GB2488853A

GB2488853A - Fluid flow harnessing arrangement with thrust and return positions

Info

Publication number: GB2488853A
Application number: GB1115360.8A
Authority: GB
Inventors: Christopher Fredrick Burleigh
Original assignee: Individual
Current assignee: Individual
Priority date: 2011-03-08
Filing date: 2011-09-06
Publication date: 2012-09-12
Also published as: GB201115360D0; GB201103874D0

Abstract

A flow harnessing arrangement for extraction of energy from fluid flows, such as wind or water flow. The arrangement comprises a flow harnessing element 31 on an arm 21 to drive a drive mechanism through a drive cycle, where the arm is arranged to configure the flow harnessing element in at least a thrust position and a return position, the arm having opposed thrust and return bias mechanisms to urge the flow harnessing element to the thrust and return positions. There are thrust and return lugs 22, 25 to define the thrust and return positions across the drive cycle and thrust and return release fingers 2, 5 associated with the drive mechanism arranged at the limits of the drive cycle to alternately release the thrust or return bias mechanism to orientate the arm and the flow harnessing element towards the thrust or return position.

Description

Energvi Flow Harnessing Machine Aspects of the present invention relate to energy flow harnessing machines and more particularly but not exclusively to machines used to convert flows such as wind and tidal fluid flows as primary energy sources in to usable motions for electrical power generation or pumping or other work.

For thousands of years people have been harnessing the energy of naturally occurring fluid energy (wind and water flows) for useful purposes by using various devices to generate thrust from lift' forces e.g. a wind mill or drag' forces to trap the energy flow e.g. a water mill and or a combination of both lift' and drag' forces e.g. a sail.

The most popular design to harness wind energy uses turbine blades and lift forces to convert linear movement of the wind into rotational motion of the turbine blade to generate electricity.

Such designs have various disadvantages one of the most significant of which is that the efficiency of turbine blades is seriously affected by air turbulence resulting from obstructions such as other turbine blades, trees and buildings within the vicinity and therefore they have to be spaced apart over relatively large distances resulting in major reductions in energy yields for a given geographical area. Furthermore, these devices can also generate nuisance noise, can be unsightly and can be the cause of bird kill.

One of the most popular means for harnessing hydro energy is to utilise the difference in the vertical distance between the supply and outlet and use flow with the weight of the water to induce motion, which is put to useful purposes and work.

The main disadvantage of this approach is that it requires a significant vertical drop between supply and outlet and so is restricted to certain hilly terrains.

Developments of this kind can also have a significant environmental impact on flora and fauna in the area.

The use of sails to harness wind energy utilising lift and drag forms have been used for centuries to move ships and boats on water and more recently put to many other uses including wind surfing, sail surfing etc but tend to be used to move the objects they are mounted on from A to B rather than harnessing the energy for conversion to other uses.

One aspect of the present invention proposes a frame body preferably by not exclusively mounted on a rotating base adapted with means to modify the alignment of the frame body in relation to the direction of the flow of fluid energy. The frame body incorporates a mast spindle and houses a mechanism body in the form of a hollow tube and is adapted to rotate around at least part of the axis of the mast spindle. The mechanism body in turn houses a sail arm adapted to rotate around at least part of the axis of the mechanism body. Attached to each end of the sail arm are sails, which are preferably, but not exclusively perpendicular to each other.

The first aspect of the invention being adapted to include at least one means of providing a rotational force or torque to act upon the sail arm and or sails in order to ensure its desired rotation around the axis of the mechanism body.

The frame body, mechanism body and sail arm being provided with a plurality of means to releasably secure the mechanism body in desired rotational positions about the axis of the mast spindle and the sail arm in desired radial alignments about the axis of the mechanism body and or in relation to the direction of the energy flow.

The mechanism body and or the sail arm being adapted to connect to at least one device or drive mechanism capable of converting their movement into either electrical energy or saving it into an energy storage and retrieval system.

Second aspects of the present invention propose a frame body incorporating a track or other guide means adapted to enable linear movement of a carrier along at least part of its length. The frame body preferably by not exclusively mounted on a rotating base adapted with means to modify the alignment of the frame body in relation to the direction of the flow of fluid energy.

The carrier being adapted to locate and releasably secure a mechanism body in the form of a hollow tube which in turn houses a sail arm which is adapted to rotate around at least part of the axis of the mechanism body. Attached to at least one end of the sail arm is a sail, paddle, wing/aerofoil or other flow harnessing apparatus.

The frame body may be inclined at an angle and or the carrier may be adapted to attach to a counter balance or spring arrangement to provide the force necessary to return the carrier along the length of the guide means.

The frame body, mechanism body and sail arm being provided with a plurality of means to releasably secure the mechanism body in desired positions in relation to the frame body and the sail arm in desired alignments about the axis of the mechanism body and or in relation to the direction of the energy flow.

The carrier, counter balance, mechanism body and or the sail arm being adapted to attach to at least one device capable of converting their movement into either electrical energy or saving it into an energy storage and retrieval system.

The invention being adapted to include at least one means of providing a rotational force or torque to act upon the sail arm and or sails in order to ensure its desired rotation around the axis of the mechanism body.

By utilising sails or wings/aerofoils to harness the flow of fluid energy in this way it is less susceptible to turbulence, this will allow for the machines to be placed closer together increasing the percentage of energy available for harnessing over a given area and therefore increase the level of efficiency. This invention can be adapted to permit the harnessing of both wind and hydro energy using the same type of apparatus adapted for conditions.

Two machines may be aligned in such a way as to work in tandem with each other so that while a front machine' is on the thrust stroke the rear machine' can be on the return stroke and vice versa therefore further increasing the energy yield over a given area.

Preferably but not exclusively the invention can be adapted to include deflectors or similar arrangements by which to guide or concentrate the flow of energy in a desired direction towards the sail(s) or wing(s)/aerofoil(s) and or away from the sail(s) or wing(s)/aerofoil(s) and in relation to specific alignments of the sail(s) or wing(s)/aerofoil(s).

The harnessing of hydro energy can be exploited without the need for any significant change in vertical height and using the natural flow of water current in both rivers and seas to provide the necessary forces to induce movement.

By selecting and utilising the most effective aspects of the invention the energy yield can be maximised depending on the environment for a given size and shape of available land or water flows available.

Further features and aspects of the invention are outlined in the claims as attached below. The description and claims should be read in combination to facilitate understanding and scope of the various aspects of the invention.

Embodiments and aspects of the invention will now be described by referring to the accompanying drawings in which: -Figure 1 shows an arrangement for energy harnessing of fluid flows according to first aspects of the invention; Figure 2 illustrates the frame body according to the first aspects of the invention; Figure 3 illustrates the mechanism body; Figure 4 illustrates an end view in direction of arrow A' of the mechanism body; Figure 5 illustrates the sail arm; Figure 6 illustrates an end view in direction of arrow B' of the sail arm; Figure 7 illustrates the mechanism assembly' of the sail arm to the mechanism body; Figure 8 illustrates an end view in direction of arrow Z' of the sail arm showing torsion spring positions; Figure 9 shows a plan view of the arrangement according to the first aspects of the invention at the start of the thrust stroke; Figure 10 illustrates an end view in direction of arrow C' of the mechanism assembly at the start of the thrust stroke; Figure 11 shows a plan view of the arrangement according to the first aspect of the invention at the end of the thrust stroke; Figure 12 illustrates an end view in direction of arrow D' of the mechanism assembly at the end of the thrust stroke; Figure 13 illustrates an end view in direction of arrow 0' showing torsion spring positions at the end of the thrust stroke; Figure 14 shows a plan view of the arrangement according to the first aspects of the invention at the start of the return stroke; Figure 15 illustrates an end view in direction of arrow E' of the mechanism assembly at the start of the return stroke; Figure 16 illustrates an end view in direction of arrow E' showing torsion spring positions at the start of the return stroke; Figure 17 shows a plan view of the arrangement according to the first aspects of the invention at the end of the return stroke; Figure 18 illustrates an end view in direction of arrow F' of the mechanism assembly at the end of the return stroke; Figure 19 illustrates an end view in direction of arrow F' showing torsion spring positions at the end of the return stroke; Figure 20 shows an arrangement according to the second aspects of the invention; Figure 21 shows the return stroke of the arrangement according to the second aspects of the invention; Figure 22 shows the second aspects of the invention adapted for traversing across the direction of the energy flow; Figure 23 shows the return stroke of the second aspects of the invention when adapted for traversing across the direction of the energy flow; Figure 24 illustrates second aspects of the invention adapted for traversing across the direction of the energy flow with a plurality of sails or flow riders; Figure 25a is a schematic perspective illustration of a third embodiment of aspects of the present invention; Figure 25b is a schematic perspective illustration of a rotating base of the third embodiment of aspects of the present invention; Figure 25c is a schematic perspective illustration of a head plate of the third embodiment of aspects of the present invention; Figure 26 provides schematic illustrations of stages a) to d) of operation of an arrangement in accordance with the third embodiment as depicted in Figure 25 aspects of the present invention; Figure 27 is a schematic perspective view of an arm utilised in accordance with the third embodiment as depicted in Figure 25 and Figure 26; Figure 28 is a schematic perspective view of a mechanism assembly comprising a mechanism body assembled to an arm used with regard to the third embodiment depicted in Figures 25 to 27; Figure 29 provides schematic illustrations of stages a) to g) of arm operation in accordance with aspects of the present invention; Figure 30a is a schematic illustration of one side of an arrangement in accordance with a third embodiment of aspects of the present invention; Figure 30b is a schematic illustration of an arrangement utilising the third embodiment of aspects of the present invention; and, Figure 31a is a schematic illustration of one side of an arrangement in accordance with a third embodiment of aspects of the present invention adapted for remote operation of the mechanism Body and carrier away from the flow harnessing apparatus; Figure 31b is a schematic illustration of an arrangement utilising the third embodiment of aspects of the present invention adapted for remote operation of the mechanism Body and carrier away from the flow harnessing apparatus; and, Figure 32 is of an arrangement utilising the third embodiment of aspects of the present invention to reduce angle of attack and camber in dangerous flow conditions.

According to a first aspect of the present invention as depicted in Figures 1 to 19 there is a frame body I in the form of a hollow box section which incorporates a mast spindle hole 6. At the front end of the frame body I on an upper side is a thrust stroke retaining clip 3 and on the opposite side are a sail arm return release finger 5 and a sail thrust spring primer 9. At the rear end of the frame body I down in the direction of fluid flow F, near the upper side, is a sail arm thrust release finger 2; on the opposite side there is a return stroke retaining clip 4 and a sail return spring primer 8 as shown in Figure 2.

The thrust stroke retaining clip 3 and the return stroke retaining clip 4 are typically made from sprung steel or other flexible material to provide resilience in use and or being hinged to allow for a desired degree of deflection in a direction projecting out from the centre of a mechanism body.

When fully assembled the frame body 1 accommodates a mechanism assembly 101 which is positioned through to the frame body I by means of a mast spindle 7 located through the mechanism assembly 101 and the mast spindle hole 6.

At each end of the mechanism assembly 101 mounted on the sail arm 21 are flow harnessing apparatus in the form of, at one end a thrust stroke sail 31 and a return stroke sail 32 at the opposite end, as shown in Figure 1. The sails 31, 32 are alternately thrust and return dependent on which part of the drive cycle the mechanism is at; thrust when upright in the fluid flow and horizontal/flat when in the return part of the drive or duty cycle to reduce flow resistance.

The mechanism assembly 101 is adapted to rotate around at least part of the axis of the mast spindle 7 as part of a drive mechanism driven by the fluid flow in the arrangement. The mechanism assembly 101 comprises the mechanism body 11 and a sail arm 21, as shown in Figure 7. The sail arm 21 extends through the middle, and is adapted to rotate independently of and around at least part of the axis of the mechanism body 11.

The mast hole 16 extends through the mechanism body 11 which also comprises to one side of the mast hole 16 on the upper side, a sail arm thrust retaining clip 12 and a thrust stroke retaining lug 13, and on the lower side a return stroke retaining lug 14 and a sail arm return retaining clip 15 as shown in Figure 3 and Figure 4.

The sail arm thrust retaining clip 12 and the sail arm return retaining clip 15 are typically made from spring steel or other flexible material and or being hinged to allow for a desired degree of deflection in a direction projecting out from the centre of the sail arm 21 but profiled or formed in such a way that no deflection occurs in a direction around the circumference of the outside diameter of the sail arm 21.

A mast slot 27 projects through and extends radially around part of the diameter of the sail arm 21, as shown in Figure 5, which, when fully assembled and in conjunction with the mast spindle 7, permits and controls the extent of travel of the independent rotation of the sail arm 21 around the axis of the mechanism body 11.

The sail arm 21 also comprises to one side of the mast slot 27, on the upper side, a sail arm thrust retaining lug 22 and radially offset to this a sail arm return retaining lug 25. The angle of radial offset between the effectors surfaces of the sail arm thrust retaining lug 22 and the sail arm return retaining lug 25 preferably, but not exclusively, being 90 degrees of arc as shown in Figure 6.

A stroke release bridge 26 extends out from the outside diameter of the sail arm 21 positioned preferably, but not exclusively, between the radial positions of the sail arm thrust retaining lug 22 and the sail arm return retaining lug 25 as shown in Figure 6.

The stroke release bridge 26 extends, elevated from the surface of and in each radial direction around the outside diameter of the sail arm 21 and incorporates a thrust stroke release finger 23 approximately aligned with the radial position of the sail arm thrust retaining lug 22 and a return stroke release finger 24 approximately aligned with the radial position of the sail arm return retaining lug 25 as shown in Figure 6.

The sail arm 21 incorporates a thrust position torsion spring 41, one end of which is secured to the sail arm 21 with the effectors end projecting tangentially from the outside diameter of the arm 21, and also a return position torsion spring 42 one end of which is secured to the sail arm 21 with the effectors end projecting tangentially from the outside diameter of the sail arm 21 radially offset to the effectors end of the thrust position torsion spring 41 preferably but not exclusively through 90 degrees of arc, as shown in Figure 8. The thrust position torsion spring 41 and the return position torsion spring 42 each adapted to provide a radial force or torque in at least one direction and opposite to each other.

A flow harnessing arrangement in accordance with aspects of the present invention is assembled by aligning and inserting the sail arm 21 into and through the centre of the mechanism body 11 so that the thrust stroke retaining lug 13 and the sail arm thrust retaining lug 22 are approximately aligned and the mast slot 27 is aligned with the mast hole 16 and then locating the mechanism body 11 and the sail arm 21 in the middle of the frame body I so that the mast slot 27, the mast hole 16 and the mast spindle hole 6 are aligned and then inserting the mast spindle 7 through all three components, as shown in Figure 1, effectively restricting any linear movement of the components but allowing the sail arm 21 to rotate around at least part of the axis of the mechanism body 11 and the mechanism assembly 101 to rotate around at least part of the axis of the mast spindle 7.

The mast spindle 7 is releasably secured in position to the frame body I by a retention means such as a retaining pin (not shown).

In one part of the drive cycle a thrust stroke sail 31 is releasably secured to the left hand end of the sail arm 21 by a retention means such as a retaining pin (not shown) and a return stroke sail 32 releasably secured to the right hand end of the sail arm 21 radially offset to thrust stroke sail 31, as shown in Figure 1, preferably, but not exclusively, through 90 degrees of arc, by a retention means such as a retaining pin (Not Shown). The sails 31, 32 can switch alternately vice versa dependent upon the stage or part of the drive cycle between changes-overs of thrust to return and return to thrust orientations. The term sail should be given a broad meaning in that the sail harnesses or converts or deflects the energy in the fluid flow to enable or drive the device to move on or in the fluid stream so should be interpreted to include rigid and flexible panels, paddles, aerofoils, wings and any form which allows such harnessing or conversion or deflection of the energy in the fluid flow to drive movement in accordance with aspects of the present invention.

Preferably but not exclusively at one end of the Mechanism Body 11 is a Connecting Pin 17 that is releasably secured to a Connecting Rod 18 by at least one retention means (not shown) which is connected to a device (not shown) adapted to convert the movement of the Mechanism Assembly 101 and or the Connecting Rod 18 either into electrical energy or saved into an energy storage and retrieval system or serve some useful end.

Such devices may typically be a generator (not shown) or a flywheel (not shown). The means of connecting the Energy Flow Harnessing Machine to such a device may vary greatly from for example: a piston type arrangement (not shown) to a rack and pinion arrangement (not shown).

One complete cycle of the operation of the Energy Flow Harnessing Machine according to the first aspect of the invention will now be described in relation to harnessing wind energy.

Preferably but not exclusively, the Frame Body I will be releasably secured to a weather vane of similar swivelling support (not shown) that will serve to adjust its alignment with any variation to the direction of the energy flow to maintain optimum efficiency.

At the start of the thrust stroke the drag form (resistance) of the Thrust Stroke Sail 31 is optimised to harness the flow of energy and the drag form of the Return Stroke Sail 32 is minimised. The Thrust Stroke Sail 31 being at the front of the machine and upwind of the Spindle Mast 7 as shown in Figure 9.

The Sail Arm Thrust Retaining Clip 12 is positively engaged with the Sail Arm Thrust Retaining Lug 22 which combined with the physical constraints of the Mast Slot 27 effectively restricting rotation of the Sail Arm 21 and therefore the Thrust Stroke Sail 31 and the Return Stroke Sail 32 around the axis of the Mechanism Body 11 as shown in Figure 10.

The Thrust Stroke Release Finger 23 is positively engaged with the Thrust Stroke Retaining Clip 3 effectively disengaging it from the Thrust Stroke Retaining Lug 13 and allowing rotation of the Mechanism Assembly 101 comprising the Mechanism Body 11 and the Sail Arm 21 around the axis of the Mast Spindle 7 as shown in Figure 10.

When the wind flow is of sufficient force it pushes the Thrust Stroke Sail 31 towards the back of the machine rotating the Mechanism Assembly 101 around the Axis of the Mast Spindle 7.

This movement pulls the Connecting Rod 18 toward the front of the Machine as shown in Figure II. The resulting movement of the Connecting Rod 18 can be converted either into electrical energy or saved into an energy storage and retrieval system by connecting it to a device such as a generator (not shown) or a flywheel (not shown).

As the Mechanism Assembly 101 approaches the end of the thrust stroke the Return Position Torsion Spring 42 engages with the Sail Return Spring Primer 8 inducing a tension force as shown in Figure 13.

At the end of the thrust stroke the Return Stroke Retaining Clip 4 positively engages with the Return Stroke Retaining Lug 14 which restricts rotation of the Mechanism Assembly 101 around the axis of the Mast Spindle 7 as shown in Figure 12. The radial position of this actual engagement being controlled preferably, but not exclusively, by adjustment means (not shown).

At the same time the Sail Arm Thrust Release Finger 2 begins to engage with and lift the Sail Arm Thrust Retaining Clip 12 forcing it to disengage with the Sail Arm Thrust Retaining Lug 22. The radial position of this actual disengagement to occur momentarily after the positive engagement of the Return Stroke Retaining Clip 4 with the Return Stroke Retaining Lug 14 as shown in Figure 12 and preferably but not exclusively controlled by adjustment means (not shown).

With the Sail Arm Thrust Retaining Clip 12 disengaged from the Sail Arm Thrust Retaining Lug 22 the tension in the Return Position Torsion Spring 42 is released and forces the Sail Arm 21 and therefore the Thrust Stroke Sail 31 and the Return Stroke Sail 32 to rotate around the axis of the Mechanism Body 11 preferably, but not exclusively, through an angle of 90 degrees of arc so that the drag form (resistance) of the Return Stroke Sail 32 is optimised to harness the flow of energy and the Thrust Stroke Sail 31 is minimised. The Return Stroke Sail 32 now being to the front of the machine, upwind of the Spindle Mast 7 as shown in Figure 14.

As the Sail Arm 21 rotates around the axis of the Mechanism Body lithe Sail Arm Return Retaining Clip 15 positively engages with the Sail Arm Return Retaining Lug 25 and combined with the physical constraints of the Mast Slot 27 effectively restricting rotation of the Sail Arm 21 and therefore the Thrust Stroke Sail 31 and the Return Stroke Sail 32 around the axis of the Mechanism Body 11 as shown in Figure 15. The radial position of this actual engagement being controlled preferably, but not exclusively, by adjustment means (not shown).

At the same time the Return Stroke Release Finger 24 begins to engage with and lift the Return Stroke Retaining Clip 4 forcing it to disengage with the Return Stroke Retaining Clip 14. The radial position of this actual disengagement to occur momentarily after the positive engagement of the Sail Arm Return Retaining Clip 15 with the Sail Arm Return Retaining Lug 25 as shown in Figure 15, and preferably but not exclusively controlled by adjustment means (not shown), and leaving the Thrust Position Torsion Spring 41 position as shown in Figure 16.

The wind flow current now pushes the Return Stroke Sail 32 rotating the Mechanism Assembly 101 in the opposite direction around the Axis of the Mast Spindle 7.

This rotational movement pushes the connecting rod 18 towards the rear of the machine as shown in Figure 17. While this is described as a return stroke, as opposed to the thrust stroke, it is to be understood that the harnessing of and or utilisation of the energy flow can occur on either and or both strokes or probably less efficiently on a thrust part of a drive cycle with return by a counter-weight or the like.

As the mechanism assembly 101 approaches the end of the return stroke the thrust position torsion spring 41 engages with the sail thrust spring primer 9 inducing a tension force as shown in Figure 19.

At the end of the return stroke the thrust stroke retaining clip 3 positively engages with the thrust stroke retaining lug 13 restricting rotation of the mechanism assembly 101 around the axis of the mast spindle 7 as shown in Figure 18. Radial position of actual engagement is controlled preferably but not exclusively by adjustment means (not shown).

At the same time the sail arm return release finger 5 begins to engage with and lift the sail arm return retaining clip 15 forcing it to disengage with the sail arm return retaining lug 25 as shown in Figure 18. The radial position of this actual disengagement to occur momentarily after the positive engagement of the thrust stroke retaining clip 3 with the thrust stroke retaining lug 13 as shown in Figure 18 and preferably but not exclusively controlled by adjustment means (not shown).

With the sail arm return retaining clip 15 disengaged from the sail arm return retaining lug 25 the tension in the thrust position torsion spring 41 is released and forces the sail arm 21 and therefore the thrust stroke sail 31 and the return stroke sail 32 to rotate around the axis of the mechanism body 11 preferably, but not exclusively, through an angle of 90 degrees of arc as shown in Figure 9.

As the sail arm 21 rotates around the axis of the mechanism body 11, the sail arm thrust retaining clip 12 positively engages with the sail arm thrust retaining lug 22 and combined with the physical constraints of the mast slot 27 restricting rotation of the sail arm 21 and therefore the thrust stroke sail 31 and the return stroke sail 32 around the axis of the mechanism body 11 as shown in Figure 10. The radial position of this actual engagement is controlled preferably, but not exclusively, by adjustment means (not shown).

At the same time the thrust stroke release finger 23 begins to engage with and lift the thrust stroke retaining clip 3 forcing it to disengage with the thrust stroke retaining lug 13 and resulting in the thrust stroke sail 31 and the return stroke sail 32 being returned to their original alignment at the start of thrust stroke as shown in Figure 10, so completing one cycle of the energy harnessing process. The radial position of this actual disengagement to occur momentarily after the positive engagement of the sail arm thrust retaining clip 12 with the sail arm thrust retaining lug 22 and preferably but not exclusively controlled by adjustment means (not shown).

The arrangement will continue to repeat the energy flow harnessing cycle as long as the flow of wind energy continues to be strong enough to move the sails as flow deflectors to drive a drive mechanism attached to the arrangement through a drive cycle comprising alternate thrust and return passages for each sail as flow harnessing apparatus.

According to second aspects of the present invention there is a frame body I incorporating at least one guide means 51 in the form of a rail, track or similar means, adapted to enable a carrier 52 to move between the front or upwind or upstream section and the rear, downwind or downstream section of the frame body I as shown in Figure 20.

At the front end of the frame body I on the upper side in relation to the carrier 52 is a thrust stroke retaining clip 3 and on the opposite side are a sail arm return release finger 5 and a sail thrust spring primer 9. At the rear end of the frame body I on the upper side is a sail arm thrust release finger 2; on the opposite side are a return stroke retaining clip 4 and a sail return spring primer B as shown in Figure 20.

The thrust stroke retaining clip 3 and the return stroke retaining clip 4 typically are made from spring steel or other flexible material and or being hinged to allow for a desired degree of deflection in a direction projecting out from the centre of the mechanism body 11.

The carrier 52 incorporates a mast spindle 7 on which is located the mechanism assembly 101. The carrier 52 being provided with at least one means (Not Shown) to releasably secure the mechanism body 11 and prevent any movement in relation to the carrier 52. The carrier 52 may incorporate the essential elements of the mechanism and body 11 resulting in the elimination of the need for a separate mechanism body.

The carrier 52 is part of a drive mechanism which is connected to a device (not shown) adapted to convert linear movement either into electrical energy or saving it into an energy storage and retrieval system. Such devices may typically be a generator (not shown) or a flywheel (not shown).

The carrier 52 is also connected to a counter balance 53 via a cable and pulley system 54 as shown in Figure 20 or alternative arrangement such as a spring (not shown).

A mechanism assembly 101, as previously described in the first aspect of the invention as follows, is made up of the assembly of a mechanism body 11 and a sail arm 21, as shown in Figure?. The sail arm 21 extends through the middle of, and is adapted to rotate independently of and around at least part of the axis of the mechanism body 11.

A mast hole 16 projects through the mechanism body 11 which also comprises to one side of the mast hole 16 on the upper side, a sail arm thrust retaining clip 12 and a thrust stroke retaining lug 13, and on the lower side a return stroke retaining lug 14 and a sail arm return retaining clip 15 as shown in Figure 3 and Figure 4.

The sail arm thrust retaining clip 12 and the sail arm return retaining clip 15 typically being made from spring steel or other flexible material and or being hinged to allow for a desired degree of deflection in a direction projecting out from the centre of the sail arm 21 but profiled or formed in such a way that no deflection occurs in a direction around the circumference of the outside diameter of the sail arm 21.

The sail arm 21 also comprises to one side of the mast slot 27, on the upper side, a sail arm thrust retaining lug 22 and radially offset to this a sail arm return retaining lug 25. The angle of radial offset between the sail arm thrust retaining lug 22 and the sail arm return retaining lug 25 preferably, but not exclusively, being 90 degrees of arc as shown in Figure 6.

A stroke release bridge 26 extends out from the diameter of the sail arm 21 positioned preferably, but not exclusively, between the radial positions of the sail arm thrust retaining lug 22 and the sail arm return retaining lug 25 as shown in Figure 6.

The stroke release bridge 26 extends, elevated from the surface of and in each direction around the outside diameter of the sail arm 21 and incorporates a thrust stroke release finger 23 approximately aligned radially with the sail arm thrust retaining lug 22 and a return stroke release finger 24 approximately aligned radially with the sail arm return retaining lug 25 as shown in Figure 6 The sail arm 21 incorporates a thrust position torsion spring 41, one end of which is secured to the sail arm 21 with the effectors end projecting tangentially from the outside diameter of the sail arm 21, and a return position torsion spring 42 one end of which is secured to the sail arm 21 with the effectors end projecting tangentially from the outside diameter of the sail arm 21 radially offset to the effectors end of the thrust position torsion spring 41 as shown in Figure 8. The thrust position torsion spring 41 and return position torsion spring 42 each adapted to provide a radial force or torque in at least one direction and opposite to each other.

The arrangement is assembled by aligning and inserting the sail arm 21 into and through the centre of the mechanism body 11, to form the mechanism assembly 101, so that the thrust stroke retaining lug 13 and the sail arm thrust retaining lug 22 are approximately in line and the mast slot 27 is aligned with the mast hole 16 and then locating the mechanism assembly 101 on the mast spindle 7 on the carrier 52 and releasably secured to the carrier 52 by means of clamps (not shown) or other similar means (not shown).

Thrust stroke sails 31 are releasably secured to each end of the sail arm 21 by a retention means such as a retaining pin (not shown) and will preferably but not exclusively be aligned radially in relation to the sail arm 21 as shown in Figure 20.

One complete drive cycle of the operation of the arrangement according to second aspect of the invention will now be described: Preferably but not exclusively, the frame body I will be releasably secured to a weather vane of similar swivelling support (not shown) that will serve to adjust its alignment with any variation to the direction of the energy flow to maintain optimum efficiency.

At the start of the thrust stroke the drag form (resistance) of the thrust stroke sails 31 are maximised to give an angle of attack of 90 degrees in order to harness the full flow of energy, the thrust stroke sails 31 being at the front of the machine.

The sail arm thrust retaining clip 12 is positively engaged with the sail arm thrust retaining lug 22 which combined with the physical constraints of the mast slot 27 effectively restricting rotation of the sail arm 21 and therefore the thrust stroke sails 31 around the axis of the mechanism body 11 as shown in FigurelO.

The thrust stroke release finger 23 is positively engaged with the thrust stroke retaining clip 3 effectively disengaging it from the thrust stroke retaining lug 13 and allowing linear movement of the mechanism assembly 101 and therefore the carrier 52 along the guide means 51 as shown in Figure 10.

When the flow of energy is of sufficient force to overcome the weight of the counter balance 53 it pushes the thrust stroke sails 31, mechanism assembly 101 and the carrier 52 along the guide means 51 towards the rear of the machine as shown in Figure 20.

The resulting movement of the carrier 52 and or the counter balance 53 can be converted either into electrical energy or saved into an energy storage and retrieval system by connecting it to a device such as a generator (not shown) or a flywheel (not shown).

As the carrier 52 and mechanism assembly 101 approaches the end of the thrust stroke the return position torsion spring 42 engages with the sail return spring primer 8 inducing a tension force as shown in Figure 13.

At the end of the thrust stroke the return stroke retaining clip 4 positively engages with the return stroke retaining lug 14, as shown in Figure 12, restricting movement of the mechanism assembly 101 and carrier 52 along the guide means 51. The radial position of this engagement is controlled preferably, but not exclusively, by adjustment means (not shown).

At the same time the sail arm thrust release finger 2 begins to engage with and lift the sail arm thrust retaining clip 12 forcing it to disengage with the sail arm thrust retaining lug 22 as shown in Figure 12. The radial position of this actual disengagement to occur momentarily after the positive engagement of the return stroke retaining clip 4 with the return stroke retaining lug 14 and preferably but not exclusively controlled by adjustment means (not shown).

With the sail arm thrust retaining clip 12 disengaged from the sail arm thrust retaining lug 22 the tension in the return position torsion spring 42 is released and forces the sail arm 21 and therefore the thrust stroke sails 31 to rotate around the axis of the mechanism body 11 preferably, but not exclusively, through an angle of degrees of arc so that the drag form (resistance) of the thrust stroke sails 31 is minimised.

As the sail arm 21 rotates around the axis of the mechanism body lithe sail arm return retaining clip 15 positively engages with the sail arm return retaining lug and combined with the physical constraints of the mast slot 27 effectively restricting rotation of the sail arm 21 and therefore the thrust stroke sails 31 around the axis of the mechanism body 11 as shown in Figure 15. The radial position of this engagement is controlled preferably, but not exclusively, by adjustment means (not shown).

At the same time the return stroke release finger 24 begins to engage with and lift the return stroke retaining clip 4 forcing it to disengage with the return stroke retaining clip 14. The radial position of this actual disengagement to occur momentarily after the positive engagement of the sail arm return retaining clip 15 with the sail arm return retaining lug 25 as shown in Figure 15 and preferably but not exclusively controlled by adjustment means (not shown).

The weight of the counter balance 53 pulls the carrier 52 and the mechanism assembly 101 along the guide means 51 towards the front of the frame body I via the cable and pulley 54 as shown in Figure 22.

While it is described as a return stroke, as opposed to the thrust stroke, it is to be understood that the hamessing and utilisation of the energy of fluid flow can occur on either and or both strokes.

As the carrier 52 and mechanism assembly 101 approaches the end of the return stroke the thrust position torsion spring 41 engages with the sail thrust spring primer 9 inducing a tension force as shown in Figure 19.

At the end of the return stroke the thrust stroke retaining clip 3 positively engages with the thrust stroke retaining lug 13 as shown in Figure 18, restricting movement of the mechanism assembly 101 and carrier 52 along the guide means 51. The radial position of this engagement is controlled preferably, but not exclusively, by adjustment means (not shown).

At the same time the sail arm return release finger 5 begins to engage with and lift the sail arm return retaining clip 15 forcing it to disengage with the sail arm return retaining lug 25 as shown in Figure 18. The radial position of this actual disengagement to occur momentarily after the positive engagement of the thrust stroke retaining clip 3 with the thrust stroke retaining lug 13 and preferably but not exclusively controlled by adjustment means (not shown).

With the sail arm return retaining clip 15 disengaged from the sail arm return retaining lug 25 the tension in the thrust position torsion spring 41 is released and forces the sail arm 21 to rotate around the axis of the mechanism body II preferably, but not exclusively, through an angle of 90 degrees of arc as shown in Figure 10 so that the drag form (resistance) of the thrust stroke sails 31 is maximised and resulting in the thrust stroke sails 31 being returned to their original alignment at the start of thrust stroke.

As the sail arm 21 rotates around the axis of the mechanism body lithe sail arm thrust retaining clip 12 positively engages with the sail arm thrust retaining lug 22 as shown in Figure 10, and combined with the physical constraints of the mast slot 27 restricting rotation of the sail arm 21 and therefore the thrust stroke sails 31 around the axis of the mechanism body 11. The radial position of this engagement is controlled preferably, but not exclusively, by adjustment means (not shown).

At the same time the thrust stroke release finger 23 begins to engage with and lift the thrust stroke retaining clip 3 forcing it to disengage with the thrust stroke retaining lug 13 as shown in Figure 10, so completing one drive cycle of the energy harnessing process. The radial position of this actual disengagement to occur momentarily after the positive engagement of the sail arm thrust retaining clip 12 with the sail arm thrust retaining lug 22 and preferably but not exclusively controlled by adjustment means (not shown).

The arrangement will continue to repeat the energy harnessing cycle as long as the flow of energy is strong enough to push the carrier 52 along the guide means 51.

As previously described the second aspects of the present invention utilise thrust stroke sail(s) 31 that are preferably but not exclusively aligned perpendicular to the axis or direction of the wind energy flow giving a 90 degree angle of attack' to harness the full force of the energy flow on the thrust stroke, as shown in Figure 20, however it is to be understood that the second aspects of the invention can be adapted to traverse across the axis or direction of the wind energy flow whereby the frame body I is turned side on, perpendicular, into the direction of the energy flow and whereby the thrust stroke sails 31 are inclined at an angle of attack, typically, but not exclusively, between and angle of 15 and 45 degrees, to the frame body 1 and the axis of the wind direction to provide a sideways thrust as shown in Figure 22.

In adapting the second aspects of the invention in this way and traversing the carrier 52 and the mechanism assembly 101 across the face or axis of the wind energy flow the arrangement preferably but not exclusively need not necessarily be provided with the counter balance 53 or other means (not shown) as the return stroke will be powered by reversing the angle of attack to typically minus 45 degrees on the return stroke to provide sideways thrust in the opposite direction as shown in Figure 23.

Furthermore this adaptation of the second aspect of the invention may include any number of auxiliary thrust stroke sails 33 each incorporating a traversing pin 34 that are adapted to engage with and move along at least pad of the length of a sail guide means 55 to maintain the axis of travel of the auxiliary thrust stroke sails 33 parallel to the axis of travel of the thrust stroke sails 31 and in relation to the direction of the fluid energy flow. The distance and position of the traversing pins 34 in relation to each other and the thrust stroke sails 31 may be determined by a spacing template (not shown) or similar arrangement to maintain such distances and positions as constant.

Each of the auxiliary thrust stroke sail 33 may also be provided with lever means 56 attached to at least one end of, and to control rotation of the auxiliary thrust stroke sails 33 and at least one will also be connected to at least one end of the thrust stroke sails 31 to maintain the alignment of auxiliary thrust stroke sails 33 in parallel with the rotation of the thrust stroke sails 31 as shown in Figure 24, similar to a louver blind arrangement ( not shown) therefore increasing the amount of energy harnessed on each stroke.

Second aspects of the invention may also be adapted to be aligned such that the direction of movement of the carrier 52 and mechanism assembly 101 is up and down either vertical or at an inclined angle, e.g. up the slope of a hill for example, whereby the thrust stroke sail(s) 31 would preferably but not exclusively be inclined at an angle between 15 and 45 degrees to the perpendicular of the direction of the fluid energy flow to provide upward thrust in order to raise the height of the carrier 52 and mechanism assembly 101 and then use either the force of gravity and or rotate the thrust stroke sails 31 into a desired alignment to provide thrust to return the carrier 52 and mechanism assembly 101 to their lower position (not shown).

Ultimately according to the second aspects of the invention the frame body 1 may be adapted to be presented and aligned to the direction of the fluid energy flow in such a way as to exploit the most efficient alignment and direction of movement of the thrust stroke sails 31 and any auxiliary thrust sails 33 for harnessing the energy available given the environment and circumstances, be it front to rear, side to side or up and down and or inclined at any angle to these.

In such an adaptation the angle of rotation of the sail arm 21 and therefore the thrust stroke sail(s) 31 preferably but not exclusively may be other than 90 degrees of arc in which case the radial extent of the mast slot 27 would be modified accordingly and radial positioning of the thrust position torsion spring 41, the return position torsion spring 42, the sail arm thrust retaining lug 22 and sail arm return stroke retaining lug 25 would be modified to correspond to the desired angle of rotation as would the thrust stroke release finger 23 and the return stroke release finger 24 and the thrust stroke sails 31.

According to the first aspect of the invention at the point of connection to the sail arm 21 preferably but not exclusively there may be provided universal joints (not shown) which, in conjunction with a gearing arrangement (not shown), would be enabled to rotate and adjust the alignment of the thrust stroke sail 31 and the return stroke sail 32 in relation to the radial position of the mechanism assembly 101 in order to present a 90 degree angle of attack in relation to the direction of the flow of fluid energy for each sail during the full extent of the thrust stroke.

According to all aspects of the present invention: The same apparatus may be adapted to be used to harness or convert energy from both wind and hydro resources such as the current or flow of a river or sea tides and currents whereby they may be fully or partially submerged under the surlace of the water and suspended and held in desired alignments in relation to the direction of fluid energy flow from either floating and or anchored platforms (not shown).

In order to minimise friction and therefore resistance, bearings or wheels (not shown) may be provided to relevant load bearing surfaces.

Preferably but not exclusively there are adjustment means provided (not shown) to regulate and adjust the tension force stored and released by the thrust position torsion spring 41 and or the return position torsion spring 42 and or to provide them with a permanent pre-tensioned force and or provide a plurality of springs or other means (not shown) that are selectively engaged, in relation to the strength of the fluid energy flow, to regulate and adjust the radial force or torque available to ensure that there is sufficient force released to overcome any resistance of the force of the fluid energy flow and rotate the thrust stroke sail(s) 31 and or the return stroke sail 32 into the desired alignment in relation to the direction of the fluid energy flow and or the frame body 1.

Arrangements in accordance with aspects of the present invention for converting the drive movement of the relevant components over a drive cycle into electrical energy or saving it into an energy storage and retrieval system preferably but not exclusively being provided with a regulator means (not shown) by which to control and adjust the forces necessary to move the thrust stroke sail(s) 31 and or the return stroke sail 32 and or carrier 52 and or operate such devices in relation to the rate of the fluid energy flow.

Preferably but not exclusively sails may be made of either rigid or flexible materials and or may be changed and alternative means to harness the flow of fluid energy, i.e. paddles, with each machine being provided with the optimum number of sails or paddles to enable the most efficient and or effective harnessing of energy flow available. The sails or elements to harness and or convert the energy from the fluid flow may be solid or have apertures with shutters or not to vary the engagement with the fluid flow as required.

While the radial position of the sail arm 21 in relation to the mechanism body 11 and the position of the mechanism assembly 101 in relation to the frame body I are described as being controlled and adjusted by mechanical means, it is to be understood that these positions may be controlled and adjusted by other means, such as electrical position sensors, electrically operated clamps and or motors (not shown), magnetic means (not shown), spring loaded means (not shown) and or a combination of both electrical and mechanical means (not shown).

It is further to be understood that while the rotation of the sail arm 21 oscillates, in one direction and then the reverse direction, as described, alternatively it may be adapted to rotate in a single direction whereby a plurality of retaining lugs (not shown) are provided at certain radial positions around the outside diameter of the sail arm 21 to engage with the sail arm thrust retaining clip 12 and the sail arm return retaining clip 15, the retaining Iugs (not shown) preferably but not exclusively being provided with blanking lugs (not shown) linearly offset along the length of the sail arm 21 adapted to engage with matching slots (not shown) in the sail arm thrust retaining clip 12 and the sail arm return retaining clip 15 thereby allowing their positive engagement with selected retaining lugs (not shown) but preventing engagement with non selected retaining lugs (not shown).

In this adaptation the sail arm 21 may also be provided with a plurality of release fingers (not shown) at certain radial positions around the outside diameter of the sail arm 21 to engage with the thrust stroke retaining clip 3 and the return stroke retaining clip 4 corresponding to the positions of selected retaining lugs (not shown).

In this case the sail arm 21 would be adapted to rotate fully 360 degrees around the axis of the mechanism body 11.

According to the second aspect of the invention while the description indicates that a counter balance 53 may be provided to ensure there that there is a force necessary to enable completion of the return stroke, this may be achieved using alternative means such as gravity by raising the rear of the machine higher than the front (not shown) or a spring arrangement (not shown) or other means (not (shown).

Third aspects of the present invention use an adjustable aerofoil in the form of a wing to provide lift forces and normally down forces as well in suitable frames so as with the first and second aspects above alternate configurations of opposed wings and usually banks of wings using a mechanism as described above enable a drive cycle with rotary or linear direction to drive a mechanism for electrical power generation or other work. Third aspects of the invention are described below with regard to figures 25 to 33 as follows (as with the earlier aspects consistent reference nomenclature has been used were required) The carrier 52 locating the mechanism assembly 701 is attached to a chain 203 which is engaged with a gear 208 at both the top and bottom of the stroke and is normally also attached to a counter balance 505.

The bottom gear 208 is connected to a conversion device such as a gear box 503 which in turn is connected to a generator for example (not shown) The weight of the carrier 52, mechanism assembly 701 and the aerofoillwings are equalised with gravity using a counterbalance 505 to enable equal forces to be generated from both lift force and down force profiles without having to take gravity into account.

At each end of the sail arm 221 are wing/aerofoils 213,232 comprising a frame 601 with wing/aerofoil sections leading edge 600a, trailing edge 600b and main aerofoil body 600c that are connected via pivotal junctions 608 and 609. A drive pin 607 is connected to the sail arm 221. The frame 601 being secured to prevent rotation about the axis of the sail arm 221 by means of supporting bars 610 and 611, at least one of which may be secured to the carrier 52 or other suitable element of the device.

The main aerofoil body 600c incorporates two radial slots 612 and 613 which serve to allow movement of the main aerofoil body 600c about supporting bars 610 and 611 and therefore permit the transformation of the wing/aerofoil from the thrust or lift position into the return or down force position and vice versa.

With the device suitably aligned to the direction of the fluid flow by means of the weather vane 200 and with the wing(s)/aerofoil(s) 231, 232 in a starting position in the lift force profile position as shown in figure 25, providing a positive angle of 0 attack and camber to the direction of fluid flow, at the bottom of the mast 299, a spring loaded lift position retaining pin 254 is engaged with a lift position retaining lug 242 effectively preventing rotation of the sail arm 221 about the mechanism body 250 and a lift stroke release finger 244 is engaged with the spring loaded down stroke retaining pin 271 allowing the device to move upwards once sufficient force is generated by the energy source such as wind or a tidal flow.

Once sufficient force from the energy flow is available the wing(s)/aerofoils(s) 231, 232 convert this energy into a lift force which drives the mechanism assembly 701 with the carrier 52 up the mast 299 and so pulls the chain drive 203 in a linear direction and drives the chain gears 208 in a rotational direction and enables the gear box 503 and a generator (not shown) to produce electricity.

As the carrier 52 and mechanism assembly 701 approach the end of the lift force stroke the torsion spring primer 262 engages with the torsion spring 246 or a mechanism comprising several springs or other bias as well as actuators and motors (not shown).

At the end of the lift stroke the spring loaded lift stroke retaining pin 261 engages with the lift stroke retaining lug 253 effectively preventing downward movement of the carrier 52 and mechanism assembly 701.

The lift position release finger 260 engages with the spring loaded lift position retaining pin 254 and disengages it from the lift position retaining lug 242 effectively releasing the energy in the torsion spring 246 and driving the sail arm 221 and the main aerofoil body 600c via a drive pin 607 around the axis of the mechanism body 250 and in doing so first forcing the leading edge guide pin 604 to travel forwards along the leading edge guide slot 605 and the trailing edge guide pin 606 to travel forwards along the trailing edge Primary guide slot 602 and transform the lift profile, via pivotal junctions 608 and 609, through to a neutral profile and then secondty both guide pins 604 and 606 travel in a backwards direction along their relative guide slots 605 and 602 and transform the aerofoil into a down force profile providing a negative angle of attack and camber to the direction of fluid flow.

The force required to drive the aerofoil transformation process may be supplemented by compression springs (not shown) or other means (not shown), that act upon the guide pins 604 and 606.

Simultaneously the spring loaded down position retaining pin 252 engages with the down position retaining lug 241 and subsequently the down stroke release finger 243 engages with the spring loaded lift stroke retaining pin 261 forcing it to disengage from the lift stroke retaining lug 253 and effectively allowing the carrier 52 and mechanism assembly 701 and aerofoils 231 and 232 (s) to move down the mast 299 reversing the linear direction of the chain drive 203 and so the rotational direction of the gear box 503 and generator possibly engaging an idler gear to maintain the same rotational direction (not shown).

The negative angle of attack and camber now presenting a wing/aerofoil profile to the energy flow that will produce a down force to drive the carrier 52 and mechanism assembly 701 down the mast 299.

As the carrier 52 and mechanism assembly 701 approach the end of the down stroke the torsion spring primer 272 engages with the torsion spring 247 and pretensions it.

The spring loaded down stroke retaining pin 271 engages with the down stroke retaining lug 255 effectively preventing upward movement of the carrier 52.

The down position release finger 270 engages with the spring loaded down position retaining pin 252 and disengages it from the down position retaining lug 241 effectively allowing the release of energy in the torsion spring 247 to drive the sail arm 221 around the axis of the mechanism body 250 and transform the profile of the aerofoil(s) 231 and 232 back to the original lift force profile as previously described.

The lift position retaining lug 242 engages with the spring loaded lift position retaining pin 254 and subsequently the lift stroke release finger 244 engages with the spring loaded down stroke retaining pin 271 and disengages it from the down stroke retaining lug 255 allowing movement of the carrier 52 upwards.

When the flow of energy is deemed to present a danger to the equipment an energy! speed senor (not shown) will actuate the retractable primary guides slot 602 and retract them from engagement with the trailing edge guide pins 606. The flow of the energy source will then force the trailing edge guide pins 606 to rotate further about the secondary guide slot 603 and effectively reduce the angle of attack and camber and also the resulting forces both exerted upon and produced by the device.

When the flow of energy reduces below the danger level the primary guide slot 602 will be reinstated to engage with the trailing edge guide pins 606 to provide the nominal angle of attack and camber once more.

Should the force of the energy source reach a predetermined level, which is deemed high risk, then an energy/ speed sensor (not shown) will actuate and advance the spring loaded neutral position retaining pins 209 and 210. When the carrier 52 and mechanism assembly 701 next reach the end of either the lift stroke or down stroke as the relevant torsion spring 246 or 247 drives the sail arm 221 around the axis of the mechanism body 250 the relevant spring loaded neutral position retaining pin 209 or 210 engages with the neutral position retaining slot 211 in the sail arm 221 and locks the wing(s)/aerofoil(s) 231, 232 in the neutral position resulting in a nominal zero angle of attack and zero camber and therefore reduce forces exerted upon the device and lift or down forces generated to a minimum.

When the force of the energy source reduces to a predetermined level which is deemed safe then the energy/ speed sensor (not shown) will retract the spring loaded neutral position retaining pins 209 and 210 from the neutral position retaining slot 211 and release the remaining energy in the relevant torsion spring 246 or 247 to allow the completion of the process of rotating the sail arm 221 and aerofoil 231, 232 into the next sequential down force position or lift force position as the case may be.

For multiple aerofoils (wings) stacked such as in a bi-plane or tn-plane arrangement there are chain gears 401 and 403 and a chain drive 402 connecting the sail arm 221 to the other levels of aerofoil which when actuated by the torsion springs 246 and 247 drives both the sail arm 221 and the subsequent levels to transform the wing(s)/ aerofoil(s) 231, 231a into the desired profile.

The levels of wings may be positioned forward or upwind I upstream of each other in order to maximise the harnessing of the flow energy available.

The sail arm 21 may be adapted to be located on a remote level to the flow harnessing apparatus 231, 232 located above the head plate 205 wherein the frames 601 extend through slots 631 and 632 in the head plate 205 to the level of the carrier 52 and mechanism assembly 701 and is connected to the sail arm 221 via a chain gear 401. Co-ordinated orientation of subsequent levels of wing(s)! aerofoil(s) 231, 232 is provided by chain gear 401 and a chain drive 402 driving the chain gear 403 for the first level and subsequent levels driven by chain drive 404 and chain gear 405. Such an arrangement would enable specific elements of the device to be located in a chamber or similar which typically could be underground or alternatively allow for specific elements of river and tidal flow harnessing adaptations to be located above the water level.

Critical components of the mechanism assembly 701 and 101 sail(s) or wing(s)!aerofoil(s) 231 may be provided with heating means (not shown) to prevent ice formation in the event of extreme low temperatures.

Referring to the Figures 25 to 33 of the third aspects of the present invention more explicitly: In Figure 25a it can be seen that a weather vane 200 or other fluid flow orientation device is used to present an arrangement 201 with a sail arm 221 assemble to and between energy flow harnessing apparatus 231, 232 via a drive pin 607. Assembled to the Sail Arm 21 is a mechanism Body 250 as described above to allow, across the extremes of a drive cycle, changes in the flow harnessing apparatus 231, 232 between a thrust position and the equivalent of a return position.

The energy flow being converted by the energy flow harnessing apparatus 231, 232 to produce lift forces to effectively drive a chain 203 around gears 208 associated with an electrical power generator for example. The weather vane 200 may be adapted to form an integral part of the frame 601.

In Figure 25b in a rotating base 204 as previously a torsion spring primer 272, a down position release finger 270, down stroke retaining pin 271 and a neutral position retaining pin 209, and in Figure 25c in a head plate 205, a torsion spring primer 262, a lift position release finger 260, a lift stroke retaining pin 261 and a neutral position retaining pin 210, are collectively provided in each 207, 206 to at low switching between lift (thrust) position and fall with a down (return) force configuration of the wing(s)/aerofoil(s) under or at least aided by gravity or otherwise (return position) by altering the configuration of the wings 231, 232 with spring bias to particular configurations.

As indicated above a concern is exceptional or high fluid flow forces causing damage. Thus as illustrated if the wings are lifted or fall too quickly neutral position retaining pins 209, 210 are provided to act with a retaining slot 211 to retain the wing(s) aerofoil(s) in a neutral and so passive condition which will be more durable in high energy fluid flow conditions.

Figure 26 provides illustrations a) to d) showing various stages of wing 231 deployment. Figure 26 a) shows the thrust or lift force position; with positive angle of attack and camber Figure 26 b) a return or down force condition with negative angle of attack and camber; Figure 26 c) respectively a passive or neutral position configuration as described above for high flow conditions or possibly to provide a neutral status for adjusting rate between the limits of a drive cycle. Figure 26 d) respectively without the frame 601 a passive or neutral position configuration as described above for high flow conditions or possibly to provide a neutral status and illustrating the radial slots 612 and 613 to enable rotation of the airfoil body 600c aboutthe supporting bars 610 and 611.

Figure 27 shows a sail arm 221 with which a wing is associated to give the drive across the drive cycle. The sail arm 221 has a stroke release bridge 240 incorporating a lift stroke release finger 244 and a down stroke release finger 243 as described with respect to earlier aspects of the invention to provide control of the disengagement of the stroke retaining pins 261 and 271 with the stroke retaining lugs 253 and 255. The sail arm 221 has retaining lugs 241 and 242 to retain position until released and a slot 211 to enable the arm to be locked' in the neutral position when flow or other conditions require it or though a sensor (not shown) and actuator arrangement.

Figure 28 illustrates the assembly of the sail arm 221 and the mechanism housing 250 to form the mechanism assembly 701 similar to that described above with regard to earlier described aspects of the present invention. The mechanism housing 250 has apertures 251 for a mast (not shown) with spring loaded lift and down position retaining pins 252, 254 to define the range of rotation of the sail arm 221 between the thrust/lift force and the return/down force positions of an associated aerofoil (not shown) and lift and down stroke retaining lugs 253 and 255 to secure the mechanism assembly 701 in position during the rotation of the sail arm 221.

Figure 29 provides both an end view and side elevation of each illustrated stages a) to g) of sail arm and mechanism operation. At stage a) approach to the end of lift force stroke is shown with a lift position release finger 260 and spring loaded lift stroke retaining pin 261 about to operate relative to the sail arm 221 and the mechanism body 250 with initial engagement at stage b) and release at stage c).

During release a torsion spring (not shown) rotates the sail arm 221 in the direction of arrowhead Z to present the aerofoil as urged by the spring or other bias combinations in a return or down force orientation.

At stage d) the start of the down force stoke is illustrated in terms of sail arm 221 configuration so that the mechanism assembly 701 is now moving in an opposite direction R in return compared to the uplift direction U (stage a)) and so is moving away from the lift position release finger 260 and spring loaded lift stroke retaining pin 261. At stage e) the approach to the end of return or down force stroke is shown with the down stroke retaining pin 271 and down position release finger 270 about to operate relative to the sail arm 221 and mechanism body 250 with initial engagement at stage f) and release at stage g) so that a torsion spring (not shown) urges rotation in the direction arrowheads Y to turn the sail arm 221 and so associated aerofoil to the thrust/up lift condition with engagement of the lift position retaining pin 254 with the lift position retraining lug 242 provided to lock such position. As described above the inter-engagements release and lock and allow springs or other bias to urge the sail arm 221 and so the aerofoil to a return or thrust configuration.

Figure 30a provides an illustration of one side of an arrangement in which wings/aerofoils 232, 232a are shown in an uplift configuration in a frame 601 with a drive chain 401 to coordinate movement from the sail arm 221 and mechanism body 250 in accordance with third aspects of the present invention, Thus, as can be seen in Figure 30b respective assemblies 500, 501 as shown in figure 30 can be provided either side of a mast assembly 502 with a gear transmission 503 or the like and drive chain 203 to transfer drive through a drive cycle of alternate lift stroke and down stroke for the assemblies 500, 501 upon the mast assembly 502. Normally a counter-weight 505 will be provided.

Figure 31a provides an illustration of one side of an arrangement 900 in which wings/aerofoils 232, 232a are shown in an uplift configuration in an extended frame 601 with a drive chain 401 to coordinate movement from the sail arm 221 and mechanism body 250 in accordance with third aspects of the present invention.

Thus, as can be seen in Figure 31b respective assemblies 900, 901 as shown in figure 31a can be provided either side of a mast assembly 902 with a gear transmission 503 or the like and drive chain 203 to transfer drive through a drive cycle of alternate lift stroke and down stroke for the assemblies 900, 901 upon the mast assembly 902, allowing key elements of the device to be located remote from the environment of energy flow harnessing, typically underground or above water level.

Figure 32 shows stage a) to c) of a possible manner to reduce the angle of attack and camber of an aerofoil or change an aerofoil configuration (uplift/down force) in adverse conditions with too high fluid flow such as high winds. Figure 32a shows the elements of the main aerofoil body 600c in a lift condition with leading edges 600a and trailing edges 600b in a frame 601. It will be understood that the actual configuration wift be chosen to provide desired lift and or down force and may be variable by choice of lock pin positions, torsion spring operation and control etc. However, during changes of wind speed or other flow conditions a primary guide slot 602 may be provided within which the trailing edge 600b is pivoted to provide one angle of attack and camber for the whole aerofoil 600a, 600b and 600c whilst an energy/ speed sensor (not shown) can urge the retraction of the primary guide slot 602 to provide a secondary guide slot 603 in the frame 601 which allows for extended movement of the trailing edge guide pins 606 to provide a different angle of attack and camber for the aerofoil 600a, 600b and 600c. The position may be determined by operation of the spring-loaded pins, lugs and pins/locks as described above.

Modifications and alteration to the embodiments of aspects of the present invention will be understood by those skilled in the technology. Thus, the bias to urge thrust or return position for the sails or wingsfaerofoils described above may be provided by torsion springs as described or other forms of bias such as shape memory retention, other types of spring or torsion bars for example. The bias is to urge turning or movement between the thrust state and the return state at the desired stages of a drive cycle for a machine such as an electrical machine or pump to do work with the energy harnessed by the flow deflectors with a mechanism to lock, release and turn/move the energy flow harnessing apparatus.

Claims

1. A flow harness arrangement for extraction of energy from fluid flows using a s flow harnessing element such as a sail, paddle or wing/aerofoil in use, the arrangement comprising an arm for the flow harnessing element and to be driven use on a drive mechanism through a drive cycle in use, the arm arranged to be configurable in use with the flow harnessing element at least in a thrust position and a return position, the arm having substantially io opposed thrust bias means and return bias means to urge the arm respectively to the thrust position and the return position, the arm associated with a thrust lug and a return lug to act to define the thrust position and the return position across the drive cycle with a thrust release finger and return release finger associated with the drive mechanism is respectively arranged at the limits of the drive cycle to release alternately the thrust bias means or the return bias means to orientate the arm towards * the thrust position or the return position.*

2. An arrangement as claimed in claim I wherein the arrangement includes flow harnessing elements arranged to be opposite with respect to their thrust position and their return position at the limits of the drive cycle.

*

3. An arrangement as claimed in claim 2 wherein the flow harnessing element ** .. * is a matched sail or paddle or wing or aerofoil at each end of the arm.

S S..

4. An arrangement as claimed in any of claims I to 3 wherein the arrangement is provided upon a spindle with a flow direction mechanism to urge the arrangement at least to be substantially across a fluid flow direction in use.

5. An arrangement as claimed in 4 wherein the flow direction mechanism is a weather vane.

6. An arrangement as claimed in claim 4 or claim 5 wherein the spindle is part of the drive mechanism.

7. An arrangement as claimed in any preceding claim wherein the bias means are springs and/or torsion bar or actuator or any other suitable means.

8. An arrangement as claimed in any preceding claim wherein the drive mechanism is rotary or linear.

9. An arrangement as claimed in any preceding claim wherein the drive mechanism is for power generation or to provide prime movement for a pump or other device to provide work.

10. An arrangement as claimed in any preceding claim wherein the release fingers are associated with a frame or housing about the arm.

11.An arrangement as claimed in any preceding claim wherein the arrangement has a counter-balance to urge movement between the limits of the drive cycle and/or retain the flow harnessing element in the return position at one limit of the drive cycle.

12.An arrangement as claimed in any preceding claim wherein there is a plurality of release fingers and/or lugs to define different thrust or return positions in the arrangement.

I 3.An arrangement as claimed in any preceding claim wherein the arrangement is provided upon a mounting to allow tilt with a front down * compared to a back of the arrangement.

*..:

1 4.An arrangement as claimed in any preceding claim wherein the flow * harnessing element is associated with means to lock the flow element in a : ** * neutral position which may be the return position. S...

15.An arrangement as claimed in any preceding claim wherein the flow harnessing element can be configured to provide different angles towards a : :. fluidflowin use.

16. An arrangement as claimed in any preceding claim wherein a slot is provided to provide a limit to movement of the arm between the thrust position and the return position.

ITAn arrangement as claimed in any preceding claim wherein the arm is provided with retaining clips to act with one or other of the thrust lug and/or the return lug to substantially lock the arm in at least one of the thrust position or the return position until released by a respective release finger.

18. A flow harness arrangement for extraction of energy from fluid flows substantially as hereinbefore described with reference to the accompanying drawings.

19.An arm arrangement to provide in use a thrust position and a return position for an arm used to carry a flow harnessing element in a fluid flow over a drive cycle, the arrangement comprising the arm having substantially opposed thrust bias means and return bias means to urge the arm respectively to the thrust position and the return position, the arm associated with a thrust lug and a return lug to act to define the thrust position and the return position across a drive cycle with a thrust release finger and a return release finger associated with a mechanism respectively arranged at the limits of the drive cycle to release alternately the thrust bias means or the return bias means to orientate the arm towards the thrust position or the return position.

20.An arm arrangement substantially as hereinbefore described with reference to the accompanying drawings. 4* * S S* * * * ii * * * 055. * 04SSS