CA2545843A1 - Energy recycling device - Google Patents
Energy recycling device Download PDFInfo
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- CA2545843A1 CA2545843A1 CA 2545843 CA2545843A CA2545843A1 CA 2545843 A1 CA2545843 A1 CA 2545843A1 CA 2545843 CA2545843 CA 2545843 CA 2545843 A CA2545843 A CA 2545843A CA 2545843 A1 CA2545843 A1 CA 2545843A1
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- energy
- vehicle
- moving road
- recycling device
- vehicles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
- F03G—SPRING, WEIGHT, INERTIA OR LIKE MOTORS; MECHANICAL-POWER PRODUCING DEVICES OR MECHANISMS, NOT OTHERWISE PROVIDED FOR OR USING ENERGY SOURCES NOT OTHERWISE PROVIDED FOR
- F03G7/00—Mechanical-power-producing mechanisms, not otherwise provided for or using energy sources not otherwise provided for
- F03G7/08—Mechanical-power-producing mechanisms, not otherwise provided for or using energy sources not otherwise provided for recovering energy derived from swinging, rolling, pitching or like movements, e.g. from the vibrations of a machine
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
- H02K7/1807—Rotary generators
- H02K7/1853—Rotary generators driven by intermittent forces
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
The Subject Matter of this invention is to recuperate with the Energy Recycling Device, the lost Kinetic and Potential Energies of weights, vehicles, cars or trucks (' vehicles ') and transform it into a rotation and ultimately, in electrical energy or any other form of useful energy. So, this rotation could be used for generation of electricity or any other useful works. It is possible to do that by adding modules of Energy Recycling Device to existing roads.
Description
CA 02545843 2006-07-24 , Disclosure 1 T'he general character of the class of article or the kind of process to which the invention (i.e.
the inventive idea) relates This invention relates to the recuperation Kinetic and Potential Energy of weight, vehicle, car, airplane or truck (" vehicle "), in order to produce Rotational Energy and /
or Potential Energy and ultimately, generate Electrical Energy or any other forms of energy that is appropriate. This is donie by adding modules of Energy Recycling Device to existing roads.
As it has been explained in prior applications of Painchaud, each time we accelerate a vehicle, we know we will decelerate it ! Typically, a vehicle that weight 2000 kg that goes at 50 km/h has 192 kJoules of Kinetic Energy and, eventually, it will need to stop for various reasons. When the vehicle stops, it dissipates this energy into the brakes. This is equivalent to send to trash important quantities of energy. The aim of this invention is to recuperate the lost energy of the vehicles, when possible, and produce something more useful than heat and dust in the brakes.
Today, without my invention, the loss of energy is dissipated in the brakes, in friction, etc...
More or less, without my invention, all this energy goes in useless works ( creation of heat and dusts from brakes, etc... ). By simply adding modules of Energy Recycling Device to existing roads, it is possible to recuperate this energy and convert it into something more useful, typically, electricity that we can send back to the grid or simply use it for ourselves in the context of energy efficiency.
In order to decelerate vehicles adequately, we have to know that it is not secure to retrieve the Vehicles Energy in a too short distance / period of time. This is why the mechanism of any decelerating device has to be parallel to the traffic direction and follow the vehicle thru the entire deceleration process, instead of impacting the vehicle. This also means that the cost of decelerating a vehicle will be increased as a function of the maximum deceleration that we can apply on it, so that it is comfortable for the passengers. As a good example, in order to decelerate from 50 km/h to 0kni/h, it takes about 20 meters. This means that we have to add a few Energy Recycling Device in Series in order to cover the entire decelerating zone.
the inventive idea) relates This invention relates to the recuperation Kinetic and Potential Energy of weight, vehicle, car, airplane or truck (" vehicle "), in order to produce Rotational Energy and /
or Potential Energy and ultimately, generate Electrical Energy or any other forms of energy that is appropriate. This is donie by adding modules of Energy Recycling Device to existing roads.
As it has been explained in prior applications of Painchaud, each time we accelerate a vehicle, we know we will decelerate it ! Typically, a vehicle that weight 2000 kg that goes at 50 km/h has 192 kJoules of Kinetic Energy and, eventually, it will need to stop for various reasons. When the vehicle stops, it dissipates this energy into the brakes. This is equivalent to send to trash important quantities of energy. The aim of this invention is to recuperate the lost energy of the vehicles, when possible, and produce something more useful than heat and dust in the brakes.
Today, without my invention, the loss of energy is dissipated in the brakes, in friction, etc...
More or less, without my invention, all this energy goes in useless works ( creation of heat and dusts from brakes, etc... ). By simply adding modules of Energy Recycling Device to existing roads, it is possible to recuperate this energy and convert it into something more useful, typically, electricity that we can send back to the grid or simply use it for ourselves in the context of energy efficiency.
In order to decelerate vehicles adequately, we have to know that it is not secure to retrieve the Vehicles Energy in a too short distance / period of time. This is why the mechanism of any decelerating device has to be parallel to the traffic direction and follow the vehicle thru the entire deceleration process, instead of impacting the vehicle. This also means that the cost of decelerating a vehicle will be increased as a function of the maximum deceleration that we can apply on it, so that it is comfortable for the passengers. As a good example, in order to decelerate from 50 km/h to 0kni/h, it takes about 20 meters. This means that we have to add a few Energy Recycling Device in Series in order to cover the entire decelerating zone.
2 7'he nature in general terms of the articles or processes previously known or used wbich are intended to be improved or replaced by resort to the invention and of the difficolties and inc:onveniences which they involve In previous patent applications that I have seen, most/all mechanisms are perpendicular to the traffic ancl use only gravity to decelerate it. This means that the authors of the patent were not aware of the fact that it is a must to decelerate vehicles over a decent distance, because with a perpendicular mechanism, it is only possible to decelerate vehicles with impacts at the precise moment where the vehicles cross the said mechanism. Said otherwise, in the previous example, if we were to remove the 192 kJoules of Energy from the car that goes at 50 km/h within a distance of 1 meter, the passengers would have a similar feeling as a car accident. If we put a lot of perpendicular mechanism in series, it will create vibrations each time the vehicles will hit the decelerating mechanism.
This patent application is an improvement over Painchaud ( Canadian patent # 2 446 783 and Cariadian Request for Patent # 2 526 213 ), in the sense that deceleration is produced by using circular moving road segments facing the vehicle direction, instead ofjust vertically moving road segments, as shown in figure 2. As shown in figure 1, there is a deflector at the surface forcing a circular path for the moving road segment. For this particular case, the design is made with 2 moving road segments coupled mechanically to the crankshaft and separated by 120 degrees. Also, par1: #20 allows only the motor to turn thru 290 degrees ( from 110 degrees to 400 degrees or 40 degrees). In the side view of figure 1, there is a ratchet that allows the gear to turn only when the crarikshaft turns in the right direction. Therefore, when a vehicle passes on first moving road segment of the device ( see vehicle direction shown by arrow on side view ), it does not activate the gear because of the ratchet. Instead, it raises the second moving road segment and give him a higher potential energy (that will be recuperated by the system anyway because of the ratchet mechanism ). So, when the vehicle will cross the second moving road segment, it will be decelerated by a circular movement of the moving road segment. Because of this circular movement, the forces applied on the vehicles to decelerate it are " fh " and " fv ", as shown in figure 2. The big CA 02545843 2006-07-24 i difference with any other applications and patents is that the energy removed on the vehicle by the Energy Recycling Device will be equal to:
Fh * horizontal distance that the tire is racked by the moving road segment +
Fv * vertical raise of the said car ( or his suspension ) Assuming fh and fv are in Newton and the distances in m, the results will be Joules or Energy. With all the other applications and patents that I have seen, everybody were using fv ( which is very dependant upon gravity " g " to avoid generation of speed bumps ). When you do serious calculations and testing, it is possible to affirm that in order to use only fv to decelerate a vehicle, any given vehicle needs to be raised by about 10 cm over the zone of deceleration to remove an appreciable quantity of energy. With the Energy Recycling Bridge, there is a lot less needs to use the gravity to decelerate a vehicle because of the circular movement of the moving road segment.
Said otherwise, we can face the vehicle during its movement and remove more smoothly the energy from the vehicle. In his application # 2 526 213, Painchaud had put a round top over the moving road segment in order to try to remove the energy by using "fv " and " fh ".
In real life, this tec;hnique might have important lacks because of snow machines. With this circular moving road segments, we use different energy container to transfer more smoothly the energy from the vehicle to the Energy Recycling Device. Now, any snow machines are welcome and we think they are very appreciated clients !
As mentioned above, when a vehicle passes on the first moving road segment, it raises the following one without driving the gear. All this because of the ratchet on the gear of this example. It is also possible to use a second gear with an inversed ratchet in order to drive one of the gear when a vehicle passes on the first moving road segment. Obviously, since there is a second inversed ratchet on the second gear, it is activated when a vehicle passes on the second moving road segment.
So, this deflector recuperates the kinetic and potential energies of the vehicles and transfers it to the mol:or mechanism. In Figure 2, you can see the forces applied on the vehicle with this Energy Recycling Device. The force " g" is the gravity and it is vertical. This force acts on everything at the surface of the earth. An approximated value for " g" is 9.8 m/s2. F is the force applied by this Energy Recycling Device on a vehicle to decelerate it. Because of the circular movement of the moving road segments, this vector F rotates when a vehicle advances on it. F
could be divided into " iv " for vertical force and " th " for horizontal force. The best way to decelerate a vehicle is wiith an horizontal force, because it faces the car direction and it simulates exactly a deceleration with the brakes. When we use " fv " to decelerate the vehicle, we lift it a few cm / inches because it goes against the gravity.
As you can see in figure 1, the moving road segment follows the tire for up to 3.2 inches ( 8.128 cm ) and drops by up to 5 inches ( 12.7 cm ). Compared to Painchaud # 2 526 213, instead of producing an artificial hill that goes away, it creates a wall and a hill that goes away. The wall does not. elevate the vehicle and the hill elevate it a little bit to remove the kinetic energy.
The other important feature of this Energy Recycling Device is that if a vehicle passes on the other side, it could becomes an agglomeration of speed bumps, if we adjust it correctly. So, possibilities to control direction of traffic.
Another very important point about this Device is that it can NOT do a ful1360 degrees turn of the crankshaft. This allows us to resolve all the security problems related to inertia of the bridge.
Because of that, when a first vehicle pass on the Device at high speed, it will not and can not deliver energy to the following vehicle because the shaft can not do a complete turn and his stopped by part 11, as show on the side view of figure 1.
It is; important to note that any other arrangements using inclined moving road segments are covered by our cases with circular moving road segments. However, linear inclined moving road segment does not cover the circular moving road segments, in our view. More or less, we thought the circular moving road segments are more convenient but inclined moving road segments are the same with no rotation of vector F, as shown in figure 2.
It is the same with the angular displacement on the crankshaft. It is possible to use any other angular separation than 120 degrees on the crankshaft. It is also possible to have more than 2 moving road segments.
This patent application is an improvement over Painchaud ( Canadian patent # 2 446 783 and Cariadian Request for Patent # 2 526 213 ), in the sense that deceleration is produced by using circular moving road segments facing the vehicle direction, instead ofjust vertically moving road segments, as shown in figure 2. As shown in figure 1, there is a deflector at the surface forcing a circular path for the moving road segment. For this particular case, the design is made with 2 moving road segments coupled mechanically to the crankshaft and separated by 120 degrees. Also, par1: #20 allows only the motor to turn thru 290 degrees ( from 110 degrees to 400 degrees or 40 degrees). In the side view of figure 1, there is a ratchet that allows the gear to turn only when the crarikshaft turns in the right direction. Therefore, when a vehicle passes on first moving road segment of the device ( see vehicle direction shown by arrow on side view ), it does not activate the gear because of the ratchet. Instead, it raises the second moving road segment and give him a higher potential energy (that will be recuperated by the system anyway because of the ratchet mechanism ). So, when the vehicle will cross the second moving road segment, it will be decelerated by a circular movement of the moving road segment. Because of this circular movement, the forces applied on the vehicles to decelerate it are " fh " and " fv ", as shown in figure 2. The big CA 02545843 2006-07-24 i difference with any other applications and patents is that the energy removed on the vehicle by the Energy Recycling Device will be equal to:
Fh * horizontal distance that the tire is racked by the moving road segment +
Fv * vertical raise of the said car ( or his suspension ) Assuming fh and fv are in Newton and the distances in m, the results will be Joules or Energy. With all the other applications and patents that I have seen, everybody were using fv ( which is very dependant upon gravity " g " to avoid generation of speed bumps ). When you do serious calculations and testing, it is possible to affirm that in order to use only fv to decelerate a vehicle, any given vehicle needs to be raised by about 10 cm over the zone of deceleration to remove an appreciable quantity of energy. With the Energy Recycling Bridge, there is a lot less needs to use the gravity to decelerate a vehicle because of the circular movement of the moving road segment.
Said otherwise, we can face the vehicle during its movement and remove more smoothly the energy from the vehicle. In his application # 2 526 213, Painchaud had put a round top over the moving road segment in order to try to remove the energy by using "fv " and " fh ".
In real life, this tec;hnique might have important lacks because of snow machines. With this circular moving road segments, we use different energy container to transfer more smoothly the energy from the vehicle to the Energy Recycling Device. Now, any snow machines are welcome and we think they are very appreciated clients !
As mentioned above, when a vehicle passes on the first moving road segment, it raises the following one without driving the gear. All this because of the ratchet on the gear of this example. It is also possible to use a second gear with an inversed ratchet in order to drive one of the gear when a vehicle passes on the first moving road segment. Obviously, since there is a second inversed ratchet on the second gear, it is activated when a vehicle passes on the second moving road segment.
So, this deflector recuperates the kinetic and potential energies of the vehicles and transfers it to the mol:or mechanism. In Figure 2, you can see the forces applied on the vehicle with this Energy Recycling Device. The force " g" is the gravity and it is vertical. This force acts on everything at the surface of the earth. An approximated value for " g" is 9.8 m/s2. F is the force applied by this Energy Recycling Device on a vehicle to decelerate it. Because of the circular movement of the moving road segments, this vector F rotates when a vehicle advances on it. F
could be divided into " iv " for vertical force and " th " for horizontal force. The best way to decelerate a vehicle is wiith an horizontal force, because it faces the car direction and it simulates exactly a deceleration with the brakes. When we use " fv " to decelerate the vehicle, we lift it a few cm / inches because it goes against the gravity.
As you can see in figure 1, the moving road segment follows the tire for up to 3.2 inches ( 8.128 cm ) and drops by up to 5 inches ( 12.7 cm ). Compared to Painchaud # 2 526 213, instead of producing an artificial hill that goes away, it creates a wall and a hill that goes away. The wall does not. elevate the vehicle and the hill elevate it a little bit to remove the kinetic energy.
The other important feature of this Energy Recycling Device is that if a vehicle passes on the other side, it could becomes an agglomeration of speed bumps, if we adjust it correctly. So, possibilities to control direction of traffic.
Another very important point about this Device is that it can NOT do a ful1360 degrees turn of the crankshaft. This allows us to resolve all the security problems related to inertia of the bridge.
Because of that, when a first vehicle pass on the Device at high speed, it will not and can not deliver energy to the following vehicle because the shaft can not do a complete turn and his stopped by part 11, as show on the side view of figure 1.
It is; important to note that any other arrangements using inclined moving road segments are covered by our cases with circular moving road segments. However, linear inclined moving road segment does not cover the circular moving road segments, in our view. More or less, we thought the circular moving road segments are more convenient but inclined moving road segments are the same with no rotation of vector F, as shown in figure 2.
It is the same with the angular displacement on the crankshaft. It is possible to use any other angular separation than 120 degrees on the crankshaft. It is also possible to have more than 2 moving road segments.
CA 02545843 2006-07-24 i In order to create or simulate a travelling sine wave and a travelling wall, it is mandatory to put a lot of these devices in series over the deceleration track. This device represents a decelerating track but this track could be as wide as an highway lane. With other inventions, because of inertia, it was not really possible to couple together moving road segments without creating security problems.
Another problem resolved by this technology is; the possibility of jamming the shaft if for any reason a vertical force is applied on the shaft by the articulation while it is exactly at 90 degrees. By adcling part #20, we are sure that this never happens. We have made other scenarios where we used dif3Perent angular spacing on the shaft combined with de axing of the articulations but the best application seems to be this one.
3 The inventive idea which the new article or process embodies, and the way in which resort to it overcomes the difticulties and inconveniences of previous practices or proposals.
This patent application is an improvement over Painchaud ( Canadian patent # 2 446 783 and Cariadian Request for Patent # 2 526 213 ), in the sense that deceleration is produced by using circular moving road segments facing the vehicle direction, instead ofjust vertically moving road segments, as shown in figure 2. As shown in figure 1, there is a deflector at the surface forcing a circular path for the moving road segment. For this particular case, the design is made with 2 moving road segments coupled mechanically to the crankshaft and separated by 120 degrees. Also, parl: #20 allows only the motor to turn thru 290 degrees ( from 110 degrees to 400 degrees or 40 degrees). In the side view of figure 1, there is a ratchet that allows the gear to turn only when the cratikshaft tums in the right direction. Therefore, when a vehicle passes on first moving road segment of the device ( see vehicle direction shown by arrow on side view ), it does not activate the gear because of the ratchet. Instead, it raises the second moving road segment and give him a higher potential energy (that will be recuperated by the system anyway because of the ratchet mechanism ). So, when the vehicle will cross the second moving road segment, it will be decelerated by a circular movement of the moving road segment. Because of this circular movement, the forces applied on the vehicles to decelerate it are " th " and " fv ", as shown in figure 2. The big difference with any other applications and patents is that the energy removed on the vehicle by the Energy Recycling Device will be equal to:
Fh " horizontal distance that the tire is racked by the moving road segment +
Fv'k vertical raise of the said car ( or his suspension ) Assuming fh and fv are in Newton and the distances in m, the results will be Joules or Energy. With all the other applications and patents that I have seen, everybody were using fv ( which is very dependant upon gravity " g" to avoid generation of speed bumps ). When you do serious calculations and testing, it is possible to affirm that in order to use only fv to decelerate a vehicle, any given vehicle needs to be raised by about 10 cm over the zone of deceleration to remove an appreciable quantity of energy. With the Energy Recycling Bridge, there is a lot less needs to use the gravity to decelerate a vehicle because of the circular movement of the moving road segment.
Said otherwise, we can face the vehicle during its movement and remove more smoothly the energy froim the vehicle. In his application # 2 526 213, Painchaud had put a round top over the moving road segment in order to try to remove the energy by using "fv " and " fh ".
In real life, this teclinique might have important lacks because of snow machines. With this circular moving road segments, we use different energy container to transfer more smoothly the energy from the vehicle to the Energy Recycling Device. Now, any snow machines are welcome and we think they are very appreciated clients !
So, this deflector recuperates the kinetic and potential energies of the vehicles and transfers it to the motor mechanism. In Figure 2, you can see the forces applied on the vehicle with this Energy Recycling Device. The force " g" is the gravity and it is vertical. This force acts on everything at the surface of the earth. An approximated value for " g" is 9.8 m/s2. F is the force applied by this Energy Recycling Device on a vehicle to decelerate it. Because of the circular movement of the moving road segments, this vector F rotates when a vehicle advances on it. F
could be divided into " fv " for vertical force and " fh " for horizontal force. The best way to decelerate a vehicle is with an horizontal force, because it faces the car direction and it simulates exactly a deceleration with the brakes. So, there are a lot of configurations that we could have used with the deflector to take advantage of "th " to decelerate a vehicle. When we use " fv " to decelerate the car, we lift it a few cm / inches because it goes against the gravity.
As ;you can see in figure 1, the moving road segment follows the tire for up to 3.2 inches ( 8.128 cm ) and drops by up to 5 inches ( 12.7 cm ). Compared to Painchaud # 2 526 213, instead of producing an artificial hill that goes away, it creates a wall and a hill that goes away. The wall does not elevate the vehicle and the hill elevate it a little bit to remove the kinetic energy.
The other important feature of this Energy Recycling Device is that if a vehicle passes on the other side, it could becomes an agglomeration of speed bumps, if we adjust it correctly.
Another very important point about this Device is that it can NOT do a full 360 degrees turn of the crankshaft. This allows us to resolve all the security problems related to inertia of the bridge.
Because of that, when a first vehicle pass on the Device at high speed, it will not and can not deliver energy to the following vehicle because the shaft can not do a complete turn and his stopped by part 11, as show on the side view of figure 1.
It is important to note that any other arrangements using inclined moving road segments are covered by our cases with circular moving road segments. However, linear inclined moving road segment does not cover the circular moving road segments, in our view. More or less, we thought the circular moving road segments are more convenient but inclined moving road segments are the same with no rotation of vector F, as shown in figure 2.
It is the same with the angular displacement on the crankshaft. It is possible to use any other angular separation than 120 degrees on the crankshaft. It is also possible to have more than 2 moving road segments. We could have used other configuration with the deflector to take more "ibõ than " fv "_ In order to create or simulate a travelling sine wave and a travelling wall, it is mandatory to put a lot of these devices in series over the deceleration track. This device represents a decelerating track but this track could be as wide as an highway lane and more. With other inventions, because of inertia, it was not really possible to couple together moving road segments without creating security problems.
Like we said, you may also see this Energy Recycling Device as a Sine Wave and Wall Generator, where the sine wave and the wall run away from the vehicles as it advances on the Energy Recycling Device. More or less, the vehicles have the impression to climb a hill and face a wall and this decelerates the vehicles without any vibrations. To adjust the Hill Steepness and the Wall effect, it is just a matter of increasing the counter electromotive force on the shaft of the alternators.
This is done with the Power Electronics. More or less, we just send more current to the grid when we ivant to increase the hill and wall efFects on the vehicles. There is a limit to increase the hill effect. In fact, if the vehicles see a speed bump, it is because we have tried to deoelerate the vehicles too quickly. It is not the same for the Wall Effect, as it faces the vehicles.
There will be applications where it will be valuable to generate speed bumps and this device can do it. We only have to think about cases where police run after criminals. We can stop the car of the criminals but let pass the police.
It is also possible to add weights (to be lifted by the movement of our shaft), in the case where we wai1t to accumulate potential energy at the end of the Energy Recycling Device. More or less, the shaft of this Device could be used to drive a lifting machine that would lift, lets say, a mass of 10 me-tric tons gradually over I or 2 meter. When the weight is high enough and the traffic is light, inexistent, then we drop gradually the mass and recuperate its potential energy into electrical energy.
Then, it is possible to do combinations with Power Electronic in order to control the flow of energy to the grid / electric load that we feed.
Nol: only this is environmentally interesting but it produces electricity where the demand is located.
In other words, it will generate more downtown New York City than in a small town, because there are more vehicles there. When you think about it, this recuperation of energy is decentralized and it bririgs strength to all the utility grids, because it generates everywhere, where the demand is located.
This decentralization and independence make it almost impossible to stop the generation everywhere, unless everybody stops to use their vehicles at the same time.
When it is used in the context of Energy Efficiency, you save the Generation, Transmission and Distribution fees.
It is also possible to use a ratchet on the crankshaft, so that the energy can only flow one way. Said otherwise, if vehicles pass on the wrong side of the Energy Recycling Device, it is possible to decelerate them or simply use the ratchet function to let them pass without any deceleration.
However, it is not mandatory because without ratchet, this device would work in the other direction as viell.
When a ratchet is used on the crankshaft to be sure that the flow of energy is unidirectional, a Flywheel may be used to accumulate a little bit of energy and simulate a steeper hill for the vehicles.
This compensates a little bit for the predictability of energy but lower our hill steepness adjustment range with Power Electronics.
CA 02545843 2006-07-24 i It i:, also very important to add that the device can work with any other cylinder arrangement than in figure 1, meaning, with any number of moving road segments / cylinders per gravitational motor.
The cylinders could be replaced by deflectors and / or bearings.
Another particularity of the Energy Recycling Device that renders it unique is that it could use rubber sheet on the decelerating tracks with metal guides in order to take advantage of snow machines. Talking of snow machines, the Energy Recycling Device is unique in the sense that its moving road segments move circularly (so, horizontally and vertically ) and snow machines becomes good clients since they could easily activate the Energy Recycling Device without daniaging it, when guides are put in place.
This rubber sheet combined with the sine wave and wall effects allow the system to be drained mo:;tly by the existing road infrastructure. Although there is a drain on the foundation of the Energy Recycling Device, this drain will not play the same role as the city drain, for example. It is only there to make sure there is no water accumulation inside the Energy Recycling Device. The City drains continue to play their roles and our structure will redirect water to the City drains.
The single lane model shown on figure I uses decelerating track and could be used for multiple lanes applications but we believe that multiple lanes applications will use moving road segments that have the same width as a full lane width. It is also possible to connect it in a multitude of other corrfigurations, including configurations where there is normal asphalt between each decelerating moclule. Also, it is possible to use a multiple lane model.
When you look at this design, another point that renders it unique is that Inertia is in check because of part # 20, that does not allow the motor to do a full turn, Instead, we take only advantage of the angi,ilar portion of the motor that does a good job for us.
Also, the model with decelerating tracks could be put underground or above, it is really not a problem. However, its design allow snow machines to pass on it without damaging it, because of the circular movement of the moving road segment. Also, since the decelerating tracks act as l0 CA 02545843 2006-07-24 i tralielling sine waves and walls, the snow and other stuff are pushed naturally at the extremity of the Energy Recycling Device, where they are picked up by the snow machines.
For train applications, the functioning of the motor is similar but it is obvious that the wheel of a train are different than the wheel of a car. The circular movement of the moving road segments would be optimized to take this into account. For applications like that, the decelerating tracks would be less wider and the moving road segment that would rack the train wheel to simulate a Hill andl Wall Effects would be stronger.
For landing airplanes applications, the decelerating tmcks will obviously be stronger but the priticiple would be similar, with a circular movement of the moving road segments.
ll 4 A full description of the best way of using or putting into operation the inventive idea. If theire are drawings, the description should be preceded by a list of these drawings and should be related to them by the use of the numerals which appear upon them.
Paitent Title : Energy Recycling Device In drawings which illustrate embodiments of the invention:
The number 1 represents the top deflector The number 2a represents the bottom arm of the deflector rigidly connected to the top defliector The number 2b represents motor top arm, connected thru bearings to the bottom arm of the deflector.
The number 4 represents top cylioder/piston articulation, connected to number 2b by the meekn of bearings.
The number 5 represents a metal base to fix the top cylinder / piston articulation Thc: number 8 represents the piston.
The! number 9 represents a linear bearing, acting as a cylinder.
The number 11 represents a ratchet placed inside a spur gear to allow unidirectional transfer of energy.
The number 15 represents an Alternator The number 16 represents an AC Bus that could be at any voltage or frequency The number 20 represents a movement controller to keep inertia in check and use the motor only in his best torque zone.
Figure 1, represents a side view and a front view of the Energy Recycling Device Figure 2 represents a view of a car tire with the trajectory of a moving road segment of the Energy Recycling Device, Figure 3 represents a possible electrical diagram of the generating section Figure 4 represents the Energy Recycling Device with a generator coupled to the shaft output.
Figuire 5 represents the Energy Recycling Device coupled to a lifting device that will eventually drop its load to generate electrical energy.
CA 02545843 2006-07-24 i In figure 1, you see the side view of the Energy Recycling Device that creates the equivalent a travelling sine wave and a wall that run away from the vehicles, with the vehicles. As you can see, the crankshaft is coupled to 2 moving road segments / deflectors that are represented by the number 1 on the side view, each deflector are separated by 120 degrees on the crankshaft. Part # 11 makes sure that a complete turn of the crankshaft is not possible. More or less, a 2 cylinder set up with defl.ector cranking the other with potential energy that will be restored to the gear later because of the ratchet mechanism ( part # I 1).. We could have made it with any other configuration, meaning with inclined moving road segments, more pistons / cylinders, with or without pistons cylinders ( possible to do with deflector and bearing system ).
In f gure 2, you have a vector representation of the forces that will be applied on a vehicle by the Energy Recycling Bridge. The gravitational force is represented by " g ". The vehicle direction is represented by " d " and the force applied by our Device is F, composed of a vertical force " fv "
and an horizontal force " fh ". The energy removed from the vehicle will be equal to the force F
F could vary according to whatever we think ) that we apply on the vehicle multiplied by the distance over which we apply this force. This distance follows a circular path defined by the deflector.
In figure 3, we have shown a possible electrical arrangement for the generating section of the bridge.
We could have used any electrical arrangement. IN this case, we assume that we generate underground in AC and that we will convert at right frequency, phase and amplitude, if needed, in a panel at the surface. With Power Electronics, everything is now possible to do. We can control the flovv of energy to the grid the way we want. One possibility is to accumulate energy with Flywheels and transfer it to the grid gradually. Another practice that seems very interesting too is to gradually lift a weight with our Energy Recycling Device and when it has enough potential energy, we start the generation of power by recuperating the potential energy of the weight that we lifted. Then, we can drive the generator with this descending weight and gradually control the flow of energy to the grid with the power electronic.
In ligure 4, you can see the Device coupled to a generator. In this case, the gear at the output of the crankshaft could be used as a flywheel because of the ratchet on the master shaft. With Power Electronics, it is easily possible to control the transfer of energy to the load and, as a direct coa sequence, it is possible to control the deceleration of a vehicle.
In iigure 5, you can see the device coupled to a lifting machine. More or less, in this case, we try to smooth the power surge to the grid by lifting a weight, up to a certain height. Then, we simply let the weight go down so that it drives the alternator and generate a quantity of energy equal to our efficiency multiplied by the sum of all the energy that we removed from past vehicles during their decelerations. This is a memory process that, in my opinion, should be use with Wind Farm to conlpensate for predictability problems. In the case of this application, it is also possible to control the vehicle deceleration with Power Electronics but the weight itself reduces the control range of the Power Electronic. In counter part, it is possible to connect and produce with less energy/power surg,es with a system like that. Said otherwise, with a system like that, we accumulate potential energy in a weight up to a moment where we decide to produce for a few minutes, for example.
The preferred applications for the single lane model would be in a big city, in a one way road, single lane, with a lot of traffic, before a stop, on a 50 km/h zone ( or 30 mph ).
Assuming that there is a reggalar traffic at this location, we expect to recuperate 300 MWh per year in lost energy. This energy has a different value $ depending of the tariff where these savings are generated.
Indired, the energy contained in a vehicles could be Kinetic of Potential. The Kinetic energy will be defined by half the mass ( in kg ) times the speed squared ( in m/s ). The Potential Energy is defined by the loss of altitude ( in m) times the gravitational force ( in m/s2) times the vehicles mass ( in kg ). Once we know the traffic at a particular location, it is very straightforward to determine the quantity of energy that we can recuperate from vehicles. Then, the economical analysis is easy to do.
This form of electrical generation / recuperation is more useful than other existing alternative forms of generation ( like wind farms for example ) in the sense that it will have a better availability and predictability because it is dependant upon traffic in urban areas and this is well known and preJictable. Also, one can easily imagine the quantity of energy contained in a traffic period in Los Ang,eles, New York, etc... ! The other fact is that the loss of energy of moving vehicles is free and we save the brakes of the vehicles when we recuperate the lost energy ! From an environmental perspective, this is a good project since there is no negative impact on environment.
Another advantage of this invention is that it could be built remotely and have a modular installation. Due to that, it will easily be moved to other locations and very easy to maintain since we can remove a module and replace it with another one while we do maintenance work !
It is clear that this invention will have to take advantage of the trucks that go down the hills or decelerate, although cars, airplanes, bus and subways will be good targets too.
There are no patents on this ( pertinent patent that works, other than Painchaud 2 446 783 and request for patent # 2 526 213 ) to the best of my knowledge and after I made several searches.
However, the techniques of generation of electricity are well known and none looks like this one but they are not equivalent or anything like that. All I have seen up to now are generation techniques with recuperation systems perpendicular to the traffic direction. All these recuperation systems will create vibrations or not collect enough energy and this is why none of these systems have been put in operation, according to me.
I have never given away any information about the subject of this invention other than to say to some of my friends that I found a way to generate electricity with gravity and that I was trying to obtain a patent for this idea.
Finally, it is my intent to patent this invention in the maximum countries as possible.
Another problem resolved by this technology is; the possibility of jamming the shaft if for any reason a vertical force is applied on the shaft by the articulation while it is exactly at 90 degrees. By adcling part #20, we are sure that this never happens. We have made other scenarios where we used dif3Perent angular spacing on the shaft combined with de axing of the articulations but the best application seems to be this one.
3 The inventive idea which the new article or process embodies, and the way in which resort to it overcomes the difticulties and inconveniences of previous practices or proposals.
This patent application is an improvement over Painchaud ( Canadian patent # 2 446 783 and Cariadian Request for Patent # 2 526 213 ), in the sense that deceleration is produced by using circular moving road segments facing the vehicle direction, instead ofjust vertically moving road segments, as shown in figure 2. As shown in figure 1, there is a deflector at the surface forcing a circular path for the moving road segment. For this particular case, the design is made with 2 moving road segments coupled mechanically to the crankshaft and separated by 120 degrees. Also, parl: #20 allows only the motor to turn thru 290 degrees ( from 110 degrees to 400 degrees or 40 degrees). In the side view of figure 1, there is a ratchet that allows the gear to turn only when the cratikshaft tums in the right direction. Therefore, when a vehicle passes on first moving road segment of the device ( see vehicle direction shown by arrow on side view ), it does not activate the gear because of the ratchet. Instead, it raises the second moving road segment and give him a higher potential energy (that will be recuperated by the system anyway because of the ratchet mechanism ). So, when the vehicle will cross the second moving road segment, it will be decelerated by a circular movement of the moving road segment. Because of this circular movement, the forces applied on the vehicles to decelerate it are " th " and " fv ", as shown in figure 2. The big difference with any other applications and patents is that the energy removed on the vehicle by the Energy Recycling Device will be equal to:
Fh " horizontal distance that the tire is racked by the moving road segment +
Fv'k vertical raise of the said car ( or his suspension ) Assuming fh and fv are in Newton and the distances in m, the results will be Joules or Energy. With all the other applications and patents that I have seen, everybody were using fv ( which is very dependant upon gravity " g" to avoid generation of speed bumps ). When you do serious calculations and testing, it is possible to affirm that in order to use only fv to decelerate a vehicle, any given vehicle needs to be raised by about 10 cm over the zone of deceleration to remove an appreciable quantity of energy. With the Energy Recycling Bridge, there is a lot less needs to use the gravity to decelerate a vehicle because of the circular movement of the moving road segment.
Said otherwise, we can face the vehicle during its movement and remove more smoothly the energy froim the vehicle. In his application # 2 526 213, Painchaud had put a round top over the moving road segment in order to try to remove the energy by using "fv " and " fh ".
In real life, this teclinique might have important lacks because of snow machines. With this circular moving road segments, we use different energy container to transfer more smoothly the energy from the vehicle to the Energy Recycling Device. Now, any snow machines are welcome and we think they are very appreciated clients !
So, this deflector recuperates the kinetic and potential energies of the vehicles and transfers it to the motor mechanism. In Figure 2, you can see the forces applied on the vehicle with this Energy Recycling Device. The force " g" is the gravity and it is vertical. This force acts on everything at the surface of the earth. An approximated value for " g" is 9.8 m/s2. F is the force applied by this Energy Recycling Device on a vehicle to decelerate it. Because of the circular movement of the moving road segments, this vector F rotates when a vehicle advances on it. F
could be divided into " fv " for vertical force and " fh " for horizontal force. The best way to decelerate a vehicle is with an horizontal force, because it faces the car direction and it simulates exactly a deceleration with the brakes. So, there are a lot of configurations that we could have used with the deflector to take advantage of "th " to decelerate a vehicle. When we use " fv " to decelerate the car, we lift it a few cm / inches because it goes against the gravity.
As ;you can see in figure 1, the moving road segment follows the tire for up to 3.2 inches ( 8.128 cm ) and drops by up to 5 inches ( 12.7 cm ). Compared to Painchaud # 2 526 213, instead of producing an artificial hill that goes away, it creates a wall and a hill that goes away. The wall does not elevate the vehicle and the hill elevate it a little bit to remove the kinetic energy.
The other important feature of this Energy Recycling Device is that if a vehicle passes on the other side, it could becomes an agglomeration of speed bumps, if we adjust it correctly.
Another very important point about this Device is that it can NOT do a full 360 degrees turn of the crankshaft. This allows us to resolve all the security problems related to inertia of the bridge.
Because of that, when a first vehicle pass on the Device at high speed, it will not and can not deliver energy to the following vehicle because the shaft can not do a complete turn and his stopped by part 11, as show on the side view of figure 1.
It is important to note that any other arrangements using inclined moving road segments are covered by our cases with circular moving road segments. However, linear inclined moving road segment does not cover the circular moving road segments, in our view. More or less, we thought the circular moving road segments are more convenient but inclined moving road segments are the same with no rotation of vector F, as shown in figure 2.
It is the same with the angular displacement on the crankshaft. It is possible to use any other angular separation than 120 degrees on the crankshaft. It is also possible to have more than 2 moving road segments. We could have used other configuration with the deflector to take more "ibõ than " fv "_ In order to create or simulate a travelling sine wave and a travelling wall, it is mandatory to put a lot of these devices in series over the deceleration track. This device represents a decelerating track but this track could be as wide as an highway lane and more. With other inventions, because of inertia, it was not really possible to couple together moving road segments without creating security problems.
Like we said, you may also see this Energy Recycling Device as a Sine Wave and Wall Generator, where the sine wave and the wall run away from the vehicles as it advances on the Energy Recycling Device. More or less, the vehicles have the impression to climb a hill and face a wall and this decelerates the vehicles without any vibrations. To adjust the Hill Steepness and the Wall effect, it is just a matter of increasing the counter electromotive force on the shaft of the alternators.
This is done with the Power Electronics. More or less, we just send more current to the grid when we ivant to increase the hill and wall efFects on the vehicles. There is a limit to increase the hill effect. In fact, if the vehicles see a speed bump, it is because we have tried to deoelerate the vehicles too quickly. It is not the same for the Wall Effect, as it faces the vehicles.
There will be applications where it will be valuable to generate speed bumps and this device can do it. We only have to think about cases where police run after criminals. We can stop the car of the criminals but let pass the police.
It is also possible to add weights (to be lifted by the movement of our shaft), in the case where we wai1t to accumulate potential energy at the end of the Energy Recycling Device. More or less, the shaft of this Device could be used to drive a lifting machine that would lift, lets say, a mass of 10 me-tric tons gradually over I or 2 meter. When the weight is high enough and the traffic is light, inexistent, then we drop gradually the mass and recuperate its potential energy into electrical energy.
Then, it is possible to do combinations with Power Electronic in order to control the flow of energy to the grid / electric load that we feed.
Nol: only this is environmentally interesting but it produces electricity where the demand is located.
In other words, it will generate more downtown New York City than in a small town, because there are more vehicles there. When you think about it, this recuperation of energy is decentralized and it bririgs strength to all the utility grids, because it generates everywhere, where the demand is located.
This decentralization and independence make it almost impossible to stop the generation everywhere, unless everybody stops to use their vehicles at the same time.
When it is used in the context of Energy Efficiency, you save the Generation, Transmission and Distribution fees.
It is also possible to use a ratchet on the crankshaft, so that the energy can only flow one way. Said otherwise, if vehicles pass on the wrong side of the Energy Recycling Device, it is possible to decelerate them or simply use the ratchet function to let them pass without any deceleration.
However, it is not mandatory because without ratchet, this device would work in the other direction as viell.
When a ratchet is used on the crankshaft to be sure that the flow of energy is unidirectional, a Flywheel may be used to accumulate a little bit of energy and simulate a steeper hill for the vehicles.
This compensates a little bit for the predictability of energy but lower our hill steepness adjustment range with Power Electronics.
CA 02545843 2006-07-24 i It i:, also very important to add that the device can work with any other cylinder arrangement than in figure 1, meaning, with any number of moving road segments / cylinders per gravitational motor.
The cylinders could be replaced by deflectors and / or bearings.
Another particularity of the Energy Recycling Device that renders it unique is that it could use rubber sheet on the decelerating tracks with metal guides in order to take advantage of snow machines. Talking of snow machines, the Energy Recycling Device is unique in the sense that its moving road segments move circularly (so, horizontally and vertically ) and snow machines becomes good clients since they could easily activate the Energy Recycling Device without daniaging it, when guides are put in place.
This rubber sheet combined with the sine wave and wall effects allow the system to be drained mo:;tly by the existing road infrastructure. Although there is a drain on the foundation of the Energy Recycling Device, this drain will not play the same role as the city drain, for example. It is only there to make sure there is no water accumulation inside the Energy Recycling Device. The City drains continue to play their roles and our structure will redirect water to the City drains.
The single lane model shown on figure I uses decelerating track and could be used for multiple lanes applications but we believe that multiple lanes applications will use moving road segments that have the same width as a full lane width. It is also possible to connect it in a multitude of other corrfigurations, including configurations where there is normal asphalt between each decelerating moclule. Also, it is possible to use a multiple lane model.
When you look at this design, another point that renders it unique is that Inertia is in check because of part # 20, that does not allow the motor to do a full turn, Instead, we take only advantage of the angi,ilar portion of the motor that does a good job for us.
Also, the model with decelerating tracks could be put underground or above, it is really not a problem. However, its design allow snow machines to pass on it without damaging it, because of the circular movement of the moving road segment. Also, since the decelerating tracks act as l0 CA 02545843 2006-07-24 i tralielling sine waves and walls, the snow and other stuff are pushed naturally at the extremity of the Energy Recycling Device, where they are picked up by the snow machines.
For train applications, the functioning of the motor is similar but it is obvious that the wheel of a train are different than the wheel of a car. The circular movement of the moving road segments would be optimized to take this into account. For applications like that, the decelerating tracks would be less wider and the moving road segment that would rack the train wheel to simulate a Hill andl Wall Effects would be stronger.
For landing airplanes applications, the decelerating tmcks will obviously be stronger but the priticiple would be similar, with a circular movement of the moving road segments.
ll 4 A full description of the best way of using or putting into operation the inventive idea. If theire are drawings, the description should be preceded by a list of these drawings and should be related to them by the use of the numerals which appear upon them.
Paitent Title : Energy Recycling Device In drawings which illustrate embodiments of the invention:
The number 1 represents the top deflector The number 2a represents the bottom arm of the deflector rigidly connected to the top defliector The number 2b represents motor top arm, connected thru bearings to the bottom arm of the deflector.
The number 4 represents top cylioder/piston articulation, connected to number 2b by the meekn of bearings.
The number 5 represents a metal base to fix the top cylinder / piston articulation Thc: number 8 represents the piston.
The! number 9 represents a linear bearing, acting as a cylinder.
The number 11 represents a ratchet placed inside a spur gear to allow unidirectional transfer of energy.
The number 15 represents an Alternator The number 16 represents an AC Bus that could be at any voltage or frequency The number 20 represents a movement controller to keep inertia in check and use the motor only in his best torque zone.
Figure 1, represents a side view and a front view of the Energy Recycling Device Figure 2 represents a view of a car tire with the trajectory of a moving road segment of the Energy Recycling Device, Figure 3 represents a possible electrical diagram of the generating section Figure 4 represents the Energy Recycling Device with a generator coupled to the shaft output.
Figuire 5 represents the Energy Recycling Device coupled to a lifting device that will eventually drop its load to generate electrical energy.
CA 02545843 2006-07-24 i In figure 1, you see the side view of the Energy Recycling Device that creates the equivalent a travelling sine wave and a wall that run away from the vehicles, with the vehicles. As you can see, the crankshaft is coupled to 2 moving road segments / deflectors that are represented by the number 1 on the side view, each deflector are separated by 120 degrees on the crankshaft. Part # 11 makes sure that a complete turn of the crankshaft is not possible. More or less, a 2 cylinder set up with defl.ector cranking the other with potential energy that will be restored to the gear later because of the ratchet mechanism ( part # I 1).. We could have made it with any other configuration, meaning with inclined moving road segments, more pistons / cylinders, with or without pistons cylinders ( possible to do with deflector and bearing system ).
In f gure 2, you have a vector representation of the forces that will be applied on a vehicle by the Energy Recycling Bridge. The gravitational force is represented by " g ". The vehicle direction is represented by " d " and the force applied by our Device is F, composed of a vertical force " fv "
and an horizontal force " fh ". The energy removed from the vehicle will be equal to the force F
F could vary according to whatever we think ) that we apply on the vehicle multiplied by the distance over which we apply this force. This distance follows a circular path defined by the deflector.
In figure 3, we have shown a possible electrical arrangement for the generating section of the bridge.
We could have used any electrical arrangement. IN this case, we assume that we generate underground in AC and that we will convert at right frequency, phase and amplitude, if needed, in a panel at the surface. With Power Electronics, everything is now possible to do. We can control the flovv of energy to the grid the way we want. One possibility is to accumulate energy with Flywheels and transfer it to the grid gradually. Another practice that seems very interesting too is to gradually lift a weight with our Energy Recycling Device and when it has enough potential energy, we start the generation of power by recuperating the potential energy of the weight that we lifted. Then, we can drive the generator with this descending weight and gradually control the flow of energy to the grid with the power electronic.
In ligure 4, you can see the Device coupled to a generator. In this case, the gear at the output of the crankshaft could be used as a flywheel because of the ratchet on the master shaft. With Power Electronics, it is easily possible to control the transfer of energy to the load and, as a direct coa sequence, it is possible to control the deceleration of a vehicle.
In iigure 5, you can see the device coupled to a lifting machine. More or less, in this case, we try to smooth the power surge to the grid by lifting a weight, up to a certain height. Then, we simply let the weight go down so that it drives the alternator and generate a quantity of energy equal to our efficiency multiplied by the sum of all the energy that we removed from past vehicles during their decelerations. This is a memory process that, in my opinion, should be use with Wind Farm to conlpensate for predictability problems. In the case of this application, it is also possible to control the vehicle deceleration with Power Electronics but the weight itself reduces the control range of the Power Electronic. In counter part, it is possible to connect and produce with less energy/power surg,es with a system like that. Said otherwise, with a system like that, we accumulate potential energy in a weight up to a moment where we decide to produce for a few minutes, for example.
The preferred applications for the single lane model would be in a big city, in a one way road, single lane, with a lot of traffic, before a stop, on a 50 km/h zone ( or 30 mph ).
Assuming that there is a reggalar traffic at this location, we expect to recuperate 300 MWh per year in lost energy. This energy has a different value $ depending of the tariff where these savings are generated.
Indired, the energy contained in a vehicles could be Kinetic of Potential. The Kinetic energy will be defined by half the mass ( in kg ) times the speed squared ( in m/s ). The Potential Energy is defined by the loss of altitude ( in m) times the gravitational force ( in m/s2) times the vehicles mass ( in kg ). Once we know the traffic at a particular location, it is very straightforward to determine the quantity of energy that we can recuperate from vehicles. Then, the economical analysis is easy to do.
This form of electrical generation / recuperation is more useful than other existing alternative forms of generation ( like wind farms for example ) in the sense that it will have a better availability and predictability because it is dependant upon traffic in urban areas and this is well known and preJictable. Also, one can easily imagine the quantity of energy contained in a traffic period in Los Ang,eles, New York, etc... ! The other fact is that the loss of energy of moving vehicles is free and we save the brakes of the vehicles when we recuperate the lost energy ! From an environmental perspective, this is a good project since there is no negative impact on environment.
Another advantage of this invention is that it could be built remotely and have a modular installation. Due to that, it will easily be moved to other locations and very easy to maintain since we can remove a module and replace it with another one while we do maintenance work !
It is clear that this invention will have to take advantage of the trucks that go down the hills or decelerate, although cars, airplanes, bus and subways will be good targets too.
There are no patents on this ( pertinent patent that works, other than Painchaud 2 446 783 and request for patent # 2 526 213 ) to the best of my knowledge and after I made several searches.
However, the techniques of generation of electricity are well known and none looks like this one but they are not equivalent or anything like that. All I have seen up to now are generation techniques with recuperation systems perpendicular to the traffic direction. All these recuperation systems will create vibrations or not collect enough energy and this is why none of these systems have been put in operation, according to me.
I have never given away any information about the subject of this invention other than to say to some of my friends that I found a way to generate electricity with gravity and that I was trying to obtain a patent for this idea.
Finally, it is my intent to patent this invention in the maximum countries as possible.
Claims (3)
- Claim 1 An Energy Recycling Device that replaces asphalt and removes a vehicle Kinetic & Potential Energy by the use of circularly moving road segments coupled by the mean of articulations to real pistons that are connected to a crankshaft that transfer piston movement into rotational energy.
- Claim 2 An Energy Recycling Device that replaces asphalt and removes a vehicle Kinetic & Potential Energy by the use of circularly moving road segments coupled by the mean of articulations to real pistons that are connected to a crankshaft that transfer piston movement into rotational energy that is converted into electrical energy by the mean of a technology based on Faraday's law of induction.
- Claim 3 An Energy Recycling Device that replaces asphalt and removes a vehicle Kinetic & Potential Energy by the use of circularly moving road segments coupled by the mean of articulations to real pistons that are connected to a crankshaft that transfer piston movement into rotational energy that is stored into a potential energy basin by lifting weight that will eventually be dropped to convert their potential energy into electrical energy by the mean of a technology based on Faraday's law of induction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2545843 CA2545843A1 (en) | 2006-05-05 | 2006-05-05 | Energy recycling device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2545843 CA2545843A1 (en) | 2006-05-05 | 2006-05-05 | Energy recycling device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2545843A1 true CA2545843A1 (en) | 2007-11-05 |
Family
ID=38663436
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2545843 Abandoned CA2545843A1 (en) | 2006-05-05 | 2006-05-05 | Energy recycling device |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2545843A1 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2009101448A1 (en) * | 2008-02-15 | 2009-08-20 | Peter Neville Hughes | Improvements in and relating to apparatus for converting kinetic energy |
| CN102390392A (en) * | 2011-08-18 | 2012-03-28 | 傅德才 | Rail vehicle power station |
| US8164204B2 (en) | 2011-02-17 | 2012-04-24 | Jack Shihzong Jang | Electrical generator apparatus, particularly for use on a vehicle roadway |
| US8928160B2 (en) | 2011-02-17 | 2015-01-06 | Jack Shihzong Jang | Electrical generator apparatus, particularly for use on a vehicle roadway |
| US9287753B2 (en) | 2011-02-17 | 2016-03-15 | Jack Shihzong Jang | Electrical generator apparatus, particularly for use on a vehicle roadway |
-
2006
- 2006-05-05 CA CA 2545843 patent/CA2545843A1/en not_active Abandoned
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2009101448A1 (en) * | 2008-02-15 | 2009-08-20 | Peter Neville Hughes | Improvements in and relating to apparatus for converting kinetic energy |
| US8164204B2 (en) | 2011-02-17 | 2012-04-24 | Jack Shihzong Jang | Electrical generator apparatus, particularly for use on a vehicle roadway |
| US8928160B2 (en) | 2011-02-17 | 2015-01-06 | Jack Shihzong Jang | Electrical generator apparatus, particularly for use on a vehicle roadway |
| US9287753B2 (en) | 2011-02-17 | 2016-03-15 | Jack Shihzong Jang | Electrical generator apparatus, particularly for use on a vehicle roadway |
| CN102390392A (en) * | 2011-08-18 | 2012-03-28 | 傅德才 | Rail vehicle power station |
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