Patent Publication Number: US-2013251524-A1

Title: Wind Turbine Generator

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation in part of international application No. PCT/US2011/021012 filed Jan. 12, 2011 and claims the benefit of: U.S. application Ser. No. 12/657,136 filed Jan. 13, 2010; and U.S. Provisional Application No. 61/382,346 filed Sep. 13, 2010; and, U.S. Provisional Application No. 61/421,522 filed Dec. 9, 2010. 
    
    
     FEDERALLY SPONSORED RESEARCH 
     Not applicable. 
     SEQUENCE LISTING, ETC ON CD 
     Not applicable. 
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     This invention relates to wind turbines and, more particularly, to wind turbine designs that maximize the frontal contact area of the turbine wings with the wind incident thereon. 
     2. Background of the Invention 
     The recent renewed interest in renewable energy sources has highlighted wind energy and the use of wind turbines to generate electrical power by harnessing the energy of wind currents. Indeed, many very large turbines have been installed or are being built around the world, typically employing towers 50 meters or more in height and turbine blades that may exceed 30 meters in length. These installations are successful in generating large amounts of electrical power, and because of their relatively slow rotational speed they tend to avoid negative impacts on local bird populations. However, it is apparent that the frontal contact area of the turbine blades of one of these typical turbines is a very small fraction of the virtual disk surface swept by the blades in a complete rotation, which leads to the conclusion that a great amount of wind energy is passing through the swept area of the turbine without contacting a blade or contributing any useful work toward power generation. Thus these turbines are necessarily low efficiency devices, when efficiency is calculated at a ratio of generated power to the wind power passing through the turbine&#39;s swept area. 
     In general, the long length of the blades tends to limit their width because of considerations of increased mass rotating, and increased lateral wind loads therefrom, at the top of the tower. Furthermore, the typical wind turbine blades rely on aerodynamic lift to generate rotational force, and the lift characteristic is often not directly related to blade width. 
     3. Description of Related Art 
     There are known in the prior art various attempts to devise windmills that employ flat blades to confront the flowing fluid transversely and receive the full force of the incident fluid, whether water or air. For example, U.S. Pat. No. 1,111,350 to Bayley describes a water current motor that has a central vertical shaft, and a pair of transverse pivot shafts extend through the central vertical shaft to support a pair of paddle-like blades, one at each end of each pivot shaft. The blades extend perpendicularly to their respective shafts, and the blades on each shaft are offset 90° each from the other about the axis of the pivot shaft. As one blade rotates into the wind it is urged thereby to rotate downwardly to a vertical position to catch the wind fully, while the blade at the other end of the shaft rotates into a feathered position. A cylindrical frame is secured about the central vertical shaft and is connected by rigid links thereto, and also connected to the outer ends of the pivot shafts for their support. 
     This device does not maximize the amount of power extracted from incident winds or fluid flows, and the torque it generates is not counterbalanced by any mechanical force other than the expedient of anchoring it to fixed points. Moreover, the pivot shafts extend diametrically through the central vertical shaft, and this factor prevents the use of a hollow tubular central shaft, a disadvantage that will be further explored in the following description of the present invention. In addition, the pivot shafts are supported at an upper quarter and medial portion of the central vertical shaft, causing the fluid force developed by the blades to be applied to the central and upper quarter portions of the vertical shaft. These forces are unbalanced and create unbalanced intake and discharge flows. 
     BRIEF SUMMARY OF THE INVENTION 
     The present invention generally comprises a wind turbine design that maximizes the frontal contact area of the turbine wings with the incident wind stream, so that a large fraction of the energy of the incident wind is converted to useful work. The unique construction of the wind turbine thus yields a more efficient wind turbine that is adaptable to many uses, as will be described below. Note that although this initial description relates to wind-driven turbines, it applies equally to any fluid flow, such as river currents, tidal flow, hydroelectric power generation, and the like. 
     The invention introduces the use of turbine wings mounted on pivot shafts that are mounted in paired relationship and transversely mounted on a central drive shaft. The pivot shafts all rotate about the central drive shaft. Each pivot shaft enables its respective wings to rotate cyclically from a wind-engaging orientation (drive position) in which the wing presents a flat surface approximately transverse to the incident wind, to a minimum drag position (glide position) that enables the wing to rotate around the central drive shaft with minimum energy loss until it returns “into the wind” and repeats the cycle and rotates the pivot shaft and moves into drive position once again. 
     Also, each pivot shaft supports a pair of wings, each wing secured to a respective end of the pivot shaft. Moreover, each wing is oriented so that the axis of the pivot shaft lies in the virtual plane that contains the wing. In addition, the two wings of each pair on a shaft are disposed in planes that are offset by approximately 90° about their pivot shaft. 
     The paired relationships of the pivot shafts cause the wings of one shaft to be vertically adjacent the wings of the other shaft. Assuming the central drive shaft extends vertically, the wings of the upper pivot shaft are disposed so that they rotate cyclically between extending upwardly (vertically) in the drive position, to the neutral glide (feathered) position. The wings of the lower shaft are disposed so that they rotate cyclically between extending downwardly (vertically) in the drive position, to the neutral glide position. Thus the upper and lower shafts cyclically and repeatedly rotate wings into the drive position, the former rotating upwardly and the latter rotating downwardly, so that the entire airflow space is blocked by the wings rotating through the drive position. Thus these wings are fully deployed to be completely and repeatedly impinged on by the incident wind, the force of the wind on the wings in the drive position pushing the pivot shafts to rotate the central drive shaft about its axis. The rotation of the central drive shaft may be used to do useful work, such as electricity generation, pumping, and the like. 
     The invention also provides a support structure for the central drive shaft, the pivot shafts, and the wings. Each pivot shaft is supported in a journal joined to the central drive shaft, and the preferred embodiment provides two pairs of two pivot shafts, for a total of four pivot shafts and eight wings. A generally cylindrical outer frame or strut structure extends coaxially about the central drive shaft, the frame including end assemblies that support the central drive shaft at both its ends. Each end of each pivot shaft is secured in a bushing or bearing in the cylindrical frame, so that the pivot shaft portion where each wing is attached is supported centrally by the central shaft journal and at its outer end by the bushing in the outer frame. 
     The cylindrical outer frame further introduces a pair of support frame structures, each frame structure extending generally diametrically through the outer frame, spanning the end assemblies of the cylindrical outer frame and each aligned with a respective pair of pivot shafts. The support frame structures are in mutual orthogonal relationship about the axis of the cylindrical frame. Each support frame includes four box-like backstop assemblies, one for each turbine wing at the ends of the pivot shafts that are aligned with the support frame. Each backstop assembly is aligned vertically (parallel to the central drive shaft) and comprised of three linear bumper components joined in a vertical plane as three sides of a rectangular perimeter; two of which are disposed to engage the side edges of a wing in the drive position, the third bumper component being disposed to engage the distal moving edge of a wing when in the drive position. 
     Each side bumper component is attached to the top and/or bottom cylindrical outer frame as is the one serving the wing tip of each wing. The outer side bumper components serving the upper and lower wings are connected to the side structure which is connected to the upper and lower discs of the spinning turbine frame. The inner side wing backstop may be attached to the main shaft, or in some embodiments have its own side structure that holds the pivot shaft bearings and is also connected to the top and/or bottom disc of the turbine frame. The bumper components are significant in that they receive the majority of the wind force from the wings in the drive position, and transfer that force to the outer frame structure, thus unloading many potential stresses from the pivot shafts and their attachments to their wings, while creating the torque that drives the cylindrical outer frame to rotate the central drive shaft. 
     The backstop assemblies are also provided with (fixed or hinged) backstop fairings for current capture by forming a boxlike structure that blocks airflow spilling off the wing in the drive position. Each wing typically has only two box fairing panels at the sides of the wing, adjacent the bumper components, as the upper and lower disc of the spinning turbine frame in effect serves as the upper box fairing panel of the three sided box that is sealed when the wing closes on the wingtip cushioned backstop in drive. 
     The cylindrical outer frame structure may itself be secured within a housing that supports the cylindrical outer frame by a plurality of roller bearings arrayed in two circular arrangements to impinge on the end assemblies of the cylindrical outer frame. This assembly stabilizes the cylindrical outer frame as it rotates. 
     It is noted that the drive position of the turbine wings coincides with approximately a 90° portion of the angular rotation of the cylindrical outer frame. The (spinning turbine frame or the) outer housing may be configured as a shroud that encloses the non-drive angular portions of the frame or housing, as well as directs the incident wind energy towards the drive position, thus forming a wind intake opening for the assembly. The wind intake may comprise wind deflector panels or surfaces, funnel-like surfaces, or the like. 
     In a further development of the invention, a pair of wind turbines may be provided, one a mirror image of the other and arranged to rotate in opposite directions. The pair may be disposed in adjacent side-by-side relationship, whereby their wind intake openings are also directly adjacent. The outer housing encloses the pair of turbines and directs wind into the adjacent wind intake openings. The counter-rotating central drive shafts of the two turbines may be mechanically connected to a gear, chain, pulley, or similar mechanism to synchronize and perform useful work. This side-by-side arrangement also permits the torque of one turbine to be neutralized by the torque of the other, so that there is a net zero torque exerted on the housing. In a similar adaptation a pair of wind turbines may be connected end-to end, with central drive shafts aligned and connected to do useful work. The two turbines counter-rotate, so that the net torque on the assembly is effectively zero. 
     The housing may be provided with a wind vane structure and supported on a windmill mount that rotates about the horizon, whereby the wind vane will turn the housing to point the wind intake opening(s) into the wind direction and take advantage of incident wind from any bearing. 
     The wind turbine may be built to a size and conformation such that it is portable on a truck bed and easily relocatable to places where the wind is blowing. Thus seasonal wind changes can be exploited without requiring placement of the wind turbine in a fixed location. Likewise, the wind turbine may be mounted on a ship to capture wind energy generate electrical or hydraulic power to be used for propulsion and operating the ship. The ship may be provided with pontoons, or a catamaran hull, to counterbalance the lateral wind force on the turbine. 
     Although the invention is described above with reference to air flow and wind energy, it may be appreciated that any fluid flow will drive the turbine described herein. Thus there are ample opportunities to exploit water flow, such as river currents, tidal currents, wave action, and dammed water supplies. 
     Additional embodiments and improvements to the instant invention are described in U.S. Provisional Patent Application No. 61/382,346 filed Sep. 13, 2010 and, U.S. Provisional Application No. 61/421,522 filed Dec. 9, 2010 which applications are incorporated herein by reference as if fully set forth herein. 
    
    
     
       BRIEF DESCRIPTIONS OF THE DRAWINGS 
         FIG. 1  is an enlarged fragmentary perspective view of the hub portion of the wind turbine of the present invention. 
         FIG. 2  is an enlarged fragmentary perspective view of the hub portion of  FIG. 1 , viewed from a different angle. 
         FIG. 3  is an enlarged fragmentary perspective view of the hub portion of  FIGS. 1 and 2 , including the supports on the pivot shafts that secure the backstop assemblies. 
         FIGS. 4-7  are a sequence of perspective views of the hub portion and pivot shafts and wings secured thereto. 
         FIG. 8  is a plan view, and  FIG. 9  is a perspective fragmentary view, of a backstop assembly of the invention. 
         FIG. 10  is a perspective view of the components of the rotating turbine assembly with the pivot shafts and wings omitted to visualize the relationships of the components. 
         FIG. 11  is a top perspective of the outer support frame of the wind turbine of the invention. 
         FIGS. 12-15  are a sequence of perspective views showing the incremental movements of the wind turbine components during a quarter cycle of turbine rotation. 
         FIG. 16  is a perspective view of the support frame structure of the side-by-side twin turbine of the invention. 
         FIGS. 17 and 18  are a sequence of perspective views showing the incremental movements of the side-by-side twin turbine components during a partial cycle of turbine rotation. 
         FIG. 19  is a plan view of a side-by-side twin turbine mounted on a turntable and adapted to point into the wind. 
         FIG. 20  is a plan front elevation of the side-by-side wind turbine with wind foils and nacelle to funnel the wind into the turbine. 
         FIG. 21  is a cross-sectional plan view of the end-to end water turbine embodiment of the invention. 
         FIGS. 22 and 23  are plan elevations of two different embodiments for generating power using the turbines of the invention driven by flowing water. 
         FIG. 24  is a perspective elevation of a twin side-by-side turbine apparatus for generating electrical power. 
         FIG. 25  is a diagrammatic view of the torque applied to the central drive shaft by the wings of the invention supported on their radially offset pivot axes. 
         FIG. 26  is a composite illustration depicting four different types of pivot shaft layouts of the present invention. 
         FIGS. 27A and 27B  are a top view and side elevation, respectively, of the pivot shafts and central shaft assembly of the model A arrangement of the fluid turbine of the present invention. 
         FIG. 28A  is a perspective elevation of one embodiment of the model B pivot shaft layout;  FIG. 28B  is a top view that includes fairing panels; and  FIG. 28C-28D  are side views of the pivot shafts with drive gears added. 
         FIG. 29A-29B  are sequential perspective views showing a brace extending between paired opposed wings linking the side structures. 
         FIG. 30  is an exploded view of one embodiment of a gear linkage to join the pivot shafts rotational movement in a model B pivot shaft layout. 
         FIG. 31  is a perspective view of a modification of the gear arrangement of  FIG. 30  in which 90° of circumference of the gear is provided with teeth. 
         FIG. 32  is a top view of another gear transmission embodiment used with a model C pivot shaft layout. 
         FIG. 33  is a side elevation of the gear arrangement shown in  FIG. 32 . 
         FIG. 34A-34C  are side elevations depicting the gear arrangements in the various hub configurations. 
         FIG. 35  is a top view of the transmission hub showing recessed modular aspects of the gear assemblies and various pivot shaft layouts relative to axis  21  of the invention. 
         FIG. 36-37  are top and side cross-sectional views depicting recessed gear assemblies incorporated within a model D hub configuration. 
         FIG. 38A-38C  are exploded elevations of the quadra-drive transmission that links the pivot shafts movements through gear connections only. 
         FIG. 39  is a cross-sectional elevation of the transmission shown in  FIG. 38 . 
         FIG. 40A  is a perspective view of the transmission depicted in  FIGS. 38-39 ;  FIG. 40B-FIG .  40 D are top views showing the various transmission components. 
         FIG. 41  is a perspective view of the ring gear timing transmission embodiment of the invention. 
         FIG. 42  is a plan layout of the moving gears of the transmission shown in  FIG. 41 . 
         FIG. 43  is a perspective view of the stationary ring gear of the transmission shown in  FIG. 41 . 
         FIG. 44  is a perspective view of a dual female slider lock of the transmission of  FIG. 42 . 
         FIG. 45  is a perspective view of an alternative embodiment of the wing and backstop assembly of the turbine of the invention. 
         FIG. 46A-46D  are layout, exploded, and end views of a further embodiment of the wind fairing of the turbine of the invention. 
         FIG. 47  is a plan view of a model A hub in which the pivot shafts are held in a horizontally diametrically opposed position relative to the main shaft and surrounding cylindrical wind foil. 
         FIG. 48  is an exploded view of the sun gear transmission depicted in  FIGS. 38-40 . 
         FIG. 49  is a front elevation of a boat electrical generating propulsion system using the turbines of the present invention. 
         FIG. 50  is a perspective view of consolidated pivot shaft. 
         FIG. 51  is an illustration of a Dual drive transmission  400  with consolidated pivot shafts. 
         FIG. 52  illustrates two perpendicular side views of transmission  400 . 
         FIG. 53  is an illustration of transmission pivot shaft  257  with its gears  255   
         FIG. 54  is an illustration of transmission socket gears  258  and  259  with outer gears  256   
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The present invention generally comprises a wind turbine that is designed to maximize the amount of energy extracted from the ambient wind currents. The wind turbine is constructed as a modular cylindrical assembly having an axis  21  about which it rotates when impinged on by wind or any airflow passing thereby. With regard to  FIGS. 1-3 , a central component of the wind turbine is a central drive shaft assembly  22  extending coaxially with axis  21  and adapted to rotate thereabout. The drive shaft assembly preferably comprises a hollow drive shaft  23  adapted to be connected to perform useful work, as will be described below. The drive shaft  23  is provided with a hub portion  24  comprised of four bosses  26 ,  27 ,  28 , and  29  extending generally radially from the drive shaft. The bosses  26  and  27  are disposed in a diametrically opposed, axially offset relationship, and the bosses  28  and  29  are similarly disposed but angularly offset 90° about the axis  21  from the bosses  26  and  27 , as shown clearly in  FIGS. 1-3 . 
     Each boss  26 - 29  supports a respective bearing housing  26 A- 29 D, and each bearing housing supports the medial portion of a respective pivot shaft  26 B- 29 B. Note that the pivot shafts extend transversely to the axis  21 , and are in the paired, parallel, offset relationships established by the bearing housings  26 A- 26 D. 
       FIG. 4  illustrates the hub portion  24  and isolates the pivot shaft  28 B to simplify the explanation. Secured to the opposed ends of shaft  28 B is a pair of paddle-like wings  31  and  32 , each wing extending radially from the shaft  28 B and forming a common plane therewith. The shaft  28 B may be longitudinally slotted at each end to secure an inboard edge of the wing  31  or  32 , or the wing may be secured by any mechanical means known in the prior art, such as adhesives, solvent or fusion bonding, welding or soldering, swaging or press fitting, or the like. Each wing  31  and  32  is comprised of a rectangular panel that is strong, stiff, durable, and lightweight. It is significant to note that the wings  31  and  31  are angularly offset about the axis of the pivot shaft  28 B by 90°. Because of constraints that will be described below, each wing is limited in its rotational movement between a drive position in which the wing extends downwardly and is aligned parallel with the central drive shaft  23 , to a glide position in which the wing is aligned transversely to the central drive shaft, as labeled in  FIG. 4 . Thus in the view of  FIG. 4 , the wings cannot rotate upward above horizontal, nor can they rotate downward beyond the 90° limit. 
     It is also significant to note that when one of the wings  31  or  32  is disposed in the drive position, the other wing  32  or  31  is disposed in the glide position. Moreover, each wing exerts a rotational moment about the axis of the shaft  28 B, and those moments tend to be counteracting. Thus, when the wings are at approximately the 45° orientation, as shown in  FIG. 4 , the assembly of the shaft  28 B and wings  31  and  32  is in rotational equilibrium. 
       FIG. 5  depicts in isolation the two paired, parallel, longitudinally offset pivot shafts  28 B and  29 B on the central drive shaft. Mounted on the opposed ends of shaft  29 B are a pair of wings II and VI, so that wings V and VI are adjacent and wings I and II are adjacent. The wings II and VI are secured to the shaft  29 B in the same manner as described previously, are formed of similar material, and are also oriented at 90° to each other. Note that the wings II and VI are oriented on shaft  29 B so that they rotate between a drive position in which wing II or VI extends upwardly and is aligned parallel to the central axis  21 , to a glide or feathered position in which the wing is aligned transversely to the central drive shaft, as labeled in  FIG. 5 . Thus in the view of  FIG. 5 , the wings cannot rotate downwardly below horizontal, nor can they rotate upwardly beyond the 90° limit. 
     Once again, when one of the wings V or VI is disposed in the drive position, the other wing VI or V is disposed in the glide position. Moreover, each wing exerts a rotational moment about the axis of the shaft  29 B, and those moments tend to be counteracting. Thus, when the wings are at approximately the 45° orientation, as shown in  FIG. 5 , the assembly of the shaft  29 B and its wings is in rotational equilibrium. 
     It is significant that the drive positions depicted in  FIGS. 4 and 5  are aligned at the same rotational angle of the central drive shaft, and wings V and VI are directly opposed and parallel to the axis  21 . In this orientation the wings V and VI are disposed to present a maximum cross-sectional area to the incident wind to extract the greatest energy possible therefrom, as will be explained below. Likewise, the glide positions are aligned at the same rotational angle of the central drive shaft to create the minimum air drag as the wings rotate away from the drive position. This feature enables the wings to rotate around the central drive shaft with minimum energy loss until they return “into the wind” and repeat the cycle and rotate into the drive position once again. 
     The pivot shafts  26 B and  27 B are similarly equipped with wings that have the same characteristics and relative orientations as described with respect to shafts  28 B and  29 B, as shown in  FIGS. 6 and 7 . Extending from opposed ends of shaft  26 B are a pair of wings III and VII, and extending from opposed ends of shaft  27 B are a pair of wings IV and VIII. Thus the wings are also paired in oppositional relationship: wings I and II, III and IV, V and VI, VII and VIII are disposed in vertically adjacent fashion. The combined effect of the eight wings and four pivot shafts is that every 90° incremental rotation of the central drive shaft  23  brings a new vertically paired set of opposed wings into the drive position. Likewise, these same vertically paired sets of wings move together to the glide position. 
     As shown particularly in  FIGS. 2 and 6 , the vertically paired wings in their glide positions are parallel and closely adjacent, extending perpendicular to the axis  21 . These Figures illustrate the significant contribution of the vertical offset of shaft  26 A from  27 A, as well as shaft  28 A from  29 A: the vertical offsets prevent the vertically paired wings from colliding when they rotate into the glide position. This enables the feathered wing in the glide position to rotate to the zero degree angle, which accomplishes two things: the wings present a minimal air resistance at the glide position, and the zero degree dwell enables the other wing at the other end of the same pivot shaft to extend to a full 90° in the drive position, thereby maximizing its wind-catching ability. This innovation is an important aspect of the wind turbine of this invention. 
     A further significant aspect of the invention is the provision of a support structure for the central drive shaft, the pivot shafts, and the wings. The turbine includes a cylindrical outer frame or strut assembly  41  extending coaxially about the central drive shaft  23 , as shown in  FIG. 10  (with the pivot shafts and wings removed to visualize the frame  41  components). The frame assembly  41  includes a pair of end assemblies  42  disposed in a parallel, axially spaced relationship, each end assembly having a bushing  43  disposed to engage and secure the central drive shaft  23 . In this embodiment the end assemblies are formed by a pair of disk assemblies  44  that provide convenient mounting surfaces for many of the turbine components. The disk assemblies  44  are joined by an open frame construction to form a rigid structure. 
     With continued reference to  FIG. 10 , a major constituent of the structure  41 , as shown in  FIGS. 8 and 9 , is a quartet of box-like backstop assemblies  44 , each located at the drive positions of two of the vertically paired wings. Each assembly  44  includes a ladder-like frame  46  at the outer periphery of the structure  41 , extending longitudinally between the two end disks  42 . The like ends  47  and  48  of two pivot shafts (parallel and axially offset, as described above) extend radially outward from the central drive shaft, and are secured in bearings  49  and  50  supported in a medial portion of the frame  46 . At the upper end of the assembly  44  a trio of framing strips  51  are secured to the frame  46  and end disk assembly  42  in a manner to define a rectangular perimeter in conjunction with the pivot shaft  47 . This perimeter defines a rectangular opening  52  that is generally open for airflow therethrough. The perimeter defined by strips  51  is dimensioned to be slightly smaller than the respective wing  53  on the pivot shaft  47 , whereby the framing strips  51  engage the three free edges of the wing  53  when it reaches its vertical drive position. Thus the strips  51  comprise a mechanical stop that absorbs the force of the wind on the wing and transfers the force through the structure  41  to the central drive shaft  23 . In addition, the framing strips  51  are provided with cushioning strips  54  extending therealong to cushion impact and reduce noise output. 
     Joined to the frame  46  are fairing panels  56  and  57 , each extending longitudinally and aligned with a respective side of the rectangular opening  52  and secured to the frame  46  and end disk assemblies  42 . The fairing panels, together with the adjacent portion of the end disk assembly  42 , form a rectangular, coffer-like wind trap. When the wing  53  reaches the drive position and impinges on the cushion strips  54 , the entire rectangular opening  52  is closed and sealed by the wing, leaving no path therethrough for the airflow. The airflow would naturally tend to spread laterally and spill off the wing, but the presence of the fairing panels  56  and  57  and the end surface  42  prevents laminar flow off the wing and maintains the wind pressure for a longer time during the drive position part of the cycle. This effect increases the amount of energy harvested from the wind incident on the turbine. 
     With regard to  FIG. 3 , the fairing panels  57  and their adjacent framing strips  51 , which are disposed adjacent to the central drive shaft  23 , may be supported along their longitudinal extents by a mechanical connection to the central drive shaft in the area of the hub  24 . The hub  24  may be provided with projections or extensions (not shown) to support the longitudinal edge (the vertical edge in  FIGS. 8-10 ) of the fairing panels  57  and by securing their framing strips to provide mechanical support. Alternatively, the framing strip  51  or  51 ′ associated with each fairing panel  57  and  57 ′ may be secured to a respective strut  61  extending from the end disk assembly  42  to a roller bearing housing  62  that rides on its respective pivot shaft ( 26 B- 29 B). Each strut  61  provides mechanical support to the framing strip and thus the entire edge of its respective fairing panel, from the disk  42  to the respective pivot shaft. 
     At the lower end of the assembly  44  a trio of framing strips  51 ′ are secured to the frame  46  and end disk assembly  42  in a manner to define a rectangular perimeter in conjunction with the pivot shaft  48 . The construction of the lower end is the same as the upper end but inverted, and the similar components are given the same reference numeral with a prime (′) designation. The similar components function as described above to achieve the same results. 
     Backstop assembly  44  also enables use of lightweight panels for all of the wings, since the wing is not required to transfer all the force it develops through its single sided connection to the pivot shaft. Rather, the wing transfers the force all around the perimeter of the wing, particularly along the three free wing edges that impinge on the cushioning strips and framing strips of the backstop assembly  44 . Thus the wing is relieved of the typical requirement to be sufficiently stiff and strong to transmit all the force it generates through its connection to the shaft of a mechanism, and the wings of this invention may be free of heavy structural reinforcement. As a result, the mass of the pivot shaft/wings assembly is minimal. 
     With regard to  FIG. 25 , the arrangement by which the pivot shafts are offset radially outwardly from the central pivot axis  21  provides an unforeseen benefit. Assuming a pivot shaft L that hypothetically extends directly from the central pivot axis  21 , it will exert a torque equal to L-F. In this invention the pivot shaft P is offset radially outwardly from the axis  21  by a distance D. The angle  9  between L and P is given by arctan DIP, and the torque T applied to the central shaft is T=L/cos  9 . Given that the cosine function is always less than one, it is clear that the torque applied by the offset pivot shaft P is greater than the radially aligned shaft L, which is cumulative of the prior art arrangements. This torque advantage leads to greater efficiency of this turbine design compared to previous turbine constructions. The backstops provide another contribution in that they receive the majority of the wind force from the wings in the drive position, and transfer that force to the outer cylindrical frame structure  41 , thus unloading many potential stresses from the pivot shafts  26 A- 29 A while creating the torque that drives the cylindrical outer frame  41  to rotate the central drive shaft  23 . 
     Another key component of the wind turbine is a turbine housing  66 , as shown in  FIG. 11 , which comprises an open frame structure  67  having a generally cubic form. (The frame structure  67  may be clad or partially closed for structural purposes and or to direct fluid flow in an optimal manner.) The housing  66  is strong, stationary, stable, and designed to support the cylindrical outer frame assembly  41  that contains and supports the central drive shaft, the pivot shafts, the wings, and the backstop assemblies secured to the cylindrical frame structure  41 . The top and bottom sides of the cube are provided with circular supports  68  that are aligned axially with the axis  21 . An optional plurality of roller bearing assemblies  69  are secured in the supports  68  in an array that is symmetrical with the axis  21 . Similar bearings are used to support the frame  21  in the axial direction. Moreover, the bearings define an interior opening (indicated by broken line  71 ) that is dimensioned to receive the perimeter of the end disk assembly  42  of the outer cylindrical frame  41 . Indeed, the axial length of the structure  67  is dimensioned so that each of the end disk assemblies  42  is received in a respective opening  71  in a rotatable, secure, supported manner The bearing support of the end disk assemblies, in conjunction with the fact that all parts are dynamically balanced, allow high speed operation with little or no wobble, friction or vibration. Structure  66  can be eliminated in models with the enhanced main shaft extending out a suitable distance from the turbine&#39;s lower end assembly  44 . With strengthened protruding main shafts and main bearings to accommodate the increased vertical torque and wind load these machines can be tethered on an apparatus above ground or connected to underground concrete pilings. 
     With reference to the serial perspective views of  FIGS. 12-15 , the central drive shaft  23  and the pivot shafts  26 B- 29 B and their respectively mounted wings I-VIII, and the outer cylindrical frame assembly  41 , together with its backstop assemblies  44 , are joined together in a unified assembly and secured coaxially within the support housing  66  to comprise a complete wind turbine  71  of this invention. The support housing  66  is secured to a mechanical ground, and the outer cylindrical frame assembly  41  rotates therein riding on the bearings  69 . In these views the upper end assembly  42  comprises an open strut construction to replace the solid disk depicted previously, both to show an alternative structure and to enable better visualization of the interior components within the assembly. 
     In the view of  FIG. 12 , the wind is arriving from the bottom of the Figure, as labeled, and the outer cylindrical frame assembly  41  and the central drive shaft secured thereto are rotating counterclockwise (CCW). The drive position identified in  FIGS. 4 and 5 , for example, for each vertically paired set of wings, is determined by the wind direction and located at the 0°-90° quadrant of the rotating assembly  41  that recedes from the oncoming wind due to the rotational motion. Wings III and IV are in the drive position in their respective backstop assembly  44  as the assembly  41  has rotated to the angle at which the wings III and IV are completely transverse to the incident wind, and the backstop assemblies are generally aligned with the quadrants of the solid angle through which the assembly  41  rotates. This orientation guarantees that the wings VII and VIII at the opposed ends of their respective pivot shafts  28 B and  29 B are rotated completely into the glide position. At the same time the backstop assembly  44  is beginning to transition from the glide position, and the wings V and VI have arrived at the angle where they are poised to expand from their glide disposition. 
       FIG. 13  depicts the same wind turbine as  FIG. 12 , with the rotating assembly advanced 15° in the rotational drive direction. The wings III and IV are still in the drive position, catching the full brunt of the wind force and pushing the wind turbine to rotate CCW. The wings V and VI are beginning to rotate and diverge from their glide positions, while at the same time their counterparts on the same pivot shafts, wings I and II are rotating out of their drive positions and beginning to move toward their glide positions. The oncoming wind force is caught by the diverging wings V and VI, urging the wings to open further and pushing the progress toward the full engagement of the drive position. 
     In the view of  FIG. 14 , the rotating assembly  41  of  FIGS. 12-13  has turned a further 15° CCW from  FIG. 13 . The wings V and VI are opened about halfway from their glide position toward their drive position. The incident wind is not only forcing the wings V and VI to open further, it is deflecting off those wings and creating CCW torque on the rotating assembly  41 . Thus the partially open wings are productive even before the drive position is attained. At the same time, the wings III and IV are beginning to rotate out of their drive positions and move toward their glide positions. 
     The cycle continues in  FIG. 15 , in which the assembly  41  has rotated a further 15° from the previous Figure. Wings V and VI are approaching full extension into the drive position and are catching a large fraction of the incident wind, which also determines that their counterparts on their pivot shafts, wings I and II, are approaching full rotation into the glide position. Wings III and IV are rotating further out of the drive position toward the glide position. In the next 15° incremental rotation, wings V and VI will be in the positions of wings III and IV shown in  FIG. 12 , and the process will begin to reiterate and continue indefinitely, as long as the wind is blowing at the wind turbine. 
     It should be noted that the paired parallel pivot shafts ( 26 B with  27 B, and  28 B with  29 B) rotate through a 90° angle in a reciprocal manner with each rotation of the rotating assembly  41 . Moreover, each of the paired shafts is always rotating in a counter-direction to the other of the pair, so that their moments of rotation are substantially equal and opposite. This factor causes those moments of rotation to effectively cancel each other. In addition, any gyroscopic moments of precession of the pivot shafts are likewise canceled by the paired shafts, so that the cylindrical turbine assembly  41  is dynamically balanced in plural regards. 
     Thus the wind turbine of the invention may be placed in a wind stream from any direction, and it will begin to turn and establish a rotational velocity commensurate with the wind speed. And although the wind turbine has been described with its axis of rotation extending generally vertically in the Figures, it may be appreciated that the wind turbine may be disposed at any angular orientation, the only requirement being that the axis of rotation  21  is substantially transverse to the wind vector impinging on the turbine. The central drive shaft may be joined to the rotational input of any suitable apparatus or engine, such as an electrical generator, pump, compressor, or the like. 
     Although the single turbine is a self trimming viable working turbine unit, the fact that the drive position of the wind turbine is the locus of the wind force captured by the wings causing that force to be applied to the central drive shaft almost exclusively on an innate drive side that is diametrically opposed to the glide position of the wings of the wind turbine. This unbalanced force situation may present issues of wobble and wear of the bearings, and the like. Moreover, the inevitable frictional losses between the rotating wind turbine  41  and the bearings and frame create a residual torque applied to the frame  66  and its anchor or mechanical ground. 
     Thus a further aspect of the invention is a twin turbine assembly  76 , as shown in  FIGS. 16-18 , in which the forces experienced by the wind turbines are balanced in mutual equilibrium. A key component of the twin turbine  76  is a twin turbine frame  77 , as shown in isolation in  FIG. 16 . The frame  77  is essentially a pair of housings  66  as described previously, each comprised by an open frame having a rectangular or cubic shape, and supporting a pair of circular supports  68  with optional bearings  69  to support the end assemblies of a pair of rotating wind turbine assemblies  141  and  142 , each supported in a respective opening in the housing  77  and aligned with axes  23  and  23 ′, respectively. Note that the axes  21  and  21 ′ of the two wind turbines are parallel and spaced as closely together as possible while avoiding interference of the wings of the adjacent wind turbines  141  and  142 . A significant feature of this embodiment of the invention is that the two turbines are counter-rotating, as indicated by the motion arrows, so that the residual torque on the frame  76  is essentially equilibrated to zero. 
     To create a twin turbine, where one turbine is turning clockwise, and the other is turning counter-clockwise, it is not necessary to add or create any additional parts. Rather, in one of the turbines each of the backstop assemblies is merely changed to a position at the other side of the wings it has been engaged with, and the axle and wings are turned around (end for end). In most models this is accomplished by merely turning one turbine over on its opposite side. Thus setting the rotational direction is a trivial task that requires no new components. In this embodiment, one turbine functions in the exact opposite way as the other. Having all parts of both turbines mirror one another&#39;s movements creates a symphony of symmetry and balance. The twin turbine model not only eliminates the torque issue, but also dynamically balances each turbine relative to the other. 
     Furthermore, by rotating the turbines  141  and  142  in the opposite direction to one another, it is possible to locate the drive side (where the drive position of the wings is disposed) of each turbine adjacent to the other in the middle of their common frame structure  77 , thus forming an intake area  78  confronting the incident wind that is double the size of a single turbine and thereby doubling energy production. The central drive shafts  23  and  23 ′ may be connected to any rotational machine input through gears, pulleys, chain drives or any other mechanical expedient known in the art. This allows the turbines to remain synchronized and dynamically balanced each with the other. 
     With regard to  FIG. 19 , the twin turbine arrangement of  FIGS. 16-18 , hereinafter the side-by-side twin turbine  76 , may be further enhanced by placing the entire assembly on a rotating support  81  that pivots freely about an axis  80  (the Z axis in  FIG. 19 ). A tail assembly  82  extends from the turbine  76  in the leeward direction, and acts as a weather vane to rotate the support  81  and point the intake opening  78  of the turbine directly into the wind. Thus this apparatus will always track into the wind and generate the maximum amount of power even in changing wind conditions. Furthermore, if the ambient winds become too high and pose a threat to the wind turbine  76 , the tail apparatus may be reefed and the support  81  rotated (manually or automatically) so that the intake opening is directed out of the wind and safe from storm winds and the like. 
     As suggested in  FIG. 19  and shown in  FIG. 20 , the wind-seeking apparatus of  FIG. 19  may be provided with a wind foil  84  extending about the windward side of the assembly and tapered in funnel-like fashion to direct incident wind into the intake opening  78 . In addition, a nacelle may extend across the opening  78  to split the incoming air stream into two columns that each impact one of the drive positions of the turbines  141  and  142 . An additional surface for directing wind into opening  78  is the cylindrical wind foil  84 B surrounding the main shaft, in radial offset models seen in  FIGS. 19 and 49 . These features cause the wind to be concentrated at the intake opening  78  to maximize conversion of wind energy to useful work. 
     With regard to  FIG. 21 , a further aspect of the invention is the combination of a pair of wind turbines in a twin turbine end-to-end apparatus  96 . A twin turbine frame  97  is comprised essentially of two housings  66  described previously and comprised by an open frame having a rectangular or cubic shape, and supporting a pair of circular supports  68  for a rotating turbine assembly  41 . In the apparatus  96  the housings  66  are joined in axially aligned, end-abutting relationship, and two turbine assemblies  241  and  242  are supported in the housings  66  with their central drive shafts aligned. An axle  101  extends axially through the central bore of the tubular central drive shafts  23  of the two turbines, so that each may rotate independently while hewing to a common rotational axis. 
     Indeed, one of the turbines  241  or  242  is constructed to counter-rotate with the other of the pair, as explained in the previous side-by-side embodiment  76 . This involves reversing the backstop assemblies and the pivot shafts so that the turbine turns in the opposite direction, as also described above. 
     An electrical generator  98  is supported by the frame  97  in a position intermediate the two turbines  241  and  242  and coaxial with those mechanisms. The central drive shaft of turbine  241  is connected to the field assembly  102  of the generator  98 , while the counterpart of turbine  242  is connected to the central armature  103  of the same generator  98 . The field unit and armature are counter-rotated by the two turbines  241  and  242  as they are turned by passing fluid flow, resulting in a net angular velocity that is twice that of a fixed-field generator. The electrical power thus generated may be picked up by electromagnetic coils  100  and fed through cables  105  extending along the frame  97  to a fixed anchor or similar support arrangement. Alternatively, the power may be picked up by slip rings or brushes or similar mechanisms known in the prior art, and connected to the cables  105 . 
     The end-to-end turbine  96  lends itself well to use in generator sites where water flow is extensive, either through tidal flow, river currents, or wave action. With regard to  FIG. 22 , a pair of stanchions  106  and  107  are anchored in the bottom of the lake, river, or bay, and each stanchion is provided with a vertical track. Lateral supports  108  extend between the stanchions and engage the tracks thereof, and are vertically movable by a motor drive system  109 . Secured to the lateral supports  108  is a plurality of turbine assemblies  96 , these turbines having been modified for operation in fresh or salt water. Each turbine includes a neutral buoyancy chamber  110  filled with ballast or air to establish a neutral buoyant condition for each turbine. The turbines extend coaxially, and are joined by universal joints  112  which couple the like-rotating ends of the end-to-end turbines, thereby doubling the torque applied to their generators. The universal joints  112  also act to prevent any residual torque along the turbine array. 
     Each turbine assembly  96  includes two counter-rotating turbines driven by the water flow between the stanchions created by natural forces, and the electricity thus generated is fed through a cable  111  to electricity consuming devices and customers. It may be appreciated that even if the water flow is reversed, as in tidal situations or wave action, the paired turbines will always counter-rotate in their same directions and the electricity generation will continue. Indeed, the turbine assemblies  96 , whether used singly or as multiples in axial alignment, are completely self-trimming; that is, the drive position always moves angularly about the central axis so that the wings in their drive position confront the oncoming flow in fully transverse relationship to the flow. In addition, if water conditions (storm waves, tidal surges, and the like) threaten the generating facility, the motor drive system  109  may be activated to pull the wind turbines upwardly on the stanchion tracks and out of the water to avoid damage. 
     A further embodiment of the turbine  96  driven by flowing water is illustrated in  FIG. 23 , wherein components similar to those of  FIG. 22  are given the same reference numerals. As in the previous embodiment, a pair of stanchions  106  and  107  are anchored in the floor of a body of water, and each stanchion is provided with a vertical track. Lateral supports  108  extend between the stanchions and engage the tracks thereof, and are vertically movable by a motor drive system  109 . In this embodiment there are two axially aligned rows of turbine assemblies  96 , these turbines likewise having been modified for operation in fresh or salt water. A neutral buoyancy chamber  110  filled with ballast or air to establish a neutral buoyant condition for the turbines is secured to the bottom of the assembly. 
     In each row, the turbines are set to rotate in the same angular direction, and are joined in series by intermediate universal joints  112  to add the torque along the turbine array. The output is coupled to upper shaft  116  and lower shaft  117 , which are mechanically connected to a generator  118  by any suitable mechanical motion transmission. Here the generator  118  is supported above the waterline for easier connections and maintenance. The two shafts  116  and  117  counter-rotate, and are connected to opposed ends of the generator  118 , whereby the field assembly and armature of the generator are likewise turned in counter-rotation to double the angular velocity and increase the voltage and power output of the generator. As in the previous embodiment, the drive side of each turbine  96  will change if the water current direction between the stanchions reverses, but the pairings of counter-rotating turbines in both cases enables the water current generator arrangement to continue to operate without requiring any changes to the devices. As before, if storms or wind create hazardous conditions, the system  109  may be activated to raise the entire turbine assembly on the stanchion tracks out of the water to avoid damage. 
     In both the embodiments of  FIGS. 22 and 23 , the lateral supports  108  may comprise tubular struts or pipes, or may comprise high strength wire rope or cable spanning the stanchions and maintained under high tension by a standard turnbuckle arrangement or hydraulic or pneumatic actuators. Indeed, a high tension wire rope or cable may be passed through the aligned tubular central drive shafts of the turbines  96  to align and support them directly on their axes. Four or more high tension cables may be extended in a similar manner between the stanchions to pass through the four interior vertices of the frame structures  66  (and optionally other parts as well) to anchor the devices. This arrangement has the advantage of easy assembly and disassembly for maintenance purposes. Also, the neutral buoyancy afforded by chamber(s)  110  in both embodiments serve to minimize the suspended weight and reduce undesirable loading on the cables. In addition, in both embodiments the number of turbines turning in one angular direction is matched by an equal number turning in the opposite direction, so that the net torque on the assembly is zero. 
     With regard to  FIG. 24 , the twin turbine concept may be extended by providing two twin turbines in an array that combines the best of the end-to-end and side-to-side embodiments illustrated above. Two end to end models  96  are joined in a four turbine array by linking their outer frames  66  in adjacent, impinging relationships. In this arrangement the counter-balancing torque feature of the side-by-side turbines turning in opposite directions on the two parallel main shafts, and also the end to end turning in opposite directions sharing the same shaft with two generators  98  sandwiched in between doubling the generators&#39; angular velocity. 
     In general, the turbine construction of this invention exhibits several advantages over other wind turbines. One of the major disadvantages of traditional propeller-type turbines is that these machines cost millions of dollars and, because of their large diameters, they require tall pylons and must be anchored in concrete deep in the ground. Thus they are fixed installations and cannot function during windless days or seasons. In contrast, a wind turbine according to this invention that generates a comparable energy output could be made to be transportable anywhere that the wind happens to be blowing. A turbine may be transported on a truck, either sized to the truck, or much larger than the truck, broken down into smaller component parts, making them transportable on the highway and easily reconstructed. Instead of an investment of millions of dollars staying idle during windless periods, these machines may be moved on the truck bed throughout the year to locations where the wind is blowing, optimizing the return on investment with high yearly energy yields. Unlike traditional propeller turbines, these compact units extract a high percentage of the available energy relative to their operating space. They are slow-moving with extremely high torque. 
     The wind turbine of the invention is also very scalable from very large installations to very small ones. For example, a collection of miniature turbines can be arranged on a line in a series stretched across a stream for manageable, portable, do-it-yourself, domestic or recreational power generation. Or the turbines can be as large or larger than a ten story building. Since these turbines operate closer to the ground than traditional propeller models that tower in the air, they have a lower visual impact on the skyline. Furthermore, the relatively slow moving turbines of the invention may pose less of a danger to birds as, even 27, without their intake wind foils in place, the glide side is always open, and the drive and transition sides always appear to be obstructed. 
     A salient feature of the construction of this wind turbine is that all moving parts, because they have equal and opposite counterparts moving in the opposite direction at all times, are vertically and diagonally balanced. Returning to  FIGS. 4-7 , note that diagonally, wing I is balanced with VI, II is diagonally balanced with V, III with VIII, and IV is diagonally balanced with VII as they are numbered on these illustrations. Obviously, looking vertically, both wings I+II, III+W, V+VI and VII+VIII are balanced. 
     It may be noted that the wings in this model are of different lengths at axially opposed ends of the wind turbine. This is because the axle housings on the hub are longitudinally offset as described above. Regardless of the different wing size this difference is also symmetrical and dynamically counterbalanced by virtue of this design. The shorter wings on the upper pivot shaft  27 B with wings IV and VIII going up are shorter than wings on axles  28 B and  29 B because they are closer to the upper covered rim but are the same size as wings I and VI that go down on the lowest mounted axle, which are closer to the bottom covered rim of the turbine. These two axles with their same sized wings stay dynamically balanced because each wing is diagonally and vertically opposite in position, size and movement direction to the other. The same relationship applies to pivot shafts even though their wings, being the same size, are slightly longer than the wings of pivot shafts  26 B and  27 B. 
     With regard to  FIG. 26 , there is illustrated the four possible arrangements for supporting the pivot shaft on the hub: “Model A”, “Model B”, “Model C”, and “Model D.” Each of the pivot shafts in the first parallel pair are individually designated as  146  and  147 . Each of the pivot shafts in the second parallel pair fixed 90° to the first pair are individually designated as  148  and  149 . In the hub design described above, labeled “model A”, both pivot shafts  146  and  147  have axes that are staggered on differing vertical planes relative to the main shaft in its vertical position and offset laterally from the center axis  21  of the main shaft, as are pivot shafts  148  and  149 . Note that pivot shaft  148  is disposed directly subjacent to shaft  146 , and shaft  149  is directly subjacent to shaft  147 , in an interleaved (staggered) arrangement. 
     In the pivot shaft arrangement of hub “model B”, pivot shafts  146  and  147  have axes that lie in a plane that passes through the axis  21  of the main shaft. Pivot shafts  148  and  149  are interleaved with shafts  146  and  147 , as in Model A, but shafts  148  and  149  are also aligned so that their axes lie in a plane that passes through the axis  21  of the main shaft. 
     Hub Model C is similar to hub Model A in that the pivot shafts  146  and  147  are staggered and horizontally offset from the center axis of the main shaft. However, pivot shafts  148  and  149 , although offset like hub Model A, instead of being interleaved, are located in the same plane as shafts  146  and  147 , respectively. The hub Model D is a modification of hub Model B with all pivot shafts aligned in planes that intersect the axis  21  and also aligned in respective horizontal planes. 
     The function of the hub in all designs is to arrange the four pivot shafts around the main shaft, keeping the pivot shaft housings vertically staggered along the main shaft so one wing and pivot shaft will be held at a slightly lower horizontal plane than its parallel counterpart, enabling one wing to tuck under the other in their glide position. There may be many hub design variations that will achieve this objective. The combination of these four hub models in conjunction with application specific turbine models has made possible a variety of modifications to the basic arrangement of the invention. 
     Because the pivot shafts of the original “model A” hub are held in a horizontally diametrically opposed position relative to the main shaft, as shown in  FIGS. 27B and 47 , the wings on pivot shafts that transition up, move into and out of glide and drive before or after the wings on the pivot shaft that transition down. This spreads the four 90 degree segments of the eight wings into two sets of four offset intermittent 90 degree segments. Thus the turbine will engage in forward movement at lower wind speeds with the added advantage of spreading the 90 degree segments of the two wings into two slightly offset 90 degree segments. For use in a variety of applications, the profile of the original hub embodiment can be streamlined, simplified and strengthened.  FIG. 27A  shows the first modification, called the Streamlined Hub. This hub is a “model A” design like the original hub with the main shaft  154  housing a stationary axle  155 . Each pair of pivot shafts are in the same offset and staggered arrangement as in the original “model A” design, but are brought together as close as possible so as not to compromise the structural integrity of the main shaft&#39;s housing the stationary axle that runs vertically down the center of the main shaft. This modification streamlines the hub profile and thus can increase its strength and further minimize drag. Note: exposed backstop assemblies  150  in this top-view are rendered as solid black rectangles. 
     With reference to  FIG. 28A  there is shown a model B modification in which the two pairs of pivot shafts  146 - 147 , and  148 - 149  are vertically spaced along the main shaft but in line with the center axis  21  of the main shaft. This modification eliminates the stationary axle  155  because the pivot shafts are in line with the center axis of the main shaft where this axle otherwise would be located. Having a central stationary axle is a vital design element for many applications. However there are other applications not needing this feature. In this design the two types of pivot shafts, from now on referred to as type “U” 146  and  148  (with wings transitioning up), and type “D”  147  and  149  (with wings transitioning down) are still perpendicularly and vertically staggered down the main shaft, but are all in line with the center vertical axis of the main shaft. 
     With each type of pivot shaft no longer laterally offset, as in the earlier embodiment, but in line with the center vertical plane of the main shaft, the support structure at the opposed outer ends of the pivot shafts to the turbine assembly can be reduced in complexity from a ladder like structure, such as component  46  of  FIG. 14 , to a round or square rod-like side structure  156  of  FIG. 28A . Because all wings pivot from the center of the main shaft, and can be attached directly to the main shaft  154 , the side support structure  156 , and the upper and lower surfaces of the turbine assembly, such as component  42  of  FIG. 14 . In the top view of  FIG. 28B  there is shown the optional wind/water fairing panels  157 , and the cushion  151  on the backstop assembly. The optional drive gears  158  on the side support structure  156  are shown in  FIGS. 28C and 28D . 
     With regard to  FIGS. 29A and 29B , the fact that one wing tucks under its superjacent companion in their horizontal glide positions offers a space therebetween to run a brace  159  from the one side structure to the other; that is, the brace  159  extends intermediately of each of the pair of horizontally extended wings and spans the distance between adjacent frames  46 . Besides serving as a brace strengthening the turbine assembly, a cushion  151  added to the top and bottom of brace  159  (not shown here) serves as a stopping mechanism for each pair of wings extended in their horizontal glide position. The brace  159  is also shown although not mentioned or enumerated in the original application in  FIG. 14 . 
     With regard to  FIG. 30 , a further modification of the Model B arrangement is similar to the embodiment of  FIGS. 28A-28D , except for the addition of gears to connect the pivot shafts. This embodiment&#39;s side structure design, backstop and fairing panel mounting are very similar to  FIGS. 28A-28D , having the same model B pivot shaft and hub arrangement. The changes in this model relate to wing placement, the consolidation of the pivot shafts into two independently operating pivot shaft assemblies  161  and  162  and the adding of gears to the pivot shafts  146 - 149 . These gears connect each type U (up)  146  or  148  pivot shaft with a type D down pivot shaft  147  or  149  so that the four pivot shafts form two separate, independently operating pivot shaft assemblies  161  and  162 . 
     As seen in  FIG. 30 , each pivot shaft assembly  161  and  162  has one driving pivot shaft and one riding pivot shaft. In assembly  161  the driving shaft  146  drives the riding shafts  147  and in the other assembly, the driving shaft  149  drives the riding shafts  148 . In this embodiment, in one pivot shaft assembly the driving shaft is a type U and in the other pivot shaft assembly the driving shaft is a type D. The driving pivot shafts extend diametrically through the main shaft, whereas the riding shafts do not. The riding shafts are mounted on the main shaft with recessed roller bearings  163 . 
     Thus in this embodiment in assembly  161  the Type U shaft  146  doing the driving runs perpendicularly through the main shaft  154  as its two respective rider shafts  147  are supported by a bearing in housing  153  supported on the body of the main shaft. In assembly  162  the type D shaft  149  does the driving and its rider shafts  148  are supported by a bearing in housing  153  on the body of the main shaft. Each independent pivot assembly in this example has four driving gears  145  on its respective driving pivot shaft  146  or  149 , each driving a pair of riding pivot shafts  147  or  148  having two similar gears  145  each that are adapted to mesh together. 
     Because the driving pivot shafts  146  and  149  are oriented perpendicular to one another, and since their respective rider shafts  147  and  148  do not extend through the main shaft, the driving shaft of one assembly and the perpendicular riding shaft of the other assembly can be placed on the main shaft on the same horizontal plane. As shown in assembly  161  the driving shaft  146  traverses the main shaft  154  through housing  160  and the rider shaft  147  and end bearing  163  are placed in the recessed housing  153  in the body of the main shaft. With this feature all wings can be the exact same size and shape and emanate out of the relative center of the turbine&#39; cylindrical volume. 
     Because the gears  145  of the driving shaft are engaged with the gears  145  of the pivot shafts, all gears of each independent shaft move in unison. The driving pivot shaft gears naturally turn the riding pivot shafts gears in the opposite direction. Because all four wings  152 A-D are attached to their respective pivot shafts  146 - 149 , the two wings transitioning down are fully counterbalanced by the two wings that are transitioning up. Instead of the wings going down only having a balanced equilibrium at 45° as before, now all wings are completely counterbalanced throughout their angular excursions. Although not shown in  FIG. 30  the exterior gears like those of the next two models may be recessed into the body of the main shaft. 
     In some models it is desirable to leave all the teeth on the gears  145 , which may prove to be less expensive to manufacture. Since each pivot shaft and its corresponding wings never pivot more than 90°, over half of the teeth on the gears are never used. As seen in  FIG. 31 , when desired the unused teeth can be eliminated to reduce the gear&#39;s profile and drag. Wing gear covers can then be aerodynamically molded over the reduced gears, component  164 . 
     With regard to  FIGS. 32 and 33 , there is shown a further development of model C of  FIG. 26 . Because the driver shafts of each pivot shaft assembly are offset from the central axis  21  of the main shaft, the interior of the hollow main shaft is unobstructed. Therefore, it is possible in both models to extend a stationary axle  155  through the center axis of the main shaft. In this embodiment the pivot gears  145  are recessed into the body of the main shaft  154  and/or side structure of the turbine assembly. In this embodiment the wings of each of the two pivot shaft assemblies move in unison. 
     For manufacturing, assembly, maintenance, standardization of parts, parts removal and replacement, field repair purposes, etc, this embodiment is constructed with a separate unified hub transmission  170 , as shown in  FIG. 32 . With regard to  FIG. 34A , the pivot shafts are disposed in vertical alignment with the axis  21  of the main shaft as in Model D and, accordingly, the meshing pair of gears  145  and their spline sockets  166  are centered in a plane that intersects the axis  21 . However, the pivot shafts may be aligned in a common plane that is perpendicular to the axis  21 , as shown in  FIG. 34B , and the gears  145  and their spline sockets  166  are laterally spaced apart in symmetrical relationship to the axis  21 . With regard to FIG.  34 C, when the pivot shafts are vertically staggered along the axis  21 , as in Model C of  FIG. 26 , the gears  145  are likewise offset vertically along the axis  21  and spaced laterally apart in symmetry to the axis  21 . 
     As shown in  FIG. 35 , both driving shafts  146  and  149  each be formed as three separate sections. The central sections  146 A and  149 A are located within the main shaft&#39;s transmission  170  and the other two identical sections are supporting the wings  146 B and  149 B. The wings and splined pivot shaft  149 B are also joined into one unit, assembly  168 . With sockets  166  placed at the end of  146 A and  149 A and splines  167  made at the ends of all pivot shaft wing assemblies, the wings can be easily removed as arrows indicate in  FIG. 35 . 
     Using mechanical transmission arrangements known in the prior art, the two sets of wings on each pivot shaft assembly may be linked together to move in unison through their natural drive, transition, and glide cycles, always staying synchronized with each other. In this model all four wings fixed to each pivot shaft assembly consequently would “flap” together, the two wings on the horizontal glide side close as the two wings on the drive side open and visa versa. This would happen with four wings in each turbine assembly every 90° of forward movement. In turbulent operating conditions the synchronicity of this design offers optimum performance, maintaining balanced wind and water intake and discharge. 
     The recessed transmission within the main shaft can be incorporated within various pivot shaft layout configurations as seen in  FIG. 26  with, for example, two separate driving pivot assemblies as in  FIG. 32 . One advantage of the model D design is that the pivot shafts are not vertically offset from axis  21  and emanate out of the relative center of the turbine assembly. Therefore all wing assembly parts are the exact same size and easier to mass produce and fabricate. A limitation of this simplified model D hub is that the centered position of the pivot shafts does not allow a stationary main axle to go through the center of the rotating turbine. Other more complicated model D transmission designs do allow room for the central axle using traditional transmission gearing methods. 
       FIGS. 38A-38C  and  39  illustrate the fact that all four pivot shafts can be geared together to move in unison, mechanically regulating the drive and glide cycles. We call transmissions with this feature “Quadra drive Transmissions.” This embodiment is termed the sun geared timing transmission and has a Model D hub configuration (as seen in  FIG. 26 ). The advantage of the sun geared timing transmission is that the wings in their drive and glide positions, instead of only being passively moved into and held in position by the fluid current, are actively moved into and held in position by a geared timing and locking mechanism, as seen in exploded views of  FIG. 38A-38C , that mechanically replicates the natural movement generated in wind and water in optimum conditions. This positively directed geared movement mirroring the natural passive movement generated by the current may maximize and stabilize energy capture by maintaining optimum positioning in both pairs of stationary and transitional cycles even in turbulent conditions. This ensures that the wings will be locked into their ideal position to confront the fluid flow for 90° of drive, while their sister wings are locked into their ideal glide position to pass through the fluid current with minimum drag for 90° of glide. This may reduce any inefficiencies associated with friction, fluttering or floatation, and help ensure full engagement at higher R.P.M. 
     The second major advantage of this design is the reduction of production, maintenance, and transportation costs. Instead of the pivot shafts extending through the main shaft or transmission, wings and splined pivot shafts can be manufactured as one unit that connects to the matching socket  166  (as seen in  FIGS. 34 and 48 ) on the exterior sides of the transmission. This has the production and cost-saving advantage of fabricating eight identical wing and splined pivot shaft units, allowing easy removal and replacement of wing/pivot shaft units in the shop or field, or for the purposes of transportation. 
       FIG. 38A  illustrates the form, function and timing of the transmission as it positions the gears and slider locks through their rotational movement, regulating the four 90° segments of drive, transdrive, glide, and transglide. The fused stationary sun gears  210  are connected to the turbine&#39;s stationary main axle  155 , around which rotate four assemblies of planetary gear assemblies  211 , each of which engage a respective beveled pinion gear combination  182 . Each beveled pinion gear is joined axially to a respective pivot shaft and its respective wing. In  FIG. 38A  the stationary center gear consists of axially stacked combinations of beveled gears  184  with 270° of teeth removed, and male slider locks  186  fused together into one stationary sun gear unit  210 , held in place by stationary axle  155 . 
     As seen in the box at the center bottom of  FIG. 38A , beveled gear  183  and female slider lock  185  are an example of a planetary gear and lock used in the gear assemblies. These gears and locks are fused together in two different stacked combinations, forming gear lock clusters  206  and  207 , as shown in  FIG. 38B . Gear lock cluster  206  is created by fusing one  183  gear and one  185  lock together, and gear lock cluster  207  is created by fusing two  183  gears and two  185  locks together. Each planetary gear assembly is comprised of one gear lock cluster  207  and two gear lock clusters  206 . The clusters  206  are axially aligned and spaced apart to secure therebetween the cluster  207 , with roller bearings  209  placed between the clusters, forming three independently rotating gear clusters. The clusters  206  and  207  are stacked on axle  237  for independent rotation thereabout. The planetary clusters  211  engage and rotate the beveled and pinion gear combinations  182  on pivot shafts  148  and  149 . The other two pivot shafts  146  and  147  and their planetary gear assemblies are exactly the same in every respect except in their perpendicular placement relative to  148  and  149 . and are not shown for purposes of clarity. In  FIG. 38A , the fluid flow incident on the apparatus is engaging the wings to propel the entire turbine assembly and transmission in a clockwise motion (as indicated by the large arrow circling the top of the illustration). 
     As seen in  FIG. 38A , pivots shafts  148  and  149  and associated planetary gears have just completed their 90 degrees of drive and glide. The wings on the left side of the illustration are in the glide position, and the wings on the right side are in the drive position, as propelled by a fluid flow extending in the Z axis upward from the plane of the drawing. The positions of the wings are mechanically locked by the engagement of the locking gears. Proceeding from the top, the first female slider lock  185 A on the right planetary stack is held in place by complementary engagement with the first male slider lock  186  on the stationary sun stack. The second female slider lock  185 B on the left planetary stack is held in place by a complementary engagement with the second male slider lock  186 B on the stationary sun stack. The third female slider lock  185 C on the left planetary stack is held in place by complementary engagement with the third male slider lock  186 C on the stationary sun stack. And the fourth female slider lock  185 D on the right planetary stack is held in place by complementary engagement with the fourth male slider lock  186 D on the stationary sun stack. Note that each of these four engaged female slider locks in turn have been oriented so their concave female locking surfaces come into contact with the stationary sun gear convex male locking surfaces throughout this rotational segment. The other four female slider locks are facing the direction of the turbine&#39;s rotational movement, and are not engaged. 
     As shown in  FIG. 38A , because of the planetary gears&#39; relative position to the stationary sun gear  184 , the gears connected to pivot shafts  148  and  149  are just about to enter into their 90° of transitional movement. The wings on the left side of the drawing will transition open from their glide to drive positions, as the wings on the right will transition closed from their drive to glide positions. Even without this timing transmission, this transitional movement would naturally be generated by the fluid flow passing the apparatus. However, here the transition will be replicated by a gearing mechanism that synchronizes its motion with the turbine&#39;s naturally occurring four 90-degree sequences. 
     Starting with the first 90° of transitional movement both beveled gears  183  on the top and the bottom of the left planetary assembly  211  will engage with the teeth of the top and bottom 90° beveled gears  184  on the stationary sun assembly  210 , causing both gears  183  to spin in a clockwise motion. These gears will engage with the beveled teeth of both gears  182  on pivot shafts  148  and  149 , which simultaneously engage with each other, rotating the pivot shafts and causing the wings to open into their drive position. Gears  182  also cause the double beveled left planetary gears  183  to rotate in a counter-clockwise motion. Note: planetary gears are free to counter-rotate in respect to one another since there are no teeth on 270° of gear  184  on the stationary sun assembly, which allows for this free counter-rotational movement. As the planetary gears are turned, the orientation of their female locking components freely rotates 90°. The male slider locks of the sun gear assembly are disengaged from the female slider locks to allow 90° of space for this freely rotating movement. 
     Note that the right planetary assembly has an identical gearing relationship with the sun gear but carries out its sequences intermittently in the same exact transition and locking order. One consequence of this design is that the two 90° beveled gears  183  in the middle of the sun gear assembly are always responsible for closing all wings into their glide position, while the other two beveled sun gears on the top and bottom are always responsible for opening all wings into their drive position. 
     This rotational movement of each planetary assembly with its sequence of transdrive, locked drive, transglide and locked glide comprises the 360° cycle of rotational motion about the main shaft. However, it is important to note that planetary gears do not rotate 360° about their planetary axes, but rather rotate 90° reciprocally in a motion that minors that of the wings. Planetary gears running pivot shafts  146  and  147  operate in the exact same manner as shafts  148  and  149 , transitioning 90° in every 180° excursion and locking 90° in every other 180° excursion but at opposite 90° intervals to one another. 
     Pivot shafts  146  and  147  (not shown) have an identical gearing relationship to shafts  148  and  149 , but carry out their intermittent movement offset 90° relative to the main shaft. 
     With regard to  FIG. 39 , there is shown a cross-sectional elevation that cuts directly through the axis of two planetary assemblies and the stationary sun gear. It shows the positioning of gears and locks, how they engage, and how the gear assemblies are separated and held in place by the bearing blocks  187 . 
     Referring to  FIG. 40A  there is shown a three dimensional side view of the transmission of  FIGS. 38-39 , showing how the four planetary assemblies and specifically the individual gear clusters  206  and  207  are situated around the stationary main shaft inside of the transmission. With further regard to  FIGS. 40B-40D , the transmission provides a main shaft bearing  216 , planetary bearings  215 , and spacer blocks  214  as well as the inner and outer bearing housing plates  213  and  212  which comprise the structure that houses all moving parts within the transmission. 
       FIG. 41  features the entire Ring Gear Timing Transmission complete with the stationary ring assembly  188 , the gearbox and housing  198 , and the gears that convey the timed motion to the pivot shafts  146 ,  147 ,  148  and  149 . Although the mechanics of this transmission are quite different, primarily its functions and advantages are identical to the Sun Gear Timing Transmission featured in  FIG. 39  except in the following respects. First, instead of having a Model D hub as in the Sun Gear Timing Transmission, it has a Model C hub configuration (see  FIG. 26 ); and, second, the driver shafts of each pivot shaft assembly traverse through the transmission. This continuous pivot shaft has several structural advantages and may comprise a more robust gear design. In this design both pivot shaft assemblies  161  and  162  ( FIG. 30 ) and their eight wings are actively moved into position by the interaction of their two respective gear assemblies also mechanically replicating the natural movement generated in optimum conditions. 
     As seen in  FIG. 43 , this stationary assembly  188  is fixed to the stationary main axle  155 . The stationary assembly  188  consists of identical upper and lower cylindrical structures that surround the rotating gear assemblies, with ninety degrees of ring gearing running around the inner rim of each cylinder. These cylindrical structures are held apart and fused to the stationary main axle. Each of these cylinders are divided into four quarter sections that regulate the ninety degree movement of gears and locks circling them. 
     Each cylinder runs the 90° sequences of each pivot shaft assembly with two opposite-facing 90° locking quadrants and a geared transitional quadrant that intermittently engages between the locked segments. This geared transition quadrant consists of an interior-facing quartered ring gear  190  that regulates the transitional movement going into and out of drive and glide of each respective pivot shaft assembly. Each ring gear  190  runs the pinion gear  193  that runs the gearbox  198  that in turn moves their respective pivot shaft assemblies, in this case, as mentioned, into drive position. The next 90° quadrant of each cylinder is the first male slider lock  189  that locks the wings into ninety degrees of drive by interacting with female slider lock  197 . The next 90° quadrant  191  is reduced to avoid all contact with either the pinion gears or male slider locks, which allows for counter-rotation of the adjacent pinion gears so the wings can transition into their glide position. Consequently the pinion gears on the opposite pivot shaft assembly can freely engage in their 90° transition into drive. The last of the four 90° quadrants on the cylinder comprises the second male slider lock  189  that is identical in form and function to the first slider lock, but instead of locking the wings into drive, it locks them into glide. 
       FIG. 42  illustrates the moving gears and female locks of this assembly without the visual obstruction of the housing and stationary ring assembly  188 . Combination beveled and pinion gear  193  turns when rotationally engaging with quartered ring gear  190 . Pinion gear  193  turns the large beveled gear  194 , which is fixed in combination with a small beveled gear  195 . This turns a large primary beveled gear  196  fixed to the axle of the driver shaft  148 , that also runs the pivot-shaft-to-pinion gear train unit  198  running the sister wings on the opposite side of the turbine. Since the other pivot-shaft-to-pinion gear train unit is on the opposite side, the gears naturally counter-rotate, causing all four wings on the respective pivot shaft assembly to work in tandem. 
     Because the wing driver gear only rotates one quarter of a turn, an increased gear ratio is needed to turn the small pinion driver gear so it will travel the longer ninety degree distance of the ringed gear section. This is achieved through a series of gears. This pivot-shaft-to-pinion-gear train unit  198  consists of gears with a ratio that allows the pinion gear to rotate four times as it passes along the 90° of ring gear, which causes the secondary gears to turn once, which in turn causes the primary gear and wings to rotate one quarter of a turn. This may allow for less friction and stress on the teeth of the gear and may prove to be a more robust transmission than the Sun Gear model. Note: this illustration shows both of the two gear train units for pivot shafts  148  and  149 , but for pivot shafts  146  and  147 , only one gear train unit, in the upper middle of  FIG. 42 , is shown. This shown gear train unit, like its hidden sister behind it, is oriented upwards to engage with the upper cylinder of the stationary ring assembly  188 , but is otherwise constructed identically in form and function to the other gear train units. 
     As seen in both  FIGS. 41 and 42 , also connected with the pivot shaft gears, the dual female slider lock  197  slides along the 90° male slider lock ring segment  189  to lock the assembly and hold the wings in their glide or drive positions. This gear has two perpendicular flat female slide lock surfaces because after it locks with one 90° segment of male slide lock ring it rotates 90°, locks with the opposite 90° segment of male slider lock ring, and then counter-rotates to return to its original position. 
     This dual female slider lock  197  is shown in detail in  FIG. 44 . Small roller bearings  199  can be mounted on the flat female locking surfaces  200 , which reduces friction with the male slider lock surfaces of the stationary ring gear. The optional raised lip  201  guides and keeps this slider lock in place as it engages the ring gear, and also reinforces the mounting of the axial shaft for added structural strength. 
     The gearbox and housing  198  shown in  FIG. 41  supports the geared transmission assembly and main hub and allows it to rotate independently of the main axle. The gears are mounted with circular roller bearings to reduce friction. 
     As shown in  FIG. 45 , instead of the wing and inner backstop assemblies being attached and radiating out from the side of the main shaft, the whole wing and backstop assembly are placed out away from the main shaft  154 . This expansion of the sweep radius dramatically increases the lever arm of the wind force on the wings and thus enables the wings to deliver greater torque to the main shaft. By avoiding turbulence and drag associated with the areas surrounding the main shaft, tests have shown an immediate gain in rpm and loss of friction. The second advantage of this offset wing design is the dramatic increase in power from the wind fairings  205  placed at the outer edge of the wing&#39;s backstop  150 . The box fairings of the incoming wings entering into the intake power drive quadrant do not block the current driving the previous set of engaged wings until late in those wings&#39; drive cycles, as was the case in earlier models, because the wings in this model are set out away from the main shaft. Consequently the incoming wings&#39; wind fairings have little effect on the current delivered to the wings currently engaged in the drive cycle. Because the fairings are fixed 90° to the closed wing, the fairings naturally extend outside the wings&#39; turning radius as the wings engage in their ninety degrees of drive. As well as lessening lateral current escape, the added operating radius further increases leverage and torque delivered to the main shaft. Tests have shown that outer fairings as large as one third of the surface of the wing will actually increase rotational velocity. Because these turbines are scalable, the outer placement of wings relative to the main shaft is only structurally limited. Also seen in this illustration are the small adjustable weights  208  on the pivot shafts that make it possible to fine tune the balance of the turbine to reduce any wobble or vibrations in order to maximize the turbine&#39;s efficiency. 
     As seen in  FIGS. 46A-46C , the perimeter or sides of the wings can be turned up at the edges, creating a mini fairing  223  that increases the structural strength of the wing and also adds to current capture in the transition to glide cycle, creating lift with little or no drag. 
       FIG. 46A-46C  feature a collapsible cloth wind fairing  249 , here constructed from strong flexible durable synthetic fabric. Struts  244  and hinge  246  are both made from cut and hemmed fabric. The hinges or fold lines are made by sewing two or more triangular pieces of fabric together and hemming them adjacent to one another on a single layer of fabric. This fold line forms a hinge  246  made of a single layer of fabric. The wind fairing then naturally hinges where there is only one layer of fabric. To strengthen the edges a cord or wire binding  245  can also be sewn into the outer edge of the cloth fairing. The wind causes these collapsible wind fairings to blow open when facing into the oncoming current. They function like fixed wind fairings, increasing the capture of current flow, and collapse when the hinged wing closes in its glide position. A flat rectangular metal strip  247  attached to the wing can be used to sandwich the cloth fairing into place. The rigid hinged wind fairing shown in  46 D operate in much the same manner as the cloth fairing. Both fairings are attached to the side structure  156  and move out in trans-drive and drive extending the radius of the sweep area while tracking to a position of least resistance in the trans-glide and glide cycles of the turbine&#39;s rotations. The rigid fairing in this example has a hinge  250  attached to the side structure  156  to accommodate this radial movement, with cushioned stop  251  built into the upper and lower turbine assembly rims to cushion and limit movement to its inward retracted and outward extended position. 
     This turbine can also be used a propulsion system for a ship. With reference to  FIG. 51  instead of sails this ship  126  deploys one or more side-by-side twin turbines  127  to generate power for forward movement. The turbines  127  is mounted above deck on a rotatable support  128 , with tail  129  acting as a weather vane to keep the turbines pointed into the wind for maximum power generation. Thus, electrical power generated by the wind turbines  127  described herein may be delivered to an electrical propulsion system for the ship, enabling the ship to go in any direction desired regardless of the direction of the incident wind. If the wind turbines comprise a large mass and wind load above the waterline, the ship may be provided with pontoons  131  extending to port and starboard that may be retracted out of the water or extended outward and downward for example on hydraulic arms  132  to keep the ship from listing from one side or the other when the wind is blowing from either beam direction. 
     One particular embodiment of the present invention provides for a consolidated pivot shaft, wherein one of the pivot shafts in of a parallel pivot shaft pair is hollow and the other pivot shaft of the parallel pivot shaft pair traverses the hollow of the hollow pivot shaft. Critical to the highest production of the turbine&#39;s efficiency is the reduction of the mechanism drag resistance in the glide side of the sweep area. 
       FIGS. 50 and 51  depict the a consolidated pivot shaft where the parallel pair of pivot shafts  146  and  147  depicted in  FIGS. 26 and 27  have been concentrically consolidated one inside the other into into one tubular housing. Each of the concentrically arranged pivot shafts is connected to a wing. 
       FIG. 50  shows one embodiment of a consolidated pivot shaft, using a traditional hinge design with one half of the hinge attached to a pivot shaft that transition its wing up into drive, type U pivot shaft (shown as the upper crosshatch section of the drawing) with the other half of the hinge attached to a pivot shaft and wing that transitions its wing down into drive type D pivot shaft and wing.  FIG. 50  is an illustration of a consolidated pivot shaft and wing assembly henceforth referred to as CPSWA  252 . Each CPSWA  252  consist of two pivot shaft sections each section attached to a wing and each section with a spline at its transmission end, splines  258  or  259 . Each CPSWA  252  also has a connecting flange  263  with a bearing that attaches the CPSWA  252  to its transmission. Referring to  FIG. 51 , turbine having eight wings create four such CPSWAs  252 - 1 ,  252 - 2 ,  252 - 3 ,  252 - 4 . All four CPSWAs connect to the side of the dual drive transmission  400  depicted in  FIG. 51  when splines  258  and  259  are inserted into matching socket  260  and  261 (sockets shown in  FIG. 54 ), which are inside their socket housing  265  along with the pivot shafts and outer bearing. As shown in  FIG. 51 , splines  258  and  259  and their assembly  252 - 1  can be inserted into sockets inside of socket housing  265 . Each of the four assemblies are thus attached and secured in place by a flange  263  and its fasteners  262 . 
     In addition to reducing the glide profile there are many other useful advantages associated with this detachable consolidated pivot shaft assembly design relating to performance, manufacturing, and maintenance. 
     The dual drive transmission  400  is to gears each CPSWA  252  with a counterpart on the opposite side of the transmission. Consequently, when the type U “up” and type D “down” pivoting shafts in one CPSWA  252  are transitioning their wings into a drive position their counterpart CPSWA  252  and its two wings on the opposite side of the transmission are transitioning their two wings into a glide position. As illustrated in  FIG. 50  both the type “U” pivot shaft and type “D” pivot shaft are placed one inside the other forming a tubular housing that rotates on a stationary axle  254 . 
     Thus all four wings in the two counterpart CPSWA assemblies are always counterbalanced, both vertically and diagonally. The wings are counterbalanced vertically with one of the two wings and its pivot shaft for example pivot shaft  272  of one CPSWA  252  with its wing moving up into drive, while simultaneously the other wing and pivot shaft  273  in the same CPSWA  252  is moving down into drive. In other words one wing is going up into a drive position as the other wing is going down into drive position. Each of the two wings of one assembly  252  are also diagonally counterbalanced across the sweep area with a wing in the connected corresponding CPSWA  252  on the opposite side of the transmission, in the same manner as previously described in parallel pivot shaft designs. 
     For example, referencing  FIG. 51 , as pivot shaft and wing  272  in  252 - 1  is transitioning up into a drive position its companion wing in  252 - 1  is moving down into a drive position as the counterpart wings and pivot shafts in  252 - 3  diagonally across the transmission from it simultaneously has its pivot shaft and wing  273  going up into a glide position and wing  272  going down into a glide position. 
     These two counterpart CPSWA  252  assemblies with their four wings and connections henceforth will be designated as a compound assembly. In a preferred embodiment, each turbine has two such compound assemblies, each compound assembly running perpendicular to the another through the dual drive transmission  400 . One compound assembly is composed of assembly  252 - 1  and  252 - 3  including its drive train through the transmission and the other compound assembly  253  is composed of assembly  252 - 2  and  252 - 4  and its drive train through the transmission as shown in  FIG. 51 . The main purpose of the dual drive transmission  400  is to connect each wing in each CPSWA  252  to one of the pivot shafts in its counterpart CPSWA  252  on the opposite side of the transmission through an independent drive train. Again, in a preferred embodiment each turbine has four CPSWA  252  assemblies defining two independent compound assemblies  253 , each of which run perpendicular to one another through the dual drive transmission  400 . Each turbine&#39;s transmission independently regulates the pivot shafts and wings of each of the two compound assemblies  253 . The first compound assembly,  253  with its assembly  252 - 1  and  252 - 3  are connected through their respective gear train running through the transmission in one direction, and the second compound assembly  253  with its assembly  252 - 2  and  252 - 4  are also connected to each other and run perpendicular and independent to the first assembly  253 . Thus the double assembly  252  with its set of shafts  272  and  273  are connected to each other making one compound assembly  253  as is double assembly  252  and their set of shafts  270  and  271  also connected together with their own independent geared drive train making the other compound assembly  253  operating perpendicular and independent of one another through the dual drive transmission  400  as is shown in  FIG. 51 . 
     Each CPSWA  252  has two pivot shafts as described above. Each pivot shaft has a spline on its connecting end as shown in  FIG. 50 . Each spline is inserted into a corresponding independently moving socket, socket  260  that interfaces with the gears on spline  258  and socket  261  that interfaces with spline  259 . Each CPSWA  252  is secured at the sides of dual drive transmission  400  with connecting flange  263  and fasteners  262 , as seen in  FIG. 51 . Transmission sockets  260  and  261  each have outer socket gears  256  seen in a perspective view in  FIG. 54 . Each outer socket gear  256  meshes independently with its own transmission gear  255 . Each transmission gear  255  is connected to the end of transmission drive shaft  257  that has an identical gear  255  at its other end. This transmission drive shaft with attached gears is designated as  257 - 255  and is seen in  FIG. 53 . The gear  255  on pivot  257  engages with its corresponding identical socket gear  256  that attaches to spline  258  or spline  259  of the counterpart CPSWA on the opposite side of the transmission. Thus, each of the two spline gears of each CPSWA  252  are independently attached inside the transmission through their own independent drive shaft gear assemblies  257  and  255  to the wing across from them in the other assembly  252  on the opposite side of transmission  400 . Each wing in each CPSWA  252  is attached to its transmission drive shaft in a position that secures the wings of one CPSWA  252  in a geared position that is 90 degrees to its counterpart wing on its counterpart CPSWA  252 . 
     For example, as one CPSWA  252  is transitioning its wing clockwise up into drive its connected drive train gear  255 , axle  257  and gear  255  at the other end of axle  257  are all moving 90 degrees counterclockwise rotating the spline gear of the CPSWA  252  at the other side of the transmission clockwise down into glide. As illustrated in  FIG. 51  both  252 - 1  and  252 - 3  consolidate an inner pivot shaft  272  and outer pivot shaft  273 . Each inner and outer pivot shaft is connected to its counterpart pivot shaft through the transmission&#39;s drive train. The same is true of  252 - 2  and  252 - 4  consolidating inner and outer pivot shafts  270  and  271 . 
     The two transmission drive shafts  257  of one assembly  253  transverse through the transmission under its centered sockets  260  and  261  as shown in the upper transmission side view of  FIG. 52 , allowing space for the other assembly&#39;s  253  drive shafts  257 , running perpendicular to it, (shown in the lower transmission side view of  FIG. 52 ) to transverse through the transmission over its centered socket  260  and  261 . In between the two pivot shafts in each assembly  252  are bearing s (not shown) so each shaft can freely and independently counter rotate 90 degrees. Inside the transmission each socket is surrounded with a perimeter socket gear  256 . A detail of the perimeter socket gear is seen in  FIG. 54 . Each socket gear independently turns on bearing  266  back and forth 90 degrees. The socket gears are of the exact size as each of the two transmission drive gears  255 . The socket gears likewise rotate the transmission drive gears  255  back and forth 90 degrees. It is noted that this transmission design is one possible way to achieve the resulting objectives thus stated. 
     The foregoing description of a preferred embodiment of the invention has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise form disclosed, and many modifications and variations are possible in light of the above teaching without deviating from the spirit and the scope of the invention. The embodiment described is selected to best explain the principles of the invention and its practical application to thereby enable others skilled in the art to best utilize the invention in various embodiments and with various modifications as suited to the particular purpose contemplated. It is intended that the scope of the invention be defined by the claims appended hereto.