Braking apparatus for a wind turbine

Abstract

The invention relates to a braking apparatus (2) for a wind turbine (4). The braking apparatus comprises a brake-force generating device (6) for generating an output force acting in an output direction (AR), which is oriented in parallel with a braking-apparatus centre axis (MA), a brake contact unit (12) comprising a brake pad element (8), which comprises a brake friction surface (10) facing away from the brake-force generating device (6) for generating a friction force, and a pivoting device arranged between the brake-force generating device (6) and the brake contact unit (12). The pivoting device is designed to tilt the brake contact unit (12) relative to the brake-force generating device (6) about a pivot axis (SA) which is angled with respect to the braking-apparatus centre axis (MA). According to the invention, the pivoting device comprises at least one compensating element (14), the shape of which can be changed in order to generate the tilting.

Description

[0001] Braking device for a wind turbine

[0002] Description:

[0003] The invention relates to a braking device for a wind turbine. The braking device comprises a braking force generation unit for generating an output force. The output force acts in an output direction that is aligned parallel to a central axis of the braking device. The braking device also comprises a brake contact unit. The brake contact unit includes a brake pad element that has a friction surface facing away from the braking force generation unit for generating a frictional force. Furthermore, the braking device comprises a pivoting device arranged between the braking force generation unit and the brake contact unit. The pivoting device is designed to pivot the brake contact unit relative to the braking force generation unit about a pivot axis that is angled to the output direction or to the central axis of the braking device.

[0004] Conventional wind turbines consist of a tower and a nacelle mounted on the tower so that it can rotate around a vertical axis. Braking devices are used in such wind turbines to prevent the nacelle from rotating unintentionally around its vertical axis. The braking friction surface is typically in contact with a bearing ring of the tower, which interacts with a bearing ring of the nacelle. Because the braking contact unit presses on the tower bearing ring without an immediate counterforce from above, the nacelle bearing ring pulls the end of the tower bearing ring facing it upwards, often resulting in deformation of the tower bearing ring. This deformation of the tower bearing ring is accompanied by an angulation of the surface of the tower bearing ring facing the braking device, such that the surface is then angled at less than 90° to the center axes of the braking device.

[0005] In known braking devices where the brake contact unit cannot pivot about a pivot axis angled to the brake device's central axis, this deformation of the tower's bearing ring results in only a small portion of the brake friction surfaces remaining in contact with the bearing ring. Due to this reduced contact area, the transmittable frictional force is significantly diminished, and the prevention of unintentional rotation of the gondola around its vertical axis is no longer guaranteed.

[0006] A brake device of this type is known from EP 3 246 588 A1. In this device, a ball-joint joint with two degrees of freedom is arranged between the brake force generation unit and the brake contact unit. The joint is intended to ensure that the brake contact surface makes full contact with the bearing ring of the turret, even if the bearing ring has undergone the described deformation. According to the aforementioned prior art, in order to utilize the degrees of freedom of the ball-joint joint, a so-called surface sliding bearing formed by the intermediate element and the brake contact unit is additionally required. This compensates for lateral displacements of the brake contact unit that occur when it pivots around the ball joint.Due to the large number of parts that move in complex ways relative to each other, this design not only requires a large amount of installation space, but also a high maintenance effort and is extremely susceptible to damage, and has therefore proven to be disadvantageous.

[0007] The object of the present invention is to provide an improved braking device such that it avoids the disadvantages of known braking devices. Furthermore, the object includes providing a wind turbine with the improved braking device.

[0008] According to the invention, the problem is solved by the pivoting device having at least one compensating element that is shape-changing for generating the pivoting motion. The compensating element is to be understood as shape-changing in that it is not to be considered rigid. In particular, it is significantly shape-changing due to a typical initial force occurring in the generic braking devices and / or a pivoting of the brake contact unit, which is particularly in contact with the compensating element, about the pivot axis. The shape change meant that the distance between at least two points encompassed by the volume of the compensating element changes. The shape change can be plastic, but preferably the compensating element is designed to be elastically shape-changing. Preferably, the compensating element is made of a plastic. Particularly preferably, the compensating element is made of an elastomer.Exemplary advantageous elastomers are polyurethane and silicone elastomers. Alternatively or additionally, the compensating element is made in particular of a material that is at least substantially incompressible and preferably reacts to external forces in a manner similar to a liquid in an enclosed volume.

[0009] The pivoting device is preferably designed such that pivoting the brake contact unit about the pivot axis necessarily results in a change in the shape of the compensating element, at least when the brake force generation device is pre-tensioned, i.e., generating the initial force. In particular, there are no means between the brake force generation device and the brake contact unit for enabling or generating the pivoting other than the compensating element. Specifically, there is no ball joint or other pivot bearing, and no flat sliding bearing.

[0010] The described compensating element enables a significantly simplified braking system compared to known braking devices of this type. In particular, the elimination of numerous mechanical components, especially those moving relative to one another, considerably reduces the required installation space and the susceptibility to damage. The use of the compensating element does not restrict the movement of the brake contact unit. The first-time use of a shape-changing compensating element, especially one made of an elastomer, therefore represents a significant advancement that has not been foreseeable in previous and known developments of braking devices of this type for wind turbines.

[0011] The braking device according to the invention preferably comprises a housing element, which is in particular designed as a sleeve or bushing. The housing is preferably designed at least substantially symmetrical about the central axis of the braking device and is designed for mounting on a nacelle frame of the wind turbine. The inner diameter of the housing element is preferably between 50 mm and 100 mm. The braking force generation device and the brake contact unit are preferably each arranged at least partially within the housing element. The compensating element is preferably arranged completely within the housing element between the braking force generation device and the brake contact unit in a space which, at least if the brake friction surface extends perpendicular to the central axis of the braking device, is preferably at least substantially cylindrical.The braking force generation device preferably comprises at least one braking force generation element that is movable in the output direction and serves to apply preload. The braking force generation element is preferably designed as a threaded element, such as a screw in a fixed receptacle. The threaded element projects from the housing element, particularly opposite the brake friction surface. Alternatively to the threaded element, the braking force generation device preferably includes a cavity for hydraulic fluid to build up the output force. The braking force generation device is preferably designed to generate an output force of 150 kN.

[0012] The brake contact unit is preferably rigidly designed. If the brake contact unit consists of several components, these components are fixed relative to each other during operation. During operation, the brake friction surface is located outside the housing element. The pivot axis is preferably oriented perpendicular to the brake device's central axis.

[0013] The braking device according to the invention can preferably be retrofitted to existing wind turbines, in particular without having to replace the previously used braking force generation device and / or the previously used housing element.

[0014] Preferably, the compensating element has, at least in a relaxed state, a first flat contact surface and a second contact surface opposite the first contact surface and extending parallel to it. The relaxed state is characterized by the absence of any external forces acting on the compensating element, at least apart from gravity, provided the brake device's central axis is vertical. The compensating element also has these contact surfaces, particularly in the preloaded state, if the brake friction surface extends perpendicular to the brake device's central axis.

[0015] During operation of the braking system, the first contact surface preferably rests against the brake force generation unit. The second contact surface, during operation of the braking system, rests particularly against the brake contact unit. This broad contact area of ​​the compensating element makes it especially well-suited for force transmission.

[0016] At least one of the contact surfaces mentioned is preferably at least substantially round and closed or annular. In the case of the annular shape, the compensating element particularly forms a cavity between the compensating element and the braking force generation device or the brake contact unit. The size of the contact surfaces mentioned corresponds to at least 50%, preferably at least 100%, of the size of the brake friction surface and / or the inner cross-sectional area of ​​the housing element.

[0017] In an advantageous embodiment of the invention, the first contact surface and the second contact surface have a distance from each other, at least in the relaxed state of the compensating element, which corresponds to at least 20%, preferably at least 40%, and most preferably at least 60% of the extent of the compensating element measured parallel to the first contact surface in the relaxed state. This extent is measured, in particular, in a direction perpendicular to the central axis of the braking device. The extent is, in particular, a width or a diameter of the compensating element, with the distance being the height of the compensating element. This distance also exists, in particular, in the pre-tensioned state of the braking device.The relatively large height of the compensating element allows for extensive pivoting of the brake contact unit without the compensating element offering undesirable resistance to the pivoting.

[0018] The compensating element is preferably designed such that at least one cavity is formed between the cylindrical surface of a cylinder, whose circular faces coincide with the contact surfaces of the compensating element in the relaxed state, or coincide with them at least along their outer edge, and the compensating element in the relaxed state. The cylinder in question is the theoretical geometric shape. The diameter of the compensating element preferably corresponds to the diameter of the cylindrical surface and / or the inner diameter of the housing element. Before the brake device is pre-tensioned, the cavity is formed, in particular, between the compensating element and the housing element. With the subsequent pre-tensioning, i.e., the build-up of the initial force, the shape of the compensating element preferably changes such that the cavity decreases in size.Air escapes from the cavity, preferably until the compensating element rests fully against the housing element and / or assumes at least a substantially cylindrical shape. In particular, the compensating element then has a shape that matches the shape of the space by being positioned between the brake force generation device and the brake contact unit.

[0019] The compensating element in the braking device also serves as a spring. Due to the cavity, the spring characteristic is not linear. Preferably, the slope of the spring characteristic increases considerably with increasing initial force, particularly as the cavity closes. This characteristic of the compensating element has proven advantageous for generating the braking force. The compensating element preferably rests against the braking force generation unit and / or the brake contact unit. Specifically, the aforementioned contact surfaces are in contact with it. There is no metallic spring between the braking force generation unit and the brake contact unit. The pivoting mechanism is formed exclusively by the compensating element. Unlike the brake contact unit, the braking force generation unit is not pivotable about the pivot axis.

[0020] The brake contact unit preferably forms a bearing surface that surrounds the central axis of the brake device. The bearing surface forms part of a geometric spherical surface. The spherical surface extends around a spherical center point located on the central axis of the brake device. The spherical surface and the bearing surface preferably contact an inner surface of the housing element, particularly preferably in an annular manner and / or at least theoretically along a line.

[0021] The geometric surface of the sphere is an imaginary geometric plane. The bearing surface lies within the sphere's surface or forms a part of it. This means that every point on the bearing surface is equidistant from the sphere's center. The bearing surface extends essentially in a ring shape around the central axis of the brake device. The central axis of the brake device does not intersect the bearing surface, preferably in contrast to the spherical bearing known from the prior art.

[0022] The extent of the bearing surface in the output direction is, at least when the brake contact unit is arranged such that the brake friction surface runs perpendicular to the brake device's central axis, considerably smaller than the outer diameter of the bearing surface. The spherical surface preferably does not intersect the brake contact unit. In particular, the bearing surface forms a part of the geometric spherical surface such that a plane dividing the sphere medially intersects the bearing surface. In this plane, when the brake contact unit is positioned such that the brake friction surface extends perpendicular to the brake device's central axis, the aforementioned annular line lies. The plane intersects the bearing surface in such a way that the bearing surface is mirror-symmetrical to the plane. The bearing surface is preferably axially symmetrical.The bearing surface forms a type of ball joint between the brake contact unit and the housing element, at least for a limited swivel angle, which facilitates the swiveling motion. This type of bearing can also be described as a floating bearing. The brake device's central axis lies in a median plane. Also located in this median plane are a first radial and a second radial, each radiating from the center of the ball. The bearing surface is preferably configured such that the first radial contacts a first edge of the bearing surface, and the second radial contacts a second edge of the bearing surface opposite the first edge. The first radial is angled relative to the second radial by at least 2°, particularly preferably by at least 3°, and ideally by at least 5°. The radials are further preferably angled relative to each other by no more than 10°.The edges are, in particular, offset from each other in the initial direction. The radials are arranged as mirror images of the plane that bisects the sphere. The fact that the radials touch the bearing surface means that they do not intersect it, but rather abut it. The aforementioned angles between the radials allow sufficient pivoting for the deformation of the tower's bearing ring without creating undesirable instability or requiring unnecessary space for the braking device.

[0023] The brake contact unit preferably comprises a metallic brake contact carrier element and a bearing element that forms the bearing surface and extends annularly around the brake contact carrier element. The brake contact carrier element, in particular, has a unit contact surface facing the compensating element. The brake contact carrier element is, in particular, designed as a round disc. The unit contact surface of the brake contact carrier element rests, in particular, against the second contact surface of the compensating element. The brake contact carrier element is, in particular, made of bronze and / or produced as a cast or turned part, which optionally has a hole with an internal thread for mounting. The outer diameter of the brake contact carrier element is, in particular, slightly smaller than the inner diameter of the housing element, preferably by 4 mm. The bearing element is, in particular, made of polyurethane.The bearing element has at least one interruption along its circumference or is designed in multiple parts to facilitate its mounting on the brake contact carrier element.

[0024] The bearing element is preferably positioned such that a contact unit transverse plane intersects the bearing element. In a neutral position of the brake contact unit, the contact unit transverse plane extends perpendicular to the brake device's central axis and centrally between the unit contact surface and a surface of the brake contact carrier element opposite the unit contact surface. The neutral position is characterized by the brake friction surface extending perpendicular to the brake device's central axis. The contact unit transverse plane coincides, in particular, with the aforementioned plane bisecting the sphere. Specifically, the contact unit transverse plane intersects the bearing element centrally or such that a predominant portion of the bearing element extends on the side of the contact unit transverse plane facing away from the brake friction surface. In particular, the unit contact surface and the opposite surface are planar.Optionally, the opposite surface coincides with the brake friction surface. The specified position of the contact unit's transverse plane creates an advantageous compromise between sufficient stability of the brake contact unit and its pivotability within the housing element, without causing the brake contact unit to tilt within the housing element.

[0025] Preferably, the contact surface is flat and has an outer diameter that is at least 80%, particularly preferably at least 90%, and ideally at least 95% of the inner diameter of the housing element. This allows the compensating element to contact the brake contact unit over a particularly large area. Because the outer diameter does not coincide with the inner diameter of the housing element, the intended pivoting motion in the output direction is still sufficiently possible for typical extensions of the brake contact carrier element. The housing element, in particular the bushing, is preferably made of steel.

[0026] The braking force generation device preferably comprises a braking force transmission element. The braking force transmission element rests against the compensating element and is designed such that one of the unit contact surfaces in the overlying braking force transmission contact surface of the braking force transmission element has an outer diameter that is larger than the outer diameter of the unit contact surface. This ensures the largest possible contact area of ​​the compensating element, without requiring any pivoting movement of the braking force transmission element relative to the housing element. The outer diameter of the braking force transmission contact surface corresponds, at least substantially, to an inner diameter of the housing element, preferably with a clearance fit. This also applies regardless of the design of the brake contact unit, in particular the unit contact surface.The brake force transmission contact surface is located, in particular, on the first contact surface of the compensating element. The brake force generation device functions, in particular, such that the brake force generation element presses in the output direction onto the brake force transmission element, which in turn presses on the compensating element. The brake force transmission element is, in particular, a disc that is movable translationally in the output direction and is preferably made of metal. The brake force transmission element has, in particular, an internal thread for mounting or can be mounted using a magnet.

[0027] The bearing element is preferably arranged, at least partially, in a recess of the brake contact carrier element. The recess is particularly preferably U-shaped in a section along the central plane. The recess is especially designed to extend circumferentially, just like the bearing element. The brake contact carrier element is optionally formed from two parts, which are moved towards each other in the initial direction for assembly. The recess ensures reliable positioning of the bearing surface.

[0028] According to the invention, the problem is further solved by a wind turbine. The wind turbine has a tower and a nacelle rotatable about a vertical axis relative to the tower. The nacelle comprises a nacelle frame on or in which at least one braking device as described above is arranged. The braking device is arranged such that the central axis of the braking device runs parallel to the vertical axis and the braking friction surface is in contact with the tower.

[0029] Further details and advantages of the invention are described below with reference to the figures; they show:

[0030] Fig. 1 shows a wind turbine according to the invention with a tower and a nacelle in an overview view;

[0031] Fig. 2 shows a part of the tower and part of a nacelle frame of the nacelle of the wind turbine according to Fig. 1 in a side view,

[0032] Fig. 3 shows a part of the nacelle frame of the wind turbine according to Fig. 1 in a top view,

[0033] Fig. 4 shows a section through a part of the wind turbine with a braking device according to the prior art in a first position,

[0034] Fig. 5 is an enlargement of a section from Fig. 4,

[0035] Fig. 6 shows the section according to Fig. 4 with the wind turbine in a second position,

[0036] Fig. 7 is an enlargement of a section of Fig. 6,

[0037] Fig. 8 shows a section of a braking device according to the invention in a partially depicted wind turbine in the second position.

[0038] The features of the illustrated embodiment can also be combined differently than shown to form further developments according to the invention, but always at least in combination with the features of claim 1. Components of the embodiment that have the same or similar effects are provided with identical reference numerals. Fig. 1 shows a wind turbine 4 according to the invention. The wind turbine 4 has a tower 36 and a nacelle 38. The nacelle 38 is rotatable relative to the tower 36 about a vertical axis VA. The nacelle 38 has a nacelle frame 40, which is shown schematically in Fig. 2. Several brake devices 2 according to the invention are arranged on the nacelle frame 40, the brake device center axes MA of which run parallel to the vertical axis VA. Fig. 3 shows by way of example how the brake devices 2 are arranged in the nacelle frame 40 and illustrates the position of a median plane ME, which is described in more detail below.

[0039] Figures 4 and 6 illustrate, regardless of the fact that they show a prior art brake 2 and not a brake 2 according to the invention, how brake 2 devices of this type typically operate. The brake 2 is arranged in the nacelle frame 40. A nacelle bearing ring 44 is arranged on the nacelle frame 40. The tower 36 is formed by a tower element 48 and a tower bearing ring 46. The nacelle bearing ring 44 and the tower bearing ring 46 together form a ball bearing for rotating the nacelle 38 about the vertical axis VA. The pre-tensioned brake 2 presses down on the tower bearing ring 46.

[0040] In the situation shown in Figures 4 and 5, the brake friction surface 10 rests fully on top of a surface of the tower bearing ring 46. These surfaces extend perpendicularly to both the brake device center axis MA and the vertical axis VA.

[0041] In the situation shown in Figures 6 and 7, the initial force of the braking device 2 has led to a deformation of the tower bearing ring 46. As a result, the brake friction surface 10 no longer rests flat on the surface of the tower bearing ring 46, but only at a single support point AP on the tower bearing ring 46. A significant gap S has formed between the brake friction surface 10 and the tower bearing ring 46, which prevents sufficient transmission of the initial force to brake the gondola 6.

[0042] The braking device 2 according to the invention, as shown in Fig. 8, serves to ensure sufficient transmission of the output force even in the case of a deformed tower bearing ring 46. The braking device 2 comprises a braking force generation unit 6 with a pre-tensioned braking force generation element 42 and a braking force transmission element 32, which has a braking force transmission contact surface 34. The braking force generation unit 6 serves to generate the output force directed in an output direction AR. The output direction AR is aligned parallel to a braking device center axis MA. A compensating element 14 is located opposite the braking force generation element 42 on the braking force transmission element 32. The compensating element 14 is made of an elastomer. A brake contact unit 12 with a unit contact surface 26 is adjacent to the compensating element 14.The brake contact unit 12 comprises a brake pad element 8, which forms the brake friction surface 10. Furthermore, the brake contact unit 12 comprises a bearing element 22 and a brake contact carrier element 24. The aforementioned parts are at least partially surrounded by a housing element 30 designed as a bushing element, which is positioned in the gondola frame 40 of the gondola 38.

[0043] In its relaxed state, the compensating element 14 is at least substantially cylindrical. The compensating element 14 has a first flat and round contact surface 16, with which it abuts the brake force transmission element 32, and a second contact surface 18 opposite the first contact surface 16. This second contact surface 18 has the same shape as the first contact surface 16 and extends parallel to it in the relaxed state. The compensating element 14 abuts the brake contact unit 12 with its second contact surface 18. In the relaxed state, the first contact surface 16 and the second contact surface 18 are separated by a distance that is more than 60% of the inner diameter ID of the housing element 30, measured perpendicular to the brake device's central axis MA. Fig. 8 shows the compensating element not in its relaxed state.

[0044] The brake contact unit 12 is shown in Fig. 8 in a state pivoted about a pivot axis SA relative to a neutral position. This pivoting is permitted by a bearing surface 20 of the bearing element 22. The bearing surface 20 is part of a geometric spherical surface KF around a spherical center KP, which lies on the brake device's central axis MA and the pivot axis SA. The bearing surface 20 is designed such that a first radial R1, which lies in the medial plane ME in which the brake device's central axis MA lies and touches a first edge of the bearing surface 20, is angled at least 5° to a second radial R2, which lies in the medial plane ME and touches a second edge of the bearing surface 20 opposite the first edge.

[0045] A contact unit transverse plane QE, fixed to the brake contact unit 12 and aligned perpendicular to the brake device central axis MA in the brake contact unit 12's central position (not shown), is arranged centrally between the unit contact surface 26 and a surface 28 of the brake contact carrier element 24 opposite it. The contact unit transverse plane QE also intersects the bearing ring 22 centrally. The unit contact surface 26 has an outer diameter AD1, which is at least 95% of an inner diameter ID of the housing element 30. An outer diameter AD2 of the brake force transmission element 32 is larger than the outer diameter AD1.

Claims

Patent claims 1. Braking device (2) for a wind turbine (4), comprising a braking force generation device (6) for generating an output force acting in an output direction (AR) that is aligned parallel to a braking device central axis (MA), a brake contact unit (12) comprising a brake pad element (8) that has a brake friction surface (10) facing away from the braking force generation device (6) for generating a friction force, and a pivoting device arranged between the braking force generation device (6) and the brake contact unit (12), which is designed to pivot the brake contact unit (12) relative to the braking force generation device (6) about a pivot axis (SA) angled to the braking device central axis (MA), characterized in that the pivoting device has at least one compensating element (14) that is shape-changing for generating the pivoting.

2. Brake device according to claim 1, characterized in that the compensating element (14) is made of an elastomer.

3. Brake device according to one of the preceding claims, characterized in that the compensating element (14) in a relaxed state has a first flat contact surface (16) and a second contact surface (18) opposite and parallel to the first contact surface (16).

4. Braking device according to claim 3, characterized in that the first contact surface (16) and the second contact surface (18) have a distance from each other at least in the relaxed state of the compensating element (14) which corresponds to at least 20%, preferably at least 40%, particularly preferably at least 60% of an extent of the compensating element (14) measured parallel to the first contact surface (16) in the relaxed state.

5. Brake device according to claim 3 or 4, characterized in that the compensating element (14) is designed such that between the cylindrical surface of a cylinder, its cylindrical circular surfaces with the contact surfaces (16, 18) of the The compensating element (14) collapses in the relaxed state, and at least one cavity is arranged in the compensating element (14) in the relaxed state.

6. Brake device according to one of the preceding claims, characterized in that the compensating element (14) rests against the brake force generating device (6) and / or the brake contact unit (12).

7. Brake device according to one of the preceding claims, characterized in that the brake contact unit (12) forms a bearing surface (20) circumferentially around the brake device central axis (MA), which forms a part of a geometric spherical surface (KF) around a spherical center point (KP) that lies on the brake device central axis (MA).

8. Brake device according to claim 7, characterized in that the bearing surface (20) is designed such that a first radial (R1), which lies in a median plane (ME) in which the brake device central axis (MA) lies and touches a first edge of the bearing surface (20), is angled to a second radial (R2), which lies in the median plane (ME) and touches a second edge of the bearing surface (20) opposite the first edge, by at least 2°, preferably by at least 3°, particularly preferably by at least 5°.

9. Brake device according to claim 7 or 8, characterized in that the bearing surface (20) is formed by a bearing element (22) of the brake contact unit (12) which extends in a ring shape around a metallic brake contact carrier element (24) of the brake contact unit (12) which has a unit contact surface (26) facing the compensating element (14).

10. Brake device according to claim 9, characterized in that the bearing element (22) is positioned such that a contact unit transverse plane (QE), which in a central position of the brake contact unit (12) extends perpendicular to the brake device central axis (MA) and centrally between the unit contact surface (26) and a surface (28) of the brake contact carrier element (24) opposite the unit contact surface (26), intersects the bearing element (22).

11. Brake device according to claim 9 or 10, characterized in that the unit contact surface (26) is planar and has an outer diameter (AD1) which is at least 80%, preferably at least 90%, particularly preferably at least 95% of the inner diameter (ID) of a bushing element (30) of the brake device (2).

12. Brake device according to claim 11, characterized by a brake force transmission element (32) of the brake force generation device (6) which is attached to the compensating element (14) and is designed such that a brake force transmission contact surface (34) of the brake force transmission element (32) opposite the unit contact surface (26) has an outer diameter (AD2) which is larger than the outer diameter (AD1) of the unit contact surface (26).

13. Brake device according to one of claims 9 to 12, characterized in that the bearing element (22) is arranged at least partially in a recess of the brake contact carrier element (24), which is U-shaped in a section along the central plane (ME).

14. Wind turbine (4) with a tower (36) and a nacelle (38) rotatably arranged relative to the tower (36) about a vertical axis (VA) with a nacelle frame (40) on which at least one brake device (2) according to one of the preceding claims is arranged such that the brake device center axis (MA) runs parallel to the vertical axis (VA) and the brake friction surface (10) is in contact with the tower (36).

Images