TOWING SYSTEM WITH CAUGHT SAIL AND FLYING MOORING LINE

Description

TECHNICAL FIELD

[0001] The invention relates to the field of captive wing traction systems which are adapted to deploy and fold a traction wing relative to a base platform, this traction wing being adapted to generate a traction force under the effect of the wind.

[0002] Such captive wing traction systems thus allow the deployment of a flying traction wing used for the propulsion of a vehicle, in particular a ship (as the main mode of propulsion, or as assistance), for the production of electricity, or for any application benefiting from such traction force. PRIOR ART

[0003] Patent application US7866271 describes a deployment system for a flying wing-type device. This system comprises a telescopic mast provided with an adapter at the mast head which is adapted to pivot about the longitudinal axis of the mast. A lifeline runs along the mast, projects from the adapter, and is slidably attached to the traction cable which retains the flying wing, at a deflection of the traction cable whose end is connected to the leading edge of the wing.

[0004] The flying wing has an inflatable leading edge and the lifeline makes it possible in particular to bring this inflatable leading edge against inflation means provided in the mast head adapter, the latter having a shape complementary to the profile of the leading edge of the wing.

[0005] To fold the flying wing, the traction cable is wound by a winch to bring the wing back to the height of the mast. The lifeline, which until then was stored near the winch during the flight phase, is then pulled using a recovery point trolley. A guide slides along the traction cable from the recovery point trolley to the leading edge of the wing and pulls the wing against the mast. The wing is then furled. Another deployment system according to the prior art is described in document WO2009026939 A1. STATEMENT OF THE INVENTION

[0006] The invention aims to improve the captive wing traction systems of the prior art.

[0007] To this end, the invention relates to a captive wing traction system comprising a traction wing adapted to generate a traction force under the effect of the wind, and adapted to be deployed and folded relative to a base platform which is provided with a lashing mast, the traction wing having a leading edge and a trailing edge, this captive wing traction system further comprising: a flight control device attached to the traction wing by fixed suspension lines and movable suspension lines, the flight control device being adapted to control the movable suspension lines; a traction line connecting the flight control device to the base platform.

[0008] This captive wing traction system also includes: a guide line which connects the leading edge of the traction wing to the flight control device; a lashing line, one end of which is connected to the base platform, and which is slidably connected to the guide line; a return element which is attached to the lashing mast and through which the lashing line runs between its first end and its connection to the guide line.

[0009] The lines in question, whether they are suspension lines, the towing line, the guide line, or the lashing line, may be made up of any means enabling a flexible connection to be made, for example a rope, a textile and / or metal cable, etc.

[0010] Such a captive wing traction system allows the deployment and retraction of any type of traction wing, including traction wings without an inflatable leading edge, which are simpler and more efficient. The entire system is thus simplified in conjunction with a modification of the deployment and retraction procedure.

[0011] Such a captive wing traction system benefits from lashing means (formed in particular by the guide line and the lashing line) which allow the leading edge of the traction wing to be held by the return element, against the lashing mast. These lashing means are implemented quickly and simply, without any handling of lines. Indeed, the system carries out all the operations of deploying or retracting the traction wing without the lashing of the wing requiring operations where lines are grasped and placed in attachment and traction means. These operations, necessary in the prior art, are tedious and difficult to automate. When they are automated, they are subject to untimely failures (in particular in difficult environments such as the propulsion of a ship in severe weather conditions).The invention guarantees fully automatic and trouble-free deployment and retraction procedures, even in the most difficult conditions, thanks to lashing means that only include engaged lines.

[0012] Directly holding the leading edge of the wing against the lashing mast, by traction from the return element, does not require any complex interface that would conform to the shape of the traction wing, which allows for a simpler, lighter, and less expensive lashing mast design.

[0013] On the leading edge side of the wing, the latter also does not require a complex interface with the lashing mast, and the lashing means allow a constant link to be maintained between the traction wing and the base platform, without disturbing the flight of the traction wing.

[0014] The guide line runs, in a similar manner to a suspension line, between the flight control device and the leading edge of the traction wing. The guide line is attached on the one hand to the flight control device and on the other hand to the leading edge of the traction wing, possibly by means of an intermediate piece. The guide line preferably has a sufficient length so as not to generate traction between the leading edge of the wing and the flight control device, so as not to disturb the work of the suspension lines during flight. However, the guide line does not disturb the flight of the wing excessively, since its mass and the drag generated are comparable to that of a suspension line and no disturbance resulting, for example, from kinking is to be expected.

[0015] The lashing line is adapted to slide along the guide line to occupy at least two stable positions: a stowed position, which can be locked, in which the end of the stow line is in the high position, close to the leading edge of the wing so that a pull on the stow line causes a pull on the leading edge of the wing; a flight position in which the end of the stow line is arranged against the flight control device and rests on the latter.

[0016] The stowed position allows the leading edge of the wing to be dynamically locked against the lashing mast, while the flight position allows the lashing line to be kept ready for use during flight, without the lashing line generating any force on the leading edge of the traction wing, despite its maximum length of several hundred meters, with the associated mass and drag.

[0017] The flight control device is a mechanism designed to withstand both the forces of the tow line and the traction forces of the suspension lines. During flight, almost all of the flying mass of the lashing line is supported by the flight control device, without affecting the shape of the tow wing, nor the ability of the flight control device to control the wing, nor the movements of the tow line.

[0018] The joint work of the lashing line and the guide line makes it possible to make independent, to a certain extent, the work of controlling the length of the towing line on the one hand, and the length of the lashing line on the other hand. Thus, the lashing line can be controlled to lock the leading edge of the wing, or on the contrary release it relative to the lashing mast at different heights on the lashing mast, regardless of whether the towing line is at a predetermined height or not, and it is not necessary to act on the length of the towing line to act on the lashing line. The operations of hoisting or lowering the towing wing can thus be carried out while benefiting from the possibility of securing the towing wing over the entire height of the towing mast, and of dynamically maintaining this securing during the movement of the towing wing along the towing mast.

[0019] The captive wing traction system according to the invention may include the following additional features, alone or in combination: the lashing line is slidably connected to the guide line by a slider; the slider is fixed on the lashing line and is in sliding pivot connection with the guide line; the slider comprises a shuttle sliding along the guide line, this shuttle comprising a guide means crossed by the lashing line; the guide line consists of a double line, and the shuttle is slidably mounted on this double line; the steering wheel trajectory control device comprises a receptacle adapted to receive the slider; the receptacle comprises a blocker for the lashing line; the traction line is attached to the base platform by means of a first winch adapted to adjust the length of the traction line, and the lashing line is attached to the base platform by means of a second winch adapted to adjust the length of the lashing line;the return element is mounted on a lashing trolley sliding along the lashing mast; the system comprises means for motorizing the movement of the lashing trolley along the lashing mast; the system comprises means for retaining the end of the lashing line on the guide line, these retention means being adapted to occupy: a free position in which the end of the lashing line slides freely along the guide line; and a retaining position in which the end of the lashing line is arranged in a loop formed by the guide line; said retention means comprise a locking member which is adapted, in the retaining position, to form on the guide line a loop for retaining the lashing line;the locking member comprises a through channel through which the lashing line passes, when the retention means are in the free position, and through which the guide line is passed in double, when the retention means are in the locked position; the guide line is connected to the leading edge of the traction wing by a disengageable clamping element secured to the leading edge of the traction wing, this disengageable clamping element being adapted to hold the guide line by clamping; the disengageable clamping element comprises a sleeve crossed by the guide line, and the guide line is extended by an additional line portion extending beyond the leading edge of the traction wing; the additional line portion is connected to the trailing edge of the traction wing; the locking member comprises a housing adapted to receive the disengageable clamping element; said housing comprises a lock for holding the disengageable clamping element;the system comprises: several folding lines each having one end fixed to the leading edge of the traction wing, being spaced from each other along this leading edge; an additional carriage adapted to slide along the lashing mast; a gripping device which is attached to the leading edge of the traction wing and which comprises a hooking arm provided with a hooking rod, one of the folding lines being projecting in the extension of the hooking rod; the lashing line comprising one end connected to the gripping device; the gripping device comprises a housing for the shuttle, the shuttle being movable between a sliding configuration in which it slides along the guide line, and a lashing configuration in which the shuttle is arranged in its housing;the gripping device comprises a lever for controlling the pivoting of the hooking arm towards its hooking position, this lever being adapted to be actuated by the shuttle when it reaches its lashing configuration; the system comprises a lashing trolley adapted to slide along the lashing mast, this lashing trolley comprising a fitting interface for the gripping device; the lashing trolley comprises means for immobilizing the gripping device against the fitting interface; the shuttle has a convex shape adapted to be housed in a concave shape of the fitting interface, when the shuttle is in the lashing configuration; the shuttle has an oblong shape.

[0020] According to another object, the invention relates to a method for controlling a captive wing traction system as described above. This method may comprise the following characteristics, alone or in combination: the method comprises a deployment phase and a retraction phase of the traction wing in which the second winch is piloted jointly with the first winch so that the end of the lashing line slides along the guide line while the flying trajectory control element is moved away from or closer to the base platform; the retraction phase of the traction wing comprises: a step of locking the lashing line on the guide line; a lashing step in which a pull on the lashing line causes a pull on the guide line and on the leading edge of the traction wing; the retraction phase comprises: a step of disengaging the disengageable clamping element, the guide line thus being released; a step of pulling the lashing line causes a pull on the guide line and on the additional line portion;the deployment phase and the retraction phase comprise steps of hoisting or lowering the traction wing along the lashing mast, during which steps the lashing trolley slides along the lashing mast and the lashing line is kept under tension to keep the leading edge of the traction wing lashed against the lashing mast; the method comprises a flight phase during which the slider is arranged on the receptacle of the flying trajectory control device, and the length of the lashing line is controlled to maintain slack in the lashing line. PRESENTATION OF FIGURES

[0021] Other characteristics and advantages of the invention will emerge from the non-limiting description which follows, with reference to the appended drawings in which: there [ fig.1 ] is a perspective view of a captive wing traction system according to the invention, in flight phase; the [ Fig.2 ] is a schematic side view of the captive wing traction system of the figure 1 ; there [ Fig.3 ] is a view similar to the figure 1 , the traction wing of the captive wing traction system being folded; the [ Fig.4 ] is a schematic side view of the captive wing traction system in its position of the figure 3 ; there [ Fig.5 ] illustrates a next step in the fold of the captive wing traction system; the [ Fig.6 ] illustrates a next step in the fold of the captive wing traction system; the [ Fig.7 ] illustrates a next step in the fold of the captive wing traction system; the [ Fig.8 ] is a perspective view of the traction wing in its position of the figure 7 ; there [ Fig.9 ] is a detailed schematic view of the flying line and guide line of the captive wing traction device of the figures 1 à 8 ; there [ Fig.10 ] illustrates the operation of the elements represented figure 9 ; there [ Fig.11 ] is a view similar to the figure 9 for a second embodiment of the captive wing traction system; the [ Fig.12 ] is a schematic side view of the captive wing traction system according to the second embodiment; the [ Fig.13 ] illustrates the operation of the elements represented in the figure 11 ; there [ Fig.14 ] illustrates the operation of the elements represented in the figure 11 ; there [ Fig.15 ] illustrates the operation of the elements represented in the figure 11 ; there [ Fig.16 ] illustrates the traction wing of the traction device according to the invention, being folded along the lashing mast; the [ Fig.17 ] illustrates a step of lowering the traction wing of the captive wing traction system; the [ Fig.18 ] illustrates a lowering step which follows the step of the figure 17 ; there [ Fig.19 ] is an enlarged view of the traction wing showing a gripping device that is connected to the leading edge of the traction wing; the [ Fig.20 ] and the [ Fig.21 ] are perspective views of the input device; the [ Fig.22 ] is a side view of the input device; the [ Fig.23 ] is a partial perspective view of the input device; the [ Fig.24 ] is a sectional view of the figure 23 ; there [ Fig.25 ] is similar to the figure 24 for a variant of the input device; the [ fig. 26 ] illustrates an example of a receptacle suitable for receiving the slider during flight phases. DETAILED DESCRIPTION

[0022] There figure 1 illustrates a captive wing traction system 1 mounted on a vessel 2 which is, in this example, a maritime cargo vessel (on the figure 1 , only the front of the ship was shown).

[0023] In the present example, the captive wing traction system 1 is mounted at the bow of the vessel 2 and is operated as a supplementary means of propulsion of the vessel allowing fuel saving. In this context, the captive wing traction system 1 is dimensioned according to the tonnage of the vessel to be towed and is intended to be deployed and folded automatically.

[0024] Alternatively, this captive wing traction system 1 may be used for any other application where such an automatically deployable and folding captive wing traction system is desired, for example as the primary means of propulsion of a ship, for propulsion of any other vehicle, for power generation, etc.

[0025] The captive wing traction system 1 comprises a base platform 3 which is here fixed on the deck of the ship 2 and on which is mounted a lashing mast 4 provided for the automatic deployment and retraction operations of the system.

[0026] The captive wing traction system 1 further comprises a traction wing 5 which is adapted to generate a traction force under the effect of the wind. In the present example, the traction wing 5 is a paraglider-type sail. Any other flying equipment adapted to generate a traction force under the effect of the wind may alternatively be used, such as kites, gliding equipment, kite-type sails, etc. The traction wing 5 comprises, in a conventional manner, a leading edge 16 intended to be exposed to the incident wind and an opposite edge, called the trailing edge 17.

[0027] The traction wing 5 is connected by a set of suspension lines 6 to a flight control device 7 which is adapted to act on the suspension lines 6 to control the flight of the traction wing 5.

[0028] The captive wing traction system 1 further comprises a traction line 8 connecting the flight control device 7 to the base platform 3. The traction force generated by the wing 5 is transmitted by the traction line 8 to the ship 2 for its propulsion, and the traction line is dimensioned accordingly. In the context of the traction of a maritime freight ship, the traction line can be, for example, a textile cable whose diameter can reach several centimeters.

[0029] The flying trajectory control device 7 makes it possible to control the flight of the traction wing 5 in order to orient and position the traction wing and possibly to cause the traction wing 5 to describe flight figures making it possible to increase the traction force on the ship. The control of the trajectory of the traction wing 5 is here obtained by controlling the length of certain movable suspension lines, in a conventional manner in the field of flying wings. The set of suspension lines 6 in fact comprises fixed suspension lines (i.e. which have a fixed length between their attachment to the traction wing 5 and their attachment to the flying trajectory control device 7), and movable suspension lines whose length is variable.The flight control device 7 is thus adapted to pull on certain movable suspension lines and / or to release other movable suspension lines, so that the aerodynamic profile of the traction wing 5 is modified in order to control its lift, its trajectory, etc. The modification of the profile of a traction wing for the control of its trajectory is carried out in a conventional manner and will not be described in more detail here.

[0030] The captive wing traction system 1 further comprises a guide line 9 which connects the leading edge 16 of the traction wing 5 to the flight control device 7, as well as a lashing line 10, one end of which is connected to the base platform 3 and the other end of which is slidably connected to the guide line 9. These two lines 9, 10 are used during the deployment and retraction phases of the traction wing 5.

[0031] The guide line 9 has a lower end which is fixed to the flight control device 7 and has an upper end which is fixed to the leading edge 16 of the traction wing 5. The fixing between the guide line 9 and the leading edge 16 of the traction wing 5 can be achieved by any suitable means such as sewing the guide line 9 onto the leading edge 16 of the traction wing 5. Alternatively, other fixing means, in particular modular fixing means, can be provided to fix the guide line 9 to the leading edge 16 of the wing 5 (as in the second embodiment described later).

[0032] There figure 2 is a profile view of the captive wing traction system 1 in the ship's traction phase, as in the figure 1 . There figure 2 further illustrates schematically the different constituent elements of the captive wing traction system 1.

[0033] The traction line 8 is connected to the base platform 3 by means of a winch 11 controlled by a motor, for example electric or hydraulic, adapted to unwind the traction line 8 to allow the traction wing 5 to gain altitude, or on the contrary to wind this traction line 8 to bring the traction wing 5 back to the base platform 3.

[0034] The lashing line 10 is also connected to the base platform 3 by means of a winch 12 independent of the winch 11 of the traction line 8. The winches 12, 11 are however controlled in a coordinated manner. This lashing line 10 also runs via a return element 13 mounted on the lashing mast 4. In the present example, the return element 13 is for example a pulley mounted on a lashing trolley 14, or a low-friction ring. The lashing trolley 14 slides vertically along the lashing mast 4, and comprises means for motorizing this movement.

[0035] The end of the lashing line 10 is connected to the guide line 9 by a slider 15, which in the present example consists of an anti-friction ring fixed to the end of the lashing line 10, and in sliding pivot connection with the guide line 9.

[0036] THE figures 1 et 2 illustrate the captive wing traction system 1 in a traction configuration, with the traction wing 5 deployed and in flight, and the system participating in the propulsion of the vessel. In this configuration, the slider 15 rests on the flight control device 7, under the effect of its own weight and the weight of the lashing line 10. For this purpose, the winch of the lashing line 10 is controlled so as to leave sufficient slack in the lashing line 10 to allow the slider 15 to rest on the flight control device 7.

[0037] The length of the guide line 9 may also be provided with a certain amount of slack in all flight configurations of the traction wing 5, to prevent the guide line 9 from exerting, during flight, a pull on the leading edge 16 of the traction wing 5, so as not to disturb the flight of the traction wing 5. Alternatively, the guide line 9 may also act as a suspension and thus participate in absorbing the force of the canopy created by the traction wing, while ensuring that the forces due to the mass and drag of the mooring line 10 are not transmitted to the leading edge 16 of the traction wing 5.

[0038] The flight control flying device 7 is provided on its upper face (i.e. its face facing the traction wing 5), with a receptacle adapted to receive and hold the slider 15 during the flight phases. The receptacle may consist of a base of the device 7 whose shape is adapted to hold the slider 15 in place, for example a flat resting surface, an imprint in which the slider 15 can be housed, or even a projecting finger of the device 7, which the ring constituting here the slider 15 comes to surround. This receptacle for the slider 15 may optionally comprise means for locking the slider 15 in this receptacle, during the flight phases.

[0039] When the winch 11 is commanded to release the tow line 8, so that the tow wing 5 moves away from the base platform 3, the winch 12 is also commanded accordingly to release the lashing line 10 so that this lashing line 10 retains its released character and does not interfere with the flight of the tow wing 5. Thus, during the flight configurations, neither the guide line 9 nor the lashing line 10 act on the shape or trajectory of the tow wing 5.

[0040] The guide line 9 and the lashing line 10, however, intervene in the deployment and retraction phases of the traction wing 5. The figures 3 à 8 illustrate the successive steps allowing the folding of the traction wing 5.

[0041] There figure 3 is a view similar to the figure 1 , the system being in a first approach phase initiating the folding of the traction wing 5. During this approach phase, the winch 11 winds the traction line 8 so that the traction wing 5 is brought closer to the base platform 3. The winch 12 is simultaneously actuated to wind the lashing line 10. The traction wing 5 then reaches an altitude where the flying trajectory control device 7 is at an altitude close to that of the lashing trolley 14 (position illustrated figure 3 et 4 ).

[0042] From this position, the action of the winches 11, 12 is continued and causes the trajectory control flying device 7 to be lowered to an altitude lower than that of the return element 13, as shown in figure 5 . The slider 15 then rises along the guide line 9, thanks to the free sliding permitted by the sliding pivot connection. The end of the lashing line 10 thus rises along the guide line 9 as the traction wing 5 approaches the base platform 3, until it reaches the position of the figure 6 in which the flight control device 7 has reached a stop, for example on a support element secured to the base platform 3. The schematic view of the figure 5 simply illustrates the flying trajectory control device 7 arranged against the base platform 3 (itself illustrated by a simple base) it being understood that, in practice, the base platform can be provided with any suitable receptacle to support and maintain the flying trajectory control device 7 when it is brought to its position of the figure 5 .

[0043] The height of the lashing mast 4 and the arrangement of the return element 13 are chosen so that, in the position of the figure 6 , the slider 15 has reached the upper end of the guide line 9 and comes into abutment at the level of the leading edge 16 of the traction wing 5.

[0044] From the position of the figure 6 , a lashing operation consists of actuating the winch 12 alone to pull the lashing line 10, which causes the leading edge 16 of the traction wing 5 to move closer to a lashing position against the lashing trolley 14, a position illustrated in figure 7 .

[0045] The traction wing 5 is thus held by its leading edge 16 which is secured to the lashing mast 4. During all the operations described previously, the lashing mast 4 and / or the lashing trolley 14 are pivoted around the longitudinal axis of the lashing mast 4, so that the traction wing 5 is secured to the mast facing the wind.

[0046] From the position of the figure 7 , where the traction wing 5 is secured facing the wind, folding and storage operations can then take place.

[0047] There figure 8 is a detail view illustrating in perspective this stowage position which is maintained during all the furling or folding operations of the traction wing 5. The figure 8 further illustrates variants of embodiment details given as examples. The lashing mast 4 here comprises a rail 18 on which the lashing trolley 14 carrying the return element 13 is slidably mounted. Other trolleys 19 are also provided on this rail 18, in particular trolleys allowing the traction wing 5 to be folded efficiently by gripping it by folding lines connected along the traction wing 5 (not shown). These additional trolleys 19 are, for example, trolleys allowing the wing to be folded in two along the lashing mast 4, such as those described in patent application WO2019239044. All folding operations involving the additional trolleys 19 take place while the leading edge 16 of the traction wing 5 is held against the lashing mast 4 by the lashing line 10 and the guide line 9.

[0048] The captive wing traction system 1 preferably comprises means for retaining the end of the lashing line 10 on the guide line 9. These retaining means are adapted to occupy: a free position in which the end of the lashing line 10 slides freely along the guide line 9; and a retaining position in which the end of the lashing line 10 is arranged in a loop formed by the guide line 9. These retaining means are here provided to retain the lashing line 10 on the guide line 9 when the slider 15 has reached the stop at the upper end of the guide line 9, that is to say in the position illustrated in figure 6 . The docking operation which allows to pass from the position of the figure 6 at the position of the figure 7 can then be implemented without risk of the lashing line 10 slipping on the guide line 9.

[0049] THE figures 9 et 10 illustrate an example of embodiment of these means of retaining the end of the lashing line 10 on the guide line 9. The figure 9 is a schematic perspective view illustrating the end of the lashing line 10, provided with the slider 15, cooperating with the end of the guide line 9 which is located on the side of the traction wing 5. In this example, the guide line 9 is fixed by a ring 20 on a bar 21. The bar 21 is itself integral with the leading edge 16 of the traction wing 5 (for example by being inserted into a housing sewn onto the leading edge 16). The lashing trolley 14 comprises a locking member 22 pierced with a through channel 23 of a diameter adapted to the passage of the slider 15.

[0050] During the lashing phase, the traction of the lashing line 10 ends up causing the slider 15 to pass through the through channel 23. The slider 15 carries with it the guide line 9 which also passes through the through channel 23 in a double passage. The locking member thus makes it possible to form a retention loop 36 for the slider 15 and therefore for the lashing line 10.

[0051] There figure 10 is a schematic sectional view of the elements of the figure 9 after activation of its retention means during the lashing operation. The slider 15 has therefore crossed the channel 23 and the lashing line 10 has passed in duplicate in the channel 23, through the blocking member 22, forming the retention loop 36. The slack provided in the guide line 9 is here dimensioned to allow this double passage of the guide line 9 until the configuration of the figure 10 in which the continuation of the traction on the lashing line 10 directly causes a traction on the bar 21, and the lashing line 10 is thus locked on the guide line 9.

[0052] Once the traction wing 5 is folded and furled, it can be stored until the next use.

[0053] The deployment of the traction wing 5 is then carried out by operations taking place in the reverse order compared to the operations described previously, keeping the traction wing 5 facing the wind.

[0054] When deploying the traction wing 5, the latter is held by its leading edge 16 against the lashing mast 4, to unfold it and prepare it for take-off. The traction wing 5 is then in a position corresponding to the figures 7 et 8 , and the means for retaining the lashing line 10 on the guide line 9 are activated.

[0055] Once these operations are completed, the traction wing 5 is released by an operation making it pass from the position of the figure 7 at the position of the figure 6 , by releasing the lashing line 10 by its winch 12.

[0056] In the event that means of retention corresponding to the figures 9 et 10 are provided, the release of the lashing line 10 causes unlocking by the movement of the slider 15 which again passes through the locking member 22 in the direction of the guide line 9. The leading edge 16 then moves away from the lashing carriage 14.

[0057] From the position of the figure 6 , the traction wing 5 is then sent into flight by actuating the winches 11, 12 to release the traction line 8 and the lashing line 10. The traction wing then passes through a position corresponding to the figure 5 , the slider 15 descending along the lashing line 10 as the traction wing 5 rises.

[0058] The traction wing 5 then reaches its flight position of figures 1 et 2 , the slider 15 taking place on its receptacle of the flying trajectory control device 7.

[0059] THE figures 11 à 15 illustrate a second embodiment in which the captive wing traction system 1 comprises alternative means for fixing the guide line 9 to the leading edge 16 of the traction wing 5, as well as means for retaining the lashing line 10 on the guide line 9 which are complementary. The similar elements of the first and second embodiments bear the same reference numbers in the figures.

[0060] According to this second embodiment, the guide line 9 fulfills an additional function of controlling an additional line portion 24 which makes it possible to act on the geometry of the traction wing 5. In the present example, the additional line portion 24 extends the guide line 9 beyond the leading edge 16 of the traction wing 5 by penetrating into the internal space of the traction wing 5, or by passing below or above the traction wing 5.

[0061] This additional portion of line 24 may be, for example, a reefing line making it possible to reduce the lift of the traction wing 5, a furling line making it possible to furl the traction wing 5, or even a line bringing the trailing edges 17 together making it possible to close the trailing edge 17 by bringing its edges together, during the deployment or retraction phase.

[0062] There figure 11 schematically illustrates a construction in accordance with this second embodiment, with regard to the interface between the leading edge 16, the guide line 9, the lashing line 10, and the additional line portion 24. The guide line 9 is fixed to the leading edge 16 of the traction wing 5 by means of a disengageable clamping element 25 which here comprises a jaw 26. The disengageable clamping element 25 is fixed to the leading edge 16, for example by sewing on the traction wing 5, passing through the wall of the leading edge 16. The disengageable clamping element 25 comprises a sleeve 37, formed here by a bore passing right through it, and in which the guide line 9 passes.

[0063] The jaw 26 is clamped by elastic means on the guide line 9 so that the guide line 9 is engaged on the leading edge 16, in the same manner as in the first embodiment. The remainder of the guide line 9 operates in the same manner as in the first embodiment, the slider 15 sliding along this guide line 9 as previously explained.

[0064] There figure 12 is a schematic side view of the captive wing traction system 1, for this second embodiment. This figure illustrates the disengageable clamping element 25 fixed on the leading edge 16 and immobilizing the guide line 9. The additional line portion 24 extends the guide line 9 beyond the leading edge 16, towards the inside of the traction wing 5. In the present example, the additional line portion 24 is a line allowing the trailing edge 17 of the traction wing 5 to be closed. This additional line portion 24 is thus divided into several lines whose ends are fixed at various points 27 of the trailing edge 17, so that traction on the additional line portion 24 causes the trailing edge 17 to be closed by bringing together various portions of this trailing edge 17.

[0065] In the example of figure 12 , the lashing trolley 14, in addition to carrying the return element 13, is adapted for coupling with the disengageable clamping element 25. The lashing trolley 14 comprises a locking member 22 whose function is the same as in the first embodiment (locking the lashing line 10 on the guide line 9) and which here also allows the disengageable clamping element 25 to be locked.

[0066] There figure 13 schematically illustrates in section the locking member which is mounted on the lashing trolley 14 in this second embodiment.

[0067] Approaching the position corresponding to the figure 6 , the traction on the lashing line 10 causes, during the lashing phase, a double passage of the guide line 9 through the blocking member 22, and a coupling of the disengageable clamping element 25 in the blocking member 22. The disengageable clamping element 25 takes place in a housing 38 adapted to the blocking member 22. A tapered end 28 facilitates, in this example, the entry of the disengageable clamping element 25 into the housing 38. A lock 29, provided in this housing 38, engages in a groove 30 to lock the disengageable clamping element 25 in position. The lock 29 can be controlled by any suitable means, mechanical or electromagnetic for example.

[0068] There figure 13 is a schematic view illustrating the general operation. In practice, the locking member 22 and the clamping element 25 may be constituted by any coupling shape providing a passage, such as a groove, for the double passage of the guide line 9.

[0069] This position of the figure 13 is maintained for the same lashing operations as in the first embodiment. The traction on the lashing line 10 causes a traction on the leading edge 16 and the wing can thus be held by its leading edge 16 against the lashing mast 4.

[0070] From the position of the figure 13 , this second embodiment also allows an additional function illustrated in figures 14 et 15 .

[0071] On these figures 14 et 15 , the lashing trolley 14 comprises a portion forming the locking member 22 and another portion carrying the return element 13. In this example, the jaws 26 comprise an actuating means illustrated here by a lever 31 which allows the jaws 26 to be opened. The lever 31 is actuated by the approach of another trolley 32, also sliding on the lashing mast 4. As a variant, the jaws 26 can be opened by any other suitable means, such as remotely controlled electromechanical means.

[0072] So, from the docking position of the figure 13 , a step of disengaging the disengageable clamping element 25 consists of opening the jaws 26 by actuating the lever 31. The disengageable clamping element 25 thus releases the guide line 9 (position of the figure 15 ). The traction of the lashing line 10 can then be continued by actuating the winch 12, which causes traction on the guide line 9. The traction on the guide line 9 causes traction on the additional line portion 24 which is therefore pulled in the direction of the return element 13, taking into account the opening of the jaws 26.

[0073] THE figures 14 et 15 account for the traction on the additional line portion 24 by the movement of the slider 15 towards the return element 13. These schematic views illustrate a small amplitude of movement of the slider 15, it being understood that the device will in practice be adapted to an amplitude conforming to the desired traction length for the additional line portion 24, in particular by the choice of the position of the return element 13, the capacity of the slider 15 to pass beyond the return element 13, or any other arrangement.

[0074] The traction of the lashing line 10 by its winch 12, and therefore the traction on the additional line portion 24 continues as long as necessary for the additional line portion 24 to fulfill its function.

[0075] There figure 15 illustrates in this regard the traction wing 5 in a stowed position, held against the stowage mast 4 by its leading edge 16, and folded on either side of the stowage mast 4 thanks to the various additional carriages 19 which hold different suspension lines 6 or different dedicated folding lines. In this configuration, which takes place when folding or deploying the traction wing 5, the traction of the additional line portion 24 makes it possible to fulfill its function of bringing the trailing edges 17 of the traction wing 5 together (illustrated by the arrows 34). The additional line portion 24 can, as a variant, fulfill any other function, for example a function of furling the traction wing 5 (illustrated by the arrows 33).

[0076] When deploying traction wing 5, from the figure 16 , the lashing line 10 is first released by the winch 12 while the jaws 26 are controlled to open so that the additional line portion 24 is released and the traction wing 5 takes its flight shape, the traction wing 5 is then unfolded by means of the additional trolleys 19 while the traction wing 5 remains held against the lashing mast 4 thanks to the maintenance of the tension on the lashing line 10. The jaws 26 are closed, the additional line portion 24 having completed its task.

[0077] The lashing line 10 is then released so that the traction wing 5 takes flight as described for the first embodiment.

[0078] Furthermore, for all embodiments, the captive wing traction system 1 benefits from a simplification of the lowering operations (concluding the folding of the traction wing 5), or of the hoisting operations (initiating the deployment of the traction wing 5). These operations are illustrated in figures 17 And 18 (the suspension lines have not been shown in these figures to make them lighter).

[0079] There figure 17 illustrates the lowering of the traction wing from its position of the figure 16 . The traction wing 5 is completely lowered along the lashing mast 4 to be stored in a suitable housing 35. This operation is carried out by sliding the lashing trolley 14 downwards along the lashing mast 4 while maintaining the traction wing 5 in its lashed position. This maintenance is here carried out by gradually winding the winch 12 so as to maintain the tension in the lashing line and therefore to hold the leading edge 16 against the lashing trolley 14. The lashing trolley 14 can itself be motorized and control its descent along the lashing mast 4, the winch 12 then accompanying its descent. Alternatively, the descent can be controlled solely by winding the winch 12.

[0080] The lowering of the traction wing 5 ends in the position of the figure 18 (where the housing 35 is seen in transparency). The traction wing 5 is entirely arranged in the housing 35, the winch 12 however maintaining, up to this position, the tension on the lashing line 10.

[0081] For the reverse operation, when deploying the traction wing 5, from the position of the figure 18 , the lashing trolley 14 is first hoisted along the lashing mast 4 while the winch 12 unwinds the lashing line 10 to accompany the raising of the lashing trolley 14, while maintaining a traction force on the lashing line 10 so that the lashing of the leading edge 16 is constantly maintained with the lashing trolley 14 throughout the hoisting operation of the traction wing 5.

[0082] THE figures 19 à 25 relate to an embodiment in which the traction wing comprises a gripping device 122. In this embodiment, the guide line 9 is a double line, and the traction wing 5 comprises several folding lines 110A, 110B, 110C which are all integral with the leading edge 16, by at least one of their ends.

[0083] The traction wing 5 further comprises a furling line 113, the ends of which are connected to the trailing edge 17 of the wing 5. This furling line 113 can be grasped at the gripping device 122, and traction on this furling line 113 causes the wing 5 to be furled by compression in order to stow it.

[0084] The traction system 1 comprises folding trolleys (such as the additional trolleys 19 of the figure 8 ). These trolleys are slidably fixed to the lashing mast 4 and each have a motor so that the position of each trolley along the lashing mast 4 can be controlled. These trolleys are designed to grip and guide the folding lines 110A, 110B, 110C and the furling line 113 during the deployment or retraction phases.

[0085] The fold lines 110A, 110B, 110C are arranged in pairs as shown in figure 19 .

[0086] There figure 19 is a detail view illustrating the traction wing 5 seen from the front and showing the middle zone 115 of its leading edge 16.

[0087] The system here comprises a gripping device 122 which is connected to the leading edge 16 of the traction wing 5, at the level of the median zone 115, by a pylon 123 (visible in particular on the side view of the figure 22 ). The pylon 123 is thus named by analogy with the pylon of an aircraft, that is to say the reactor mast, in aeronautical terms. The pylon 123 is preferably made of a rib of light and resistant material such as a carbon fiber composite material. The pylon 123 is fixed on the gripping device 122 and on a reinforcement sewn on the leading edge 16 of the traction wing 5.

[0088] The gripping device 122 may, alternatively, be connected by any other means, flexible or rigid, to the leading edge 16, such as textile ties or any other element making it possible to ensure that traction on the gripping device 122 causes traction on the leading edge 16.

[0089] The gripping device 122 comprises a body 124 and two hooking arms 125, pivotally mounted on this body 124, each around an axis 126. Each of the hooking arms 125 comprises a first hooking rod 127A, a second hooking rod 127B of greater length, and a third hooking rod 127C of even greater length (the hooking rods 127A, 127B, 127C are seen in section on the figure 19 ). This arrangement in which the juxtaposed hanging rods have an increasing or decreasing length is here called "staircase".

[0090] In the present example, the hooking rods 127A, 127B, 127C are constituted by tubes force-fitted into bores provided for this purpose in the hooking arm 125.

[0091] The attachment arms are movable relative to the body 124, between a flight position (that of the figure 19 ) and a hanging position (that of the figure 23 ) in which the attachment rods 127A, 127B, 127C are arranged substantially vertically (when the traction wing 5 is in its normal lashing position).

[0092] Each hooking arm 125 further comprises a lever 128, that is to say a portion extending beyond the axis 126 and making it possible to act on the hooking arm 125 to fold it.

[0093] Each fold line 110A, 110B, 110D, 110C which joins the middle zone 115 is connected to a hooking rod 127A, 127B, 127C so as to be projecting in the extension of this hooking rod. In other words, the end of the hooking rod is extended by the fold line.

[0094] In the present example, where the hanging rods are made of tubes, the folding line is advantageously inserted into the tube, crosses the entire tube, up to a fixing zone 129 of the hanging arm 125.

[0095] The pivot connection between the hooking arms 125 and the body 124 allows the hooking arm 125 to naturally assume the spread position illustrated in figure 19 during the flight of the traction wing 5, the attachment arms 125 thus follow the opening dictated by the folding lines 110A, 110B, 110C which extend towards their other end connected further on the leading edge 16. The gripping device 122 may, in addition, comprise an elastic element (spring or other) urging the attachment arms 125 towards their flight position of the figure 19 .

[0096] This flight position of the hooking arms 125 has the function of further securing the automatic hooking of the lines, by limiting the risks of tangling of the hooking arms 125 and the hooking rods 127A, 127B, 127C with the other lines such as the guide line 9 and the lashing line 10.

[0097] In this embodiment, the slider 15 comprises a shuttle 114 (also shown in section on the figure 19 ). The shuttle 114 has two sliding orifices 132, and is here oblong in shape with two lateral flats 133. The oblong shape of the shuttle 114 allows guidance and angular orientation (around a horizontal axis) of the gripping device 122.

[0098] The guide line 9 here consists of a pair of lines stretched between the body 124 and the flight control device 7. In the present example, the pair of guide lines 9 forms a loop around a stop 134 of the body 124.

[0099] The guide line 9 is thus attached to the middle zone 115 by means of the gripping device 122.

[0100] The lashing line 10 passes through the shuttle 114 and is connected to the body 124. The shuttle 114 comprises a guide means crossed by the lashing line 10 and allowing the free sliding of the lashing line 10. In the present example, this guide means is produced by a sheave 63 (see figure 24 ) and can be alternatively realized by any type of guiding means, such as pulleys or low friction elements. The lashing line 10 thus extends from the lashing trolley 14, crosses the shuttle 114 in a sliding manner, being guided towards the body 124.

[0101] THE figures 20 et 21 illustrate the input device 122 in perspective from two different viewing angles. On the figure 20 , the face of the gripping device 122 which is visible is that which is turned towards the traction wing 5 (the pylon 123 not having been shown).

[0102] On the figure 21 , the visible face of the gripping device 122 is the one which is turned towards the lashing trolley 14.

[0103] The gripping device 122 is shown opposite a nesting interface 135 which is fixed to the lashing trolley 14 (the rest of the lashing trolley 14 has not been shown).

[0104] The position of the figures 20 et 21 illustrates an intermediate position of the lashing operation of the traction wing 5 during its folding process. In this position, the traction line 8 has brought the traction wing 5 back so that its leading edge 16 is opposite the lashing trolley 14, and the lashing line 10 is being wound up by its winch 12, a traction then being exerted on the lashing line 10.

[0105] This operation causes the shuttle 114 to rise along the guide line 9. Doubling the guide line 9 here allows the shuttle 114 to slide without pivoting around a vertical axis. A sliding connection is thus ensured, instead of a sliding pivot connection.

[0106] The gripping device 122 comprises, at the level of the body 124, a housing 136 intended to receive the shuttle 114. The housing 136 is delimited by side walls cooperating with the two flats 133 of the shuttle 114, and by a bottom wall 137 itself cooperating with another flat 138 of the shuttle 114.

[0107] There figure 22 illustrates the pieces of the figures 20 et 21 , profile views. The nesting interface 135 comprises elements allowing the gripping device 122 to be secured in a predefined position. In the present example, these elements comprise a recess 139 which is complementary to a recess 140 of the body 124. The shuttle 114 is also part of these positioning elements, since it is designed to engage in an imprint 141 of the nesting interface 135. The recess 140 also has a significant advantage in terms of force absorption, since the cooperation of the recesses 139 and 140 makes it possible to absorb all of the vertical forces which will be exerted on the gripping device 122 during the folding operations, these forces possibly being greater than 15 kN.

[0108] The imprint 141 comprises internal walls for receiving and positioning the shuttle 114. The ovoid shape of the shuttle 114, and its complement in the shape of the imprint 141, guarantee the predefined positioning, when docking the gripping device 122 on the nesting interface 135.

[0109] There figure 22 also illustrates the arrangement of the furling line 113. The gripping device 122 comprises a furling rod 142 projecting vertically from above the body 124. The furling line 113 projects in the extension of the furling rod 124. In the present example, the furling rod 142 is produced by a tube fitted into the body 124, the furling line passing through this tube and its end being fixed to the body 124.

[0110] Between its attachment to the furling rod 142 and its path towards the trailing edge 17, the furling line 113 forms a loop 155 and passes through a ring 143 which is integral with the tube 142. The ring 143 is for example a low-friction ring, or can be made by a tube or a pulley. A pull on the loop 55 thus causes a pull on the furling line 113 and therefore the furling of the traction wing 5.

[0111] Furthermore, the traction on the lashing line 10, during the lashing phase of the traction wing 5, causes the shuttle 114 to rise and ends with the shuttle 114 entering the housing 136, as illustrated in figure 23 The shuttle 114 is then immobilized in the housing 136, thanks to the dimensional adjustment allowing the plane-on-plane support of the flats 133, 138 against internal surfaces of the housing 136.

[0112] The shuttle 114 is thus movable between a sliding configuration in which it slides along the guide line 9, and a docking configuration in which the shuttle 114 is arranged in its housing 136.

[0113] The entry of the shuttle 114 into the housing 136 further activates the levers 128, which causes the closing of the hooking arms 125, that is to say their passage into the vertical position, and their maintenance in this position by the presence of the shuttle 114.

[0114] When the gripping device 122 and the shuttle 114 are in the position of the figure 23 , the continuation of the traction on the lashing line 10 causes the gripping device 122 to move closer to the nesting interface 135, until these two elements are coupled.

[0115] The coupling of the gripping device 122 and the nesting interface 135 is done in the predetermined position required by the nesting of the recesses 139, 140, and by the nesting of the shuttle 114 in the imprint 141. The ovoid shape of the shuttle 114 allows, during the lashing, to bring the gripping device 122 back to this predetermined position, even in the event of twisting of the lashing line 10, that is to say even in the event of rotation of the gripping device 122 around the lashing line 10. The convex shape of the shuttle 114 is thus adapted to be housed in a concave shape of the nesting interface 135, when the shuttle 114 is in the lashing configuration, the shuttle 114 causing if necessary the rotation of the assembly formed by the gripping device 122 and the shuttle 114, thanks to the ovoid shape of the shuttle 114, under the traction of the lashing line 10.

[0116] There figure 24 is a sectional view of the gripping device 122 (and the shuttle 114) after its coupling with the nesting interface 135. In this position, the leading edge 16 of the traction wing 5 is secured to the lashing trolley 14 by means of the gripping device 122. Maintaining a traction force on the lashing line 10 no longer causes the movement of the gripping device 122 (which is in abutment against the nesting interface) but maintains the lashing.

[0117] The system further comprises immobilization means (not shown) movable between a retracted position, in which they are away from the gripping device 122, and an immobilization position in which they block the gripping device 122 against the nesting interface 135.

[0118] During the folding process of the traction wing 5, as soon as the gripping device 122 is coupled to the nesting interface 135, the immobilization means are activated towards their immobilization position to fix the gripping device 122 on the nesting interface 135. From this step, the traction of the lashing line 10 is no longer necessary to maintain the lashing.

[0119] A variant of the arrangement of the lashing line 10 will now be described with reference to the figure 25 . According to this variant, the lashing line 10 is not permanently attached to the body 124 and makes it possible to provide an additional function.

[0120] There figure 25 corresponds, for this variant, to the figure 24 described previously. The lashing line 10 passes through an orifice 156 made in the bottom wall 137 of the body 124 and is extended by an additional portion 162 in the direction of the traction wing 5. At its exit from the orifice 156, the lashing line 10 is fixed by a clamping means which here comprises jaws 157 kept closed by elastic elements.

[0121] The gripping device 122 thus comprises a clamping means adapted to occupy a clamping position in which the lashing line 10 is held fixed on the gripping device 122, and adapted to occupy a release position in which the lashing line 10 slides freely relative to the gripping device 10.

[0122] The extension of the lashing line 10 beyond the jaws 157 allows this additional portion 162 of the lashing line 10 to perform an additional function within the traction wing 5. This function may for example relate to an action on the aerodynamic profile of the traction wing 5, or relate to an action of closing the trailing edge of the traction wing 5.

[0123] This additional function is achieved by controlling the opening of the jaws 157 and by exerting traction on the lashing line 10, which causes traction on this additional portion 162 of the traction line 10 and therefore the achievement of this additional function, for example by traction modifying the shape of the trailing edge 17.

[0124] The jaws 157 are commanded to open after the gripping device 122 has been immobilized so that traction on the lashing line 10 is no longer useful for maintaining the lashing.

[0125] There figure 26 illustrates an example of a receptacle adapted to receive the slider 15 during the flight phases. This receptacle 101 is fixed on the upper face 100 of the flying trajectory control device 7. The receptacle 101 is here formed of a cylindrical housing adapted to the shape of the slider 15, which comprises in the present example a shuttle 114 similar to that of the previous embodiment, with a double guide line 9. During the deployment of the traction wing 5, when the slider 15 reaches the end of its sliding travel along the guide line 9, in the direction of the device 7, it comes to take place in the receptacle 101.

[0126] Furthermore, locking means are provided to immobilize the lashing line 10 and the slider 15 in the receptacle 101. In the present example, these means are passive and consist of a line blocker 102 comprising elastic means bringing two jaws together. When the lashing line 10 is subjected to a downward pull, even slight (due to its own weight for example), it becomes blocked in the blocker 102. Conversely, when the traction wing is in the folding phase, the lashing line 10 will be subjected to an upward pull (when the traction wing 5 is brought closer to the lashing mast 4), which will cause the extraction of the lashing line 10 from the blocker 102.

[0127] Alternatively, these locking means may be active, and consist for example of a controlled actuator capable of directly locking the slider 5 in its receptacle, or the lashing line.

[0128] Thanks to the receptacle 101, the lashing line 10 rests entirely, and securely, on the flying trajectory control device 7. The weight and drag of the lashing line 10 thus do not disturb the leading edge 16 of the traction wing 5 during the flight phases.

[0129] Alternative embodiments of the captive wing traction system 1 may be implemented. The embodiments and variants may in particular be combined.

Claims

1. A captive wing traction system (1) including a traction wing (5) adapted to generate a traction force because of the effect of the wind and adapted to be deployed and folded relative to a base platform (3) that is provided with a stowage mast (4), the traction wing (5) having a leading edge (16) and a trailing edge (17), this captive wing traction system further including: - a trajectory control flying device (7) attached to the traction wing (5) by fixed suspension lines (6) and mobile suspension lines (6), the trajectory control flying device (7) being adapted to control the mobile suspension lines (6); - a traction line (8) connecting the trajectory control flying device (7) to the base platform (3); this captive wing traction system being characterized in that it includes: - a guide line (9) that connects the leading edge (16) of the traction wing (5) to the trajectory control flying device (7); - a stowage line (10) one end of which is connected to the base platform (3) and that is connected in a sliding manner to the guide line (9) by a slider (15) fixed onto the stowage line (10) and with a pivoting sliding connection to the guide line (9); - a deflector element (13) that is attached to the stowage mast (4) and through which the stowage line (10) is routed between its first end and its connection to the guide line (9).

2. The captive wing traction system as claimed in claim 1, characterized in that the slider (15) includes a shuttle (114) sliding along the guide line (9), this shuttle (114) including a guide means (63) through which the stowage line (10) passes.

3. The captive wing traction system as claimed in claim 2, characterized in that the guide line (9) consists of a double line and in that the shuttle (114) is slidably mounted on that double line.

4. The captive wing traction system as claimed in either one of claims 2 or 3, characterized in that the trajectory control flying device (7) includes a receptacle (101) adapted to receive the slider (15), this receptacle (101) including an immobilizer (102) for the stowage line (10).

5. The captive wing traction system as claimed in any one of the preceding claims, characterized in that the traction line (8) is attached to the base platform (3) by means of a first winch (11) adapted to adjust the length of the traction line (8) and the stowage line (10) is attached to the base platform (3) by means of a second winch (12) adapted to adjust the length of the stowage line (10).

6. The captive wing traction system as claimed in any one of the preceding claims, characterized in that the deflector element (13) is mounted on a stowage trolley (14) sliding along the stowage mast (4).

7. The captive wing traction system as claimed in any one of the preceding claims, characterized in that it includes means for retaining the end of the stowage line (10) on the guide line (9), these retaining means being adapted to occupy: a free position in which the end of the stowage line (10) slides freely along the guide line (9) and a retaining position in which the end of the stowage line (10) is disposed in a loop formed by the guide line (9).

8. The captive wing traction system as claimed in claim 7, characterized in that said retaining means include a blocking member (22) that is adapted, in a retaining position, to form on the guide line (9) a loop (36) for retaining the stowage line (10).

9. The captive wing traction system as claimed in claim 8, characterized in that the blocking member (22) includes a through-passage (23) in which the stowage line (10) is passed when the retaining means are in the free position and in which the guide line (9) is passed doubled over when the retaining means are in the locked position.

10. The captive wing traction system as claimed in any one of the preceding claims, characterized in that the guide line (9) is connected to the leading edge (16) of the traction wing (5) by a disengageable clamping element (25) fastened to the leading edge (16) of the traction wing (5), this disengageable clamping element (25) being adapted to retain the guide line (9) by clamping it.

11. The captive wing traction system as claimed in claim 10, characterized in that the disengageable clamping element (25) includes a sleeve (37) through which the guide line (9) is passed and the guide line (9) is extended by an additional line portion (24) extending beyond the leading edge (16) of the traction wing (5).

12. The captive wing traction system as claimed in claim 11, characterized in that the additional line portion (24) is connected to the trailing edge (17) of the traction wing (5).

13. The captive wing traction system as claimed in any one of claims 10 to 12 when dependent on claim 8 or 9, characterized in that the blocking member (22) includes a housing (38) adapted to receive the disengageable clamping element (25).

14. The captive wing traction system as claimed in claim 13, characterized in that said housing (38) includes a latch (29) for retaining the disengageable clamping element (25).

15. The captive wing traction system as claimed in any one of the preceding claims, characterized in that it includes: - a plurality of folding lines (110A, 110B, 110C) each having an end fixed to the leading edge (16) of the traction wing (5) and being spaced from one another along that leading edge (16); - an additional trolley (19) adapted to slide along the stowage mast (4); - a capture device (122) that is attached to the leading edge (16) of the traction wing (5) and includes an attachment arm (125) provided with an attachment rod (127A,127B,127C), one of the folding lines (110A, 110B, 110C) projecting in line with the attachment rod (127A,127B,127C); the stowage line (10) having one end connected to the capture device (122).

16. The traction system as claimed in claim 15 when dependent on claim 2 or 3, characterized in that the capture device (122) includes a housing (136) for the shuttle (114), the shuttle (114) being mobile between a sliding configuration in which it slides along the guide line (9) and a stowage configuration in which the shuttle (114) is disposed in its housing (136).

17. The traction system as claimed in claim 16, characterized in that the capture device (122) includes a lever (128) controlling pivoting of the attachment arm (125) toward its attachment position, this lever (128) being adapted to be actuated by the shuttle (114) when it returns to its stowage configuration.

18. The traction system as claimed in any one of claims 15 to 17 when dependent on claim 6, characterized in that the stowage trolley (14) includes a nesting interface (135) for the capture device (122).

19. The traction system as claimed in claim 18, characterized in that the stowage trolley (14) includes means for immobilizing the capture device (122) against the nesting interface (135).

20. The traction system as claimed in claim 18 when dependent on claim 16, characterized in that the shuttle (114) has a convex shape adapted to be housed in a concave shape of the nesting interface (135) when the shuttle (114) is in the stowage configuration.

21. A method of controlling a captive wing traction system as claimed in claim 5 or in any one of claims 6 to 20 when dependent on claim 5, characterized in that it includes a phase of deploying and a phase of folding the traction wing (5) in which the second winch (12) is controlled conjointly with the first winch (11) so that the end of the stowage line (10) slides along the guide line (9) while the trajectory control flying element (7) is moved away from or toward the base platform (3).

22. The method as claimed in claim 21 of controlling a captive wing traction system as claimed in claim 7 or in any one of claims 8 to 20 when dependent on claim 7, characterized in that the phase of folding the traction wing (5) includes: - a step of locking the stowage line (10) onto the guide line (9); - a stowage step during which traction on the stowage line (10) drives traction on the guide line (9) and on the leading edge (16) of the traction wing (5).

23. The control method as claimed in either one of claims 21 or 22 for controlling a captive wing traction system as claimed in claim 10 or in any one of claims 11 to 20 when dependent on claim 10, characterized in that the folding phase includes: - a step of disengaging the disengageable clamping element (25), the guide line (9) therefore being released; - a step of traction on the stowage line (10) driving traction on the guide line (9) and on the additional line portion (24).

24. The control method as claimed in any one of claims 21 to 23 for controlling a captive wing traction system as claimed in claim 6 or in any one of claims 7 to 20 when dependent on claim 6, characterized in that the deployment phase and the folding phase include steps of hoisting or hauling down the traction wing (5) along the stowage mast (4), during which steps the stowage trolley (14) slides along the stowage mast (4) and the stowage line (10) is maintained under tension to hold the leading edge (16) of the traction wing (5) moored against the stowage mast (4).

25. The control method as claimed in any one of claims 21 to 24 of a captive wing traction system as claimed in claim 4 or in any one of claims 5 to 20 when dependent on claim 4, characterized in that it includes a flight phase during which the slider (15) is disposed on the receptacle of the trajectory control flying device (7) and the length of the stowage line (10) is controlled so as to maintain slack in the stowage line (10).