WO2010074995A2 - Activation assembly for an energy recovery system - Google Patents

Abstract

An energy recovery system includes a device that produces a magnetic field adapted for mounting to a vehicle and a stationary conductor adapted for placing in or adjacent the path of the vehicle wherein the magnetic field induces current to flow through the conductor when the vehicle moves past the conductor. Kinetic energy that would otherwise be lost to heat energy through the application of brakes to the vehicles can thereby be recovered and re-used. An activation assembly that physically moves a magnet, coil, conductor, or any combination of these items, may be positioned on the vehicle or the ground. The activation assembly selectively increases the amount of magnetic flux that intersects the coil through physical movement of the coil or magnetic field generating device, thereby increasing the electrical energy recovered. The activation assembly further moves the coil or magnetic device apart during times of non-use.

Description

ACTIVATION ASSEMBLY FORAN ENERGY RECOVERY SYSTEM

CROSS-REFERENCE TQ RELATED APPLICATIONS

[00Of] This application claims priority to U.S. provisional patent application, Ser. No. 61/122,660, filed December 15, 2008, and entitled ACTIVATION ASSEMBLY FORAN ENERGY RECOVERY SYSTEM, the complete disclosure of which is incorporated herein by reference.

BACKGROUND OF THE INVENTION

[0002] The present invention relates to an energy recovery system adapted to convert at least a portion of the kinetic energy of a moving vehicle into electrical energy, and more particularly to the methods and structures used to initiate the conversion of the kinetic energy to electrical energy. [0003] Energy consumption of non-renewable resources and the pollution created by this energy consumption, as well as pollution created when energy is generated, has long been a concern. Efforts to curb consumption of non-renewable energy sources and to reduce pollution in vehicles has led to the development of electric and hybrid vehicles. While electric and hybrid vehicles have reduced the consumption of some non-renewable resources and generate less pollution, the use of electric vehicles, which require recharging, simply shifts or reallocates the location of the pollution between vehicles and power plants— typically coal fired power plants— and, further, shifts at least some of the energy consumption from one non-renewable source to another non-renewable source— such as from gasoline to coal. Further, the use of regenerative braking in hybrid cars limits the recovered energy to on-board consumption and requires expensive regenerative braking systems to be installed on-board the vehicle.

SUMMARY OF THE INVENTION

[0004] The various aspects of the present invention facilitate the recovery of energy from moving vehicles by converting all or some of the kinetic energy of the moving vehicle into electrical energy. The electrical energy may be used for providing power to the vehicle or it may be used for other purposes. The energy that is recovered may be captured through the induction of electrical voltage in an off-board coil or stator system. The voltage is induced by on-board magnets or electromagnets that interact with the stator system. The various aspects of the present invention include structures and methods for activating the onboard magnets or electromagnets such that the magnetic fields produced by them only interact with the off- board stator at the desired times and/or physical locations. The activation may be achieved without providing any on-board supply of electrical energy, pressurized fluid energy, or other types of energy, thereby eliminating the need for an energy source on-board the vehicle.

[0005] According to one aspect of the invention, a railroad car is provided that includes a frame, a first bogie, a second bogie, a magnetic field producing device, and an activation assembly. The first and second bogies are attached to the underside of the frame at first and second ends of the frame, respectively. The magnetic field producing device— which may be a permanent magnet, an electromagnetic, or a combination thereof— is attached to at least one of the bogies. The activation assembly activates the magnetic field producing device when the device is within a vicinity of an off-board stator and deactivates the device when the device is outside the vicinity of the off-board stator, The activation assembly activates the magnetic field producing device by causing a magnetic field produced by the magnetic field producing device to intersect with the off-board stator,

[0006] According to another aspect of the invention, an energy recovery system for a vehicle traveling on tracks is provided. The system includes a stator positioned adjacent at least one of the tracks, a magnetic field producing device positioned on the vehicle, and an actuator positioned on the vehicle. The actuator modifies a characteristic of the magnetic field producing device when the vehicle moves past the stator such that a magnetic field generated by the magnetic field producing device interacts with the stator and induces a voltage inside the stator. The modified characteristic may be the position of the magnetic field producing device, or an amount of magnetic flux generated by the magnetic field producing device, or an alteration of the flux density of the magnetic field, or any combination thereof. The magnetic field producing device may be a permanent magnet, an electromagnet, or a combination of the two. [0007] According to another aspect of the invention, a method is provided for converting the kinetic energy of a moving car to electrical energy off-board the car. The method includes positioning a stator adjacent a track, and attaching a magnet or electromagnet to the car wherein the magnet or electromagnet are capable of assuming an activated state and a deactivated state. In the activated state, the magnetic field produced by the magnet or electromagnet is positioned to intersect with the stator. In the deactivated state, the magnetic field produced by the magnet or electromagnet (if any) does not intersect with the stator. The method further includes switching the magnetic field producing device from the deactivated state to the activated state through the interaction of a link on the railcar with an off-board device. The interaction of the link with the off-board device may be a physical interaction, an electrical interaction, or a combination ofboth.

[0008] According to still other aspects of the invention, the activation assembly may include an actuator for physically moving a component of the activation assembly between an activated position and a deactivated position. If the magnetic field producing device includes a permanent magnet, a moveable magnetic shield may be provided to reduce the amount of magnetic flux external of the shield when the permanent magnet is in the deactivated state. The activation assembly may include an arm positioned to physically contact the off-board stator wherein the arms causes physical movement of the permanent magnet to the activated position. A wheel may be positioned at the end of the arm to rollingly contact the stator.

[0009] In still other embodiments, the activation assembly may include a housing, first and second arms, and a moveable link, wherein the arms are both pivotable and interconnected by the moveable link. The permanent magnet may be attached to the moveable link wherein the interaction of the arms with the stator or other off-board structure causes the moveable link to move closer to the stator. Alternatively, the moveable link may be moved closer to the stator through a magnetic attraction of the permanent magnet to an off-board magnetic field producing device. A spring may be included to exert a force that urges the moveable link away from the stator. The activation of the permanent magnet may alternatively be carried out through the use of a powered actuator that moves the magnet closer to the stator. The powered actuator may receive its power from an off-board electrical power source. The off-board electrical power source may alternatively be used to supply electrical energy to an electromagnet positioned on-board the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

[0010] FIG. 1 is a schematic drawing of an embodiment of an energy recovery system of the present invention;

[0011] FiG. 2 is a schematic view of the mounting of an electromagnetic field generator to a vehicle; [0012] FIG, 3 is a side elevational view of a train car to which one or more aspects of the present invention may be applied;

[0013] FIG, 4 is a close-up, side elevational view of a train bogie to which a rotor is attached; [0014] FIG, 5 is a close-up, side elevational view of the train bogie of FIG.4 shown moved to a position on the train track where a stator system is positioned; [0015] FIG. 6 is a front, elevational view of the train bogie of FIG. 5;

[0016] FIG. 7 is a schematic diagram of a train, including a train locomotive and a plurality of non- locomotive train cars;

[0017] FIG. 8 is a side, elevational view of a railroad car in which one embodiment of an activation assembly of the present invention may be incorporated;

[0018] FIG. 9 is an end, elevational view of the car of FIG. 8 including an off-board stator system positioned adjacent the railroad tracks;

[0019] FIG. 10 is a side, elevational diagram of a railroad car bogie with an attached energy transfer device;

[0020] FIG. 11 is an end, elevational diagram similar to that of FIG. 9 showing the position of the energy transfer device;

[0021] FIG. 12A is a plan view diagram of the energy transfer device and a first embodiment of an activation assembly shown at a first moment in time;

[0022] FIG, 12B is a plan view similar to FIG. 12A shown at a later moment in time after the activation assembly has partially activated a permanent magnet;

[0023] FIG, 12C is a plan view similar to FIG. 12B shown at a later moment in time after the activation assembly has completely activated the permanent magnet;

[0024] FIG, 13 is an end, elevational diagram of the railroad car and an alternative embodiment of an activation assembly;

[0025] FIG. 14A is a plan view diagram of the energy transfer device and activation assembly of FIG, 13 shown at a first moment in time;

[0026] FIG. 14B is a plan view similar to FIG. 14A shown at a later moment in time after the activation assembly has partially activated the permanent magnet; [0027] FIG. 14C is a plan view similar to FIG. 14B shown at a later moment in time after the activation assembly has completely activated the permanent magnet;

[0028] FIG. 15A is a plan view diagram of the energy transfer device and another alternative embodiment of the activation assembly shown in a deactivated state;

[0029] FIG. 15B is a plan view diagram similar to FIG. 15A shown at a later moment in time after the permanent magnet has been activated; and

[0030] FIG, 16 is a plan view diagram of yet another alternative activation assembly.

DETAILED DESCRIPTION OF THE EMBODIMENTS

A. ENERGY RECOVERY SYSTEM

[0031] Referring to FIG. 1 , the numeral 10 generally designates an energy recovery system according to one embodiment of the present invention. As will be more fully described below, energy recovery system 10 uses the motion of a moving object to generate energy and/or resources that can be used immediately or stored for later use and, further, can optionally be delivered to a location remote from the object. For ease of description, hereinafter reference will be made to a vehicle as the moving object. However, it should be understood that the present invention is not so limited.

[0032] Energy recovery system 10 includes a magnetic field generating device 12, a conductor 14, such as a bundle of electrically conductive wires, that forms a closed loop circuit, and an energy storage device 16, such as a battery or a capacitor, which stores the energy generated by the current flowing through the circuit. Magnetic field generator 12 may comprise a permanent magnet or an electromagnet and is mounted to vehicle V, such as a car, an SUV, a truck, a bus, a train, or the like. For example, magnetic field generator 12 may comprise a permanent magnet commercially fabricated from such materials as sintered and bonded Neodymium iron boron, or samarium cobalt, or alnico, or ceramics. The dimensions of the magnet depend on the vehicle size and the ultimate magnetic field strength desired at the conductor surface. One example is a permanent magnet of sintered and bonded Neodymium alloy that is 5.75 inches in width and a square cross sectional dimension of 1.93 inches by 1.93 inches. This permanent magnet example can deliver a field strength of approximately 2300 Gauss at a distance of one inch from its 5.75 inch surface facing the conductor. Higher magnetic strength permanent magnets can be designed but this field strength can generate approximately 10 amps of current at 120 volts A.C. in some alternating conductor circuit designs at vehicle speeds around 25 miles per hour.

[0033] Conductor 14 is located in the path of the vehicle so that when magnetic field generator 12 passes by conductor 14, current flow is induced in the conductor, which is transmitted to energy storage device 16 for storage and later use, as will be more fully described below. As mentioned above, conductor circuits can be designed with a variety of objectives with respect to current and voltage generation, But basically they are either alternating or direct current circuits. The final conductor design will depend on the specific voltage and current desired and the method of storage and use of the generated electricity. For example, when hydrogen generation is desired then the desired conductor design should be direct current whereas for direct lighting an alternating current conductor circuit might be considered. In some embodiments, conductor 14 may include, or may take the form of, a circuit sheet, such as that disclosed in commonly- owned U.S. patent application Ser. No. 11/828,686 entitled CIRCUIT MODULE filed JuI. 26, 2007 by applicant lmad Mahawili, the complete disclosure of which is hereby incorporated herein by reference. [0034] As generally noted above, magnetic field generator 12 is mounted to the vehicle so that when the vehicle is traveling and travels across or by conductor 14, magnetic field generator 12 will induce current flow in conductor 14. According to Faraday's Law of Induction, when a magnet or conductor moves relative to the other, for example when a conductor is moved across a magnetic field, a current is caused to circuiate in the conductor, Furthermore, when the magnetic force increases or decreases, it produces electricity; the faster it increases or decreases, the more electricity it produces. In other words, the voltage induced in a conductor is proportional to the rate of change of the magnetic flux. In addition, based on Faraday's laws and Maxwell's equations, the faster the magnetic field is changing, the larger the voltage that will be induced. Therefore, the faster the vehicle moves past conductor 14, the greater the current flow and, hence, the greater amount of energy stored in storage device 16.

[0035] As is known from Lenz' law, when a current flow is induced in conductor 14 it creates a magnetic field in conductor 14, which opposes the change in the external magnetic field, produced by magnetic field generator 12. As a result, the forward motion of the vehicle will be slowed; though the degree to which the forward motion will be slowed will vary depending on the magnitude of the respective fields. In keeping with the goal to recover energy, therefore, conductor 14 may be located along the path of vehicle where the vehicle is the most inefficient (i.e. where the vehicle wastes energy) and also where the vehicle has the greatest speed. For example, conductor 14 may be located at a decline, such as on the downhill side of a hill or of a mountain or the like, where the vehicle's speed will increase under the force of gravity over the engine induced speed. On a decline where the speed of the vehicle has increased due to the force of gravity, drivers will often apply their brakes to slow the vehicle to maintain their speed within the speed limit. Ordinarily, the vehicle's engine will run continuously, thus wasting energy, which energy in the present system is recovered. Provided that the reduction in the speed of the vehicle due to the interaction between the two magnetic fields does not exceed the corresponding increase in speed due to gravity, the recovery of energy from the vehicle does not increase the energy consumed by the vehicle. Hence, energy that would otherwise be wasted is recovered from the vehicle. Though it should be understood that the conductor may be positioned at other locations along the path of the vehicle, including locations where the vehicles must begin braking or begin slowing down.

[0036] As noted above, conductor 14 may comprises a bundle of electrically conductive wires, which are placed in the path (or adjacent the path) of the vehicle. In one embodiment, the wires are extended across the path, for example, across the roadway generally orthogonal to the direction of travel of the vehicle, so that the vehicle passes over the bundle of wires. The wires may also be incorporated below the road surface of the roadway. For example, the wires may be recessed or embedded in the roadway surface and, further, optionally encapsulated in a body that is recessed or embedded in the roadway. The material forming the body for encapsulating the wires may be a non-conductive and/or non-magnetic material, such plastic or rubber or the like, to insulate the wires and to protect the wires from the elements, and road debris.

[0037] Referring again to FIG, 1, energy storage device 16 is coupled to a control system 18, which monitors and/or detects when energy storage device 16 has reached or exceeded a threshold level of stored energy, Control system 18 may be configured to transfer energy from storage energy device 16 when the energy level in storage device 16 has reached the threshold level and, further, to transfer the energy to a transmission system or an energy conversion system or the like, where the transferred energy can be used as a supply of energy or to generate resources for some purpose other than driving the vehicle.

[0038] For example, control system 18 may transfer the energy to an energy conversion system 20 to transform the energy into another resource, such as a supply of oxygen, hydrogen, or other consumable products, Furthermore, one or more of these products may in turn be used to generate more energy as noted below. In the illustrated embodiment energy conversion system 20 includes an electrolysis system 22 that uses the transferred energy to convert, for example, water into oxygen and hydrogen, which oxygen may be forwarded on to laboratories or hospitals or the like. As noted above, the hydrogen may be used for energy generation. Hydrogen may be used as fuel and an energy supply, including to power vehicles, run turbines or fuel cells, which produce electricity, and to generate heat and electricity for buildings, In the illustrated embodiment, the hydrogen is used to run hydrogen fuel cells 23, which convert hydrogen and oxygen into electricity and can be used to power other vehicles or to provide electricity and heat to buildings. Hence, the current flow in conductor 14 may be used to generate energy and/or to produce products.

[0039] As noted above, magnetic field generator 12 may comprise a permanent magnet or an electromagnet. When employing an electromagnet, the magnetic field may be selectively actuated. For example, the vehicle may include a control for actuating the electromagnet. Further, energy recovery system 10 may include a sensor 24 that generates a signal to the vehicle control when the sensor detects that the vehicle is in proximity to conductor 14 so as to trigger the control to actuate the electromagnet. Sensor 24 may be mounted to the vehicle or may be mounted at or near the conductor. Further examples of sensor and switching arrangements that may be used are disclosed in commonly-owned U.S. patent application Ser. No. 61/014,175 entitled METHOD OF ELECTRIC ENERGY TRANSFER BETWEEN A VEHICLE AND A STATIONARY COLLECTOR filed Dec. 17, 2007 by lmad Mahawili, as well as commonly-owned U.S. patent application Ser. no. 11/454,948 entitled ENERGY RECOVERY SYSTEM filed Jun. 16, 2006 by lmad Mahawili, the complete disclosures of which are both hereby incorporated herein by reference,

[0040] Referring to FIG. 2, the numeral 30 generally designates a vehicle. Although vehicle 30 is illustrated as an automobile, it should be understood that the term vehicle as used herein is used in its broadest sense to cover any means to carry or transport an object and includes trains, buses, trucks, or the like. As noted above, the faster the speed of the magnetic field generator 12, the greater the rate of energy generation. In the illustrated embodiment, magnetic field generator 12 is mounted to a wheel device 32 of vehicle 30, Alternately, the magnetic field generator 12 may be mounted to a flywheel or the like, for example, that is driven by the vehicle engine,

[0041] In one embodiment, either the north (N) or south (S) poles of the magnetic field generator 12 are facing outwardly from the center of the wheel device, so that the poles would be traveling at a higher speed than if mounted at a fixed location on the vehicle, Thus, when the vehicle drives over or adjacent the conductor (14), the rate of rotation of the magnetic field generator 12 would significantly increase the rate of electricity generation per pass over or adjacent the conductor. This same increased energy generation can be used with the magnetic field generator being mounted to a train wheel device. [0042] Furthermore, the rotating magnetic field generator 12 may also comprise a cylindrical structure formed from a plurality of permanent magnets, with one pole oriented towards the perimeter of the cylindrical-shaped member and the other pole being oriented towards the center of the cylindrical-shaped member. This will ensure conservation of Lenz¹ law for induced current directionality within the conductor. [0043] In addition, multiple magnetic field generators may be used in any of the aforementioned applications to thereby further enhance the energy recovery. For example, when this system is employed on a train, each train car could include one or more magnetic field generators so that as each car passes the conductor or conductors, which may be located near the track, energy can be generated from each magnetic field generator.

[0044] One example of a train car 40 that may incorporate aspects of energy recovery system 10 is illustrated in FIG. 3. Train car 40, which is a non-locomotive train car, includes a pair of bogies 42 on which a vehicle frame 44 is supported. Bogies 42 each support a pair of wheelsets 50. Wheelsets 50, in turn, each support a pair of wheels 52. Train car 40 travels on a train track 46 that includes two rails 48 (FIG 6), although it will be understood that the principles of energy recovery system 10 may be applied to trains that travel on monorails, as well as trains that travel with more than two rails. [0045] As illustrated in FIG, 4, at least one bogie on train car 40 includes a magnetic field generating device 12. Magnetic field generating device 12 may alternatively be referred to as a rotor. Magnetic field generating device 12 is illustrated in FIG, 4 as being attached to, and supported by, one of bogies 42. It will, of course, be understood that magnetic field generating device 12 may be positioned at locations on train car 40 other than that shown in FIG, 4, including, but not limited to, an underside 54 of vehicle frame 44, different positions on bogie 42, and others, Magnetic field generating device 12 may comprise one or more permanent magnets, one or more coils of wire that generate a magnetic field when an electrical current passes therethrough, or a combination of coils with permanent magnetic cores. Magnetic field generating device 12 is shown attached to a moveable arm 56 that allows device 12 to physically move in a manner that will be described more below.

[0046] In the embodiment of energy recovery system 10 depicted in FIG. 5, a conductor 14, which may also be referred to as a stator, is positioned along various portions of railroad track 46. Conductor 14 comprises at least one coil that is oriented in a manner with respect to magnetic field generating device 12 such that, when magnetic field generating device 12 is activated in a manner to be described more below, the magnetic field from device 12 intersects the coil of conductor 14 in a manner so as to induce a voltage within conductor 14. Conductor 14 is adapted to allow this induced voltage to create an electrical current, While not illustrated in FIG. 5, the electrical current within conductor 14 may be transmitted by any suitable means to energy storage device 16.

[0047] Magnetic field generating device 12 and conductor 14 thereby interact with each other in a manner that causes electrical energy to be inductively generated off-board train car 40. Stated alternatively, magnetic field generating device 12 and conductor 14 act in concert to convert at least a portion of the kinetic energy of train car 40 to electrical energy. This electrical energy may then be stored in energy storage device 16 or immediately used for other purposes. The result of the conversion of the kinetic energy of train car 40 to electrical energy is typically a reduction in the speed of train car 40, or a reduced or eliminated acceleration of train car 40 (such as when train car 40 is moving down an incline). The interaction of magnetic field generating device 12 and conductor 14 therefore acts as a regenerative brake, [0048] While conventional regenerative braking typically takes place within the confines of an electrical motor that provides motive power to a vehicle and then, in braking situations, reverses its role of a motor to become a generator, the design of magnetic field generating device 12 and conductor 14 is such that they need not ever be used as a means for providing locomotion to train car 40. However, it will be understood by those skilled in the art that device 12 and conductor 14 could be utilized to either provide locomotive power to train car 40 or to transfer electrical energy to train car 40 for usage on-board. One of the advantages of energy recovery system 10 when practiced in the embodiment depicted in FIG, 5, as well as variations thereof, is that the kinetic energy of the non-locomotive cars can be recovered during braking of the train. In conventional trains, the non-locomotive cars are braked using brakes that physically engage either the wheels, a brake drum that spins with the wheels, or some other structure that rotates in association with the wheels. This physical engagement creates friction that slows down the rotational movement, thereby causing braking of the train car. The kinetic energy of the train car, however, is converted to heat energy with such physical brakes, and that heat energy is lost, [0049] In the embodiments of the energy recovery system 10 of the present invention wherein device 12 and conductor 14 act as regenerative brakes on one or more non-locomotive train cars 40, it is possible to recover substantially more energy that would otherwise be lost during braking in a conventional train. Further, by transferring the recovered electrical energy off-board the vehicle, it is possible to save and/or use virtually all of the recovered energy. In contrast, some conventional regenerative braking systems on the locomotive cars of trains include large scale resistors that convert any excess electrical energy above and beyond the current on-board needs of the train to heat energy,"thereby wasting the recovered energy. Energy recovery system 10, however, need not waste any of the recovered energy because energy storage device 16 may be constructed to handle, store, and/or transfer all of the electrical energy that is generated in conductor 14. [0050] As can be seen more clearly in FIG. 6, energy recovery system 10, when applied to trains, may include a plurality of conductors 14 with a first one positioned adjacent to a first rail 48a and a second one positioned adjacent to a second rail 48b, wherein first rail 48a is positioned opposite to second rail 48b. Further, train car 40 may be constructed to include a pair of magnetic field generating devices 12a and 12b, with a first one positioned along a first side of train car 40 and a second positioned along an opposite side of train car 40. As shown in FIG. 6, magnetic field generating device 12a is positioned to generate an electrical current within conductor 14a, while magnetic field generating device 12b is positioned to generate an electrical current with in conductor 14b. Both devices 12a and 12b may be attached to and/or supported by bogie 42. Further, additional devices 12 may be attached to the other one (or more) bogies 42 on train car 40, such that a train car 40 having two bogies 42 may include four magnetic field generating devices 12 (two on each side of each bogie 42),

[0051] As mentioned, conductors 14 may be positioned adjacent rails 48. Conductors 14 may be constructed in shapes and configurations other than those shown in the attached drawings. Conductors 14 are positioned such that a relatively small amount of physical space exists between them and magnetic field generating devices 12, thereby increasing the amount of electrical current that is induced in conductors 14 when devices 12 pass by. Conductors 14 are shown attached to the outside of rails 48, although it will be understood that they can be repositioned to any suitable location that does not interfere with the proper interaction of wheels 52 on track 46.

[0052] Conductors 14 may advantageously be longitudinally positioned along track 46 at locations where it is likely that train car 40 will need to brake, or where the speed of train car 40 is desirably limited or reduced (such as, for example, when traveling down an inclined section of railroad tracks 46). Conductors 14 therefore may advantageously be placed near train stations, along declined sections of track, along sections of track where the speed limit is reduced, or in other locations. Conductors 14 may extend for a longitudinal length that is long enough for all of the train cars 40 within a train to be able to have their corresponding magnetic field generating devices 12 interact with conductors 14 for a sufficiently long enough time to allow the typical amount of braking to be achieved for the train. Thus, for example, if a particular section of railroad track includes a speed reduction from 40 to 30 miles per hour, and that section of track customarily handles trains that may extend up to a half a mile in length, one or more conductors 14 may be positioned on each of the rails 48 that extend longitudinally along the length of the track for at least a half a mile, and preferably for a greater distance. The amount of distance in excess of half a mile should be, although it is not required to be, long enough to allow the train to reduce its speed from 40 miles per hour to 30 miles per hour while utilizing the regenerative brakes. By extending conductors 14 longitudinally for this distance, it is possible to recapture virtually all of the kinetic energy of the train that is lost due to the speed reduction.

[0053] Because braking may not occur at precisely the same location for each train, it may be advantageous to position additional length of conductors 14 along the rails 48 to accommodate these differences. Also, it may be advantageous to extend conductors 14 even longer to accommodate unusually long trains. It is, however, not necessary for the length of conductors 14 to extend for the entire length of the train. In some embodiments, conductors 14 may extend for only a fraction of the length of the train, in which case regenerative braking only occurs for those train cars 40 which have their devices 12 positioned adjacent a conductor 14,

[0054] The positioning of conductors 14 along a longitudinal length of track 46 may involve positioning a series of separate conductors 14 one after another along the length of the track, or, it may alternatively involve positioning one conductor 14 along the track 46 for the entire length for which the conductor's presence is desirable, In other words, the length of individual conductors 14 may be varied in any suitable fashion. Further, regardless of length, conductors 14 may include multiple coils arranged to accumulate their collectively induced electrical current, or it may include only a single coil. [0055] The braking action created by the interaction of devices 12 and conductors 14 may be the sole means for braking a train car 40; however, it may be advantageous to also include on train car 40 mechanical brakes in addition to devices 12. That is, train car 40 may, in addition to devices 12, include conventional mechanical brakes that frictionally retard the rotational movement of the wheels 52 (and thereby generate heat). Such conventional brakes may operate directly against the wheels, or they may operate against brake drums associates with the wheels, or against any other rotating component of the train car 40 that rotates in conjunction with the wheels. Other types of brakes besides mechanical brakes may also be used on train car 40.

[0056] Train car 40 may be configured to include one or more sensors (not shown) that detect the presence of conductor 14 alongside rails 48, Further, train car 40 may include a controller 58 (FIG. 7) that is in communication with the sensor and, if the presence of conductor 14 is detected, activates devices 12 when a control signal is received indicating that the train car is to be braked. That is, controller 58 may be configured to first utilize devices 12 in conjunction with conductors 14 when the train car is to be braked. If conductors 14 are not available, then controller 58 may be configured to implement the braking of the train car by using the secondary braking system on board the train car (such as the mechanical brakes discussed above). In this manner, controller 58 will ensure that the kinetic energy lost due to braking will be recovered wherever such recovery is possible (it is contemplated, though not required, that conductors 14 will not be positioned alongside the entire length of tracks 46, but rather, as noted above, only in those areas where the kinetic energy of the train is desirably reduced or limited, although it would be possible to position conductors 14 along the entire length of track over which the train may travel). [0057] FIG. 7 illustrates a train 60 that may utilize one or more aspects of the energy recovery systems of the present invention. Train 60 is comprised of a locomotive 62 and two non-locomotive train cars 40. Locomotive 62 provides the motive force for moving train 60, and locomotive 62 may be a diesel-powered locomotive, an electric locomotive, or any other type of locomotive. Non-locomotive cars 40 differ from locomotive 62 in that they must be pulled by a locomotive in order to move along the railroad tracks. Locomotive 62 includes a braking control 64 that is typically activated manually by an engineer who rides aboard locomotive 62 (although it may be activated automatically in certain situations). Braking control 64 may be a conventional structure used to activate the brakes on a train, or it may be a custom-designed structure built specifically to interact with the devices 12 on board train cars 40. However constructed, braking control 64 causes the brakes aboard train 60 to be activated, thereby reducing the speed of train 60. More specifically, the brakes that are activated by braking control 64 may be either, or both, of the conventional brakes aboard the train cars 40 and the regenerative brakes of devices 12 and conductors 14, as will be explained more below.

[0058] When braking control 64 is activated, it sends a control message along a braking conduit 66 that extends to each of the train cars 40 that are pulled (or pushed) by locomotive 62. Conduit 66 may include an electrical wire, in which case the control message includes one or more electrical signals, or conduit 66 may include a pressurized air (or other fluid) line, in which case the control messages include fluid signals. Alternatively, conduit 66 may transfer a mixture of both electrical and pressurized fluid signals, While conduit 66 is illustrated in FIG. 7 as comprised of a single line, conduit 66 may include multiple lines. Conduit 66 passes through a plurality of connectors 72 that are positioned toward the ends of each train car 40. Connectors 66 may be any suitable type of connectors that allow conduit 66 to be connected and disconnected from neighboring train cars, and to communicate its control signals from one train car to another when so connected. Such connectors may include jacks, plugs, or any other suitable type of connector,

[0059] Each train car 40 may include a controller 58. Controllers 58 are in communication with conduit 66, whether the communication is fluid, electric, or otherwise. When braking control 64 is activated, it sends an appropriate braking control message through conduit 66 that is detected by controllers 58. Controllers 58 respond to the braking message by activating magnetic field generating devices 12. Such activation may take on a variety of forms. In one embodiment, magnetic field generating devices 12 include one or more coils, and the activation of devices 12 includes feeding an electrical current through the coils to thereby generate a magnetic field. In another embodiment, magnetic field generating devices 12 may be permanent magnets and the activation of devices 12 includes physically moving devices 12 to a location in which they are in closer proximity to conductors 14. In yet another embodiment, magnetic field generating devices 12 include both coils and permanent magnets, and the activation of devices 12 includes both feeding a current through the coils and physically moving devices 12 closer to conductors 14. Various forms of activation assemblies that may be used and that involve physical movement of either devices 12 or conductors 14 are discussed in greater detail below in the section entitled "Activation Assemblies.

[0060] In general, if constructed such that devices 12 move closer to conductors 14 upon activation, the movement of devices 12 may be carried out in any suitable manner, such as by way of moveable arm 56. Moveable arm 56 may be constructed in any suitable manner that allows devices-12 to be moved toward and away from conductors 14. For example, moveable arm 56 may be constructed to move devices 12 toward and away from conductors 14 in a horizontal direction 68 (FIG.6), or a vertical direction 70, or a combination of both horizontal and vertical movement. Moveable arm 56 may be powered electrically, pneumatically, or by other means. Moveable arm 56 may utilize one or more solenoids, pneumatic actuators, or other suitable actuators, for carrying out the desired physical movement of devices 12, Moveable arm 56 is illustrated in FIGS. 5 and 6 as being attached to bogie 42, but moveable arm may be attached to other portions of train car 40.

[0061] If devices 12 do not contain any permanent magnets, controller 58 may be configured to activate device 12 simply by feeding an electrical current through the coil (or coils) of device 12 without physically moving device 12. In such cases, moveable arm 56 may optionally be dispensed with. Alternatively, the system may utilize both electrical current and physical movement in the same activation assembly, [0062] Regardless of the construction and/or presence of moveable arm 56, the control signals transmitted from braking control 64 may include information regarding the intensity or degree to which the brakes should be activated. The particular manner in which this intensity or degree is indicated can vary in any suitable manner. For electrical communications, the intensity may be proportional to, or otherwise related to, a voltage level, or it may involve a digital signal, or it may involve other forms. For fluid communications, the intensity may be proportional, or otherwise related to, a pressure level, or it may involve other forms, Regardless of format, the intensity level communicated via the control message provides an indication of how hard the brakes should be activated. That is, the harder the brakes are activated, the more quickly the train should slow down.

[0063] In order to carry out this variable intensity braking, controller 58 may be configured such that the amount of electrical current supplied to devices 12 and/or the amount of physical movement of devices 12 is tied to the intensity specified in the control message. Stated alternatively, the higher the intensity of braking indicated in the control message, the more current controller 58 may supply to devices 12 (assuming they contain at least one coil) and the closer controller 58 may physically move devices 12 to conductors 14 (assuming devices 12 are attached to a moveable arm 56, or other means for moving them). Thus, if the train engineer wishes the train to stop as fast as possible, the intensity level indicated in the control message will be at a maximum, and controller 58 will either feed the maximum amount of current through devices 12 (to thereby create the strongest magnetic field possible), and/or it will move devices 12 to the position in which they are as close to conductors 14 as is possible (to thereby maximize the amount of magnetic flux from devices 12 that is intersected by conductors 14), [0064] The braking carried out by devices 12 and conductors 14 may also be reversed from that described above in certain embodiments. That is, when it is desirable for the train to brake, braking control 64 could be adapted to transmit a braking signal to an off-board controller that physically moved conductors 14 into a position in which the magnetic fields of devices 12 intersected conductors 14. The amount of movement could be tied to the intensity of braking that was desired. Such movement would reduce the kinetic energy of the train through the application of Lenz's law and the increased current induced in conductors 14.

[0065] As illustrated in FIG, 7, a single controller 58 may be positioned on each train car 40 and adapted to control four or more different magnetic field generating devices 12. When controlling multiple different devices 12, the changes to each device may be carried out simultaneously, or substantially simultaneously, in order to avoid applying uneven, and potentially disruptive, forces to the train car 40. In an alternative, multiple controllers 58 may be included on a single train car 40. Controllers 58 may be constructed in a wide variety of different manners. Controllers 58 may be purely electronic devices or purely mechanical devices, or they may be a mixture of the two. If they include electronic circuitry, such circuitry may include one or more processors, discrete logic circuits, ASICs, field programmable gate arrays, memory, and/or a combinations of any or all of the foregoing. If they include mechanical structures, the structure may include any suitable mechanical devices for moving devices 12 and/or controlling the electrical current passing through the coil or coils of devices 12,

[0066] As a safety mechanism, controller 58 may be configured to automatically and/or repetitively check to see if it is in communication with braking control 64, If such communication is not detected, controller 58 may be configured to automatically activate devices 12, Such automatic activation may help prevent a runaway train car 40 in situations where the train car becomes detached from the locomotive. [0067] The types of trains to which the energy recovery principles discussed herein may be applied are not limited, While the accompanying drawings illustrate a freight train car, the principles may be applied to passenger trains, subways, elevated trains, electrical trains, diesel-powered trains, monorails, and trains having more than two rails. Further, the energy recovery principles discussed herein are not limited to any particular gauge of the railroad.

[0068] In some embodiments, conductors 14 may be placed along a section of railroad track 46 that is inclined and the kinetic energy of a train traveling down the incline may be transferred, via devices 12 and conductors 14, to energy storage device 16. The energy stored therein may then be used for assisting another train (or the same train at a later time) up the incline. The stored energy may be supplied to the assisted train by any suitable means, including a catenary located above the train, via a third (or fourth) electrified rail, via inductive coupling, or by other means. However transferred, the energy that would otherwise be lost- due to braking of the descending train is able to be recaptured and used for ascension. The conductors 14 in such a situation may be applied to a single track, or they may be applied to multiple tracks within a vicinity of each other, When used in conjunction with multiple tracks, the energy recovered via conductors 14 from the descending train may be transferred to an ascending train on one of the neighboring tracks that is ascending at the same time the first train is descending. In such a situation, the energy recovery system acts as an electrical version of a funicular train system whereby energy from the descending train is transferred to energy of the ascending train. It is not necessary, however, that the energy recovered during the first train's descent be immediately used for assisting another ascending train. Instead, the energy may be stored in any suitable means and used at a later time for assisting the ascending train (which may, as noted, be the first train making a later return trip on the same track, although it may also be a different train),

[0069] As was noted above, train cars 40 that are equipped with magnetic field generating devices 12 may also include conventional brakes that are activated by either braking control 64, or by other means. When so included, controllers 58 may be configured to determine whether a conductor 14 is positioned adjacent the train car when the brakes are activated. If so, controller 58 may first activate device 12 prior to activating the conventional brakes. Indeed, when a conductor 14 is nearby controller 58 may be configured to only activate the conventional brakes if the braking intensity exceeds a predefined threshold level. In that manner, most of the kinetic energy of the train car 40 can be recovered except in cases of hard braking. In such cases of hard braking, both the conventional brakes and devices 12 (in conjunction with conductors 14) will act to retard the movement of train car 40. If train car 40 is not positioned adjacent a conductor 14, controller 58 activates the conventional brakes when any braking signal is received, regardless of intensity.

[0070] In some embodiments, the decision as to whether to brake the train using conventional brakes or devices 12 in conjunction with conductors 14 may be carried out by a centralized controller located on board the locomotive 62. In such cases, there may be separate conduits 66 for the conventional brakes and the devices 12. Further, in such cases, the individual controllers 58 on each car would not need to be responsible for deciding which brakes to activate, but would simply respond to control signals indicating what braking action to take. Indeed, when the decision of which brakes to activate is made via a centralized controller located on the locomotive 62, the signal to activate the conventional brakes may travel via an entirely different conduit separate fronr conduit 66. In such a case, controllers 58 may not be responsible at all for activating the conventional brakes on board the train car 40. [0071] While energy recovery system 10 has been described above primarily as generating electrical energy off-board the vehicle in conductors 14, some embodiments of system 10 include the generation of electrical energy on-board the vehicle. For example, in one embodiment, a non-locomotive train car 40 includes regenerative brakes that generate electricity on-board the non-locomotive train car 40. Such energy may be transferred to different train cars within the train and consumed on-board with any excess energy preferably stored. The stored energy may then be transferred off of the train in any suitable manner for later use by other trains, or for other uses. By including prior regenerative brakes on non- locomotive train cars, it is possible to recover a substantially larger fraction of the kinetic energy of the train than is recovered in prior art locomotives that use regenerative braking because such regenerative braking is limited to only the locomotive. Thus, the braking of the non-locomotive cars in such prior art systems ends up wasting much of the kinetic energy associated with the non-locomotive cars. At least one embodiment of energy recovery system 10 recaptures this energy by converting it to electrical energy onboard the train, while other embodiments recapture it by converting it to electrical energy off-board the train. Thus, some embodiments of the energy recovery system may include regenerative brakes that include a first portion (the stator 14) that is positioned off-board the vehicle (train car 40) and a second portion (the rotor 12) that is positioned on-board the vehicle, while other embodiments may include both portions on-board the train.

B. ACTIVATION ASSEMBLIES [0072] A plurality of additional activation assemblies that may be used with the aforementioned embodiments of an energy recovery system, as well as other energy recovery systems, are described in greater detail below with reference to FIGS. 8-16. The activation assemblies may be applied to a vehicle, such as vehicle 120 of FIG. 8, Vehicle 120 in FIG. 8 is a railroad car, although it will be understood that vehicle 120 can be other types ot vehicles, including, but not limited to, cars, trucks, and other vehicles, It will further be understood that, although railroad car 120 of FIG. 8 is a hopper-type non-powered railroad car, the types of railroad cars to which the teachings of the present invention may be applied are not limited to this particular type of car, but may be applied to any type of railroad cars, including locomotives, subways, monorails, tri-rails, and still other types of railed vehicles. Railroad car 120 includes a frame 122 having an underside 124 to which a pair of bogies 126 are attached. Bogies 126 may take on a variety of different forms other than that illustrated as would be known to one of ordinary skill in the art. [0073] A stator system 130 is shown in FIG. 9. Stator system 130 includes a stator base 132 attached to railroad ties 136. Alternatively, stator base 132 may be attached to any other suitable structures that hold stator base 132 in a fixed position. A set of stators 134 extend vertically upward from stator base 132. Each stator 134 includes one or more electrical coils positioned therein in which an electrical current may be induced by a magnetic field generating device positioned on-board the vehicle 120, such as was described above and which is further described in greater detail below. In overview, stator system 130 is positioned at locations where it is expected that at least a portion of the kinetic energy of vehicle 120 will be desirably reduced, such as, in the case of trains, near train stations, intersections, downhill grades, or any other locations where it is likely that the train may need to slow down or stop. The interaction of the stator system 130 with an on-board magnetic field producing device, or a plurality of devices, will create electricity within stator system 130 that is harvested for re-use. Such electrical energy creation intersects with stator system 130 to generate electricity therein, thereby causing a braking force to be exerted on vehicle 120 through the application of Lenz's Law.

[0074] Bogie 126 includes a plurality of wheels 140 (FIG. 10) that are supported on a frame 142. Wheels 140 travel on rails 138. A housing 144 is mounted to frame 142 at a location generally in-between wheels 140. Housing 144 houses a magnetic field producing device 146 (FIG. 12A) that may be switched between an activated state and a deactivated state. In the activated state, the device 146 produces a magnetic field that is positioned to intersect one or more of the stators 134 as the vehicle 120 moves past the stators 134 to thereby induce an electrical current within the stators 134. In the deactivated stated, the device 146 either produces no magnetic field or produces a magnetic field that is positioned such that it does not substantially intersect one or more of the stators 134 as the vehicle 120 moves past the stators 134, thus inducing substantially no electrical current within the stators 134. Stated alternatively, magnetic field producing device 146 will create electrical current in stators 134 and brake the forward movement of vehicle 120 while in the activated state (assuming stators 134 are positioned within the vicinity), and magnetic field producing device 146 will not create any significant electrical current in stators 134 (or other external devices) and will not brake the forward movement of vehicle 120 while in the deactivated state. [0075] Housing 144 includes a body 148 having a top 150, a pair of sidewalls 152, a rear wall 154, a front wall 156, and a bottom wall 158 (FIG, 10). A hinged door 160 is defined in front wall 156 that is pivotable between a closed position (shown in FIG. 10) and an open position. Hinged door 160 pivots about a horizontal pivot axis 162 that runs parallel to the general direction of the railroad tracks. When magnetic device 146 switches to the activated state (or slightly prior thereto), hinged door 160 moves to the open position. When magnetic device 146 switches to the deactivated state (or slightly thereafter), hinged door 160 moves to the closed position. Hinged door 160, as well as top 150, sidewalls 152, rear wall 154, front wall 156, and bottom wall 158 may all be made from a material that generally shields magnetic fields, such any of a variety of suitable metals. One such type of suitable metals includes series 400 stainless steels. Other types of metals, and/or other types of materials, may also be used. The structure of housing 144 is such that it substantially completely encloses magnetic device 146 when door 160 is closed, thereby substantially shielding any structures outside of housing 144 from the magnetic field created by magnetic device 146. This helps reduce any unwanted induction of current in metallic objects (or other conductors) that may pass by rail car 120, such as the railroad rails and/or other structures. The opening of door 160 allows the magnetic flux of magnetic device 146 to escape from housing 144 and interact with stator system 130 at the appropriate times.

[0076] An embodiment of an activation assembly 170 is illustrated in FIG. 12A. Activation assembly 170 operates to change the state of magnetic field producing device 146 between the activated state and the deactivated state. In the embodiment shown in FIG. 12A, activation assembly 170 includes a first pivotable arm 172a, a second pivotable arm 172b, a moveable link 174, and first and second springs 176a and 176b. Arm 172a is pivotably secured to sidewall 152 at a first pivot point 178a. Arm 172b is pivotably secured to the opposite sidewall 152 as a second pivot point 178b. Moveable link 174 is pivotably secured to both arms 172a and 172b at pivot points 180a and 180b, respectively. Magnetic field producing device 146, which, as noted, may be a permanent magnet or an electromagnet, or a combination of the two, is secured to moveable link 174 in any suitable manner. A set of wheels 182a and 182b may be secured to the ends of arms 172a and 172b, respectively. Wheels 182a and 182b each include an axis of rotation 184 that is oriented generally vertically with respect to the railroad car 120.

[0077] FIGS. 12A-12C illustrate the sequence of motion of activation assembly 170 as railcar 120 moves in a direction of motion 186 along tracks or rails 138 (not shown in FIGS. 12A- 12C). As can be seen in FIG. 12A, the wheel 182a is positioned such that it will physically contact stators 134 when rail car 120 moves forward sufficiently. This physical contact will exert a force against wheel 182a that will urge arm 172a in direction 188 (FIG. 12A). This force will be sufficient to cause arm 172a to pivot about pivot axis 178a, thereby moving one end of moveable link 174 in a direction opposite direction 188 (that is, in a direction closer to the path of stators 134), This movement is illustrated in FIG. 12B. As rail car 120 continues to move in forward direction 186, stators 134 will eventually come into physical contact with trailing wheel 182b. When this physical contact occurs, stators 134 will exert a force in direction 188 that will cause arm 172b to pivot about pivot axis 178b in a manner that moves arm 172b to the position illustrated in FIG. 12C. As can be seen, this position results in moveable link 174 being moved even closer to stators 134.

[0078] In the position illustrated in FIG. 12C, moveable link 174 has moved magnetic field producing device 146 such that it is spaced a gap G away from stators 134, Gap G is relatively small such that a substantial amount of the magnetic flux from magnetic device 146 intersects stators 134, thereby inducing a larger amount of electricity within stators 134 than would otherwise occur were device 146 positioned further away from stators 134. The movement of moveable link 174 toward stators 134 causes moveable link 174, or another suitably positioned structure attached to link 174, to push against hinged door 160 to thereby open hinged door 160. This pushing open of hinged door 160 may occur substantially at the moment when stators 134 first impact wheel 182a, or at any suitable time thereafter. The size of hinged door 160 may vary from that illustrated in FIG. 11 (only one door 160 shown therein). Indeed, the size of door 160 may be reduced from that shown in FIG. 11 such that when door 160 swings open it is not large enough to potentially impact stators 134. Alternatively, door 160 may be opened prior to being aligned with stators 134 such that its swinging open will not impact stators 134, but will instead result in door 160 riding above the tops of stators 134, such as is shown on the left side of FIG. 11. The position of hinged door 160 is not illustrated in FIGS. 12B and 12C for purposes of clarity.

[0079] It will be understood by those skilled in the art that neither the position nor size of stator base 132 and stators 134 in FIGS. 12B and 12C is meant to be different from that shown in FIG. 12A. [0080] FIG. 13 illustrates an alternative activation assembly 270. The components of activation assembly 270 that are the same as those of activation assembly 170 are identified by the same reference numerals and operate in the same manner as discussed above. They therefore will not be described again. Activation assembly 270 differs from activation assembly 170 in that, instead of the mechanical interaction of arms 172 and wheels 182 with stators 134 causing the activation of device 146, it is a magnetic interaction between magnetic field producing device 146 and a set of off-board magnetic brushes 190 that cause device 146 to move to the activated position. Magnetic brushes 190 are positioned on top of stators 134 and are made from any suitable magnetic material (and may be encased in a suitable protective material for protection against the weather). Magnetic brushes 190 are positioned such that their magnetic poles are oriented to exert an attractive force upon magnetic field producing device 146. [0081] Housing 144 of activation assembly 270 may be modified from that of activation assembly 170 in that it may not include a hinged door 160. Instead of hinged door 160, housing 144 may include an opening defined in front wall 156 that is substantially of the same size and position as hinged door 160. Activation assembly 270 includes moveable link 174 which is attached at its ends to a pair of springs 176. Springs 176 of activation assembly 270, as with activation assembly 170, exert a biasing force against moveable link in direction 188, thus causing moveable link 174 to move back to its deactivated position after rail car 120 passes by a set of stators 134.

[0082] The operation of activation assembly 270 is illustrated in FIGS. 14A-14C. As railcar 120 moves adjacent stators 134 with magnetic brushes 190 positioned on top, the magnetic attraction of the brushes 190 will cause a leading end of moveable link 174 to move toward stators 134, such as is shown in FIG. 14B. As the railcar moves further, the stators 134 with their magnetic brushes 190 will later cause the trailing end of moveable link 174 to move toward stators 134 (FIG. 14C). The force of attraction between moveable link 174 and brushes 190 is such that it is sufficient to overcome the biasing force of springs 176, as well as any repulsion between stators 134 and magnetic device 146 caused by Lenz's Law and the current induced within stators 134.

[0083] FIGS. 15A and 15B illustrate another alternative activation assembly 370, The components of activation assembly 370 that are the same as those of activation assembly 170 are identified by the same reference numerals and operate in the same manner as discussed above. They therefore will not be described again. Activation assembly 370 differs from activation assembly 170 in that, instead of the mechanical interaction of arms 172 and wheels 182 with stators 134 causing the activation of device 146, a powered actuator 200 drives the moveable link 174 towards stators 134. Powered actuator 200, in the illustrated embodiment, may be an electrical motor that receives its electrical power from an off-board supply of electrical energy. More specifically, in the embodiments of FIGS. 15A and 15B, activation assembly 370 includes an electrical contact 202 that physically and electrically makes contact with a pair of slip wire connectors 204 positioned on top of, or at other suitable locations relative to, stators 134. [0084] Slip wire connectors 204 may be positioned only at locations along rails 138 where stators 134 are present. Slip wire connectors 204 are connected to an electrical power supply (not shown) that delivers power to actuator 200. Actuator 200 will therefore only receive electrical power along those portions of the track where slip wire connectors 204 are present. One slip wire connector 204 is connected to one of the terminals of the power supply (e.g. the positive terminal), and the other slip wire connector is connected to the other terminal (e.g. the negative terminal). When electrical contact 202 comes into physical contact with connectors 204, electricity flows through contact 202 to wires 206, which deliver the electrical current to powered actuator 200. Slip wires 204 and electrical contact 202 are configured such that sufficient isolation is maintained between the positive and negative electrical paths to avoid short circuits. [0085] The supply of electrical power to powered actuator 200 causes actuator 200 to drive moveable link 174 towards stators 134. The manner in which this motion may be effected can be varied. In the illustrated embodiment, a displacement shaft 210 connects actuator 200 to moveable link 174. The rotation of shaft 210 pushes link 174 closer toward stator 134, along with the magnetic device 146 attached thereto. A clutch, or other suitable device, may be incorporated into actuator 200 that causes displacement shaft to release after the supply of electrical energy to actuator 200 is terminated, thereby enabling shaft 210 to return to the deactivated position (FIG. 15A). Alternatively, the force of springs 176 may be sufficient to push shaft 210 back to the deactivated position after the supply of electrical energy is cut off to actuator 200. Housing 144 of activation assembly 370 may or may not include a hinged door 160 as with activation assembly 170. If included, hinged door may be opened by way of powered actuator 200 and closed by way of the biasing force of springs 176. [0086] FIG. 16 illustrates yet another alternative activation assembly 470. The components of activation assembly 470 that are the same as those of activation assembly 170 (or 270 and 370) are identified by the same reference numerals and operate in the same manner as discussed above. They therefore will not be described again. Activation assembly 470 differs from activation assemblies 170, 270, and 370 in that it does not include a moveable link 174 and magnetic field producing device 146 is stationary. Activation assembly 470 includes electrical contacts 202 and slip wire connectors 204, similar to activation assembly 370. The slip wires 204 and contacts 202 supply electrical power to an electromagnet controller 220, however, instead of a powered actuator 200. Electromagnet controller 220 selectively activates and deactivates magnetic device 146 by selectively supplying electricity thereto. In other words, magnetic device 146 of system 470 includes one or more coils through which electricity may pass, thereby generating a magnetic field. These coils may be wrapped around a permanent magnetic core, or they may be used without a permanent magnetic core (or they may be used with other types of cores). When controller 220 receives power via wires 206 from slip wire connectors 204, it delivers electricity to the coils of device 146, thereby creating a magnetic field that intersects with stators 134. After car 120 moves past stators 134 (and slip wire connectors 204), electricity is no longer supplied to controller 220 or to the coils of device 146, thereby substantially decreasing (if not eliminating) the magnetic field produced by device 146. Because magnetic device 146 is stationary in system 470, springs 176 are eliminated and may be replaced by one or more fixed brackets or other connectors 222.

[0087] It will be understood by those skilled in the art that the various positions of housing 144 and its contents, as well as stators 134, may be changed from that shown in the several drawings. Further, the physical construction and layout of housing 144 and its components, as well as stator system 130, may be modified from that shown herein. In one modified embodiment, one or more magnetic devices 146 may be attached to the shaft or axis upon which wheels 140 rotate at a position between the wheels 140 attached at each end to the shaft (i.e. the magnetic devices 146 may be positioned between the parallel rails 138). The stators 134 in such a system would then be positioned on the ground between the rails 138. The magnetic device 146 in such a case may be capable of switching between an activated and deactivated , state, or it may be permanently configured in an activated state. In another embodiment, magnetic device 146 may include one or more magnets attached around the outer perimeter or wheels 140 and adapted to interact with suitably positioned stators 134,

[008,8] In still another embodiment, a series of magnets may be attached to railcar 120 in a linear arrangement that extends in a direction parallel to the rails 138. Further, one or more wheels may be positioned under the ground at suitable locations wherein the wheels include one or more magnets positioned around the periphery of the wheel. The position of the magnets on the wheel and the magnets on the train car are arranged such that as the train car passes by the location of the underground wheel, the magnetic interaction between the magnets causes the underground wheel to rotate. This underground wheel may be attached to a generator that converts the rotational energy of the underground wheel into electricity. The underground wheels may be attached to suitable activation assemblies that cause them to rise up when the train car passes by such that a gap between their magnetic components and the magnetic components on-board the train is reduced. The size of the gap may be large enough such that applicable railway standards are maintained.

[0089] While several forms of the invention have been shown and described, other forms will now be . apparent to those skilled in the art. Therefore, it will be understood that the embodiments shown in the drawings and described above are merely for illustrative purposes, and are not intended to limit the scope of the invention, which is defined by the claims, which follow as interpreted under the principles of patent law including the doctrine of equivalents.

Claims

What is claimed is:

1. A railroad car comprising: a frame having first and second ends; a first bogie positioned on an underside of said frame at the first end of said frame; a second bogie positioned on the underside of said frame at the second end of said frame; a magnetic field producing device attached at least one of said bogies; an activation assembly adapted to activate said magnetic field producing device when said device is within a vicinity of an off-board stator and to deactivate said device when said device is outside the vicinity of said off-board stator, said activation of said magnetic field producing device causing a magnetic field produced by said magnetic field producing device to interact with said off-board stator,

2. The car of claim 1 further including: a second magnetic field producing device attached to said at least one of said bogies, wherein said magnetic field producing device is positioned on a first side of said at least one of said bogies and said second magnetic field producing device is positioned on a second side opposite said first side of said at least one of said bogies; and a second activation assembly adapted to activate said second magnetic field producing device when said second device is within a vicinity of a second off-board stator and to deactivate said second device when said second device is outside the vicinity of said second off-board stator, said activation of said second magnetic field producing device causing a magnetic field produced by said second magnetic field producing device to interact with the second off-board stator.

3. The car of claim 1 wherein said magnetic field producing device includes a permanent magnet and said activation assembly includes an actuator for physically moving a component of said activation assembly between an activated position and a deactivated position.

4. The car of claim 3 wherein said component includes said permanent magnet.

5. The car of claim 3 wherein said component includes a magnetic shield adapted to reduce an amount of magnetic flux from said magnetic field producing device external to said shield.

6. The car of claim 3 wherein said component includes both said permanent magnet and a magnetic shield adapted to reduce an amount of magnetic flux from said permanent magnetic external to said shield

7. The car of claim 3 wherein said activation assembly includes an arm positioned to physically contact a stator positioned adjacent a rail track, said arm adapted to cause said actuator to physically move said permanent magnet to the activated position.

8. The car of claim 8 wherein said arm includes a wheel positioned at an end of said arm, said wheel adapted to rollingly contact said stator.

9. The car of 1 wherein said activation assembly includes: a body attached to said at least one of said bogies; a first arm pivotally attached to said body, said first arm positioned to physically contact a stator positioned adjacent a rail track on which said railroad car travels; a second arm pivotally attached to said body, said second arm positioned to physically contact said stator; a moveable link coupled to said first and second arms; and wherein said magnetic field producing device includes a permanent magnet secured to said moveable link, and wherein said first and second arms move said moveable link closer to said stator when said first and second arms contact said stator.

10. The car of claim 9 wherein said first and second arms each include a wheel positioned at their respective ends, said wheels adapted to rollingly contact said stator.

11. The car of claims 9 or 10 further including at least one spring adapted to exert a force that urges said moveable link away from said stator,

12. The car of claim 11 wherein said wheels have axes of rotation that are parallel to each other and generally vertical.

13. The car of claim 1 wherein said activation assembly includes: a body attached to said at least one of said bogies; a moveable link coupled to said body; and wherein said magnetic field producing device includes a permanent magnet secured to said moveable link, and wherein said moveable link is adapted to be drawn closer to an off-board stator by a magnetic attraction between said permanent magnet and a magnetic structure positioned off-board said railroad car.

14. The car of claim 13 wherein said magnetic structure includes a plurality of ferromagnetic brushes positioned adjacent said stator.

15. The car of claim 1 wherein said activation assembly includes: a body attached to said at least one of said bogies; a permanent magnet moveably secured to said body; a powered actuator adapted to move said permanent magnet between an activated position and a deactivated position; an electrical contactor adapted make electrical contact with an off-board power supply positioned adjacent an off-board stator, said electrical contactor adapted to deliver electrical power from said off- board power supply to said powered actuator to thereby enable said powered actuator to move said permanent magnet from said deactivated position to said activated position.

16. The car of claim 15 wherein said activation assembly further includes a least one spring adapted to urge said permanent magnet toward said deactivated position.

17. The car of claims 15 or 16 wherein said powered actuator includes a motor and a displacement shaft driven by said motor.

18. The car of claim 1 wherein said activation assembly includes: a body attached to said at least one of said bogies; an electromagnet secured to said body; an electrical contactor adapted make electrical contact with an off-board power supply positioned adjacent an off-board stator, said electrical contactor adapted to deliver electrical power to said electromagnet.

19. An energy recovery system for vehicle traveling on tracks comprising: a stator positioned adjacent at least one of said tracks; a magnetic field producing device positioned on said vehicle; an actuator positioned on board said vehicle, said actuator adapted to modify a characteristic of said magnetic field producing device when said vehicle moves past said stator such that a magnetic field generated by said magnetic field producing device interacts with said stator and induces a voltage inside said stator.

20. The system of claim 19 wherein said characteristic of said magnetic field producing device includes a position of said magnetic field producing device.

21. The system of claim 19 wherein said characteristic of said magnetic field producing device includes an amount of magnetic flux produced by said magnetic field producing device.

22. The system of any of claims 19-21 wherein said actuator receives energy to change said characteristic of said magnetic field producing device from an off-board source.

23. The system of claim 22 wherein said actuator mechanically interacts with said stator to cause physical movement of said magnetic field generating device.

24. The system of claim 22 wherein said actuator magnetically interacts with a magnetized off-board structure to cause physical movement of said magnetic field generating device.

25. The system of any of claims 19-21 wherein said actuator receives electrical energy to change said characteristic of said magnetic field producing device from an off-board source.

26. A method of converting kinetic energy of a moving railroad car to electrical energy off-board said car comprising: positioning a stator adjacent a track for said railroad car; attaching a magnetic field producing device to said railroad car, said magnetic field producing device capable of assuming an activated state and a deactivated state wherein a magnetic field produced by said magnetic field producing device is positioned to intersect with said stator in said activated state and not intersect with said stator in said deactivated state; and switching said magnetic field producing device from said deactivated state to said activated state through interaction of an arm on said railcar and an off-board device.

27. The method of claim 26 wherein said off-board device includes said stator.

28. The method of claim 26 wherein said interaction is a physical interaction.

29. The method of claim 26 wherein said interaction is an electrical interaction.