WO1994001675A1

WO1994001675A1 - Vertical axis wind turbine

Info

Publication number: WO1994001675A1
Application number: PCT/FR1993/000611
Authority: WO
Inventors: Gérard JONDOT
Original assignee: Jondot Gerard
Priority date: 1992-07-01
Filing date: 1993-06-21
Publication date: 1994-01-20
Also published as: FR2693236B1; FR2693236A1

Abstract

A device for driving a rotor shaft (1) through the action of a moving fluid (F) comprises at least: a rotary shaft (3) integral with and perpendicular to the shaft (1), fitted at each end with a flap (2a, 2b), each flap being mounted in a plane perpendicular to the other; and stops (4a, 4b) for limiting rotation of the shaft (3) between two positions in which either one or other of the symmetrical flaps (2a, 2b) offers a resistance to the fluid so as to transmit a driving torque to said rotor shaft (1).

Description

EOLENNE WITH VERTICAL AXIS

There are already many devices converting the kinetic energy of an air or water flow into mechanical or electrical energy by rotation of the shaft carrying blades, blades or propellers of the rotor of a turbine. .

In some cases, the flow is perpendicular to the carrier shaft but the blades or vanes are fixed relative to the shaft and the engine torque is obtained by a fluid pressure differential at the blade or blade surfaces perpendicular to the flow.

The invention aims to improve this engine torque by increasing the pressure differential.

This object is achieved by means of a device for driving a rotor shaft under the action of a moving fluid comprising at least one rotary axis integral and perpendicular to the shaft, supporting at each of its ends a flap fixed on the axis in a plane perpendicular to that of the symmetrical flap and stops intended to limit the rotation of the axis between two positions where respectively the plane of one or the other of the symmetrical flaps offers resistance to the fluid so as to transmit a motor torque to said shaft.

According to an advantageous characteristic, the device of the invention comprises two rotary axes which are perpendicular to each other and independent.

According to another characteristic, the stops are intended to be alternately during the rotation of the shaft in contact with one then the other of the flaps symmetrical with respect to the direction of flow of the fluid.

According to yet another characteristic, the device of the invention further comprises means for retracting the stops to release the flaps and cause the rotor to stop. According to a particular embodiment the rotary axis consists of two half-axes aligned and secured by a pin capable of being broken from a certain force value to put the two symmetrical flaps in flags.

This rupture occurs for example in the event of overspeed or in the event of abnormal loads on the flaps. The device of the invention operates in an open space where the fluid is in relative motion and does not require any casing to channel the fluid.

The device of the invention can advantageously be used for driving the wheels of an aircraft landing gear in rotation before the tires come into contact with the ground in order to reduce the wear of the rubber.

The device of the invention can also be used concomitantly to reinforce the ventilation or cooling means of the train braking system after landing.

Another application of the invention lies in reviving the rotor of an autogyro in the event of a stall in flight.

The invention will be better understood on reading the description which follows with reference to the drawings in which: - Figures la and lb show, respectively, a profile view in section of the rotor of the device of the invention and a view in perspective of a detail of the device of Figure la;

- Figures 2a and 2b are top views of the device of Figure 1 respectively in the operating position and in the disengaged position;

- Figures 3a and 3b show, respectively, a perspective view in section of an application of the device of the invention on a wheel; and,

- Figure 4 illustrates the application of the device of the invention to a gyroplane.

The device shown in Figure 1 is placed in a moving fluid for example in an air flow F in relative motion perpendicular to a shaft 1 carrying flaps 2a, 2b.

The flaps 2a, 2b are fixed symmetrically to the longitudinal ends of a rotary axis 3 while being oriented in planes perpendicular to each other.

Thus, in FIG. 1 a, the flap 2a is shown perpendicular to the flow F while the flap 2b is oriented in the direction of the flow F.

The rotary axis 3 is, in turn, perpendicular to the carrier shaft 1 of the rotor. It is limited in its rotation by stops 4a, 4b between two positions where respectively the plane of one or the other of the flaps 2a, 2b symmetrical is perpendicular to the flow F. The stops 4a, 4b are in the embodiment of Figures la, 2a and 2b in the form of transverse bars, perpendicular to the shaft 1 and parallel to the axis 3 whose free ends come, during rotation, in contact with the rear faces alternately of the flap 2a then of the flap 2b with respect to the flow F. The flaps 2a, 2b thus alternately offer resistance to the flow of the fluid resulting in a pressure on the flap 2a or

2b so as to produce a motor torque communicated to the carrier shaft

1 in the form of a rotational movement. The rotary axis 3 is carried by a cradle 10 secured to the shaft 1.

The cradle 10 is adapted to the axis 3 so as to favor its rotation with the minimum of friction.

Similarly, the shaft 1 is mounted inside a cylindrical sleeve 4 secured to one of its ends of the stops 4a, 4b. The sleeve 4 is provided inside with bearings 14 surrounding the shaft 1 which can be made integral with said sleeve.

The sleeve 4 which carries the stops 4a and 4b constitutes the engine sleeve. Indeed, the engine shutter 2a bears on the stop 4a according to a plane of symmetry, therefore at the level of the force produced by the fluid. It follows that the entire torque produced by the fluid is transmitted to the engine sleeve 4.

The rotary axis 3, the cradle 10 and the shaft 1 only intervene for the positioning of the flaps.

In FIG. 1b, the means for securing the shaft 1 with the sleeve 4 comprise an inclined slot 44 made through the side wall of said sleeve 4 in which a transverse finger 41 fixed on the comes to move in a movable manner tree 1.

Thus, a vertical displacement of the shaft 1 causes a shift of the relative angular positions of the shaft 1 and of the sleeve 4 and therefore an angular shift of the stops 4a, 4b relative to the axis 3 which results in a reduction in the engine torque power.

In an advantageous embodiment, the shaft 1 is coupled, at its lower part with vertical displacement means such as a ball stop 100 associated with a lever 101 for maneuvering. Under the action of the lever 101, the shaft 1 is moved in translation along its longitudinal axis relative to the sleeve 4, while performing a rotation about the same axis by an angle determined by the dimensions and the orientation of the guide slot 44 cooperating with the finger 41.

In this way, the operation of the lever directly controls the stops 2a, 2b.

If, in addition, the thrust ball is controlled by an instrument for measuring the speed of rotation, it is then possible to regulate this speed by automatic retraction of the thrusts from a certain number of revolutions per unit of time. According to the embodiment shown in FIGS. 2a, 2b, the stops 4a, 4b are provided with cutouts 44a, 44b in which the flaps 2a, 2b engage during their driving phase by alternating rotation of the axis 3.

During normal operation of the device, the rotor shaft 1 and the engine sleeve 4 are secured by a clutch or a dog clutch in the position of FIG. 2a.

FIG. 2a represents the device of FIG. 1 in top view with the stops 4a, 4b in the operating position, that is to say in alternating contact with the flaps 2a, 2b. In this case, the shaft 1 and the engine sleeve are driven by the same rotational movement.

If the shaft 1 is detached from the engine sleeve 4, the device goes into the state illustrated in FIG. 2b by rotation of the shaft 1 in the sleeve 4. The intermediate positions between FIG. 2a and 2b can be used in a speed regulation goal.

Indeed, if the cradle 10 is offset with respect to the stops 4a and 4b, the master torque of the surface 2a exposed to the fluid decreases while the master torque of the surface 2b exposed to the fluid increases. So we have a decrease in the torque on the engine sleeve.

In the case where the device is exposed to significant and unpredictable fluid overspeeds (storms, cyclones, etc.), it is then advantageous to provide a pin on the axis 3 (FIG. 5) which is liable to be broken by shearing under the action of centrifugal force exerted on the flaps. The pin will be sheared in the perpendicular plane if abnormal forces are exerted on the flaps.

In this case, it is also possible to put the flaps 2a, 2b in flags by releasing the two half-axes. According to yet another embodiment (not shown), provision is made to mount two independent rotary axes perpendicular to each other to have four motor flaps.

It is also possible to conceive of embodiments with more than two rotary axes but it is then necessary to take into account the dimensions of the flaps when they are in the pre or post-driving phase by increasing for example the length of the axes or by reducing the surface Shutters.

The embodiment of Figures 3a and 3b is more particularly adapted to the wheels of aircraft landing gear. In this case, the carrier shaft 1 is the shaft of a wheel R and the rotary axis or axes 3 are carried diametrically by the rim 11.

When approaching the aircraft prior to landing, when the train is out, the relative flow F of air is substantially perpendicular to the shaft 1 of the wheels R. The symmetrical flaps 2a, 2b are therefore subjected alternately at an air pressure which generates an engine torque thus driving the wheels in rotation at a speed proportional to the speed of the aircraft. When in contact with the track, the wheels are therefore already in rotation and friction is reduced, which makes it possible to limit tire wear. Advantageously, the flange of the rim 11 is provided with lights 11 ′ produced at the level of the projection of the flaps 2a, 2b on the flange. The stops 4a, 4b and the relative orientation of the flaps 2a, 2b are then produced so that during rotation, the motor flap makes an angle between 70 * and 80 * relative to the plane of the flange or between 20 ^* and 30 ^* relative to the plane defined by the rotary axis 3 and the driven shaft 1. In FIG. 3b, the stops are constituted by the raised edges

14 of the lights 11 ′ whose height beyond the plane of the flange of the rim 11 determines the inclination of the flaps 2a, 2b.

In this way, the compressed air against the motor shutter is largely reflected against the flange through the light 11 'located directly above the front face of said shutter. This reflected air flow F is then channeled inside the wheel R to the braking system in order to help the cooling of the braking assembly. Another application of the device of the invention lies in the revival of the rotor of a gyroplane during a possible stall in flight. This application is illustrated in Figure 4.

This figure represents an autogyro G driven by a propellant P and supported by the free rotation of a rotor with blades S. The rotor S is not mechanically driven. Consequently, if the speed of rotation of the rotor S decreases, the lift force decreases and the gyroplane G begins to fall, which causes, taking into account the directional members and in particular the tail, an increase in the angle of the rotor blades S.

When the angle of attack exceeds the stall angle, the aerodynamic forces on each of the blades are practically identical and nothing allows the rotor S to be restarted. The autogyro will then drop rapidly and irreparably. This phenomenon can be avoided thanks to the device of the invention.

Provision is therefore made for coupling by a clutch E between the rotor S and the shaft 1 of a device according to the invention as shown in FIG. 4.

If the rotation of the rotor blades S stops causing the autogyro G to fall, the fuselage L of the latter tends to orient itself vertically, which produces a relative air flow F substantially perpendicular to the shaft. 1 under the same conditions as those mentioned in the description of the preceding figures.

As a result, the axis 3, the flaps 2a, 2b and the shaft 1 start to move and, thanks to the clutch E, drive the rotor S in rotation avoiding the stalling of the autogyro G which can thus resume a normal safe flight path. The clutch E can be controlled either automatically from a floor of determined speed of the rotor S, or manually by the pilot himself.

Claims

1. Device for driving a rotor shaft (1) under the action of a moving fluid (F) comprising at least:

a rotary axis (3) integral and perpendicular to the shaft, supporting at each of its ends a flap (2a, 2b) fixed on the axis (3) in a plane perpendicular to that of the symmetrical flap and

- stops (4a, 4b) intended to limit the rotation of the axis (3) between two positions where respectively the plane of one or the other of the symmetrical flaps (2a, 2b) offers resistance to the fluid so transmitting engine torque to said shaft (1).

2. Device according to claim 1, characterized in that it comprises two rotary axes (3) perpendicular to each other, and independent.

3. Device according to claim 1 or 2, characterized in that the stops (4a, 4b) are intended to be alternately during the rotation of the shaft in contact with one then the other of the symmetrical flaps ( 2a, 2b) with respect to the direction of flow of the fluid.

4. Device according to claim 3, characterized in that the stops (4a, 4b) consist of a transverse bar extending parallel to the rotary axis which is fixed relative to the carrier shaft and whose free ends come during the rotation of the axis in contact with the rear face of the flaps relative to the direction of flow.

5. Device according to one of the preceding claims, characterized in that the carrier shaft (1) of the rotor is a wheel shaft (R) and the rotary axis (3) is carried diametrically by the rim (11) of wheel.

6. Device according to one of the preceding claims, characterized in that it further comprises means for retracting the stops (4a, 4b) to release the flaps and cause the rotor to stop.

7. Device according to one of the preceding claims, characterized in that the rotary axis (3) consists of two half-axes aligned and secured by a pin capable of being broken from a certain force value to put the two symmetrical shutters (2a, 2b) into flags.

8. Device according to claim 6, characterized in that said means for retracting the stops comprise a cylindrical sleeve (4) slidingly surrounding the carrier shaft (1) and at the end of which the stops (4a, 4b) are fixed.

9. Device according to claim 8, characterized in that the sleeve (4) is made integral with the shaft (1) by means of an inclined slot (44) formed through the side wall of said sleeve (4) and in which engages removably a transverse finger (41) fixed on said shaft (1).

10. Device according to one of the preceding claims, characterized in that the stops (4a, 4b) are provided so that the engine shutter makes an angle between 20 'and 30 ^* relative to the plane defined by the rotary axis ( 3) and the driven shaft (1).

11. Device according to claims 5 and 10, characterized in that the flaps (2a, 2b) are associated with lights (11 ') with raised edge (14) formed in the flange of the wheel (R) plumb flaps (2a, 2b) and communicating with the wheel braking system.

12. Use of the device according to one of the preceding claims for the rotational launching of the wheels (R) of an aircraft landing gear before contact with the ground.

13. Use of the device according to one of claims 1 to 11, for cooling the braking system of a landing gear.

14. Use of the device according to one of claims 1 to 11 for restarting the rotor (S) of a gyroplane (G) in the event of a stall in flight.