decoupling of the cap,
release of the control gondola and paying out the hawser as well as
V.: complete unreefing initiation, as is illustrated by the
corresponding sequence of illustrations in FIG. 6a (the unreefing
process has not been illustrated, for simplicity reasons). Once the
appropriate command has been issued by means of an input via the
block 229, the corresponding sequence of control commands is
initiated sequentially, fully-automatically or semi-automatically,
by means of an appropriate control circuit, initiating the
described function via the respective mechanism.
[0091] The block diagram illustrated in FIG. 5b shows a stowage
process. This comprises the following sequence of individual
processes: pulling in the hawser and partial reefing, I. transfer
of the lifeline carriage, II. fixing of the cap profile, III.
deflation and reefing, IV. retraction of the crane and cap followed
by folding up and packaging of the element on which the wind acts,
as is also illustrated with the corresponding roman numerals in a
corresponding manner to that in the figures shown in FIG. 6b. The
sequence of actions is initiated in a corresponding manner by a
control command from the block 230 in FIG. 3. In this case, it is
also possible for a stowage process to be initiated in an emergency
situation, in which case the block 228 would emit a signal. (The
signal profile relating to the blocks 228 to 230 is illustrated in
a simplified form in FIGS. 5a and 5b. In this case, the actual
implementation may also include further logic signal links which
ensure that the deployment and stowage functions are carried out
safely, without any collision with other maneuvers).
[0092] A schematic illustration of the procedure for a deployment
process will be described in detail once again with reference to
FIG. 6a: the first phase is to prepare for extension of the crane
and, if appropriate, to remove the tarpaulin or the like from the
element on which the wind acts. The cap is already located with the
profile nose at the mast top. After complete extension, the air
chamber starts to fill (in some circumstances also assisted by the
fan), and partial unreefing starts. The element on which wind acts
can now be aligned freely in the wind by means of the receptacle
which can rotate.
[0093] As soon as the element on which wind acts has assumed its
aerofoil profile, it is decoupled and falls off through about
15.degree. in the leeward direction. The autopilot takes over the
flight phase at this point, at the latest. The element on which
wind acts is raised to the desired altitude by paying out the
hawser, and is completely unreefed.
[0094] FIG. 6b shows a schematic illustration of the procedure for
a stowage process: the element on which wind acts is moved by
pulling on the winch to an altitude which corresponds radially to
the height of the crane. At the same time, the element on which
wind acts is partially reefed. The lifeline is pulled in, having
been parked on the bow in the vicinity of the winch during the
flight phase, via the recovery point roller (which is not
illustrated). A guide apparatus (or the like) slides up on the
hawser from the recovery point roller to the profile nose and pulls
the cap, together with the gondola, in the windward direction
towards the crane. The control gondola is also held on the mast
here, and the flight phase ends. This fixed connection between the
gondola and the mast allows a system check to be carried out on the
control components. A cap is then reefed uniformly on both sides,
and the crane can be lowered.
[0095] I and II in FIG. 6a and IV in FIG. 6b show that the
collapsed element on which wind acts hangs down loosely from the
receptacle apparatus. This will be the case, of course, only if
there is no wind. In the presence of wind, the collapsed element on
which wind acts is aligned more or less horizontally, so that it
offers only a small area for the wind to act on and does not exert
a large pulling force on the crane.
[0096] The element on which wind acts is either guided with respect
to the crane or the crane is guided with respect to the element on
which wind acts, or a combination of both is used. The element on
which wind acts is moved towards the receptacle apparatus or
docking apparatus by means of suitable guide devices or by sensors,
in order that an appropriate mechanism can complete the docking
maneuver.
[0097] FIG. 7 illustrates how a speeded-up stowage process can be
achieved. In the embodiment variant illustrated here, an opening is
provided, which is closed by means of Velcro strips or the like,
can be torn open, is connected to the inflatable bellows 188, and
whose cover 191 is connected to a parachute 192 which can be
deployed. In response to an appropriate control command, the
parachute 192 is deployed during the stowage process before docking
on the element 181, and tears the cover 191 out, so that the
pressurized air escapes quickly from the bellows 188.
[0098] This also makes it possible to initiate an emergency reefing
process by rapidly opening the closure area (which closes off the
inflatable element) of the cover 191. During this process, the
reefing lines 169 and 170 are connected to the parachute 192. These
reefing lines are quickly pulled together by the wind pressure in
the parachute 192.
[0099] The invention is not necessarily linked to the illustrated
exemplary embodiments. Other configurations which are within the
scope of the invention result from combinations of dependent
claims, which will be evident to a person skilled in the art on the
basis of the above description.
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