FR2548740A1 - Method and device improving the operation of vertical wind turbines with lift, by passively controlling incidence of the sails with decreasing amplitude - Google Patents

Abstract

Each sail, pivoting about a vertical axis located in front of its centre of lift, and balanced by ballasting, is returned to the tangential by a device providing an opposing torque, less than the aerodynamic moment exerted by the resultant wind, and proportional to the sum of the moments exerted by the ambient wind and the relative rotational wind. The result is obtained by a mechanism for driving the sails responding to precise criteria, and actuated simultaneously by two forces, one controlled by an anemometer and the other by a counterweight or tachometer. Depending on the incidence of the resultant wind, inversely proportional to the relative speed wR/V, the angle of incidence of the sails becomes zero at relative speeds greater than 4, beyond which the turbine operates as a fixed-blade machine. The invention gives vertical wind machines with lift the following improvements: - automatic start-up; - enhanced torque at low speeds; - limitation of power by obscuring some of the sail structure; - stopping by feathering commanded during operation; - reducing the loads, allowing lightened structures.

Description

METHOD OF DEVICE IMPROVING THE OPERATION OF
PORTABLE VERTICAL WIND TURBINES, by passive control
of the incidence of wings, with decreasing amplitude
Since the first energy crisis of 1973 put the development of wind energy back on the agenda, the vertical turbine has gained renewed interest. Patented in 1925 by GM DARRIEUS, (Patent
French 604 390), tested in France by EDF in 52-55 with the turbine
MOREL (French patent 1,104,137) then abandoned, it was rediscovered in 1966 by the National Rescarch Council in CANADA. Thoroughly studied theoretically by this body, which has proved its worth, it is being tested in most developed countries.

BOARD 1. Schematically, it consists of 2 or 3 wings
VERTICALS wedged TANGENiTIALLY in a carousel around a vertical axis. These wings generally have a symmetrical profile of the type used for the control surfaces of aircraft: NACA 0012, 0015, 0018. These wings can be straight (turbine MOREL), nevertheless, to balance the thrust of the centrifugal force, DARRIEUS proposed to bend them in "skipping rope". It is in this form called TROPOSKINE that gives the rotor an almond shape, that the vertical lift turbine is experienced around the world.

ADVANTAGES AND DISADVANTAGES OF VERTICAL TURBINE A
FIXED SHIFT.

Providing excellent aerodynamic efficiencies, in the order of 65% to 70%, equivalent to those of the best horizontal propeller-shaped wind turbines, the vertical lift turbine has several advantages compared to the latter due to its principle of operation:
- its structure is simple and without overhang
- it is not subject to the fatigue caused by the increase of the wind speed as a function of altitude near the ground. This "ground effect" subjects the wings of the conventional wind turbine to a cyclic variation of the aerodynamic thrust whose amplitude increases with the diameter.

 - it is not subject to fatigue due to sudden changes in wind direction on horizontal wind turbines.

 - it is not subject to the fatigue caused by the horizontal wind turbines on the cantilevered blades, the cyclical inversion of the orientation of the gravity.

The vertical fixed-set turbine 'nevertheless suffers from several
disadvantages that severely restrict its use
- At the current wind speeds, it does not start automatically.

is lying; it must be launched, which requires the assistance of auxiliary energy.

When used as a generator of electric current, the alternator or the dynamo is used as a launching motor by means of a suitable excitation circuit controlled by anemometer. In the absence of electricity sector, this formula becomes complex and expensive because it imposes an accumulator.

In addition, in times of low and erratic winds, the energy cost of repeated launches can become prohibitive.

- The limitation of its power is obtained by DECROCHAGE
AERODYNAMIC, caused from the ceiling speed by a very strong increase of the resistant torque. This conventional method leads to high winds in heavy winds the speed multiplier interposed between the rotor and the generator. However, this speed multiplier is precisely the expensive and vulnerable organ of the system. Stalling also produces maximum wind drag, which imposes a general strengthening of the fixed structures.

 - In very high winds, the vertical turbine with lift is prone to start spontaneously, which, in the absence or insufficient braking, leads to self-destruction by runaway. To ensure the shutdown in case of storm or electrical failure, it is necessary to provide an autonomous braking device generally comprising powerful disc brakes, possibly supplemented with aerodynamic flaps ("spoilers").

IMPROVEMENTS IN THE INVENTION
The Passive Step Control described below gives the vertical lift turbine the following advantages:
- AUTOMATIC STARTING and strong torque at low speed, making it completely autonomous
- Limitation of the power by PROGRESSIVE ERASING OF THE
SAIL reorganizing the rotor structure and reducing wind drag
- FLYWHEEL FLAGING triggered when the rotor is running providing the minimum of structural efforts during slowdown, and aerodynamic drag at rest.

GENERAL PRINCIPLE OF OPERATION OF THE TURBINE
VERTICAL WITH PORTANCE.

 Before proceeding with the description of the present invention, it should be remembered the general principle of operation of the vertical lift turbine, which is closely similar to that of a sailboat upwind.

The mode of action of the wind on the wing of the vertical wind turbine is
clearly illustrated by the LILIENTHAL POLAR of its aerodynamic profile.

For all angles of attack aO, one decomposes there
- CR, the coefficient of the total aerodynamic thrust
- in CT, the coefficient of the tangential thrust, exerted in
the axis of the profile. At small angles of attack, between 40 and 160 approximately,
CT provides the motor torque of the rotor, at other angles of attack, it becomes null
or negative.

- and in CN, the coefficient of the normal thrust, exerting
perpendicular to the profile. CN results in a radial thrust in the axis
of the rotor, sometimes in one direction, sometimes in the other, and whose resultant is the
AERODYNAMIC TRAINING, which is the rotor what is the drive on a sailboat.

Plate 3 represents the LILIENTHAL polar of the NACA profile
0018 for a number of REYNOLflS of 700 000. Between a = 40 and a = 140, one
will observe a rapid increase in CT, the engine torque. After a = 140, CT
suddenly declines to become negative after 270; a max = 140 and a limit = 270.

 Plate 4 illustrates the operating cycle of the turbine.

According to the angular position of the wing eo, the relative wind wR, created by its
displacement varies constantly in orientation with respect to Ambient Wind V.

Combination of wsR and V, WIND RESULTING ON WING Vr varies
cyclically, both in incidence and speed, depending on the position
angular H. The initial position 8 = 0 is arbitrarily assigned to the point
of the cycle where the wing is WIND STANDING, facing Wind V; the incidence being
null, this position constitutes a DEATH POINT. Similarly, Q = 180 is the
2nd DEADLY POINT REAR WIND; between these two dead spots the cycle of
variation of the RESULTING WIND Vr, in BO incidence and in speed depends on
ratio wR / V, RELATIVE SPEED of the wing with respect to the Wind.

Plate 5 illustrates the variation of incidence B and Plate 6
that of the speed Vr for various relative speeds wR / V. For the weak
WR / V values, the wings are only for short periods of time;
which explains the inability to start. Conversely, from wR / V = 3.5 and
beyond, between dead spots, the incidence B remains close to the optimum during the
most of the cycle, which ensures almost permanent engine torque.

The speed Vr of the Resulting Wind varies by passing through a maximum wR + V at = 0, a minimum wR-V at "= 1800, at 8 = 900 and 8 = 2700, according to Pythagoras' theorem.

 Thus, these four graphs explain the cyclic mode of operation of the fixed-lift vertical turbine; it has a cyclical variation in the resulting wind lneidence whose furtive amplitude at relatively low speeds puts the wing in an aerodynamic stall and prevents automatic starting.

 VARIATION OF PAST - Priorities (PLANCHES 1 and 2).

 For a long time, inventors have proposed step variations conferring automatic start. DARRIEUS, in his original patent, proposes a positive movement, controlled by an eccentric immobilized in the axis of the ambient wind by a wind vane. Each wing, pivoting around its center of thrust, (located at 25% of the wing string starting from the leading edge), is articulated on a rod centered on the control eccentric.

During its rotation around the stationary eccentric, the wing moves closer and cyclically away from the center of the eccentric, which varies its setting on both sides of the tangent in a sinusoidal mode, and allows him to track changes in the incidence of the resulting Wind, Vr
This principle has been used to produce experimental turbines
USA, DENMARK, Great Britain, FRANCE and Japan. These machines start automatically and have an interesting yield.

Nevertheless, in the experiment, they proved to be fragile and easily disordered. The optimal amplitude of variation is only a few degrees, so the slightest play in the transmission results in a substantial loss of yield. The variation is too small to avoid aerodynamic stall at relatively low relative speeds; this causes a strong recoil of the thrust center which causes the delicate control linkage to transmit to the eccentric alternating forces in traction and thrust that can be violent. It is obligatorily located at the top of the rotor because of the wind vane, exposed to bad weather, this highly stressed mechanism becomes a cause of frequent breakdowns. This formula was therefore disappointing in practice.

 Passive Systems.

Several inventors have also patented PASSIVE systems. In this type of turbine, the wings pivot around a vertical axis located BY FRONT
THE AERODYNAMIC PUSH CENTER. The aerodynamic thrust of the wind therefore tends to permanently flag the wings. To neutralize the effects of centrifugal force, the wings are carefully balanced by counterweight around their pivot axis. A double-acting control recalls them permanently at the tangent, while the aerodynamic thrust tends to move them inward, during the half cycle AMONT, outwards during the half-cycle AVAL.The angle of incidence The distance taken by the tangent is at every moment a function of a balance between the antagonistic forces of the Wind and the Recall System. It is to this category that the present invention is related.

BOARD 2. The majority of Patents proposes a TIRANT SPRING
A CRANK rigged on the axis of the wing, tangentially at FIEVET 1929,
FR 657 539, radially at CAMERON .1977 CAN 1 045 038, EVANS 1978
FR 2 398 195, RUMSEY 1977 US 4,052,134; in the latter, the action of the spring is completed by a hydraulic damper. A French inventor proposes the pull of a counterweight fixed radially to the outside of the wing and providing a return proportional to the centrifugal force (SICARD 1975 FR 2 298 706); in this patent, the action of the counterweight on the wing is exerted as that of a spring pulling a hand cranked radially.

 This type of turbine does not need orientation; each blade is oriented individually, which is a clear advantage in turbulent winds. The range of pitch variation is the result of the resulting wind and return system incineration, and is greater at low speed, resulting in a more powerful engine torque. The negative feedback control also provides the system with flexibility in the transmission of drive forces which is desirable for a wind turbine. Despite these positive elements, none of these patents seems to have obtained satisfactory results.

 Plate 6 provides the explanation. For the same wind V = 1, between start at wR / V = 0 and full speed p. ex.wR / V = 3 the resulting speed Vr varies from 1 to 4. Depending on the square of the speed, the aerodynamic thrust will vary from 1 to 16.

 On the other hand, if wind speeds that are exploitable for wind energy are allowed to range from a minimum of 5 to 15 meters / second, a variation factor of 1 to 3, the resulting velocity Vr will usually vary from 1 to 12 and the aerodynamic thrust from 1 to 144 .. even for winds varying from 1 to 3.

No spring return system can balance a thrust with such a range - variation. If the reminder is adapted to a low speed, it will be too weak for a high speed, the rotor being unable to climb to
full speed due to insufficient lift and engine torque of the wings.

Conversely, if the spring is adapted to high speeds, so much stronger, at low speeds it will be too strong, turning the machine into a turbine
with fixed wings, unable to start. Thus, the passive spring drive can only be adapted to a narrow speed range; for lower speeds, it will not provide starting, for higher speeds it will "panic" causing a drop in power and some sort of premature regulation of the rotor speed.

 PRINCIPLE OF THE INVENTION.

In order for the wings to provide optimum engine torque at each of their angular positions i, and at the various relative speeds wR / V, their angle of attack with respect to the Resulting Wind Vr must be constantly lower than the angle a max. the beginning of the aerodynamic stall. All that is required is for the wing to be kept at the tangent by a lower restoring torque than the aerodynamic moment exerted on it at the angle of attack a max of the resulting wind Vr. / will reach /
Thus, when during the cycle, the angle of attack of the resulting Wind Vr i 'a max, the aerodynamic moment exerted on the wing will become stronger than its recall to the tangent.This latter will be trained to follow the Wind Resulting in its incidence progression, with an angular offset less than a max and corresponding to its actual angle of attack a '.

Not only will the aerodynamic stall not occur, but the angle of attack taken by the wing relative to the tangent will result in increasing the tangential driving torque by decreasing the drag.
With such a system, the absence of stall, the wing will provide all the engine speeds near the optimum torque.

Thus, as the Relative Speed is accelerated
wR / V, the wing being directly controlled by the Resulting Wind Vr, its angular offset will start later and later in the cycle and end earlier and earlier, its maximum amplitude becoming smaller and smaller. From wR / V = 4 and beyond, the impact of the resulting Wind Vr with respect to the tangent will become less than a max, it will be insufficient to cause a shift of the wing; the turbine will then operate as a machine with fixed blades. This variation of step will thus be at the same time with AMPLITUDE DEGRESSIVE, and
INTERMITTENT OPERATION.

To achieve this result, the present invention provides and discloses a new wing design drive mechanism having the following four features:
(1) THE MECHANISM DRENTALLY WILL PROVIDE A WING A
TORQUE RECALL AT THE TANGENT EQUAL AT THE SUM OF 2 COUPLES
COMPLEMENTARY: K (V + (wR)).

One K (V) equivalent to the aerodynamic MOMENT exerted on the wing
by the Ambient Wind V at the angle of attack at a peak below a max, providing
Maximum Tangential Coefficient.

The other K (WR) is equivalent to the aerodynamic MOMENT exerted on
the wing by the Wind produced by the Tangential Speed wR, at al, angle of attack
less than a max which provides the maximum Tangential Coefficient.

K = CN a '1/2 PS is broken down as follows:
CN, dimensionless coefficient, of the NORMAL FORCE exerted on the wing a a '
angle of attack just below a max which produces maximum torque.

-p, rb, dimensionless incorporating the specific mass of the air and accelerating it
Lion de la pesanteun 5, bearing surface of the wing expressed in square meters
V and WR will be expressed in meters / second.

 The total force KV2 + (wR) 2) is expressed in kilograms.

The total restoring torque K (V2 + (w R) 2) will be applied to the center of
Aerodynamic thrust of the wing, located at 25% of the rope from the edge
attack. It corresponds to the wind thrust resulting Vr to the position
angular 0 = 900, where the incidence is close to the maximum.

(2) THE TRAINING MECHANISM WILL PROVIDE THE FAN WITH
RECALL COUPLE DEFINED FURTHER HIGHER, SUBSTANTIALLY
CONSTANT DURING THE FIRST 35 OF ANGULAR SHIFT
PART AND OTHER OF THE TANGENT; A GROWING couple would provoke
the appearance of Aerodynamic Stall, a couple DECROVING a Deficiency
lift by reducing the angle of attack.

(3) THE TRAINING MECHANISM WILL PROVIDE A WING A
COUPLE: INVERTING WITHOUT TRANSITION OR DEAD ANGLE AT THE PASSAGE OF
THE WING AT THE TANGENT. Any dead angle causes, by offset of the wing, a
Overall decline of Angles of attack. The resulting Motor Torque Deficit,
low at low speeds, becomes substantial at high speeds, alone
significant for energy production.

(4) THE TRAINING MECHANISM WILL PROVIDE A WING A
RECALL COUPLE THAT AFTER 350 OF ANGULAR SHIFT SUBSTAN
TOTALLY AT THE VALUE CITED FURTHER, WILL DECREASE PROGRESSIVE
MENT TO CANCEL AT 1800. This provision authorizing a rotation
complete wing 360 WITHOUT BIT NI! 3LOCALE, allows to get a bet
instant flag by simply removing the control pull; she
authorizes, in the initial startup phase, wR / V <0.6, a change of edge
wing forward, without shock or shock.

 For Points 2 and 3 in particular, the invention is the opposite of all the patents cited in priority. They all use, as command, the traction on a crank, either a SPRING (FIEVET, EVANS, CAMERON, RUMSEY), or a COUNTERWEIGHT for SICARD. This type of movement produces a pair that progresses almost linearly with the angular offset; it can not provide a constant torque at low angular offsets.

 DESIGN OF THE INVENTION.

 It has been defined above that the force producing the return torque must be the sum of two complementary forces, respectively CNa '1/2 p S (wu) 2 and CNa' 1/2 p S (V) 2, a '= a max - e.

 The first force, CNa '1/2 p S (wu) 2, proportional to the aerodynamic moment exerted on the wing by the wind produced by the tangential velocity wR, at incidence a', is also proportional to the centrifugal force. either: (wR) 2, which is exerted on the rotor. It can therefore be obtained directly by using a COUNTERWEIGHT radial guide, mass appropriate.

The second force, CN 1/2 p S (V) 2 proportional to the aerodynamic moment exerted on the wing by the ambient wind, can be obtained by a
SERVO CONTROL driven by a signal proportional to the square of the speed of the
Wind, and actuating a CONTROL JACK of appropriate power.

Several solutions exist to realize this command which, for convenience, one will call ANEMOMETRIC; in order of increasing complexity, we will mention:
- a multi-stage VENTURI TRAP ANEMOMETER, directly providing a CLEARANCE OF AIR sufficient to square the wind speed sufficiently powerful to drive a VERIN of appropriate section, without outside competition.

- a PITOT TUBE ANEMOMETER, providing a MICRO PRESSIO \ f proportional to the square of the wind speed, able to control a
SERVO PNEUMATIC CONTROL, via a TIRE RELAY
MATIE with BUSE-PALETTE, directly modulating the pressure of the circuit, without recourse to electricity.

an ANEMOMETER with a GAUGE OF CONSTRAINT, for example
VORTEX, or the BEST ROMANI or ERA type, providing a MICRO
CURRENT proportional to the square of the wind speed, and able to control a
SERVO Pneumatic, hydraulic or electrical control via an electronic relay with proportional action.

- a CLASSICAL ANEMOMETER ,. with COUPLES or with PROPELLER, supplying a CURRENT MICRO-CIRCUIT proportional 3 to the simple speed of the ambient Wind, which signal, after squaring by passage in a quadratic electronic computing unit, will be able to control a pneumatic, hydraulic or electrical SERVO CONTROL, by through a CIRCUIT
ELECTRONIC RELAY with PROPORTIONAL ACTION.

As shown in plate 7, the proportion of each of the two forces in the total return torque varies greatly depending on the relative speed of the wings with respect to the wind, ie wR / V. In the start-up phase, at low relative speeds, the contribution of the APIEMOMETRIC force is decisive; at full speed, at high relative speeds, which are the only significant ones for energy production, the contribution of the ANEMOMETRIC force
THAT turns out to be marginal.

The following conclusions can be drawn:
- the exclusive use of RAPPEL CENTRIFUGE does not ensure start-up (SICARD 1975 FR 2 298 706)
- the accuracy of the ANEMOMETRIC force has only a limited impact on the overall energy efficiency.

Therefore, for the sake of simplification, we can be satisfied for small machines, a simple SPRING REMINDER to replace the
SERVO ANEMOMETRIC CONTROL. The strength of this spring will be equivalent to the aerodynamic moment of the wind at its most common speed.

Conversely, in the case of large turbines, to avoid the aerodynamic drag and overload made to the rotor by the presence of the counterweight and their control, the set ANEMOMETRIC COUNTERWEIGHT can be replaced for each wing by a VERIN UNIQUE whose servo circuit command is controlled by a UNIQUE SIGNAL from the INTEGRATION of the
ANEMOMETRIC SIGNAL and SIGNAL called CENTRIFUGAL. The first, proportional to the square of the wind speed, can be obtained from one of the multiple anemometric sensors listed above; the second, proportional to the square of the peripheral speed, can be obtained by measuring the centrifugal thrust of a flyweight on a pressure sensor, or by squaring a simple tachometric measurement taken on the rotor. In the case of pneumatic signals, the integration of the two signals can be performed at a pneumatic relay BUSE PALETTE; in the case of electronic signals, the integration of the two signals can be obtained on a MICROPROCESSOR having received a suitable programming. In any case, this solution implies p. oductior. auxiliary power to actuate the servo control, for example, compressed air.

Thus, we have various solutions to produce the force of recall
ANEMOMETRIC CENTRIFUGES; the choice will be essentially matter of scale. For small machines, cost considerations will impose the simplest solution, even to the detriment of efficiency; for larger machines, performance considerations will require sophisticated solutions.

In the technical description of three embodiments of the invention which will be provided farther away, for a small pumping machine of 20 m, a radial guide weight will be chosen, associated with a simple 2
ANEMOMETRIC SPRING; for an average machine of 130 m, intended for the domestic heating by hydrodynamic braking, one will also choose a
COUNTERWEIGHT, but associated with an ANEMOMETRIC Cylinder with DEPRESSION directly controlled by a VENTURI TROMPE with multipies stages; finally for a big aerogenerator with fixed speed, for the purpose of lightening we can remove the counterweight and control each wing by a PNEUMATI VERIN
THAT UNIQUE, whose control pressure will be modulated in an integrated way by two simultaneous signals, one from a PITOT ANEMOMETER, the other from a CENTRIFUGAL PUSH SENSOR.

 MECHANISM FOR TRAINING WINGS.

By the very principle of the aerodynamic operation of the invention explained above, this mechanism has the function of transforming the linear movement of the CENTRIFUGED-ANEMOMETRIC FORCE into a double-acting return torque of the wing towards a stable tangential position, leading edge facing the direction of rotation, and meeting the following requirements:
from 0 to about 350 offset on either side of the stable tangential position, leading edge facing the direction of rotation, the TORQUE OF
REMINDER WILL REMAIN SUBSTANTIALLY MAXIMUM AND CONSTANT
from about 350 offset on either side of the stable tangential position, leading edge facing the direction of rotation, the COUPLE DE
REMINDER WILL DECREASE PROGRESSIVENTLY TO TOTALLY COMPLETE
A 1800.In this last position, trailing edge facing the direction of rotation, the wing will be in instability; any stress on either side will bring it back to the stable tangential position, leading edge facing the direction of rotation
- the passage of the wing to the two dead points of the rotation cycle, during reversals of direction of the aerodynamic thrust exerted st- the wing. st stable tanyential position, leading edge facing the direction of rotation, the COUPLE
OF REMINDER WILL SPEED INSTANTLY WITHOUT ANGLE DEATH OR TRAN
SITION.

The following is a description of two wing drive mechanisms that respond to these uncommon imperatives, the first one derives from the family of CRANKSHAFT, and the second one from CAMES IN SUPPORT.
ON PUSH BUTTON. These two movements of simple realization, are provided by way of example; o to implement other solutions without departing from the scope of the invention.

 Mechanism with BIE: LLE'MANIVELLE WITH DOUBLE EFFECT BOARD 8.

The wing has a CONTROL CRANK (6) keyed on its
PIVOT (4) and oriented radially towards the center of the rotor (1). This crank comprises a MANETON (7) biased tangentially and in the opposite direction by
TWO CHAINS (8) (9) identical and antagonistic, which, after reference at right angles on TWO ROLLERS (10) (11) identical and symmetrically opposed, are attached to a SLIDING ROD (18) with radial guidance (9C) ansmettant the solicitation linear provided by the combined actions of CENTRIFU forces
GE and ANEMOMETRIC.

In neutral, these two chains (8) (9) form a closed loop, kept under tension on the two rollers (10) (11) by pulling the sliding rod (18). As soon as the aerodynamic lift of the wing has caused the smallest angular displacement, in one direction or the other, of the CRANK (6), THAT OF THE TWO CHAINES WHICH IS SOLICITATED ENTAILS THE
SLIDING BIKE (18), WHOSE MOVEMENT CAUSES RELAXATION
IMMEDIATE OF THE ANTAGONIST CHAIN. As the elasticity of the roller chains is negligible, the inversion of the return direction takes place practically without dead angle; the system automatically adjusts chain extension. In this movement, each chain works alternately in TRACTION LINK.

Mechanism with DOUBLE CAM IN SUPPORT ON PUSHER
BOARD 9.

The wing comprises, set on its PIVOT, a CONTROL GEAR (12),
which drives a DOUBLE DIAMETER (14) toothed wheel, indifferently by chain (13) or direct meshing. The toothed wheel (14) is carrier of
TWO VERTICAL ROLLERS (15) (16), cantilevered, and opposed one by contribution to the other, diametrically and symmetrically. With respect to its control pinion (12), the toothed wheel gel4) is tapped to that the alignment of its rollers S5t16) is tangential when the wing is itself in a stable tangential position, the leading edge facing the direction of rotation; the alignment of the rollers becomes radial when the wing is in unstable tangential position, trailing edge forward.

 In stable tangential position, the two rollers '15) (16) simultaneously receive the traction of a VERTICAL TANGENTIAL BUMPER (17) fixed transversely as a crane rake, on a slider (18) radially guided (19), transmitting the radial linear stress provided by the combined actions of CENTRIFUGAL and ANEMOMETRIC forces.

As soon as the aerodynamic lift of the wing has caused the smallest angular displacement, in one direction or the other, of the WHEEL
ROLLER DOOR (14), that of the rollers which is in thrust will cause the sliding rod. It will be noted that, in this mechanism, the inversion of the pair is quite instantaneous; the angular displacement of the wing at 180 corresponds to an angular displacement of the rollers at 90, which provides the unstable dead-center zero return mentioned above for the tangential wing, trailing edge forward. This movement can indifferently be used with a connecting rod in traction or thrust.

In association with a CENTRIFUGE-ANEMOMETRI-
That these two movements provide a simple and mechanically sound solution to the problems posed by the aerodynamic process implemented in the invention. They lend themselves to the adaptation of integrated control and safety devices that have a wind turbine importance almost as important as its performance.

 BOARD POWER REGULATION 10.

Available Wind Energy Increases in CUBIC FUNCTION
SPEED OF THE WIND; this one usually varies from 5 to 25 metersiseconde, which implies a variation of power available from 1 to 125 .... For obvious reasons of holding of the materials, it is necessary to cap the speed of the rotor of the wind turbine , as well as its developed power.

 In the context of the invention, this result will be obtained by gradually reducing the restoring moment of the wing to the tangent when a rotor speed defined as the regulation threshold will be exceeded; the reduction of the return of the wing will result in a gradual decrease in the engine torque of the rotor which will cause the capping of its speed.

The progressive reduction of the return torque of the wing will be obtained by interposing between the COUNTERWEIGHT (26i and the SLIDING ROD (18) a
REGULATOR SPRING (25) of a force such that in normal operation, it remains
FARM, and that in regime "exceeded", it is DEPLOYED.

 Counterweights and Rod move parallel in opposite directions; the Bielle will be equipped with a STOP (28) of sufficient size to intercept the counterweight (26) in its race. This stop will be placed to stay out of reach of the Counterweight in Normal Mode, closed spring, and to abut on the counterweight in the "outgrown" spring deployed.

 In "exceeded" mode, the counterweight bearing on the end of the rod will exert on it a thrust antagonistic to its pulling force, and deduction thereof. This thrust of the Counterweight on the Connecting Rod is all the stronger as the speed will be higher and the centrifugal force more powerful, the traction of the connecting rod will gradually decrease in inverse function of the regime, once crossed the speed threshold regulation. The gradual loss of engine torque will cause the speed to stabilize at a ceiling speed.

 Such a device operating by progressive erasure of the wing will have the advantage of a proportional reduction of the aerodynamic drag of the rotor, in contrast to the conventional aerodynamic stall control method, which on the contrary tends to greatly increase the drag.

 MANUAL AND AUTOMATIC CONTROL BOARD 11.

 As seen above in Plate 7, the contribution of the airspeed becomes marginal at high relative velocities relative to that of the centrifugal force. It could be interrupted at full speed without causing the rotor to stop. In high winds, the restoring force of the counterweight alone would be sufficient to put the rotor in dangerous acceleration. For obvious reasons of safety and safeguarding of the machine, it is desirable to be able to control the instantaneous stopping of the rotor, manually or automatically, by means less brutal than the braking hub.

The present invention proposes to enslave the action of the COUNTERWEIGHT (26) to that of the ANEMOMETRIC CIRCUIT, by means of a TENSIONER
TELESCOPIC (34); the anemometric circuit thus becomes the sole control of the return system, its cut causing instantaneous stopping of the rotor.

The COUNTERWEIGHT (26) will slide in a radially oriented guide (27). The traction exerted on its mass by the centrifugal force will apply to the drive mechanism of the wing by a flexible or rigid transmission and
including among others:
- A TELESCOPIC VERIN (34), controlled in TRACTION by the anemometric circuit. This jack, of strong section, can be used in
MOLDING (21), or in LINE at any point in the transmission of the
COUNTERWEIGHT (26).

 - A STOP (28) limiting the counterweight in its radial stroke, and secured to either the structure of the rotor (2) or the sliding rod (18), which puts itself in abutment beyond a race limit.

 The stop (28) will be positioned to remain out of reach of the counterweight (26) as long as the TELESCOPIC TILERING JACK (34), in load, is in the RENTREE position; it will be positioned to rest on the counterweight (26) when the TELESCOPIC TENSIONER JACK (34), in discharge, will be in the DEPLOYED position.

 Thus, once the anemometer circuit discharge, and the telescopic tensioner cylinder deployed, the counterweight, in abutment, no longer transmits any traction, regardless of the centrifugal force.

 Conversely, when the circuit is loaded, the telescopic tensioning jack in the retracted position recalls the counterweight, which transmits to the sliding rod a traction proportional to the centrifugal force. Rotor stopped, it is the anemometric cylinder which transmits to the sliding rod the restoring force ensuring the starting of the rotor.

Thus, the airspeed circuit becomes the general and unique control of the stopping and starting of the rotor. It can be operated by several devices operating independently of one another:
(1) MANUAL REMOTE CONTROL by valve controlling the discharge of the circuit
(2) CENTRIFUGAL REGULATOR type WATT, controlling the discharge of the circuit when the rotor ceiling regime is exceeded. It is a protection against a possible failure of the transmission or the load.

 (3) ANEMOMETRIC REGULATOR, controlling the landfill when the wind exceeds a speed limit.

In the logic of this system, any leakage or failure of the circuit can be translated only by stopping the rotor; this control and command system
integrated ensures a very high level of rotor protection.

PREFERRED EMBODIMENT FOR A SMALL MACHINE
2
From 20 m
Description:
Illustrated Plate 10, this small, simplified machine is intended for pumping water; his order is at SPRING and COUNTERWEIGHTS. The rotor consists of a vertical shaft (1), carrying two arms (2), forming a support, each, a wing (3 ;, rotated on a pivot (4) in a vertical bearing (5) .

Locked on the pivot (4?>) The crank (6) comprises a crankpin (7), driven tangentially by two chains antagonists (8) and (9), of which only the (8) is visible.After return on two vertical rollers (10) and (11), of which only (10) is visible, these chain are connected to the connecting rod (18) sliding in its guide sleeves (19).

Fixed to the connecting rod (18), the chain (20) connects it, after returning to 90 on the haulage (21), the airspeed (22), tensioned by anchoring on the hook (23). Parallel to the chain (20), the counterweight chain (24) connects the connecting rod, after returning to 1800 on the haulage (21), the regulating spring (25), itself attached to the counterweight (26), sliding radially in his guide (27). A stop (28) is fixed on the connecting rod (18), so as to remain out of reach of the counterweight (24) as long as the regulating spring (25) remains closed.

Operation:
Energizing the anemonic spring (22) by manual hooking on its anchor (23) causes the wing (3) to be recalled by means of the double-action crank action shown. Plate 8. The rotor Once started under the pressure of the wind, the centrifugal force exerted on the counterweight (26) is transmitted by the chain (24), in return to 180 'on the hauling (21), and is joined on the connecting rod (18). ) the traction exerted by the airspeed spring, through the chain (20). The traction exerted by the counterweight increases squared by the rotational speed of the rotor. The traction force of the regulating spring (25) is defined as a function of the speed considered as the regulation threshold if this speed is exceeded, the spring is extended and allows the counterweight (26) to bear on the connecting rod (18) through the stop (28); the centrifugal force exerted by the counterweight then divides into two, a part, constant in value, is exerted on the spring (25) in extension, which transmits its force in TENSION on the sliding rod (18), the other, exerted directly on the connecting rod (18) through the abutment (28), but in PUSH, in the opposite direction of the first; this second part of the counterweight thrust increases very rapidly with the speed of the rotor, and comes as a deduction from the first. Thus, the higher the speed exceeds the regulation threshold, the more simultaneously decrease the return of the wing and the torque of the rotor, which gives the device a progressive and self-balanced action. The stop is obtained by manual braking. The feathering by simple stall of the ressoitanémométrique.

 PREFERRED EMBODIMENT FOR A MEDIUM MACHINE NL DL 130 m.

Description:
Illustrated Plate 11, this machine of 130 m2 is intended for the heating of the water by drive of a hydrodynamic brake, type FROUIEZ which, by the quadratic progression of its torque, constitutes at the same time a receiver and a regulator of regime. This machine therefore operates at constant speed wR3V constant, that is to say at a variable speed, proportional to the wind speed. Its control and regulation circuit is operated by vacuum, obtained directly by a 4-stage VENTURI horn, situated in height, above the rotor shaft.

 The rotor is composed of a vertical shaft (i), carrying two arms (2) forming a support, each ,, of a wing (3), rotated on a pivot (4) in a vertical bearing (5) . Locked on the pivot the crank (6) has a crank pin (7), driven tangentially by two chains (8) and (9), of which only the (81) can be seen after returning on two vertical rollers (10) and (11) , of which only (10) is visible, these chains connect to the rod (18) sliding in its guide bushes (19) At the other end of the sliding rod (18), is located the piston (29) which works in suction in the anemometric cylinder (30) .Fixed laterally on the sliding rod (18), the counterweight chain (24), after returning to 180 on the haulage (21), connects it to the regulating spring (25), itself even attached to the counterweight (26), sliding in its radial guide (27), a stop (23) is fixed to the connecting rod (18) so as to remain out of reach of the counterweight (26) as long as the control spring (25). The haulage 21 is fixed at the end of the connecting rod (31), sliding radially in its guide sleeve (32); slidably (31) comprises at its other end the piston (33) which operates in suction in the telescopic tensioning cylinder 1343. The cylinders 30 and 34 receive their depressed air from the centrifugal regulating valve (35), which comprises a slide ( 36) actuated by the link (37), driven by the counterbalance (38) .The regulating valve (353 is supplied with depressed air by the pipe (39), which brings together the adjustable VENTURI trunk (40), located in height, above the rotor shaft (1), and the manually operated relief valve (42) after crossing the rotary joint (41).

Operation:
Closing the discharge valve (42) causes, under the action of the wind in the VENTURI trunk (40), the depression of the circuit (39), and the jacks (30) and (34). Under suction, the piston (33) will end up in its cylinder (34); through the hafting (21) fixed at the end of the connecting rod (31), it recalls the counterweight chain (24) backwards and the counterweight (26) disengages from its stop (28) and becomes free to slide in its radial guide (27). The rod (18) for controlling the wing is pulled directly by its piston (29), in suction in the air cylinder (30). The tangential recall of the wing is obtained by the double-action crank rod movement shown in plate 8. The operation is identical to that of the spring machine, with the difference that the depression of the air-pressure cylinder is always proportional to the speed from the ambient wind, the booster is optimized at all wind speeds, which improves energy efficiency. The centrifugal regulation of power according to the speed works in the same way on both machines.

 The march feathering is achieved by discharging the circuit (39) regardless of the speed and centrifugal force; the suppression of the suction in the jack (34) releases the piston (33), its rod (31) and the hauling (21), their restraint being suppressed, the counterweight (26), under the effect of the centrifugal force , slides to its stop (28), by which it pushes the connecting rod (18) at the end of the race.

 The total disappearance of the wing reminder causes the rapid shutdown of the rotor, with a minimum of torsion on its structure. This feathering can be manually controlled by opening the discharge valve (42); it can be triggered automatically by opening the centrifugal control valve (35). At "exceeded" speed, its slide (36) will, via the link (37), driven by the counterbalance (38), which will cause the discharge of the entire downstream portion of the circuit, and the flag the wings. As soon as the engine returns to normal speed, with the depression recovering, the wings will spring back, restoring the engine torque of the rotor, a bit like a WATT regulator.

PREFERRED EMBODIMENT FOR AN AIR GENERATOR
500 m2 and over.

Description:
Illustrated Plate 12, this large machine is intended for the production of electricity by driving a steady-state alternator forming a regulator. The control of the wings (3) is carried out without counterweight by a single pneumatic jack (44), the pressure of which is controlled by the integration of the two fundamental signals, the anemometer and the centrifuge. The signal (48)
anemometer will be the micro pressure provided by a PITOT anemometer located in
height, below the rotor shaft (1). The centrifugal signal will be provided by the
pressure exerted by the force of centrifugal force by an effective counterweight
pendulum directed towards the center of the rotor located inside the regulator
(46) .The two signals will jointly actuate the regulator
pneumatic circuit (46) to provide the control circuit (45) with a modulated pressure
integrated.

The rotor consists of a vertical shaft (1) carrying two arms (2)
forming, each, support of a wing (3), rotated on a pivot (4) in a
vertical bearing (5). The wing (3) drives the driven gear (12) which drives chain
the toothed wheel (14) of double diameter. The toothed wheel (14) is a carrier of
two vertical rollers (15) and (16) opposite diametrically; the toothed wheel (14)
is wedged relative to its pinion (12) so that the rollers (15) and (16) are
in tangential alignment when the wing is in stable tangential wedging, edge
against the direction of rotation.Inversely, the rollers (15) and (16) will be in radial alignment when the wing (3) is in tangential position
unstable, trailing edge forward.The rollers (15) and (16) receive the traction of the
sliding rod (18) via a vertical tangential bumper (17) '
"dealer rake" as illustrated in Plate 9.

At the other end of the sliding rod (18) is located the
piston (43) working against pressure in its cylinder (44), supplied with air
compressed tablet modulated by the pipe (45) connecting it to the pressure regulator (46).

The latter receives via the pipe (47) the micro pressure supplied by the anemometer
PITO e compressed air supply through the pipe (50). The regulator of
pressure (46) incorporates in its case a counterweight, not shown,
whose action is added to the micro pressure of the PITOT to provide a signal
integrated controlling the modulation of the pressure. Compressed air supply
arrives, after crossing the rotary joint (49), the discharge valve (51)
manual control, which receives it from the regulator (52), itself
supplied by the tank (53) supplied with compressed air by the compressor
(54) driven by its pulley (55) under the action of the belt (56) itself
driven by the rotor pulley (57).

To lighten the illustration, we failed to represent the tap
centrifugal regulator (35) on board 11; despite the fact that he
bring to such a machine an additional safety margin for a cost
low.

FunctionNr N
The recall of the wing is ensured very simple Taçon by the action of the cylinder against pressure (44) on a DOUBLE CAME mechanism in support on PUSH BUTTON described in plate 9. the feathering of the wing is obtained discharging a supply plume (45), which will be obtained by discharging the compressed air supply line (50) to the regulator (46) by means of the discharge valve (51), three-way, manual action.

 The mechanical constraints imposed by the production of compressed air tend to reserve this mode of execution for large machines.

However, we will observe that the air. As a tablet working as an adjustable force spring, as in a truck suspension, consumption will only occur through the landfills required by the pressure modulation.

This consumption will be modest, especially in the case of fixed-rate aerogenerators whose pressure modulations will remain low amplitude.

 Just like the two previous ones, this execution is indicated by its simplicity and its absence of sophisticated organs. As mentioned above, it could be supplemented by a centrifugal regulator and an airspeed regulator both described above. Used in addition to the industry, which involves the availability of compressed air, it could be lightened of the compressed air production circuit, which would represent a substantial simplification.

IMPROVEMENTS IN THE INVENTION
The passive pitch variation control described above constitutes a simple and homogeneous system ensuring both the automatic start, the control, the regulation and the safety of the rotor.

 Its operation combines a HIGH TORQUE at STARTING and LOW SPEEDS, with a GOOD YIELD at HIGH SPEEDS, where it is similar to that of the DARRIEUS, fixed pitch. It provides automatic start even to two-wing rotors only; this simplified structure makes it possible to create rotors that are both less expensive and more efficient, because, all things being equal, they operate at higher, and therefore more favorable, lifetimes.

As mentioned above, the event removes the DECO <EmO! 'NMIQUE present in the fixed-set Darreus. the other is accompanied by a noise of breath, origin of the "panting" sometimes reproached to
Darrieus, the AEROD.YNAMlQUE REMOVAL is often preceded by a so-called DYNAMIC HYPER-PORTANCE, hysteresis of normal lift that produces a strong aerodynamic thrust.

Discovery during experimentation on large turbines
Darrieus, the dynamic hyper-lift is all the more pronounced as the turbine is large and the speed is high. In very high winds, it produces a pulsating overload of the rotor and fixed structures which can become very important; it is eliminated within the scope of the invention.

 The REGULATOR SPRING operating by deletion of the wing ensures the cap of the power by producing a TRAITEZ significantly weaker than the stalling practice on the Darrieus with fixed setting; it does not involve the speed multiplier or the receiver element. In the event of a sudden gust, the regulating spring will act as a force limiter, like a suspension.

The control system, with its manual remote control valve, and its regulators ensures the slowdown and stopping of the rotor.
ON-WALK FLAG, which imposes on the rotor much lower mechanical stresses than HORN BRAKING Any fault, any leakage from the servo control circuit causes the rotor to be flagged. When stopped, the flag rotor gives the wind the minimum resistance; even without braking, it is completely safe from spontaneous starts.

 The CONTROL CIRCUIT has a minimum of moving parts and lubrication points. Its very simple logic puts maintenance and repair within the reach of simple mechanics.

 Conciliating simplicity and aerodynamic efficiency, the invention must make it possible to build fully autonomous wind turbines of various dimensions. These machines would be particularly suitable for the direct drive of water pumps, compressors, refrigeration machines, FROUDE type heating brakes, heat pumps, and even current generators.

 The fundamental improvement of the aerodynamic operation results in a substantial reduction of the forces applied to the rotor, its transmission and its fixed structure.

 The ensuing reduction in fatigue level allows for general sectional relief and costs far in excess of the costs associated with the wing control system.

Claims (17)

 2.Passive control device for the incidence of the wings1 according to the method claimed in (1) and characterized in that the proportion of the double-acting return torque to the tangent, corresponding to the aerodynamic moment exerted on the wing by the relative wind wR created by the rotation of the wing, at an angle of attack a '= a max - e, ie: CNa' 1/2 p S (wR) 2, is obtained by the action of the centrifugal force produced by rotation at speed wR, on a counterweight with radial guidance of appropriate mass; the force exerted by the counterweight varies according to the square of the tangential velocity, ie (wR).  CNa '1/2 p S (V) 2 corresponding to the aerodynamic moment exerted on the surface wing S, by the ambient wind V, at an angle of attack a' = a max - e  CNa '1/2 p S (wR) 2) corresponding to the aerodynamic moment exerted on the surface wing S, by the relative wind wR created by the rotation at an angular velocity w, at a radius of gyration R, at an angle of attack a '= a max - e  i. A method of variation of incidence, degressive amplitude and intermittent operation, improving the operation of vertical wind turbines with lift, and characterized in that the wings, pivoting about a vertical axis located before their center of thrust, and balanced around this axis by appropriate ballasting, are permanently recalled to a tangential position, the leading edge facing the direction of rotation, by means of a passive control device of their incidence, providing them with a double-acting return torque, corresponding to the sum of two aerodynamic moments ::  Passive control device for the incidence of the wings, according to the method claimed in (1) and characterized in that the proportion of the double-acting torque to the tangent, corresponding to the aerodynamic moment exerted on the wing by Ambient Wind V, at an angle of attack a '= a max - e, either CNa '1/2 p S (V) 2, is obtained by the action of a so-called ANEMOMETRIC spring whose force is equivalent to the aerodynamic moment exerted on the wing at an angle of attack a' = a max - e , by Ambient Wind V at its most frequent speed.  4. Passive control device for the incidence of the wings, according to the method claimed in (1) and characterized in that the proportion of the double-acting torque to the tangent, corresponding to the aerodynamic moment exerted on the wing by Ambient Wind V, at an angle of attack a '= a max - e, either CNa '1/2 p S (V) 2, is obtained by the action of an ANEMOMETRICAL VERIN, whose control circuit is controlled by an anemometric device providing a signal proportional to the square of the speed of the ambient wind, either V2.  5. Anemometric steering device, complementary to claim (4), and characterized by the use of a trumpet anemometer MULTI-STAGE VENTURI, providing an AIR PRESSURE proportional to the square of the Ambient Wind velocity V, of sufficient force to actuate an ANEMOMETRICAL VERIN of appropriate section, directly without auxiliary energy co-operation.  6. Anemometric steering device, complementary to the claim (4 ?, and characterized by the use of a TUBE DE anemometer PITOT, providing a MICRO PRESSURE of AIR proportional to the square of the speed of the Ambient Wind V2, and driving the control circuit of the VERIN ANEMOMETRIC, via a PNEUMATIC RELAY, for example to BUSE-PALETTE, directly modulating the pressure of the control circuit, without the concurrence of electricity.  7. Anemometric steering device, complementary to claim (4), and characterized by the use of a YAUGL anemometer of CONSTRAINT, for example to VORTEX, or the BEST ROMANI type, or E.R.A., providing a CURRENT MICRO, proportional to the square of the speed of the Ambient Wind V2, and controlling the control circuit of the ANEMOMETRIC VERIN THAT, through an electronic RELAY CIRCUIT to ACTION PROPORTIONAL, modulating a fluid pressure or an electrical voltage.  8. Anemometric steering device, complementary to claim (4), and characterized by the use of a conventional anemometer, COUPLES or PROPELLER, supplying a CURRENT MICRO-CIRCUIT proportional to the simple speed of Ambient Wind V, which signal, after squaring by passing through an electronic quadratic calculation unit, controls the control circuit of the ANEMOMETRICAL VERIN, via 'a circuit ELECTRONIC RELAY with PROPORTIONAL ACTION, modulating a fluid pressure or a voltage.  Passive control device for wing incidence, according to the method claimed in (1) (2) (4) (6) (7) (8) and characterized in that the double-acting the tangent is obtained for each wing by the action of a CONTROL VERNE, UNIQUE, whose servo control circuit is controlled by a signal resulting from the integration of two signals, one, said anemometric, proportional to the square the speed of the ambient wind, the second, said centrifugal, proportional to the square of the peripheral speed of the rotor. The first may be provided by one of the anemometric devices listed above, the second may be provided by measuring the centrifugal thrust of a flyweight on a pressure sensor, or by raising to carry a simple tachometer measurement taken on the rotor.If they are pneumatic, these two signals can be integrated at the pneumatic relay BUSE PALETTE serving as a pressure amplifier; if they are electronic, they can be integrated by a MICROPROCESSLUR with appropriate programming. This solution involves the use of an auxiliary energy to actuate the servo control, for example a hydraulic pneumatic bare pressure.  A method of training the wings, complementary to the incidence variation method claimed in (1), and characterized in that the linear bias provided by the combined actions CENTRIFUGES and ANEMOMETRIC, is converted into a double-acting return torque of the wing to a stable tangential position, leading edge against the direction of rotation, by means of a mechanism meeting the following imperatives  from 0 to about 350 offset on either side of the stable tangential position, leading edge facing the direction of rotation, THE TORQUE OF REMINDER WILL REMAIN SUBSTANTIALLY MAXIMUM AND CONSTANT. WITH A 180 'RECALL. In this position, the trailing edge facing the direction of rotation, l'aile will be in isntabilité, any stress on either side will bring it back to the stable tangential position, leading edge facing the direction of rotation. REMINDER WILL DECREASE PROGRESSIVELY TO TOTALLY COMPLETE  from about 350 offset on either side of the stable tangential position, leading edge facing the direction of rotation, THE TORQUE OF TION. REMINDER WILL SPEED INSTANTLY WITHOUT ANGLE DEATH OR TRANSI  - at the passage of the wing at the dead points of the rotation cycle, during reversals of direction of the aerodynamic thrust exerted on the wing, in stable tangential position, leading edge facing the direction of rotation, THE COUPLE OF  Wing training device according to claims (1) and (10) and characterized by the use of a mechanism DOUBLE CRANK EFFECT. The wing (3) rotating on its pivot (4) drives a crank (6) which, when the wing (3) is in a stable tangential position, the leading edge facing the direction of rotation, is wedged in position radial, oriented towards the axis of the rotor (1). The crank (6) carries a pin (7) urged tangentially and in opposite directions by two identical and antagonistic chains (8) (9), which, after returning to two identical and symmetrically opposed rollers (10) (11), are attached a radially guided sliding rod (18) transmitting the linear bias  provided by the combined centrifugal and anemometric actions. Plate 8.  12. A drive device according to claims 1) and  (10) and characterized by the use of a DOUBLE CAME mechanism  BUMPER. The wing (3), rotating on its pivot (4), drives a control pinion  (12), which drives a toothed wheel (14, of DOUBLE diameter,  chain (13), either by direct meshing, indifferently. Toothed wheel (14) is  carrier of two vertical rollers (15) (16), opposed diarnetralemént / one by  relative to the other.The setting of the toothed wheel (14) relative to its pinion of  control (12) is such that when the wing is in a stable tangential position,  leading edge facing the direction of rotation, the rollers (15) (16) are in tangential alignment; in this position they receive the pull of a bumper  (17) vertical fixed transversely to a sliding rod with radial guide (18)  which transmits the linear solicitation provided by the combined actions  centrifuge and anemometer. Plate 9.  13. Automatic wind turbine rotor speed regulator  according to the methods claimed in (1) and (10) and characterized by the fact that  implementation of a REGULATOR SPRING, the centrifugal force of the COUNTER  WEIGHT is used to gradually reduce the motor torque of the rotor. This  device comprises a regulating spring (25) interposed directly, or by  hauling, between the counterweight (26) and the radial guide sliding rod (18)  wing drive mechanism. This regulating spring (25) will be of a  such force as in normal operation, it will be returned, and that "exceeded" regime, it will be  deployed.The radially guided sliding rod (18) of the control mechanism  wings is equipped with a stop (28) capable of intercepting the counterweight (26)  in its parallel race; this stop (28) will be positioned on the connecting rod  slider (18) so as to be out of reach of the counterweight (26) in  normal regime, spring (25) retracted, but to be supported on the  counterweight (26) in "exceeded" mode, spring (25) deployed.  the connecting rod (18) receives from the counterweight (26) a reverse thrust to its own traction  and which is deduced from the latter; so the more the diet moves away from  the threshold speed of regulation, triggering the deployment of the regulating spring  (25), plus decreases the traction of the sliding rod (18), and by way of  As a result, the lowering torque of the wing (3) and the engine torque are reduced.  of the rotor (1). Plates 10 and 11.  14. A feathering device triggered at market by setting  stop of the counterweight according to claim (2) and characterized by the servo  the action of the counterweights to that of the anemometric circuit. These measures  comprise a TELESCOPIC TENSIONER JACK (34), interposed between the counterweight (26) and the radial guide sliding rod (18), or directly: I.nit by hauling (21). This jack, of adequate section, will be fed by the anérnométrique circuit to be returned when the circuit will be in charge, deployed when the circuit will be in discharge. A STOP (28) will limit the counterweight (26) in its radial race; it can be fixed on the sliding rod with radial guide (18), or on the support arm of the wing (2). The stop (28) will be positioned to be out of reach of the counterweight (26) with the telescopic tensioning jack (34) in the retracted position, but to bear against the counterweight (26), with the telescopic tensioning jack (34) in the deployed position. Thus, the discharge of the anemometric circuit will result in the deployment of the telescopic tensioning jack, the bearing of the counterweight (26) on its stop (28), and the cancellation of its action on the sliding rod (18) actuated by the mechanism. wing training.  15. Device for manual remote control of the rotor derived from the device claimed in (14) and characterized by the use of a discharge valve (42) located on the control circuit; this one will comprise a branch ending outside after crossing a ROTATING joint (41); Located indifferently in line or bypass, under pressure or modulated control pressure, this branch will include a discharge valve for charging or discharging the circuit portion entering the rotor. Charging will cause the wings to be recalled and the rotor to start if the wind is sufficient. Landfilling will result in feathering of the wings, and instantaneous stopping of the rotor, without stressing the structure.  16. Cap device for limiting the speed of the rotor derived from the device claimed in (9) and (14) and characterized by the use of a centrifugal discharge valve. The rotor control circuit will include a discharge valve actuated by a pendular counterweight (35) (38) and operating in the manner of a WATT regulator. Whenever the speed limit causing the pendulum counterbalance is reached, the wing control circuit will be landfilled, which will result in feathering. When the speed has fallen below the speed limit, the re-charge of the circuit will restore the wing return and the engine torque of the rotor.  17. Device for feathering wings in strong winds derived from the device claimed in (9) and (14) and characterized by the discharge of the rotor control circuit each time the airspeed signal exceeds an infinite value as a threshold regulation. For pneumatic signal pneumatic systems, TROMPE VENTURI, PITOT TUBE, general discharge will be achieved by means of a small servo three-way valve controlled by the pneumatic signal itself. For electronic signal anemometer systems, with STRAIN GAUGE, COUPEL LES, the general discharge will be obtained by disjunction CIRCUIT PROPORTIONAL ACTION RELAY, whenever the voltage or frequency of said signal exceeds the safety level.

 for H = 1800 Vr = wR - V for S = 270,

Formulas a = B, for wings with tangential wedge p uF 1 / 8th at sea level, at normal Barometric pressure for 9 = 00, Vr = wR + V for 8 = 900,  Specific Air and Gravity w omega Radian / second Rotor speed, rotor speed wR meters / second Wing tangential velocity wR / V dimension Relative velocity of wing relative to wind V  Ambient p ry without dimension Aerodynamic coefficient incorporating the mass  Maximum motor torque a Degrees Angle of attack equal to a max-e 8 beta Degrees Incidence at the Tangent of the wind rotor Result epsilon Degrees Angle of low value, defined experimentally H Lheta Degrees Angular position of the wing with respect to the Wind Greek characters at alpha Degrees Angle of attack of Vr on the wing at max Degrees Angle of attack producing on the wing the CT and the Vr meters / second Wind speed Resulting on the wing V meters / second Ambient Wind Speed S square meters Airfoil of the wing R meters Rotation radius of the wing  to Profile, produces the rotor motor torque Dimensionless CT Coefficient of tangential thrust; axial CR without dimension Coefficient of Total thrust on the Profile CN without dimension Coefficient of thrust Normal to Profile  S Y M B O L E S F O R M U L E S U T I L I S E S