WO2017081406A1

WO2017081406A1 - Aircraft used in a system for generating electrical energy

Info

Publication number: WO2017081406A1
Application number: PCT/FR2016/052904
Authority: WO
Inventors: Garrett Smith
Original assignee: Wind Fisher
Priority date: 2015-11-09
Filing date: 2016-11-09
Publication date: 2017-05-18
Also published as: FR3043386A1; FR3043386B1

Abstract

The invention relates to an aircraft (10) which comprises: a balloon (100) extending between two side ends (101, 101') of said balloon, said two side ends of the balloon defining an axis R of said balloon; connection means (110) comprising at least two side arms (111), (111') respectively connected to the two side ends of said balloon, said balloon being mounted on said two side arms, and rotatable about the axis R, said connection means being intended for being connected to the ground; a motor (120) suitable for rotating the balloon about the axis R; and means for controlling the orientation of the balloon relative to the wind.

Description

AIRCRAFT IMPLEMENTED IN A PRODUCTION SYSTEM

OF ELECTRICAL ENERGY

Field of the invention

The present invention is in the field of devices capable of transforming the kinetic energy of the wind into electrical energy, and more particularly relates to an aircraft implemented in a system for producing electrical energy.

State of the art

So-called "fossil" fuel reserves, such as hydrocarbons (oil, coal, etc.), are dwindling and the world's energy needs continue to grow, the so-called "renewable" energy production, as an alternative fossil fuel combustion, is becoming an increasingly important part of global energy production.

Among the modes of production of renewable energy, we know the production of electrical energy from the kinetic energy of the wind.

Indeed, there exist so-called "terrestrial" wind turbines comprising a mast at one end of which is disposed a nacelle containing an electric generator, said electric generator comprising a rotor on which are arranged large blades (several tens of meters) which are driven in rotation by the wind and thus convert the kinetic energy of the wind into mechanical energy. The rotation of the blades causes the rotation of the rotor, so that the mechanical energy is converted into electrical energy.

This type of wind turbine is the most widespread but finds its limits in the fact that the winds blowing at low altitude (from 0 to 100 meters (m) above ground level), in addition to having a low kinetic energy because of their low speed (about 0 to 6 meters per second (m / s)), they are intermittent, so that the electrical energy is not produced constantly. Thus, the load factor, that is to say the ratio between the electrical energy actually produced over a given period of time and the electrical energy it would have produced if it had operated at its nominal power during the same period, for a wind turbine, is relatively low (about 25% to 35%). Another disadvantage of this type of wind turbine is its high energy production cost (about 50 to 80 € / MWh), due in part to the very high cost of manufacturing and installing the wind turbine. In order to overcome the aforementioned drawbacks, it has been developed aircraft implemented in a power generation system intended to fly at medium or high altitude. In fact, it is known that the winds of higher altitude blow at higher speed, thus presenting a significant kinetic energy. For example, the speed of the wind blowing between 500 and 1500m is about twice the speed of the wind blowing at 100m. It is also known that the regularity of wind speeds increases with altitude.

This type of aircraft frees itself from several structural elements, complex and expensive, terrestrial wind turbines, such as the mast and large blades. Indeed, these aircraft have a less complex structure than onshore wind turbines, allowing them to have a lower manufacturing cost.

Among the state-of-the-art aircraft, implemented in an electrical energy production system, kites are known, intended to evolve at altitude, connected to the ground by a cable connecting said kites to the rotor of an electric generator. These kites can be intended to perform movements back and forth so as to rotate said rotor in one direction or the other. This type of kites is in particular presented in the document FR2475148.

Such kites typically include complex onboard systems in order to be able to change flight configurations based on wind parameters. When we talk about a wind parameter, we refer to the speed, direction and direction of the winds. These systems are intended to limit the mechanical stresses in the cable connecting at least one kite to the ground, by continuously adjusting the orientation of said kite along the pitch axis.

Aircraft are also known comprising a turbine lighter than air, intended to evolve at altitude and connected to the ground by a cable. The turbine comprises an electric generator and is rotated by the kinetic energy of the wind around the rotor of said electric generator. These aircraft are in particular presented in document WO2010 / 007466. Presentation of the invention

The present invention aims to propose a new type of aircraft implemented in a system for producing electrical energy.

The aircraft according to the invention comprises:

a balloon extending between two lateral ends of said balloon, said two lateral ends of the balloon defining an axis R of said balloon,

connecting means comprising at least two lateral branches respectively connected to the two lateral ends of said balloon, said balloon being mounted on said two lateral branches, rotatable about the axis R, said connecting means preferably being intended to be connected to the ground,

a motor adapted to drive the balloon in rotation about the axis R, and

means for controlling the orientation of the balloon with respect to the wind, comprising a drift arranged at a distance from the balloon, said drift being provided with a steering member capable of modifying the orientation of the balloon around an axis of yaw AA .

This characteristic advantageously allows the control of the orientation of the balloon along a yaw axis. Advantageously, the drift can generate an angle of incidence of the stabilizing member of about twenty degrees.

The angle of incidence is the angle formed by the relative wind speed vector blowing on the aircraft and the stabilizing member.

Since the aircraft has a balloon, it is not subject to certain mechanical stresses to which state-of-the-art aircraft are subjected, especially along a pitch axis.

By "connected to the ground", it is meant that the connecting means are connected with a terrestrial, maritime or submarine device.

Furthermore, the term "orientation of the balloon with respect to the wind", the orientation of the balloon with respect to the direction and / or direction of the wind. The means for controlling the orientation of the balloon with respect to the wind are capable of being controlled according to the characteristics of the wind, in particular its direction, its direction and its speed, so that the orientation of the balloon is controlled at least according to the a yaw axis and / or a roll axis. Thus, the aircraft is able to be directed by the means for controlling the orientation of the balloon with respect to the wind.

In addition, the aircraft is able to evolve with respect to the characteristics of the wind. It is therefore able to anticipate the mechanical stresses to which it may be exposed, and thus to avoid them. Also, the aircraft is able to evolve in areas whose wind is blowing optimally for the production of electrical energy, so that the production of electrical energy is no longer intermittent but permanent.

The ball is advantageously rotated so as to exploit the physical phenomenon called "Magnus effect" to increase its lift. Thus, it is possible to vary the balloon lift, and therefore the altitude of said balloon relative to the ground, by varying the speed of rotation of the engine.

In particular embodiments, the invention also fulfills the following characteristics, implemented separately or in each of their technically operating combinations.

In particular embodiments of the invention, the balloon is formed of an envelope developing around a structure of arches. The arch structure is composed of a plurality of arches arranged so that said arches are joined to each other at each of the lateral ends of the balloon.

Thanks to these characteristics, the aircraft is relatively simple to design and therefore inexpensive.

In particular embodiments, the aircraft comprises at least one stabilizing member comprising a substantially flat surface, called "orientation surface", perpendicular to the axis R.

The stabilizing member allows the R axis of the balloon to be substantially perpendicular to the direction of the wind, in order to exploit the kinetic energy of the wind optimally, especially for the exploitation of the Magnus effect.

In particular embodiments, the stabilizing member comprises a ring, developing around the balloon, preferably fixed relative to the balloon. Additionally or alternatively, the stabilizing member comprises at least two lateral fins respectively arranged at the lateral ends of the balloon.

According to other characteristics, the aircraft comprises at least one propeller secured to a rotor of at least one rotating machine adapted to generate electrical energy and / or to drive a rotating propeller.

These propellers can advantageously allow the control of the orientation of the balloon along a roll axis and / or a yaw axis, and / or

They can be arranged on the lateral branches, or on the lateral fins.

According to other features, the means for controlling the orientation of the balloon comprise means adapted to modify the respective lengths of the lateral branches so as to control the ratio between said lengths.

This characteristic advantageously allows the control of the orientation of the balloon along a roll axis.

In embodiments of the invention, the balloon, the connecting means and the engine, forming a first set of the aircraft, the means for controlling the orientation of the balloon of the first set, with respect to the wind, comprise a second assembly also comprising a balloon, connecting means and a motor, the orientation of the balloon of the first set being controlled by controlling the rotational speed of the balloon of the second set relative to the rotational speed of the balloon of the first set.

The present invention aims, in another aspect, a power generation system comprising an aircraft and a reversible rotary machine, for example fixed to the ground, comprising a rotor, wherein the connecting means are connected to a cable attached to the rotor of the rotating machine, said rotating machine being adapted to generate electrical energy and / or to drive the aircraft in motion.

According to another aspect, the invention relates to a power generation system comprising an aircraft and a vehicle to be towed, wherein the vehicle comprises means for producing electrical energy from the kinetic energy of the vehicle, and means for storing the electrical energy produced, the connecting means being connected to the vehicle by a cable.

Advantageously, the vehicle of the power generation system is an underwater vehicle.

In particular embodiments, the means for producing electrical energy from the kinetic energy of the submarine are hydro-generators.

In particular embodiments, the means for storing the electrical energy produced are batteries and / or ammonia synthesizing means.

Presentation of figures

The invention will be better understood on reading the following description, given by way of non-limiting example, and with reference to the figures which represent:

FIG. 1: a perspective view of an exemplary embodiment of an aircraft according to a first embodiment,

FIG. 2 is a side view schematically showing another embodiment of a balloon of an aircraft according to FIG. 1; FIG. 3 is a perspective view of one of the lateral ends of a balloon of an aircraft; according to Figure 1,

FIG. 4 is a perspective view of the other lateral end of a balloon of an aircraft according to FIG. 1;

FIG. 5: a perspective view of means for controlling the orientation of the balloon of an aircraft according to FIG. 1, around a yaw axis,

FIG. 6: a perspective view of an exemplary embodiment of an aircraft according to a second embodiment,

FIG. 7: a perspective view of an exemplary embodiment of an aircraft according to a third embodiment in a first position,

- Figure 8: a perspective view of an aircraft of Figure 7 in a second position. Detailed description of the invention

The present invention relates, in a first aspect, to an aircraft 10 comprising a balloon 100 extending between two lateral ends 101 and 101 'along an axis R of rotation. The balloon 100 may be substantially of elongate spheroidal shape developing around the axis R, the axis R being preferably an axis of revolution of said balloon 100, as represented by FIG. 1. Alternatively, in other exemplary embodiments, the balloon 100 may be of cylindrical, toric, or any other shape.

As represented by FIG. 1, the balloon 100 is inscribed in a median plane P, perpendicular to the axis R, placed equidistant from each of the lateral ends 101 and 101 'of the balloon 100.

The balloon 100 may be formed by a gas-tight envelope 102, developing, for example, around an arch structure 103.

The arch structure 103 of the balloon 100 is preferably composed of a plurality of arches arranged so that said arches are joined to each other at each of the lateral ends 101 and 101 'of the balloon 100.

For example, the arches are mechanically connected to each other by means of two flanges 104 and 104 'to which they are fixed by each of their ends, as shown in Figures 1, 3 and 4..

In the exemplary embodiment of the invention shown in FIG. 2, the balloon 100 is of cylindrical shape, and the hoops are mechanically connected to one another by means of two rims to which they are fixed by each of their ends. More precisely, as illustrated in FIG. 2, the arches are fixed at the periphery of the rims, so that the axis R coincides with the center of each rim. The center of each rim is defined in a manner known per se as being the point towards which rays 105 whose rim is endowed extend.

The arches are, for example, arranged in housings of the envelope 102 extending from one lateral end 101 and 101 'to the other of the 100. More precisely, each housing forms a sheath containing a hoop.

Preferably, the balloon 100 is filled with a gas under pressure, for example, between 20mbars and 50mbars depending on the dimensions of the balloon 100, so that the pressure of the gas inside the balloon is greater than the atmospheric pressure and that the envelope is under tension.

The gas under pressure has the effect of stiffening the balloon 100, and thus avoiding the radial buckling of the structure of hoops 103, thereby decreasing the mechanical stresses, such as bending forces, to which said structure can be subjected. hoops 103.

The gas under pressure is advantageously a gas lighter than air, such as hydrogen, so that the mass of the aircraft 10 is less than the mass of the air.

Thanks to this characteristic, the forces generated by the weight of the aircraft 10 are compensated, it can then climb at altitude without a dedicated complex device, such as a propulsion device.

As illustrated in Figure 2, the casing 102 may advantageously comprise cushions 106 distributed around its periphery, containing a gas under pressure. These cushions 106 are, for example, formed between each arch and develop between the two lateral ends 101 and 101 'of the balloon 100. The cross section of each cushion 106 comprises a concave portion connected to a convex portion. The radius of the concave portion is greater than the radius of the convex portion. These cushions 106 make it possible to reduce the mechanical stresses experienced by the envelope 102, and make it possible to reduce the drag of the balloon 100 by forming reliefs on said balloon 100.

The aircraft 10 comprises connecting means 1 10 intended to be connected to the ground by a cable 109.

Preferably, the connecting means 1 10 comprise two lateral branches 1 1 1 and 1 1 1 'joined to one another at a connection point 1 15. The balloon 100 is mounted on said two lateral branches 1 1 1 and 1 1 1 ', mobile in rotation about the axis R.

Advantageously, the two lateral branches 1 1 1 and 1 1 1 'are formed by the same cable. In the nonlimiting example illustrated by FIGS. 1, 3 and 4, each lateral branch 11 or 1 1 'can comprise a rigid section 12 or 12' comprising pivot means, by which it is articulated to one of the lateral ends 101 or 101 'of the balloon 100. The balloon 100 is thus able to pivot about the axis R, between the two lateral branches 1 1 1 and 1 1 1'. Preferably, the rigid sections 1 12 and 1 12 'are parallel to the median plane P.

In order to reduce the mechanical stresses, in the pivot means, generated by the tension forces to which the connecting means 1 10 are subjected, the rigid sections 1 12 and 1 12 'can be joined to each other by means of by means of a link 1 13 fixed at one of their ends, on the opposite side to the connection point 1 15, as represented by FIG. 1. This link is for example made of high density polyethylene.

The pivot means can be made by any means within the reach of those skilled in the art, such as a shaft engaged in rotation in a housing by means of a sliding bearing, etc.

Preferably, the lateral branches 1 1 1 and 1 1 1 'are flexible over a portion of their length, on the side of the connection point 1 15, and have no elongation capacity or elastic property.

Advantageously, the connection means 1 10 and the cable 109 have a high voltage resistance and are made, for example, of a polymer material, such as high density polyethylene.

Advantageously, the cable 109 may comprise a gas duct supplied with gas under pressure by a gas tank, said duct being able to supply the casing 102 of the balloon 100 with pressurized gas.

The aircraft 10 advantageously comprises at least one motor 120 integral with one of the lateral branches 1 1 1 or 1 1 1 'connecting means 1 10, adapted to drive the balloon 100 in rotation about the axis R according to a speed variable rotation. The rotation of the balloon 100 is intended to drive the aircraft 10 in displacement, for example, in the ascent phase, as explained below.

As represented by FIGS. 1 and 4, the motor 120 can be fastened to one of the lateral branches 1 1 1 or 1 1 1 ', by any means known per se. Advantageously, the motor 120 is supplied with electrical energy by a power supply source such as batteries powered by an electric generator, not shown in the figures, for example attached to one of the lateral ends 101 or 101 'of the 100, and whose rotor is adapted to be rotated by one or more propellers. These propellers may advantageously be fixed on each rigid section 1 12 or 1 12 '. The power source may also come from any electrical power generating means, on the ground, connected to the motor 120 via an electric cable running in the cable 109.

Advantageously, the motor 120 is capable of driving the balloon 100 at an angular velocity such that the tangential velocity at a point of the balloon 100 is greater than the speed of the wind blowing in the vicinity of this point.

With this feature, the balloon 100 can exploit the physical phenomenon called "Magnus effect" to increase its lift. As a reminder, the Magnus effect is the physical phenomenon by which, when a body is rotating in the air, it causes, by friction, a volume of air in contact with its surface. As a result, as the body moves through the air, the velocity of the air volume is accelerated when it is in the same direction as the tangential velocity of a point on the body surface, forming a zone of depression. . Conversely, the speed of the air volume is slowed when it is in the opposite direction to the tangential velocity of a point on the surface of the body, forming a zone of overpressure.

Preferably, when the balloon 100 is arranged so that the axis R is substantially horizontal, as illustrated in FIG. 1, the balloon 100 is driven in a direction of rotation in which an overpressure zone is able to form at near the surface below the balloon 100, that is to say between the balloon 100 and the ground. According to this direction of rotation of the balloon 100, a depression zone is able to form in the vicinity of the surface situated above the balloon 100, that is to say symmetrically opposite to the zone of overpressure with respect to the R axis The overpressure and depression zones generate an increase in the lift of the balloon 100. As a result, the lift generated is able to allow the displacement of the aircraft 10. The variation of the lift is thus controlled by controlling the variation of the rotational speed of the balloon.

Advantageously, the aircraft 10 comprises means for controlling the orientation of the balloon 100 relative to the direction of the wind, and more particularly, with respect to an axis called "yaw axis" AA 'and an axis called "axis of roll »BB '.

The yaw axis AA 'and the roll axis BB', substantially perpendicular to each other, are included in the median plane P and are perpendicular to the axis R of the balloon 100. More precisely, as shown in FIG. 1, when the balloon 100 is arranged so that the axis R is substantially horizontal, the yaw axis AA 'is substantially vertical, and the roll axis BB' is substantially horizontal.

In particular embodiments, the aircraft 10 comprises at least one stabilizing member comprising a flat surface called "orienting surface", for example, perpendicular to the axis R. The stabilizing member is intended to ensure the stability of the plane. balloon 100 relative to the yaw axis AA ', when the wind blows on the balloon 100. Thus, the balloon 100 tends to be arranged, with respect to the wind, so that the wind blows in a direction perpendicular to the R axis, as shown for example in Figure 1.

The stabilizing member comprises, for example, a rigid ring 131 developing around the balloon 100, about the axis R, as illustrated in FIG. The ring 131 extends between an inner peripheral edge, through which it is joined to the casing 102 or to the arch structure 103 of the balloon 100, and an outer peripheral edge. The ring 131 is fixed relative to the balloon 100, so that when the balloon 100 is rotated, the ring 131 is also rotated. Preferably, but not exclusively, the ring 131 develops in the median plane P.

When the stabilizing member comprises a ring 131, a central branch 1 14 can connect the point of connection 1 15 side branches 1 1 1 and 1 1 1 'and said ring 131. The central branch 1 14 advantageously distributes the internal stresses, such as tensile and compressive forces, on either side of the balloon 100, due to the overpressure and depression zones. In addition, the motor 120 may be rigidly fixed to the central branch 1 14 and be provided with a drive member intended to evolve on a raceway developing along the outer periphery of the ring 131. Alternatively, the raceway can develop around the periphery of the balloon 100, on the arch structure 103.

In an exemplary embodiment, the drive member and the raceway are respectively formed by one or more rollers and a rail, the roller or rollers being engaged in rolling without sliding in the rail. According to another nonlimiting example, the drive member and the raceway are formed by a rack, wherein the drive member is a gear in meshing relationship with a toothed raceway.

In an alternative embodiment not shown in the figures, the stabilizing member may advantageously comprise a plurality of rings, identical to the ring 131, along the axis R, arranged, for example, on either side of the median plane P.

Additionally or alternatively, the stabilizing member comprises two lateral wings 132 and 132 'mounted rotatably with respect to the balloon 100, respectively at each of its lateral ends 101 and 101'. The lateral wings 132 and 132 'can advantageously be respectively attached to each of the rigid sections. The lateral wings 132 and 132 'comprise a substantially flat surface perpendicular to the axis R. This feature makes it possible to increase the lift of the balloon 100 and to limit a physical phenomenon called "drag induced" by the lift. The lateral fins 132 and 132 'also generate a so-called "lateral" lift for the stability of the balloon during, in particular, the modification of its orientation along the yaw axis AA'.

As a reminder, this phenomenon is characterized by vortices generated by a displacement of the air in the state of overpressure, along each lateral end 101 and 101 'of the balloon 100, towards the air in a state of depression, combined with the progress of the balloon 100 and its rotation about the axis R. This induced drag provides additional resistance to the advancement of the balloon 100, in addition to the trail of the balloon 100. The means for controlling the orientation of the balloon 100 around the yaw axis AA 'preferably comprise a fin 133 fixed at a distance from the balloon 100 by two arms respectively integral with each of the lateral ends 101 and 101' of said balloon 100, such as as shown in Figures 1, 3, 4 and 5.

Advantageously, the two arms are each rigidly fixed to the rigid section 1 12 or 1 12 'of a lateral branch 1 1 1 or 1 1 1' connecting means 1 10, so that each arm forms an angle, for example a right angle, with the rigid section 1 12 or 1 12 'to which it is attached.

The shape of the fin 133 comprises a substantially planar surface whose orientation relative to the axis R changes the yaw balloon orientation with respect to the wind.

The fin 133 is advantageously provided with a steering member capable of modifying the orientation of the balloon 100 around the yaw axis AA '. This steering member 134 may advantageously be constituted by a motor, in kinematic relation with the fin 133, able to modify the orientation of the fin 133 with respect to the median plane P so that it forms a non-zero angle with said plane P. Such a motor is represented by FIG. 4. The steering member may alternatively comprise a rudder disposed on a portion of the periphery of the rudder 133. The rudder is able to pivot relative to the rudder 133 by means of actuating means for forming a non-zero angle with the median plane P.

Advantageously, the stabilizing member has the effect of promoting rotation along the yaw axis AA ', insofar as its flat surface materializes a support surface favoring the appearance of a moment of force at the origin of the rotation of the balloon 100.

Advantageously, the drift 133 can generate an angle of incidence of the stabilizing member of about twenty degrees. This angle of incidence is such that it makes it possible to generate a lateral lift of the aircraft 10 that is sufficient when the orientation of the aircraft 10 is modified.

The angle of incidence is the angle formed by the relative wind speed vector blowing on the aircraft 10 and the stabilizing member. In particular embodiments, the means for controlling the orientation of the balloon 100 comprise means adapted to modify the respective lengths of the lateral branches 1 1 1, 1 1 1 'so as to control the ratio between said lengths in order to control the orientation of the ball around the roll axis BB '.

Said means are, for example, a motor fixed to the connection point 1 15 of the side branches 1 1 1 and 1 1 1 '. The motor is able to act on the two lateral branches 1 1 1 and 1 1 1 'connecting means 1 10 to rotate the balloon 100 about said roll axis BB'.

More specifically, the motor is in drive relation with the two lateral branches 1 1 1 and 1 1 1 ', so as to be able to move along the cable forming said side branches 1 1 1 and 1 1 1', and thus to reduce the length of one of the side branches 1 1 1 and 1 1 1 while extending the length of the other side branch. It is understood that the modification of the relative length of the branches has the effect of inclining the balloon 100 around the roll axis BB '.

Furthermore, in order to be able to exploit blowing winds in a wide range of speeds, and whose direction and direction are variable, the aircraft 10 is able to acquire data representative of the characteristics of the winds and to control the control means of the aircraft. the orientation of the balloon 100 according to these characteristics.

For this purpose, the aircraft 10 comprises means for acquiring the characteristics of the wind blowing on the balloon 100, such as an anemometer, able to send data representative of the characteristics of the wind to processing and control means, such as than a microcontroller. The aircraft 10 also comprises means for acquiring parameters specific to the balloon 100, such as an inertial unit, known per se, capable of transmitting data representative of the orientation, for example, of the balloon 100 with respect to the wind. the processing and control means. The means for acquiring parameters specific to the balloon 100 may be able to transmit data representative of the speed and the acceleration of the balloon 100 to the processing and control means. The processing and control means may, advantageously, be embedded on the balloon 100 and are able to slave the motor 120 and the means for controlling the orientation of the balloon 100 as a function of the data received from the means for acquiring the characteristics of the balloon 100. Wind and parameters specific to the balloon 100. Thus, the aircraft 10 is able to modify, in particular, the orientation and the rotational speed of the balloon 100 as a function of the speed, the direction and / or the direction of the wind.

Alternatively, the processing and control means may be on the ground. Advantageously, the processing and control means may be connected to the means for acquiring the characteristics of the wind and parameters specific to the balloon 100, and to the engine 120 and to the means for controlling the orientation of the balloon 100 via a cable suitable for transmit data, running in the cable 109 and secured to the connecting means 1 10.

In a second embodiment of the aircraft 10, as shown schematically in FIG. 6, the balloon 100, the connecting means 1 10 and the engine capable of driving the balloon 100 in rotation about the axis R, form a first set of the aircraft 10. The means for controlling the orientation of the balloon 100 of the first set, with respect to the wind, comprise a second set. The second set is substantially identical to the first set in that it also comprises a balloon 100 ", connecting means 1 10" and a motor adapted to rotate the balloon 100 "about an axis R", by a motor integral with one of the branches of the connecting means 1 10, similarly to the first balloon 100.

The orientation of the balloon 100 of the first set is controlled by controlling the speed of rotation of the balloon 100 "of the second set relative to the rotational speed of the balloon 100 of the first set.

Advantageously, the axis R of the balloon 100 of the first set and the axis R "of the balloon 100 'of the second set are intended to form a non-zero angle, so as to form a dihedron.

Advantageously, the value of the angle formed by the axes R and

R "is adjustable by the rotation of one or more balloons 100 and 100" around their respective roll axis. The first and second balloons 100 and 100 "may also comprise at least one stabilizing member, as defined above.

The aircraft 10 according to the first and second embodiments, can advantageously perform so-called "dynamic" flights, that is to say flights during which the aircraft 10 is moving constantly and continuously adapts to the characteristics of the wind.

Thus, preferably, when the wind speed is low, for example from zero to about eight or nine meters per second, the balloon 100 is intended to adopt a circular trajectory or in the form of a lemniscate or a sinusoid. As a result, the balloon 100 maximizes the forces generated by the kinetic energy of the wind such as the lift force and the driving force of the wind. The balloon 100 is then, for example, in a substantially vertical position, that is to say that the axis R of the balloon 100 is substantially vertical. In this position, the yaw angle AA 'is then substantially horizontal, as is the roll angle BB'.

By way of nonlimiting example, the tangential velocity of a point of the envelope 102 of the balloon 100 included in the median plane P is equal to two or three times the speed of the wind blowing in the vicinity of this point.

When the wind speed is average, for example from about eight or nine meters per second to about twenty meters per second, the balloon 100 is also intended to adopt a substantially vertical position. In addition, the balloon 100 is intended to follow a rectilinear trajectory and to move in the direction of the wind.

For example, the tangential velocity of a point of the envelope 102 of the balloon 100 included in the median plane P is equal to one or two times the speed of the wind blowing in the vicinity of this point.

When the wind speed is high, for example from about twenty meters per second to about forty meters per second, the balloon 100 is intended to adopt a substantially horizontal position, that is to say that the axis R of the balloon is substantially horizontal. In addition, the balloon 100 is intended to follow a rectilinear trajectory and to move in the direction of the wind.

In a first mode of operation, the aircraft 10 as described previously in the first and second embodiments, can be implemented in a power generation system, wherein said aircraft 10 is intended to be connected to the rotor of a reversible rotary machine by the cable 109.

Advantageously, the cable 109 is intended to be wound around the rotor of the rotating machine.

The rotating machine may advantageously be a reversible electric generator, capable of generating energy and / or driving the aircraft 10 on the move. Preferably, but not exclusively, the electric generator is fixed to the ground.

In this first mode of operation, the aircraft 10 is intended to cycle back and forth between a high point and a low point, during which, it is successively in the ascent phase and in the descent phase.

When the aircraft 10 is driven in the ascent phase by the rotation of the balloon 100, as described above, the rotating machine operates as an electric generator. In the ascent phase, the aircraft 10 is intended to gradually unwind the cable 109 wound around the rotor, driving the latter in rotation. When a predetermined length of the cable 109 is unwound, the electric generator becomes actuator and rotates the rotor so as to wind the cable 109 and to drive the aircraft 10 in the descent phase. Once the cable 109 wound around the rotor, over a predetermined length, the rotor of the electric generator is rotated by the aircraft 10 in the ascent phase. The electric generator is, for example, electrically connected to an electrical network so as to power this network with the electricity it produces.

Advantageously, the power source of the motors may be formed by ground batteries, connected to the rotating machine on the ground, to which the motors are connected by a cable capable of conducting electricity, running in the cable 109 and secured to connecting means 1 10.

For example, when the wind speed is very high, for example greater than forty meters per second, the balloon 100 is intended to remain on the ground. The cable 109 is then preferably wound on substantially all of its length, around the rotor of the electric generator.

In a second mode of operation, the aircraft 10 as described previously in the first and second embodiments, can be implemented in a power generation system, wherein said aircraft 10 is intended to tow a vehicle at ground equipped with means for producing electrical energy according to the kinetic energy of the vehicle.

Preferably, the vehicle is a submarine comprising means for producing electrical energy, such as hydro-generators, able to be actuated by the displacement of the underwater vehicle. For the record, a hydro-generator comprises a turbine adapted to rotate a rotor of an electric generator for producing electrical energy.

Preferably, the electrical energy is partly consumed by means of ammonia synthesis, for example, by ceramic catalyst. Additionally or alternatively, the electrical energy is partly or entirely stored in batteries.

By way of non-limiting example, when the wind speed is very high, the driving force of the wind applied to the balloon 100 is sufficient for the aircraft 10 to generate a traction force necessary for the displacement of the underwater vehicle. . For this reason, and to limit the tension forces in the connecting means 1 10, and the mechanical stresses in the hoops structure 103 of the balloon 100, said balloon 100 is rotated so that the tangential velocity of a point of the envelope 102 of the balloon 100, included in the median plane P, is lower than the speed of the wind blowing in the vicinity of this point. In addition, to limit the voltage stresses in the connecting means 1 10, the marine turbines of the underwater vehicle are deactivated.

Advantageously, according to this embodiment, the aircraft 10 can be directed to winds whose speed is optimal for the production of energy. For example, the speed of the winds whose kinetic energy is exploitable for the production of energy, is about eight to nine meters per second to forty meters per second. In this second mode of operation, the aircraft 10 has been described, in an energy production system, as intended for towing a submarine vehicle, but it can alternatively be intended for towing a ship or any other type of vehicle marine or terrestrial equipped with means of producing electrical energy depending on the kinetic energy of the vehicle.

In a third embodiment, the aircraft 10 is intended to produce electrical energy from propellers 150, 150 'able to drive in rotation a rotor of at least one rotating machine fixed on said aircraft 10, said machine being able to generate electrical energy.

As illustrated by FIGS. 7 and 8, the aircraft 10 according to this third embodiment is different from the aircraft 10 described in the previous embodiments, in particular in that the means for controlling the orientation of the balloon 100 around of the yaw axis AA 'comprise propellers 150, 150' rotatably mounted on the lateral wings 132 and 132 'respectively fixed to each of the lateral ends 101 and 101' of the balloon 100.

Advantageously, the lateral wings 132 and 132 'are identical to those described above, and extend respectively along a longitudinal axis CC and DD', parallel to the median plane P, between two longitudinal ends.

Preferably, but not exclusively, at least one propeller 150, 150 'is disposed at each of the longitudinal ends of the fins, so that each lateral fin 132 or 132' carries a pair of helices 150, 150 '. The pairs of helices 150, 150 'are preferably symmetrical with respect to each other along the median plane P. Advantageously, the propellers 150, 150' are mounted on the leading edge of each lateral fin 132 or 132 . As a reminder, the "leading edge" is defined as the surface intended to face the wind.

Advantageously, the propellers 150, 150 'are able to drive in rotation a rotor of at least one reversible rotary machine. Preferably, each propeller 150, 150 'is fixed to the rotor of a reversible rotary machine. Each propeller 150, 150 'is therefore able to produce electrical energy by driving the rotor of the rotating machine in rotation, under the effect of wind or to be rotated by the rotor, and to generate a driving force.

In this embodiment, the balloon 100 is also filled with a gas under pressure, which is preferentially lighter than air, but the mass of the aircraft 10 may be larger than that of the air.

In order to raise the aircraft 10 at altitude, the propellers 150, 150 'when they are rotated, are capable of generating a driving force greater than the force generated by the weight of the aircraft 10.

More particularly, to land and take off the aircraft 10, the lateral wings 132 and 132 'are arranged so that their longitudinal axis is substantially horizontal, as schematically represented by FIG. 8.

When the aircraft 10 reaches an altitude sufficient for the lift generated by the rotating balloon 100 is sufficient to maintain levitation or move said aircraft 10, the lateral wings 132 and 132 'are arranged so that their longitudinal axis is substantially vertical as schematically represented in FIG. 7.

Advantageously, each pair of helices 150 and 150 ', independently of one another, may or may not exert a driving force. Thus, when the aircraft 10 is at altitude, with a view to modifying the orientation of the balloon

100 around the yaw axis AA ', a pair of helices 150 or 150' can be rotated. Indeed, the driving force generated by the propellers 150 or

150 'of a pair generates a moment of force causing the rotation of the ball

100 around the yaw axis AA '.

In this embodiment, the connecting means 1 10 are preferably fixed to the ground by their first end, at a fixed point.

For example, when the wind speed is very high, for example greater than forty meters per second, the balloon 100 is intended to remain on the ground. The aircraft 10 is therefore trained to land by the pairs of propellers 150 and 150 'if it is aloft when a wind having such a speed is detected.

Alternatively, the aircraft may comprise, in place of the lateral wings 132 and 132 ', one or more crowns 131 as defined previously. The pairs of propellers 150 and 150 'are then respectively disposed on the rigid sections 1 12 and 1 12'.

The rotating machine or machines are connected to means for storing electrical energy, such as batteries, or to the electrical distribution network, via a cable capable of conducting electricity.

By way of nonlimiting example, the aircraft 10 comprises batteries, advantageously fixed to the ground, connected to the rotating machines by a cable capable of conducting electricity, running in the cable 109 and secured to the connecting means 1 10.

Advantageously, the motors are supplied with electrical energy by the rotating machine or machines.

Preferably, in this embodiment, the means for controlling the orientation of the balloon 100 may be constituted by the propellers, and be devoid of, in particular, drift 133.

Furthermore, the means for controlling the orientation of the balloon 100 around the roll axis BB 'are the same as those described above.

The aircraft 10 may comprise, in this third embodiment, a landing gear, for example, non-retractable, known per se. Advantageously, the lateral wings 132 and 132 'can form the landing gear, as illustrated by FIG. 8.

More generally, it should be noted that the modes of operation and embodiment considered above have been described by way of non-limiting examples, and that other variants are therefore possible.

In particular, nothing precludes, according to other examples, combining the various means for controlling the orientation of the balloon 100 in each of the different embodiments of the aircraft 10, and / or combining the different operating modes. previously described.

Claims

1 - Aircraft (10) characterized in that it comprises:

a balloon (100) extending between two lateral ends (101, 101 ') of said balloon, said two lateral ends of the balloon defining an axis R of said balloon,

connecting means (1 10) comprising at least two lateral branches (1 1 1, 1 1 1 ') respectively connected to the two lateral ends of said balloon, said balloon being mounted on said two lateral branches, rotatable about the axis R, said connecting means being preferably intended to be connected to the ground,

a motor (120) adapted to drive the balloon in rotation about the axis R,

- Means for controlling the orientation of the balloon with respect to the wind comprising a fin (133) arranged at a distance from the balloon, said fin (133) being provided with a steering member capable of modifying the balloon orientation (100). ) around a yaw axis AA '.

2 - Aircraft (10) according to claim 1, wherein the balloon (100) is formed of a casing (102) developing around a structure of arches (103) composed of a plurality of arches arranged so that said hoops are joined to each other at each of the lateral ends (101, 101 ') of the balloon (100).

3 - Aircraft (10) according to one of claims 1 or 2, comprising at least one stabilizing member comprising a substantially flat surface, called "orientation surface" perpendicular to the axis R.

4 - Aircraft (10) according to claim 3, wherein the stabilizing member comprises a ring (131), developing around the balloon (100).

5 - Aircraft (10) according to one of claims 3 or 4, wherein the stabilizing member comprises at least two lateral fins (132, 132 ') respectively arranged at the lateral ends (101, 101') of the balloon.

6 - Aircraft (10) according to one of claims 1 to 5, comprising at least one propeller (150, 150 ') integral with a rotor of a rotating machine adapted to generate electrical energy and / or to drive said rotating propeller. 7 - Aircraft (10) according to one of claims 1 to 6, wherein the means for controlling the orientation of the balloon (100) comprise means adapted to modify the respective lengths of the lateral branches (1 1 1, 1 1 1 ') so as to control the ratio between said lengths.

8 - Aircraft (10) according to one of claims 1 to 7, wherein the balloon (100), the connecting means (1 10) and the motor, forming a first set of the aircraft, the control means of the orientation of the balloon of the first set, with respect to the wind, comprises a second set also comprising a balloon (100 "), connecting means (1 10") and a motor, the orientation of the balloon of the first set being controlled by controlling the rotational speed of the balloon of the second set relative to the rotational speed of the balloon of the first set.

9 - A power generation system comprising an aircraft (10) according to one of claims 1 to 8 and a rotating machine comprising a rotor, wherein the connecting means (1 10) are connected to a cable (109) fixed the rotor of the rotating machine, said rotating machine being adapted to generate electrical energy and / or to drive the aircraft in motion.

10 - A power generation system comprising an aircraft (10) according to one of claims 1 to 8 and a vehicle to be towed, wherein the vehicle comprises means for producing electrical energy from the kinetic energy of the vehicle, and storage means of the electrical energy produced, the connecting means (1 10) being connected to the vehicle by a cable (109).

The power generation system of claim 10, wherein the vehicle is an underwater vehicle.