mmmmMMMmMM. . . I dunno if a set of 11" chevy (toyota, bmw, rover, mercedes, URAL, pick a truck, any truck) brake disks are going to flex much even holding up 300 or so pounds apiece. and if they do? bolt 2 face-to-face, and use one to support the load and the other for the gen rotor.
on the center tension member, I was not particularly advocating a weight (though that would serve much the same purpose); more of a centrally located guy wire arrangement to 'preload' the 'bearings' and resist the wind pressures' overturning moment. there's nothing wrong with a 'top-deck' alignment bearing; it might be a easier design solution. I just figured on trying to keep everything on the 'ground' for ease of maint and repair.
a rubber tire, while certainly better from the COF and transmitted vibration perspectives, gives up a lot of efficiency to flexure. a SOLID tire might be better, but I still think it would be a poor choice for a supporting member just because it WOULD wear . . .leading to alignment headaches for the turbine. that can be designed around with adjustments and springs, etc, but KISS is a good mantra for power-generaton equipment. so I stuck with steel.
if you're doing rubber, why not go back to a generator that's separate from the support structure and use a serpentine belt for your drive/speed multiplication? that might turn out as the best option; i'm just thinking out loud here.
my design criteria here is to allow a backyard experimentor to fly a bigger VAWT without having to resort to all sorts of special tooling and custom parts. . . leverage the stuff that people here can already make with pretty simple tools. Sure, a lathe and a mill might come in handy, but using the car-hub type alternator on a SUV brake disk with a steel 'tire' shrunk on it via the kitchen oven (steel tire provided by E-machineshop or the local fab shop/ metal supplier. . .) allows people to run something bigger than a 55gallon drum conversion without too big a capital outlay.
the railroads don't have too much trouble with steel-on-steel slippage, and thier torque requirements are pretty high. <G> so I ran some numbers. . .
1:15 multiplication accrues to a 12" od brake disk-with-wear-ring on the tip of a theoretical 15' od turbine.
If you figure on a dry steel-on-steel contact having a 0.15 COF, (discounted from book value of 0.25) and the turbine rotor wieghs, say, 300 lbs; with 3 of 12" OD alts, that gives you basically 7.5 ftlbs limiting torque to drive each alternator. my calculator says that's enough for about 300 input watts per alternator at 300 alternator rpm. ok, so that's a little low for a 11" PMA, but not completly pathetic, either. . . and with that much alternator rpm available, cut-in speed isn't such a concern, and you can use nice, thick windings for low losses in the alt.
if you use the 'central guy wire' to preload the 'bearings', you could get 2 or 3 times that without stressing the structure overmuch. . . assuming that sufficient torque was available in the turbine to make the extra effort worthwhile.
(at 300 alternator rpm, you'd have 20 turbine rpm, or a bit over 5 mph tip speed; the alts would be extracting the equivilent of ~330 ft lb. in the un-preloaded state. I'll leave it to the turbine gurus to figure what sort of wind you'd need to get a 15' dia Savonius or Lenz turning at 20 rpm, and how tall you'd need it to be to get 1kw out of it.)
-Dan