CA2627833C - Road energy recycler - Google Patents
Road energy recycler Download PDFInfo
- Publication number
- CA2627833C CA2627833C CA 2627833 CA2627833A CA2627833C CA 2627833 C CA2627833 C CA 2627833C CA 2627833 CA2627833 CA 2627833 CA 2627833 A CA2627833 A CA 2627833A CA 2627833 C CA2627833 C CA 2627833C
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- Prior art keywords
- vehicle
- energy
- moving road
- road segment
- flywheel
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Classifications
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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
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- 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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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The Subject Matter of this invention is to recuperate a Vehicle Lost Energy, during a braking sequence, at Strategic locations by the use of a Road Energy Recycler that is incorporated to asphalt and can transform this Lost Energy into Electrical Energy.
Description
Disclosure: Road Energy Recycler 1 The general character of the class of article or the kind of process to which the invention relates The Road Energy Recycler relates to the Recycling of a Vehicle's Lost Energy into Electrical Energy ( 18 ), by the use of a multitude of Moving Road Segments ( 1) that the vehicle needs to displace in order to go forward. So, when the vehicle's tires ( 3 displace the Moving Road Segments, a decelerating force ( 2 ) that faces its direction is applied on the vehicle's tire ( 3 ). The decelerating force ( 2 ) is produced by the counter electromotive force of a Generator Main Shaft ( 74 ) that is coupled to each Moving Road Segment ( 1) with a multitude of shafts ( 75 ), gears and ratchets that transform each hit of the Vehicle's tires with the Moving Road Segments into a continuous rotation of a shaft ( 74 ) that is parallel to the Vehicle's direction and that is connected to the Generator ( 5 ). The Generator ( 5 ) feeds a reluctance motor ( 10 ) thru a power electronic device ( 9 ) specially developed for this application The Generator Counter Electromotive Force is controlled by switching DC Voltage ( 8 ) on the windings of the stator of the reluctance motor ( 10 ) in order to control the acceleration of a flywheel ( 11 ), that is translated directly into deceleration of the vehicle. The flywheel serves as an Energy Retention basin and feeds an alternator ( 13 ) thru a transmission ( 12 ) that keeps the speed of the alternator's shaft to a stable value so that its output voltage is stable in amplitude and frequency. With the transmission ( 12 ), it is possible to return directly the electrical energy to the Utility Grid. If it is needed to control electronically the Power Output to the Utility Grid, we add a rectifier ( 15 ) and an inverter ( 17 ).
2 The nature in general terms of the articles or processes previously known or used which are intended to be improved or replaced by resort to the invention and of the difficulties and inconveniences which they involve In the articles and processes previously known, the vast majority of inventors were using a vertical force ( 4 ) called gravity to decelerate a vehicle. Said otherwise, they used the mass of the vehicle to decelerate it. Some of them used more sophisticated mechanisms based on combination of horizontal ( 2 ) and vertical ( 4 ) forces that might be able to pump 20 to 30 % of the Kinetic Energy from the vehicle but not more since their mechanisms are based mostly on recuperating energy by using the mass of a vehicle. When applying a decent vertical decelerating force ( 4 ), this inevitably activates the suspension and only makes a bumpy ride for a user. This new application will make it possible to recuperate more than 80 % of the kinetic energy as well as the motor lost energy just by using judiciously the Moving Road Segments ( 1) and Shafts ( 74 and 75 ) arrangements and by adding power electronics ( 9), as explained in the upcoming paragraphs.
Also, in the articles or processes previously known, inventors never really took into account security of pedestrian or lighter vehicle. For example, the previously invented systems could be very dangerous if a vehicle activates a Moving Road Segment ( 1) when a pedestrian or a light vehicle is there. This application featured a system that has independent Moving Road Segments interlaced for security purposes. Therefore, if a vehicle passes on the Road Energy Recycler while a pedestrian walks on the side, only the local Moving R o a d Segments ( 1) in contact with the Vehicle's tires ( 3 ) will be activated and the pedestrian will continue its walk safely. Moreover, this application features a system where anybody could fall on the Road Energy Recycler with minor injuries that would be comparable to what happens when someone falls on asphalt. This is one of the role of interlacing the Moving Road Segments ( 1), as can be seen on Figure 13.
Also, in previously known technologies, nobody talked about macro and micro texture tests as well as the coefficient of friction. In reality, it is not possible to install a decent number of devices in the roads if the device does not meet these criteria of texture and coefficient of friction. Simply said, it is a question of public safety. Our invention can meet these criteria and still be comfortable if a pedestrian falls on the Road Energy Recycler.
On top of that, the previously known technologies are not able to deal with very high transient power involved in decelerating a vehicle versus very high transient power involved in returning power to the grid. More or less, the known technologies can only sent big clusters of Energy to the Grid or activate a vehicle suspension. It is very well known that some applicants used a Flywheel to store energy temporary. However, because they have no way to accelerate the flywheel smoothly, they can only decelerate a vehicle brutally when the flywheel does not turn or not decelerate the vehicle when the flywheel turns too fast. This patent application makes it possible to decelerate a vehicle with a stable deceleration force ( 2 ) and generate stable power electrical output ( 18 ) for the time duration that is needed or planned with respect to what is accumulated in the Flywheel ( 11 ) and / or the Traffic forecasts.
Additionally, in previously know technologies, there is no segregation between lighter and heavier vehicle. The known technologies consist in systems that are mechanically good to retrieve less than 30 % of total energy but that has no manner to differentiate between heavy and light vehicle. This patent application can do the segregation with a very inventive weight watching system ( 70 ) and improve the security for everybody on our roads.
Another very inventive point is that, in previously known technology, there were no possibilities to return electrical energy to the electrical grid just by connecting the machine to any power outlet.
With this application, it is now possible to plug the Road Energy Recycler into a Power Outlet and it will send energy to the building instead of pumping energy. We believe it is very inventive and useful for energy recycling. This can be seen on Figure 14.
Finally, in previously known applications, the inventors did not think about the need to reduce the civil works and use the existing asphalt roads. This application allow a user to install the Road Energy Recycler almost on any surfaces and still be able to have a rotation of the Moving Road Segment Shaft ( 75 ) that drives the Generator Main Shaft ( 74 ).
Also, in the articles or processes previously known, inventors never really took into account security of pedestrian or lighter vehicle. For example, the previously invented systems could be very dangerous if a vehicle activates a Moving Road Segment ( 1) when a pedestrian or a light vehicle is there. This application featured a system that has independent Moving Road Segments interlaced for security purposes. Therefore, if a vehicle passes on the Road Energy Recycler while a pedestrian walks on the side, only the local Moving R o a d Segments ( 1) in contact with the Vehicle's tires ( 3 ) will be activated and the pedestrian will continue its walk safely. Moreover, this application features a system where anybody could fall on the Road Energy Recycler with minor injuries that would be comparable to what happens when someone falls on asphalt. This is one of the role of interlacing the Moving Road Segments ( 1), as can be seen on Figure 13.
Also, in previously known technologies, nobody talked about macro and micro texture tests as well as the coefficient of friction. In reality, it is not possible to install a decent number of devices in the roads if the device does not meet these criteria of texture and coefficient of friction. Simply said, it is a question of public safety. Our invention can meet these criteria and still be comfortable if a pedestrian falls on the Road Energy Recycler.
On top of that, the previously known technologies are not able to deal with very high transient power involved in decelerating a vehicle versus very high transient power involved in returning power to the grid. More or less, the known technologies can only sent big clusters of Energy to the Grid or activate a vehicle suspension. It is very well known that some applicants used a Flywheel to store energy temporary. However, because they have no way to accelerate the flywheel smoothly, they can only decelerate a vehicle brutally when the flywheel does not turn or not decelerate the vehicle when the flywheel turns too fast. This patent application makes it possible to decelerate a vehicle with a stable deceleration force ( 2 ) and generate stable power electrical output ( 18 ) for the time duration that is needed or planned with respect to what is accumulated in the Flywheel ( 11 ) and / or the Traffic forecasts.
Additionally, in previously know technologies, there is no segregation between lighter and heavier vehicle. The known technologies consist in systems that are mechanically good to retrieve less than 30 % of total energy but that has no manner to differentiate between heavy and light vehicle. This patent application can do the segregation with a very inventive weight watching system ( 70 ) and improve the security for everybody on our roads.
Another very inventive point is that, in previously known technology, there were no possibilities to return electrical energy to the electrical grid just by connecting the machine to any power outlet.
With this application, it is now possible to plug the Road Energy Recycler into a Power Outlet and it will send energy to the building instead of pumping energy. We believe it is very inventive and useful for energy recycling. This can be seen on Figure 14.
Finally, in previously known applications, the inventors did not think about the need to reduce the civil works and use the existing asphalt roads. This application allow a user to install the Road Energy Recycler almost on any surfaces and still be able to have a rotation of the Moving Road Segment Shaft ( 75 ) that drives the Generator Main Shaft ( 74 ).
3 The inventive idea which the new article or process embodies, and the way in which resort to it overcomes the difficulties and inconveniences of previous practices or proposals.
The general arrangement of the Moving Road Segments ( I and 1' ) and their shapes are very inventive in the sense that they create an horizontal force ( 2 ) that increases significantly the efficiency of all known technologies. In fact, all other known technologies were using a mix of horizontal ( 2 ) and vertical (4 ) forces. Therefore, with known technologies, when the decelerating force is increased, there comes a time where the vehicle suspension is activated and the tire ( 3 ) just steps the energy is lost and not recuperated. With this new technology, during the rotation of a moving road segment ( 1), for more than half of the run of a Moving Road Segment, the decelerating force applied on a vehicle tire ( 3 ) is horizontal. Therefore, we have interlaced the Moving Road Segments ( 1 and 1' ) in order pick up the vehicle tire with the Interlaced Moving Road Segment ( 1`) just before the Moving Road Segment ( 1 ) starts to apply a vertical decelerating force. We can say that the shape of the Moving Road Segments combined with their relative positions are very inventive, compared to known technologies.
In the known Art, we have seen flywheel systems that were mechanically connected to the equivalent of a moving road segment of this application. The problem with this practice is that it takes an infinite power to change instantly the RPM of a flywheel. There has to be a torsion shaft and a transmission for this to work and it always break because of the power in play. With this new application, we introduced very inventive IGBT arrangement of Figure 5 that works in such a way as to allow an acceleration of a flywheel (11) between 0 and 40 000 RPM, and even more. So, we are in position to store up to 10 kWh of kinetic energy in a flywheel while being able to decelerate smoothly a vehicle at any speed of the flywheel. The perfect firing on the gate of the IGBT is made with simple magnet detectors that are placed at fixed locations and detect the magnets placed on the stator. Nothing else is needed, unless we want to modulate the pulse sent to the gate of the IGBT.
So, this inventive feature will allow real applications to take place on our roads.
Moreover regarding the IGBT System, if and when it fails, the deceleration force will be reduced or simply eliminated, depending on what and how it fails. So, this security innovation allows the use of this technology in public areas.
The general arrangement of the Moving Road Segments ( I and 1' ) and their shapes are very inventive in the sense that they create an horizontal force ( 2 ) that increases significantly the efficiency of all known technologies. In fact, all other known technologies were using a mix of horizontal ( 2 ) and vertical (4 ) forces. Therefore, with known technologies, when the decelerating force is increased, there comes a time where the vehicle suspension is activated and the tire ( 3 ) just steps the energy is lost and not recuperated. With this new technology, during the rotation of a moving road segment ( 1), for more than half of the run of a Moving Road Segment, the decelerating force applied on a vehicle tire ( 3 ) is horizontal. Therefore, we have interlaced the Moving Road Segments ( 1 and 1' ) in order pick up the vehicle tire with the Interlaced Moving Road Segment ( 1`) just before the Moving Road Segment ( 1 ) starts to apply a vertical decelerating force. We can say that the shape of the Moving Road Segments combined with their relative positions are very inventive, compared to known technologies.
In the known Art, we have seen flywheel systems that were mechanically connected to the equivalent of a moving road segment of this application. The problem with this practice is that it takes an infinite power to change instantly the RPM of a flywheel. There has to be a torsion shaft and a transmission for this to work and it always break because of the power in play. With this new application, we introduced very inventive IGBT arrangement of Figure 5 that works in such a way as to allow an acceleration of a flywheel (11) between 0 and 40 000 RPM, and even more. So, we are in position to store up to 10 kWh of kinetic energy in a flywheel while being able to decelerate smoothly a vehicle at any speed of the flywheel. The perfect firing on the gate of the IGBT is made with simple magnet detectors that are placed at fixed locations and detect the magnets placed on the stator. Nothing else is needed, unless we want to modulate the pulse sent to the gate of the IGBT.
So, this inventive feature will allow real applications to take place on our roads.
Moreover regarding the IGBT System, if and when it fails, the deceleration force will be reduced or simply eliminated, depending on what and how it fails. So, this security innovation allows the use of this technology in public areas.
Other very inventive points of this application compared to previously known technologies are the facts that we coupled to Generator main shaft ( 74 ) to all the Moving Road Segments Axis ( 75 ), while keeping all the Moving Road Segments ( 1) independents and because we changed the gear ratio between the Generator Main Shaft ( 74 ) and the Moving Road Segments Axis ( 75 ) all along the deceleration path. This allows us to know to decelerate a vehicle with the proper deceleration, since the voltage is known and stable thru the entire deceleration path. This is very inventive because it simulates a natural closed loop system just by using gear ratios that takes into account the position of the vehicle on the Road Energy Recycler. This saves us complex electronic that would otherwise eat a part of the power recuperated. It is clear that electronic could bring a much better control over deceleration but the difference is not felt by the users and the amount recuperated does not differ materially. So, by using this inventive arrangement and the magnets ( 34 to 37 ) and fixed magnet detectors ( 30 to 33 ), we can do a very good job at low cost.
Another very inventive idea comes from the fact that the distance between the moving road segments is well known and fixed. Therefore, the voltage and frequency generated by the generator ( 5 ) are directly related to the speed of the vehicle. This allows the Road Energy Recycler to determine naturally ( in open loop, as explained above ) what deceleration to apply to the vehicle, so that it is decelerated properly to achieve the braking distance objective.
This also means that the Road Energy Recycler is a kind of mechanical radar. It is possible to tell what is the speed of a vehicle just by looking at the amplitude of the Voltage Signal ( 6 ) or its frequency. This has a lot of applications other than Energy Recuperation and Recycling. The traffic control is a very good example of a good application.
The square axis allows us to couple easily each moving road segments and it allows compensation of ground irregularities. So, there is no more need to have a plain ground.
This latest inventive idea is obligatory if ones want to install it on any roads, because the ground is never perfect and without this feature, it would become too expensive to recuperate the lost energy of vehicle.
The modularity of the design allows for placing it anywhere, with the same design. Nothing is more the same thing as this thing is. By this, we mean that it is an accumulation of the same small Moving Road Segment. It can be moved in matter of minutes. It can be maintained very quickly.
Another important point, in the previously known technologies or in the known Art, it was only possible to send clusters of energy to the utility grid. This type of energy recuperation or generation is not the preferred of Public Utilities since it is hard to manage. This new application allows us to generate with a stable Power Output all day long and long time after the last vehicle has passed on our Road Energy Recycler. Moreover, the Road Energy Recycler can connect to any power outlets available in his area and it will send power to the grid instead of eating it.
It does it on any Alternative Current Circuit, at the right frequency, amplitude and phase.
Finally, since each kWh produced is one less dissipated in heat in the atmosphere, this invention can be thought as a modem way to reduce the worrying global warming instead of being thought as an Energy production device.
Because of all these reasons, we think that this patent application deserves a patent.
4 A full description of the best way of using or putting into operation the inventive idea. If there 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.
Patent Title : Road Energy Recycler In drawings which illustrate embodiments of the invention:
The numbers:
= The number 1 represents any of the Moving Road Segment. When we do not specify anything else than 1, it includes the 1'. The 1' are in there when we need to differentiate two different layers of moving road segments.
= The number 1' represents any of the Moving Road Segment in the next layer of Moving Road Segments that are interlaced with the Moving Road Segment 1, in order to produce a stable horizontal decelerating force 2.
= The number 2 represents the horizontal component of the force created by a moving road segment that decelerates a vehicle.
= The number 3 represents a vehicle tire / wheel.
= The number 4 represents the vertical component of the force created by a moving road segment that decelerates a vehicle.
= The number 5 represents a Permanent Magnet Generator, used at variable speed that generates variable voltage amplitudes at variable frequency.
= The number 6 represents the Voltage Output sinus wave form from the permanent magnets generator = The number 7 represents a diode rectifier, used to rectify the voltage from the permanent magnets generator.
= The number 8 represents the DC Bus, that is at variable voltage amplitude, because of the variable voltage amplitude outputs from the Permanent Magnet Generator.
= The number 9 represents an eight switch converter used to drive a switched reluctance motor at speed ranging from 0 to 60 000 RPM with decelerating power adjusted to fit our needs.
The details of the converter are shown in figure 12.
= The number 10 represents a Switched Reluctance Motor used to drive a Flywheel.
= The number 11 represents a Flywheel used to store energy from our very high power transients created by a vehicle deceleration.
= The number 12 represents a transmission used to stabilize the speed of the Permanent Magnet Alternator ( 13 ) around a predetermined value.
= The number 13 represents an AlteYnator that pumps Energy from the Flywheel with a stable Power over time and generates electrical energy.
= The number 14 represents the Fixed Frequency and Amplitude Voltage Form Generated by the Permanent Magnet Alternator ( 13 ) = The number 15 represents a 3 phase Diode Rectifier used to Generate a Fixed DC Output Voltage.
= The number 16 represents the Fixed DC Output Voltage Wave Form.
= The number 17 represents an Inverter used to convert Electrical DC Energy into Electrical AC Energy at the right phase, voltage and amplitude, so that it can be returned to the Electrical Utility Grid.
= The number 18 represents the Voltage wave form from the Inverter (12) that is at the right frequency, phase and amplitude so that it is possible to send electrical energy to the Utility Grid with stable power output in time.
= The number 20 represents the turning direction of a moving road segment ( 1) = The number 21 represents the slot used to fix part 72 with part 73 with its male part 23, as shown on Figure 12.
= The number 22 represents the slot used to fix part 92 on part 72.
= The number 23 represents the male part of part 73 that will fit in the slot 21 of part 72.
= The number 24 represents the slot used to mount male part 25 of part 73.
= The number 25 represents the male part of part 73 that will fit in the slot 24 of part 72.
= The number 30 represents a sensor that has a fixed position that is used to activate the IGBTs 52 when magnet 34 is detected. This sensor can only detect 34 because of its location.
= The number 31 represents a sensor that has a fixed position that is used to activate the IGBTs 50 when magnet 35 is detected. This sensor can only detect 35 because of its location.
= The number 32 represents a sensor that has a fixed position that is used to activate the IGBTs 48 when magnet 36 is detected. On Figure 3, this sensor has detected magnet 36 and the Power is on the Winding 48 of the Reluctance Motor's Stator. This sensor can only detect 36 because of its location.
= The number 33 represents a sensor that has a fixed position that is used to activate the IGBTs 54 when magnet 37 is detected. This sensor can only detect 37 because of its location.
= The number 34 represents a magnet that follows the Rotor Salient Pole 51 = The number 35 represents a magnet that follows the Rotor Salient Pole 49 = The number 36 represents a magnet that follows the Rotor Salient Pole 47 = The number 37 represents a magnet that follows the Rotor Salient Pole associated with it.
= The number 41 represents the two IGBTs used to switch on and off the Magnetic Field on coils of the stator (48), so that the rotor aligns his salient poles (47 )in the created fields (46) and turn in the counter clock wise direction ( 45 ).
= The number 42 represents the two IGBTs used to switch on and off the Magnetic Field on coils of the stator (50), so that the rotor aligns his salient poles (49 )in the created fields (46) and turn in the counter clock wise direction ( 45 ).
= The number 43 represents the two IGBTs used to switch on and off the Magnetic Field on coils of the stator (52), so that the rotor aligns his salient poles (51 )in the created fields (46) and turn in the counter clock wise direction ( 45 ).
= The number 44 represents the two IGBTs used to switch on and off the Magnetic Field on coils of the stator (54), so that the rotor aligns his salient poles (53 )in the created fields (46) and turn in the counter clock wise direction ( 45 ).
= The number 45 represents the direction that the rotor will spin if the switching sequence of the IGBT is followed as 41, 42, 43, 44, 41, and so on...
= The number 46 represents a part of the magnetic field line of forces created when the power is applied on the coils of the stator.
= The number 47 represents a salient pole of the Reluctance Motor Rotor = The number 48 represents a salient pole Reluctance Motor Stator = The number 49 represents a salient pole of the Reluctance Motor Rotor = The number 50 represents a salient pole of Reluctance Motor Stator = The number 51 represents a salient pole of the Reluctance Motor Rotor = The number 52 represents a salient pole of Reluctance Motor Stator = The number 53 represents a salient pole of the Reluctance Motor Rotor = The number 54 represents a salient pole of Reluctance Motor Stator = The number 60 represents axis of time = The number 62 represents the " Off " position of the IGBT. It could also be used in intermediate positions by doing amplitude modulation.
= The number 63 represents the " On " position of the IGBT. It could be used in intermediate positions by doing amplitude modulation.
= The number 70 represent the Weight Watching System that only allows a heavy vehicle to activate the Moving Road Segments.
= The number 71 represents the spring that brings back to the Moving Road Segment to the "
ready " position.
= The number 72 represents the top part of the Moving Road Segment ( 1) that forms the Road Surface. This consists in a folded metal material where predetermined laser cuts have been made according to our specifications.
= The number 73 represents underneath part of the Moving Road Segment ( 1) that is connected to the Moving Road Segment Shaft by a ratchet mechanism ( 76). This consists in a folded material sheet where predetermined laser cuts have been made according to our specifications.
= The number 74 represents the Generator main shaft, that is parallel to the traffic direction = The number 75 represents a Moving Road Segment Shaft that is perpendicular to the Generator Main Shaft ( 74 ) = The number 76 represents the Ratchet Mechanism that is connected to the moving Road Segment square axis ( 75 ).
= The number 77 represents the Moving Road Segment Support that is folded sheet of metal in U form.
= The number 78 represents the hole in part 77 for the Moving Road Segment Shaft that is beside the one that sits in the part 77..
= The number 79 represents the hole in part 77 that is used to seat the tubing and oil bushing that allow easy operation of the moving road segment = The number 80 represents a square to round sleeve that allows us to seat the square Moving Road Segment Axis into a bushing for proper rotation.
= The number 81 represents a round sleeve that seat the tube responsible for reinforcement of the underneath part of the Moving Road Segment ( 73 ) = The number 82 represents the Tube responsible for reinforcement of the underneath part of the Moving Road Segment.
= The number 83 represents the screw used to fix part 72 with part 73 thru the holes 84.
= The number 84 represents the mounting holes used to fix part 72 with 73 with the screw 83.
= The number 85 represents the holes used to fix artificial macro / micro texture and create an acceptable coefficient of friction.
= The number 86 represents the micro ! macro texture and the surface used to create the coefficient of friction = The number 87 is the Moving Road Segment's slot that activate the Axis Ratchet ( 76 ) when the Moving Road Segment is activated but allows the Moving Road Segment to come back in place without activating the Moving Road Segment Axis ( 75 ) when the spring ( 71 ) bring back the Moving Road Segment to the " ready " position after it has been activated.
= The number 88 represents the part 72 unfolded = The number 89 represents the part 73 unfolded = The number 90 represents the vehicle direction = The number 91 represents the shaft turning direction = The number 92 is a guide used to protect 83 against the snow machines.
= The number 93 represents the anti rear spin support = The number 94 represents a pole where we can put our control cabinet = The number 95 represents a control cabinet where everything from the rectifier (7) to the inverter ( 17 ) is located.
= The number 96 represents the power cord from the Generator ( 5 ) to the Control Cabinet ( 95).
= The number 97 represents the power cord that can be connected to a power outlet to feed a client installation and reduce its electrical bill or simply sell power the utility.
= The number 98 represents a pedestrian = The number 99 represents angle gears that we use to connect the Generator main shaft ( 74 ) with the Moving Road Segment shaft ( 75) The Figures:
Figure 1, represents an overview of the Road Energy Recycler principle. In the figure, you see that a vehicle tire ( 3 ) activates a moving road segment (1) that has a circular movement and resists to the vehicle tire passage only with an horizontal force ( 2 ) because of the innovation related to the Shafts ( 75 and 74 ) and Moving Road Segments ( 1 and 1' ) arrangement.. By turning the moving road segment ( 1), the Road Energy Recycler train a Permanent Magnet Generator ( 5 ) that creates a Voltage Signal (6) that has a frequency and amplitude directly proportional to the vehicle tire's speed. This Voltage Signal is rectified with a rectifier ( 7) so that we have a DC Output Voltage ( 8 ) that will be used to create magnetic field on the Switched Reluctance Motor ( 10 ). For example, when we apply this DC Voltage with our Power Electronic System ( 9 ) on IGBT
41, we create a North Pole and a South Pole between two of the salient poles of the Rotor ( 47 and 53 ) that are not yet aligned with the Stator Active Poles ( 48 ). This forces the rotor to rotate 15 degrees to allow the magnetic field's line of forces ( 46 ) to close their loops in the shortest possible path. The control of the firing on the IGBT allows us to control the time and manner that we will apply the DC voltage on the Winding of the Stator. So, the Torq of the reluctance motor ( 9) is controllable at any time during the deceleration period, whatever is the speed of the flywheel. This allows us to decelerate smoothly any vehicle, w h a t ever is t h e Flywheel speed ( 11 ) at the time that the vehicle hits our Road Energy Recycling System. By the first principle of Thermodynamic, we know that the energy used by the reluctance motor ( 10 ) to accelerate the Flywheel ( 11 ) is equal to what has been retrieved from the decelerated vehicle, plus our efficiency. Our efficiency being close to 95 %, we can say, for explanation purposes, that we are efficient at 100%.
The gear ratio between the Generator main shaft ( 74 ) and the Moving Road Segment shaft ( 75 ) is controlled thru the entire deceleration path. This allows us to fix speed zones for which the amplitude of the voltage produced ( 6 ) will provide a DC input voltage ( 8 ) on the Stator of the Reluctance Motor ( 10 ) that will give a comfortable deceleration of about 1.5 m/sZ to the vehicle, providing that a vehicle arrives at the prescribed speed on the Road Energy Recycler. Things are well done in the nature so the energy of a vehicle works with the square of its speed. The Voltage Generated by our Generator ( 6 ) is directly proportional to the speed of the vehicle passing on our Road Energy Recycler . Since the Power Applied on the Reluctance Motor ( 10 ) is proportional to the Square of the Voltage applied on its stator windings ( 8 ), then we have a natural closed loop system that works very well because of the magnets ( 34 to 37 ) put on the rotor of the Reluctance Motor ( 10 ) that allow our system to fire at the very precise moment where we need to do it on the IGBTs ( 41 to 44 ). This means that a vehicle that arrives 20 % above the reference speed will be decelerated 1.44 times faster than the one that arrives at the reference speed. This also means that a vehicle arriving two times slower than the reference speed will be decelerated 4 times less than a vehicle arriving at the reference speed. It is the same principle for any other speed. The only difference is that this system is intelligent enough to let pass a vehicle that would arrive so fast that it would be dangerous to decelerate it, because the tires would step above the first Moving Road Segment ( 73 ) and stay on top of all the following Moving Road Segments until it reaches a critical speed where it could be decelerated securely. There is also the case where a vehicle arrives at the reference speed but try to accelerate on the Road Energy Recycler. Then, the Voltage Produced ( 6) by the Generator ( 5 ) will increase along its deceleration path and the decelerating force ( 2 ) will increased proportionally to the square of the difference with the speed reference and the real speed of the vehicle, up to a moment where the decelerating force ( 2 ) is too high and the tire will step above the moving road segments ( 1) and stay there. This natural closed loop system works at the light speed, meaning, 300 000 km/s. So, the response of the Road Energy Recycler is almost instantaneous.
The Energy Retried f r o m the Vehicle is now stored in t h e Flywheel ( 11 ).
This Flywheel is connected via a transmission ( 12 ) to an Alternator ( 13 ). From this point, if we meet the local Utility Requirements in terms of Frequency of our Electrical Signal, we can directly send the Electrical Energy ( 18 ) to the Utility Grid. However, by connecting directly the Alternator ( 13 ) to the Utility Grid ( 18 ), it is impossible for our system to manage the Power Output or the production of Electrical Energy in Time. That is why we have a Figure 1 a).
Figure 1 A represents the same as figure 1 but with an output energy module that will allow us to control the electrical energy production from the inverter ( 17 ) that ultimately takes its energy from the Flywheel ( 11 ). In this Figure, we take the output voltage ( 14 ) of the Alternator ( 13 ) and we rectify it with a rectifier ( 15 ). This gives us a stable DC Output ( 16 ) that we can use with an inverter ( 17 ) to create a perfect Voltage Sine Wave ( 18 ) and Control the Output Current so that the Electrical Energy Production is under control.
Figure 2 shows a side view of the Road Energy Recycler Principle. It shows how it is possible to generate an horizontal force (2) to decelerate a vehicle tire ( 3) instead of using vertical force ( 4).
This is done by the use of a multitude of moving road segments ( 1) connected a common shaft ( 75 ) with a ratchet mechanism and by connecting this common shaft ( 75 ) to a Generator Main Shaft ( 74 ). What we see there is that the vehicle tire is always in contact with a multitude of moving road segments (1) that are independent but that activates the same Generator Main Shaft ( 74 ), that is perpendicular to the Moving Road Segment's axis. The net results is that there is almost no vertical force ( 4) used to decelerate the vehicle and therefore the vehicle suspension is never activated. In practical terms, this means an improved efficiency of the system that is an innovation. In our case, on top of this effect, we interlaced the Moving Road Segments ( 1 and 1' ) so that the effect is more pronounced and the horizontal force ( 2 ) is greater.
Figure 3 represents a cut view of our reluctance motor that we use to generate a constant and comfortable deceleration for a vehicle that goes on our Road Energy Recycler .
Magnets ( 34 to 37) are placed on the rotor to know exactly what is its angular position with respect to his salient poles and the salient poles of the stator, allowing proper firing on the various IGBT ( 41 to 44 ). We have numbered only 4 poles of the rotor ( 47, 49, 51 and 53 ) and 4 poles of the stator ( 48, 50, 52 and 54) for convenience purpose. This motor could turn with an AC magnetic turning field applied on the stator windings but the control over the speed and power would not be as good as what we can do with a switched DC voltage applied on the stator's windings to create magnetic fields that rotate at the speed that we need and that will produce the power needed to decelerate the car properly while accelerating the flywheel adequately. We are able to determine the precise moment for firing on the gate of an IGBT by the use of detectors ( 30 to 33 ) and magnets ( 34 to 37 ). We have shown some of them to explain the principle. On Figure 3, we can see that detector 32 has detected magnet 36 and has turned on the IGBT 41. This forces alignment of Rotor Salient Poles 47 and 53 with Stator Salient Poles 48, and so on !
Figure 4 represents the Switching Sequence needed to rotate the rotor in the Counter Clock Wise direction ( 45 ). When we turn the IGBT 41 " On ", the salient poles of the Rotor (47 ) align with the salient poles of the Stator ( 48 ) so that the line of forces have the least reluctance path, creating a rotation (45 ) up to the moment where the salient poles of the Rotor ( 47 ) are aligned with the salient poles of the Stator ( 48). At this moment, IGBT 41 is turned " Off "
and IGBT 42 " is turned On ". When IGBT 42 is turned on, this forces the alignment of salient poles of the rotor ( 49 ) with salient poles of the stator ( 50 ). At this moment, IGBT 42 is turned off and we turn on IGBT
43. This will force the alignment of salient poles of the rotor ( 51 ) with salient poles of the stator ( 52 ). At this moment, IGBT 43 is turned off and we turn on IGBT 44. etc...
This could be done with sine wave modulation, not just " on " and "off " switching, to create the desired effect.
Figure 5 represents a functional diagram of the IGBT ( 41, 42, 43 and 44 ) used to switched the DC
Voltage ( 8 ) on the Stator Windings ( 48, 50, 52 and 54 ) of the Reluctance Motor ( 10 ). The switching sequence principle is shown on figure 4. Practically speaking, there is overlaps between switching of the IGBTs ( 41, 43, 43 and 44 ) and we take advantage of it in order to switch the power on Stator Windings of the Reluctance Motor.
The figure 6 represents a side view of one moving road segment ( 1) in 3 different positions ( A, B
and C ) as well as some of its components shown separately, for ease of understanding. The first mechanism that intervenes is the weight watcher system ( 70 ). If a vehicle is not heavy enough, its tires ( 3 ) will go on top of the moving road segment and do the ride without activating the Moving Road Segment ( 1). If the vehicle is heavy enough, it will activate the Moving Road Segment ( 1) because the Weight Watching System ( 70 ) will let pass the spring pin. Once a moving road segment is activated, a decelerating force ( 2 ) that faces the vehicle direction ( 90 ) is produced by the counter electromotive force of the Generator ( 5 ) on the Generator Main Shaft ( 74 ) that is connected to the Moving Road Segment shaft ( 75 ). All the Moving Road Segments ( 1) can only turn in one direction ( 20 ) that is in the right way, from right to left.
When any of the moving road segment is activated, it activates its axis and this activates the Generator Main Shaft ( 74 ) thru a set of angle gears ( 99 ) made specially for converting rotation of perpendicular shafts. When the Generator Main Shaft ( 74 ) turns slower, the Generator (5) generates less voltage because the variation of flux in time is less important in the Stator winding.
Consequently, the rectified DC
voltage ( 8 ) applied on the Reluctance Motor ( 10 ) is less important as the vehicle advances on the Energy Recycler and the deceleration would be less important if the gear ration does not evolve with the progress of the vehicle on the Road Energy Recycler. So, in order to take this into account, we have increased the gear ratio all along the deceleration trace so that when a vehicle is at the fastest end of the Road Energy Recycler, the Moving Road Segment turns less the Generator Master Shaft ( 74 ) but at the slowest end, it turns more. So, if we keep in mind that the Power applied on the Reluctance Motor (10) is proportional to the square of the Voltage generated by our generator ( 5), it is easy to understand why we changed the gear ratio all along the deceleration path. By defining speed zone, it is equivalent to defme voltage zones and a corresponding decelerating force ( 2). So, we have represented the moving road segment in 3 different positions, A, B and C, in order to see why the decelerating force is mostly horizontal. In position A, we clearly see that the decelerating force ( 2 ) is horizontal. In position B, it is also easy to see it. In position C, the decelerating force ( 2 ) is still horizontal but will have a vertical component very soon ( 4).
However, at this point, the vehicle has already started to activate the next moving road segment that is in its initial position and the decelerating force is, consequently, always horizontal.
Figure 7 represents a side view of the Road Energy Recycler with a tire ( 3 ) ready to activate the first Moving Road Segment ( 1). The first thing done by the Road Energy Recycler is to check if the vehicle is heavy enough. This is done by the Weight Watching System ( 70 ). If the vehicle is not heavy enough, it will simply step above the moving road segment ( 1) and stay on top of it for the ride. If it is heavy enough, a decelerating force ( 2 ) facing the vehicle direction ( 90 ) will be generated. We can see there the position of one of the interlaced Moving Road Segment ( 1' ) as well as the Moving Road Segment Shaft ( 75 ) location.
Figure 8 represents a side view of the Road Energy Recycler with a tire ( 3 ) ready to activate the first Moving Road Segment ( 1). We can see here that the Moving Road Segments are interlaced.
By this, we mean that there is a first layer Moving Road Segment ( 1) that is close to us and another layer of Moving Road Segment ( 1`) that is next to it. This is done like that in order to produce a decelerating force ( 2 ) that is horizontal and faces the vehicle direction. At the mid point between two moving road segment of the same layer ( 1), there is a moving road segment of another layer ( 1' ) so that when a tire activates a moving road segment ( 1), it faces another one in the ready position at the middle point. Therefore, the decelerating force stays horizontal ( 2).
Figure 9 represents a side view of the Road Energy Recycler with a tire ( 3 ) that has activated the first Moving Road Segment ( 1). We can see here that the Moving Road Segments are interlaced.
By this, we mean that there is a first layer Moving Road Segment ( 1 ) that is close to us and a n o t h e r layer of Moving Road Segment ( 1`) that is next to it. This is done like that in order to produce a decelerating force ( 2 ) that is horizontal and faces the vehicle direction. At the mid point between two moving road segment of the same layer ( 1), there is a moving road segment of another layer ( 1 ' ) so that when a tire activates a moving road segment ( 1), it faces another one in the ready position at the middle point. Therefore, the decelerating force stays horizontal ( 2). You can also see that in Figure 14 that is a top view of a part of the Road Energy Recycler.
Figure 10 represents a side view of the Road Energy Recycler with a tire ( 3 ) that has not been able to activate the first Moving Road Segment ( 1) because it was not heavy enough to activate the Weight Watching System ( 70 ). At this moment, the vehicle tire ( 3 ) simply goes above the Road Energy Recycler and circulate just like on a regular road.
Figure I 1 represents a side view of the Road Energy Recycler with a tire ( 3 ) going in the wrong direction. Because of the anti rear spin lock ( 93 ), the tire will simply goes on the Road Energy Recycler and circulate normally.
Figure 12 shows how the Moving Road Segments ( 1) are made and why it is so inventive. They are formed by part 72 and 73. Part 72 is the top part of the moving road segment ( 1) and 73 is the bottom part. Part 88 is the part 72, before it is folded. You can see that part 88 has been cut according to very precise instructions. It has the mounting holes ( 84 ) used to fix part 72 with 73.
It has also mounting holes ( 85 ) used to adjust the micro and macro texture as well as the coefficient of friction, by the use of screw ( 86 ) selected to fit the needs of the application. This is very inventive in the sense that the texture of the simili asphalt could be adjusted to fit the local needs of Ministry of Transportation. There is also a slot (22) used to put a protector ( 92 ) that will save the moving road segment against snow machines. There is also two slots ( 21 and 24 )used to mount the bottom part of the Moving Road Segment ( 73 ) by the use of its males parts ( 23 and 25 ) as well as the screw (83). The part 89 is the part 73 before it is folded. It has a slot ( 87 ) used for the ratchet mechanism ( 76 ) as well as the mounting holes ( 84 ) to fix it on part 72 with the screw ( 83 ).
Figure 13 represents a top view of a part of the Road Energy Recycler, where you can see that a vehicle tire ( 3 ) will be passing at the right while a pedestrian ( 98 ), at the left, walks on the side of the Road Energy Recycler. What we say is that the Moving Road Segments ( 1 and 1`) on which the pedestrian walks will not be activated because of the weigh watching system ( 70 ) and because of the fact that each Moving Road Segments ( 1 and 1are independents because of the ratchet system.
Figure 14 represents a top view of a part of the Road Energy Recycler. With this top view, you can see the moving road segments shaft ( 75 ) that drives the generator main shaft ( 74 ) by the use of Angle Gears ( 99 ). For ease of understanding, we put the Generator main shaft on the side of the road but, in reality, it is located under the simili asphalt, meaning in the middle of the Road Energy Recycler. The Generator ( 5 voltage signal ( 6 ) goes directly inside the control cabinet ( 95 ) by the use of a Power Cord ( 96 ). The control cabinet ( 95 ) is fixed to a pole ( 94 ) but could also be buried for safety purposes. A feeding power cord ( 97 ) can be connected directly to a client installation and it will feed the client with Electrical Energy. Here, we represent a typical 110 V
Power Cord ( 97 ) for ease of understanding but because of the power in play, it would take a lot of 110 V circuits. So, we will often use 550 V AC or higher voltages. It all depends on what is available. Another very inventive point of this Road Energy Recycler is that if another vehicle comes on it with a speed that is relatively faster compare with another vehicle that is already there, then the slower vehicle will cease to be decelerated in order to decelerate the faster vehicle and avoid impact.
The preferred applications would be at gates in parking, replacement of speed bumps, on a public road, where the vehicle needs to stops or where the traffic speed needs to be controlled for various reasons.
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 predictable. Also, one can easily imagine the quantity of energy contained in a traffic period in Los Angeles, 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 this lost energy ! From an environmental perspective, this is a good project since each kwh generated is this less produced in heat in the atmosphere. From this perspective, this technology can be seen as a good way to reduce global waiming. Moreover, this technology generates / recuperates where the demand is located. Usually, close to the electrical distribution system. Since all the Road Energy Recyclers are distributed independently in Cities, they can generate / recuperate the energy at multitudes of points. So, by connecting all these generators to the electrical distribution systems, it reinforces the grid a lot.
Therefore, a complete blackout is almost impossible.
Because of its structure, the Road Energy Recycler is equivalent to a radar or even better because its precision is almost perfect. So, a lot of traffic control applications are possible with the Road Energy Recycler and this is possible while being interesting moneywise.
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.
Finally, it is my intent to patent this invention in the maximum countries as possible.
Another very inventive idea comes from the fact that the distance between the moving road segments is well known and fixed. Therefore, the voltage and frequency generated by the generator ( 5 ) are directly related to the speed of the vehicle. This allows the Road Energy Recycler to determine naturally ( in open loop, as explained above ) what deceleration to apply to the vehicle, so that it is decelerated properly to achieve the braking distance objective.
This also means that the Road Energy Recycler is a kind of mechanical radar. It is possible to tell what is the speed of a vehicle just by looking at the amplitude of the Voltage Signal ( 6 ) or its frequency. This has a lot of applications other than Energy Recuperation and Recycling. The traffic control is a very good example of a good application.
The square axis allows us to couple easily each moving road segments and it allows compensation of ground irregularities. So, there is no more need to have a plain ground.
This latest inventive idea is obligatory if ones want to install it on any roads, because the ground is never perfect and without this feature, it would become too expensive to recuperate the lost energy of vehicle.
The modularity of the design allows for placing it anywhere, with the same design. Nothing is more the same thing as this thing is. By this, we mean that it is an accumulation of the same small Moving Road Segment. It can be moved in matter of minutes. It can be maintained very quickly.
Another important point, in the previously known technologies or in the known Art, it was only possible to send clusters of energy to the utility grid. This type of energy recuperation or generation is not the preferred of Public Utilities since it is hard to manage. This new application allows us to generate with a stable Power Output all day long and long time after the last vehicle has passed on our Road Energy Recycler. Moreover, the Road Energy Recycler can connect to any power outlets available in his area and it will send power to the grid instead of eating it.
It does it on any Alternative Current Circuit, at the right frequency, amplitude and phase.
Finally, since each kWh produced is one less dissipated in heat in the atmosphere, this invention can be thought as a modem way to reduce the worrying global warming instead of being thought as an Energy production device.
Because of all these reasons, we think that this patent application deserves a patent.
4 A full description of the best way of using or putting into operation the inventive idea. If there 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.
Patent Title : Road Energy Recycler In drawings which illustrate embodiments of the invention:
The numbers:
= The number 1 represents any of the Moving Road Segment. When we do not specify anything else than 1, it includes the 1'. The 1' are in there when we need to differentiate two different layers of moving road segments.
= The number 1' represents any of the Moving Road Segment in the next layer of Moving Road Segments that are interlaced with the Moving Road Segment 1, in order to produce a stable horizontal decelerating force 2.
= The number 2 represents the horizontal component of the force created by a moving road segment that decelerates a vehicle.
= The number 3 represents a vehicle tire / wheel.
= The number 4 represents the vertical component of the force created by a moving road segment that decelerates a vehicle.
= The number 5 represents a Permanent Magnet Generator, used at variable speed that generates variable voltage amplitudes at variable frequency.
= The number 6 represents the Voltage Output sinus wave form from the permanent magnets generator = The number 7 represents a diode rectifier, used to rectify the voltage from the permanent magnets generator.
= The number 8 represents the DC Bus, that is at variable voltage amplitude, because of the variable voltage amplitude outputs from the Permanent Magnet Generator.
= The number 9 represents an eight switch converter used to drive a switched reluctance motor at speed ranging from 0 to 60 000 RPM with decelerating power adjusted to fit our needs.
The details of the converter are shown in figure 12.
= The number 10 represents a Switched Reluctance Motor used to drive a Flywheel.
= The number 11 represents a Flywheel used to store energy from our very high power transients created by a vehicle deceleration.
= The number 12 represents a transmission used to stabilize the speed of the Permanent Magnet Alternator ( 13 ) around a predetermined value.
= The number 13 represents an AlteYnator that pumps Energy from the Flywheel with a stable Power over time and generates electrical energy.
= The number 14 represents the Fixed Frequency and Amplitude Voltage Form Generated by the Permanent Magnet Alternator ( 13 ) = The number 15 represents a 3 phase Diode Rectifier used to Generate a Fixed DC Output Voltage.
= The number 16 represents the Fixed DC Output Voltage Wave Form.
= The number 17 represents an Inverter used to convert Electrical DC Energy into Electrical AC Energy at the right phase, voltage and amplitude, so that it can be returned to the Electrical Utility Grid.
= The number 18 represents the Voltage wave form from the Inverter (12) that is at the right frequency, phase and amplitude so that it is possible to send electrical energy to the Utility Grid with stable power output in time.
= The number 20 represents the turning direction of a moving road segment ( 1) = The number 21 represents the slot used to fix part 72 with part 73 with its male part 23, as shown on Figure 12.
= The number 22 represents the slot used to fix part 92 on part 72.
= The number 23 represents the male part of part 73 that will fit in the slot 21 of part 72.
= The number 24 represents the slot used to mount male part 25 of part 73.
= The number 25 represents the male part of part 73 that will fit in the slot 24 of part 72.
= The number 30 represents a sensor that has a fixed position that is used to activate the IGBTs 52 when magnet 34 is detected. This sensor can only detect 34 because of its location.
= The number 31 represents a sensor that has a fixed position that is used to activate the IGBTs 50 when magnet 35 is detected. This sensor can only detect 35 because of its location.
= The number 32 represents a sensor that has a fixed position that is used to activate the IGBTs 48 when magnet 36 is detected. On Figure 3, this sensor has detected magnet 36 and the Power is on the Winding 48 of the Reluctance Motor's Stator. This sensor can only detect 36 because of its location.
= The number 33 represents a sensor that has a fixed position that is used to activate the IGBTs 54 when magnet 37 is detected. This sensor can only detect 37 because of its location.
= The number 34 represents a magnet that follows the Rotor Salient Pole 51 = The number 35 represents a magnet that follows the Rotor Salient Pole 49 = The number 36 represents a magnet that follows the Rotor Salient Pole 47 = The number 37 represents a magnet that follows the Rotor Salient Pole associated with it.
= The number 41 represents the two IGBTs used to switch on and off the Magnetic Field on coils of the stator (48), so that the rotor aligns his salient poles (47 )in the created fields (46) and turn in the counter clock wise direction ( 45 ).
= The number 42 represents the two IGBTs used to switch on and off the Magnetic Field on coils of the stator (50), so that the rotor aligns his salient poles (49 )in the created fields (46) and turn in the counter clock wise direction ( 45 ).
= The number 43 represents the two IGBTs used to switch on and off the Magnetic Field on coils of the stator (52), so that the rotor aligns his salient poles (51 )in the created fields (46) and turn in the counter clock wise direction ( 45 ).
= The number 44 represents the two IGBTs used to switch on and off the Magnetic Field on coils of the stator (54), so that the rotor aligns his salient poles (53 )in the created fields (46) and turn in the counter clock wise direction ( 45 ).
= The number 45 represents the direction that the rotor will spin if the switching sequence of the IGBT is followed as 41, 42, 43, 44, 41, and so on...
= The number 46 represents a part of the magnetic field line of forces created when the power is applied on the coils of the stator.
= The number 47 represents a salient pole of the Reluctance Motor Rotor = The number 48 represents a salient pole Reluctance Motor Stator = The number 49 represents a salient pole of the Reluctance Motor Rotor = The number 50 represents a salient pole of Reluctance Motor Stator = The number 51 represents a salient pole of the Reluctance Motor Rotor = The number 52 represents a salient pole of Reluctance Motor Stator = The number 53 represents a salient pole of the Reluctance Motor Rotor = The number 54 represents a salient pole of Reluctance Motor Stator = The number 60 represents axis of time = The number 62 represents the " Off " position of the IGBT. It could also be used in intermediate positions by doing amplitude modulation.
= The number 63 represents the " On " position of the IGBT. It could be used in intermediate positions by doing amplitude modulation.
= The number 70 represent the Weight Watching System that only allows a heavy vehicle to activate the Moving Road Segments.
= The number 71 represents the spring that brings back to the Moving Road Segment to the "
ready " position.
= The number 72 represents the top part of the Moving Road Segment ( 1) that forms the Road Surface. This consists in a folded metal material where predetermined laser cuts have been made according to our specifications.
= The number 73 represents underneath part of the Moving Road Segment ( 1) that is connected to the Moving Road Segment Shaft by a ratchet mechanism ( 76). This consists in a folded material sheet where predetermined laser cuts have been made according to our specifications.
= The number 74 represents the Generator main shaft, that is parallel to the traffic direction = The number 75 represents a Moving Road Segment Shaft that is perpendicular to the Generator Main Shaft ( 74 ) = The number 76 represents the Ratchet Mechanism that is connected to the moving Road Segment square axis ( 75 ).
= The number 77 represents the Moving Road Segment Support that is folded sheet of metal in U form.
= The number 78 represents the hole in part 77 for the Moving Road Segment Shaft that is beside the one that sits in the part 77..
= The number 79 represents the hole in part 77 that is used to seat the tubing and oil bushing that allow easy operation of the moving road segment = The number 80 represents a square to round sleeve that allows us to seat the square Moving Road Segment Axis into a bushing for proper rotation.
= The number 81 represents a round sleeve that seat the tube responsible for reinforcement of the underneath part of the Moving Road Segment ( 73 ) = The number 82 represents the Tube responsible for reinforcement of the underneath part of the Moving Road Segment.
= The number 83 represents the screw used to fix part 72 with part 73 thru the holes 84.
= The number 84 represents the mounting holes used to fix part 72 with 73 with the screw 83.
= The number 85 represents the holes used to fix artificial macro / micro texture and create an acceptable coefficient of friction.
= The number 86 represents the micro ! macro texture and the surface used to create the coefficient of friction = The number 87 is the Moving Road Segment's slot that activate the Axis Ratchet ( 76 ) when the Moving Road Segment is activated but allows the Moving Road Segment to come back in place without activating the Moving Road Segment Axis ( 75 ) when the spring ( 71 ) bring back the Moving Road Segment to the " ready " position after it has been activated.
= The number 88 represents the part 72 unfolded = The number 89 represents the part 73 unfolded = The number 90 represents the vehicle direction = The number 91 represents the shaft turning direction = The number 92 is a guide used to protect 83 against the snow machines.
= The number 93 represents the anti rear spin support = The number 94 represents a pole where we can put our control cabinet = The number 95 represents a control cabinet where everything from the rectifier (7) to the inverter ( 17 ) is located.
= The number 96 represents the power cord from the Generator ( 5 ) to the Control Cabinet ( 95).
= The number 97 represents the power cord that can be connected to a power outlet to feed a client installation and reduce its electrical bill or simply sell power the utility.
= The number 98 represents a pedestrian = The number 99 represents angle gears that we use to connect the Generator main shaft ( 74 ) with the Moving Road Segment shaft ( 75) The Figures:
Figure 1, represents an overview of the Road Energy Recycler principle. In the figure, you see that a vehicle tire ( 3 ) activates a moving road segment (1) that has a circular movement and resists to the vehicle tire passage only with an horizontal force ( 2 ) because of the innovation related to the Shafts ( 75 and 74 ) and Moving Road Segments ( 1 and 1' ) arrangement.. By turning the moving road segment ( 1), the Road Energy Recycler train a Permanent Magnet Generator ( 5 ) that creates a Voltage Signal (6) that has a frequency and amplitude directly proportional to the vehicle tire's speed. This Voltage Signal is rectified with a rectifier ( 7) so that we have a DC Output Voltage ( 8 ) that will be used to create magnetic field on the Switched Reluctance Motor ( 10 ). For example, when we apply this DC Voltage with our Power Electronic System ( 9 ) on IGBT
41, we create a North Pole and a South Pole between two of the salient poles of the Rotor ( 47 and 53 ) that are not yet aligned with the Stator Active Poles ( 48 ). This forces the rotor to rotate 15 degrees to allow the magnetic field's line of forces ( 46 ) to close their loops in the shortest possible path. The control of the firing on the IGBT allows us to control the time and manner that we will apply the DC voltage on the Winding of the Stator. So, the Torq of the reluctance motor ( 9) is controllable at any time during the deceleration period, whatever is the speed of the flywheel. This allows us to decelerate smoothly any vehicle, w h a t ever is t h e Flywheel speed ( 11 ) at the time that the vehicle hits our Road Energy Recycling System. By the first principle of Thermodynamic, we know that the energy used by the reluctance motor ( 10 ) to accelerate the Flywheel ( 11 ) is equal to what has been retrieved from the decelerated vehicle, plus our efficiency. Our efficiency being close to 95 %, we can say, for explanation purposes, that we are efficient at 100%.
The gear ratio between the Generator main shaft ( 74 ) and the Moving Road Segment shaft ( 75 ) is controlled thru the entire deceleration path. This allows us to fix speed zones for which the amplitude of the voltage produced ( 6 ) will provide a DC input voltage ( 8 ) on the Stator of the Reluctance Motor ( 10 ) that will give a comfortable deceleration of about 1.5 m/sZ to the vehicle, providing that a vehicle arrives at the prescribed speed on the Road Energy Recycler. Things are well done in the nature so the energy of a vehicle works with the square of its speed. The Voltage Generated by our Generator ( 6 ) is directly proportional to the speed of the vehicle passing on our Road Energy Recycler . Since the Power Applied on the Reluctance Motor ( 10 ) is proportional to the Square of the Voltage applied on its stator windings ( 8 ), then we have a natural closed loop system that works very well because of the magnets ( 34 to 37 ) put on the rotor of the Reluctance Motor ( 10 ) that allow our system to fire at the very precise moment where we need to do it on the IGBTs ( 41 to 44 ). This means that a vehicle that arrives 20 % above the reference speed will be decelerated 1.44 times faster than the one that arrives at the reference speed. This also means that a vehicle arriving two times slower than the reference speed will be decelerated 4 times less than a vehicle arriving at the reference speed. It is the same principle for any other speed. The only difference is that this system is intelligent enough to let pass a vehicle that would arrive so fast that it would be dangerous to decelerate it, because the tires would step above the first Moving Road Segment ( 73 ) and stay on top of all the following Moving Road Segments until it reaches a critical speed where it could be decelerated securely. There is also the case where a vehicle arrives at the reference speed but try to accelerate on the Road Energy Recycler. Then, the Voltage Produced ( 6) by the Generator ( 5 ) will increase along its deceleration path and the decelerating force ( 2 ) will increased proportionally to the square of the difference with the speed reference and the real speed of the vehicle, up to a moment where the decelerating force ( 2 ) is too high and the tire will step above the moving road segments ( 1) and stay there. This natural closed loop system works at the light speed, meaning, 300 000 km/s. So, the response of the Road Energy Recycler is almost instantaneous.
The Energy Retried f r o m the Vehicle is now stored in t h e Flywheel ( 11 ).
This Flywheel is connected via a transmission ( 12 ) to an Alternator ( 13 ). From this point, if we meet the local Utility Requirements in terms of Frequency of our Electrical Signal, we can directly send the Electrical Energy ( 18 ) to the Utility Grid. However, by connecting directly the Alternator ( 13 ) to the Utility Grid ( 18 ), it is impossible for our system to manage the Power Output or the production of Electrical Energy in Time. That is why we have a Figure 1 a).
Figure 1 A represents the same as figure 1 but with an output energy module that will allow us to control the electrical energy production from the inverter ( 17 ) that ultimately takes its energy from the Flywheel ( 11 ). In this Figure, we take the output voltage ( 14 ) of the Alternator ( 13 ) and we rectify it with a rectifier ( 15 ). This gives us a stable DC Output ( 16 ) that we can use with an inverter ( 17 ) to create a perfect Voltage Sine Wave ( 18 ) and Control the Output Current so that the Electrical Energy Production is under control.
Figure 2 shows a side view of the Road Energy Recycler Principle. It shows how it is possible to generate an horizontal force (2) to decelerate a vehicle tire ( 3) instead of using vertical force ( 4).
This is done by the use of a multitude of moving road segments ( 1) connected a common shaft ( 75 ) with a ratchet mechanism and by connecting this common shaft ( 75 ) to a Generator Main Shaft ( 74 ). What we see there is that the vehicle tire is always in contact with a multitude of moving road segments (1) that are independent but that activates the same Generator Main Shaft ( 74 ), that is perpendicular to the Moving Road Segment's axis. The net results is that there is almost no vertical force ( 4) used to decelerate the vehicle and therefore the vehicle suspension is never activated. In practical terms, this means an improved efficiency of the system that is an innovation. In our case, on top of this effect, we interlaced the Moving Road Segments ( 1 and 1' ) so that the effect is more pronounced and the horizontal force ( 2 ) is greater.
Figure 3 represents a cut view of our reluctance motor that we use to generate a constant and comfortable deceleration for a vehicle that goes on our Road Energy Recycler .
Magnets ( 34 to 37) are placed on the rotor to know exactly what is its angular position with respect to his salient poles and the salient poles of the stator, allowing proper firing on the various IGBT ( 41 to 44 ). We have numbered only 4 poles of the rotor ( 47, 49, 51 and 53 ) and 4 poles of the stator ( 48, 50, 52 and 54) for convenience purpose. This motor could turn with an AC magnetic turning field applied on the stator windings but the control over the speed and power would not be as good as what we can do with a switched DC voltage applied on the stator's windings to create magnetic fields that rotate at the speed that we need and that will produce the power needed to decelerate the car properly while accelerating the flywheel adequately. We are able to determine the precise moment for firing on the gate of an IGBT by the use of detectors ( 30 to 33 ) and magnets ( 34 to 37 ). We have shown some of them to explain the principle. On Figure 3, we can see that detector 32 has detected magnet 36 and has turned on the IGBT 41. This forces alignment of Rotor Salient Poles 47 and 53 with Stator Salient Poles 48, and so on !
Figure 4 represents the Switching Sequence needed to rotate the rotor in the Counter Clock Wise direction ( 45 ). When we turn the IGBT 41 " On ", the salient poles of the Rotor (47 ) align with the salient poles of the Stator ( 48 ) so that the line of forces have the least reluctance path, creating a rotation (45 ) up to the moment where the salient poles of the Rotor ( 47 ) are aligned with the salient poles of the Stator ( 48). At this moment, IGBT 41 is turned " Off "
and IGBT 42 " is turned On ". When IGBT 42 is turned on, this forces the alignment of salient poles of the rotor ( 49 ) with salient poles of the stator ( 50 ). At this moment, IGBT 42 is turned off and we turn on IGBT
43. This will force the alignment of salient poles of the rotor ( 51 ) with salient poles of the stator ( 52 ). At this moment, IGBT 43 is turned off and we turn on IGBT 44. etc...
This could be done with sine wave modulation, not just " on " and "off " switching, to create the desired effect.
Figure 5 represents a functional diagram of the IGBT ( 41, 42, 43 and 44 ) used to switched the DC
Voltage ( 8 ) on the Stator Windings ( 48, 50, 52 and 54 ) of the Reluctance Motor ( 10 ). The switching sequence principle is shown on figure 4. Practically speaking, there is overlaps between switching of the IGBTs ( 41, 43, 43 and 44 ) and we take advantage of it in order to switch the power on Stator Windings of the Reluctance Motor.
The figure 6 represents a side view of one moving road segment ( 1) in 3 different positions ( A, B
and C ) as well as some of its components shown separately, for ease of understanding. The first mechanism that intervenes is the weight watcher system ( 70 ). If a vehicle is not heavy enough, its tires ( 3 ) will go on top of the moving road segment and do the ride without activating the Moving Road Segment ( 1). If the vehicle is heavy enough, it will activate the Moving Road Segment ( 1) because the Weight Watching System ( 70 ) will let pass the spring pin. Once a moving road segment is activated, a decelerating force ( 2 ) that faces the vehicle direction ( 90 ) is produced by the counter electromotive force of the Generator ( 5 ) on the Generator Main Shaft ( 74 ) that is connected to the Moving Road Segment shaft ( 75 ). All the Moving Road Segments ( 1) can only turn in one direction ( 20 ) that is in the right way, from right to left.
When any of the moving road segment is activated, it activates its axis and this activates the Generator Main Shaft ( 74 ) thru a set of angle gears ( 99 ) made specially for converting rotation of perpendicular shafts. When the Generator Main Shaft ( 74 ) turns slower, the Generator (5) generates less voltage because the variation of flux in time is less important in the Stator winding.
Consequently, the rectified DC
voltage ( 8 ) applied on the Reluctance Motor ( 10 ) is less important as the vehicle advances on the Energy Recycler and the deceleration would be less important if the gear ration does not evolve with the progress of the vehicle on the Road Energy Recycler. So, in order to take this into account, we have increased the gear ratio all along the deceleration trace so that when a vehicle is at the fastest end of the Road Energy Recycler, the Moving Road Segment turns less the Generator Master Shaft ( 74 ) but at the slowest end, it turns more. So, if we keep in mind that the Power applied on the Reluctance Motor (10) is proportional to the square of the Voltage generated by our generator ( 5), it is easy to understand why we changed the gear ratio all along the deceleration path. By defining speed zone, it is equivalent to defme voltage zones and a corresponding decelerating force ( 2). So, we have represented the moving road segment in 3 different positions, A, B and C, in order to see why the decelerating force is mostly horizontal. In position A, we clearly see that the decelerating force ( 2 ) is horizontal. In position B, it is also easy to see it. In position C, the decelerating force ( 2 ) is still horizontal but will have a vertical component very soon ( 4).
However, at this point, the vehicle has already started to activate the next moving road segment that is in its initial position and the decelerating force is, consequently, always horizontal.
Figure 7 represents a side view of the Road Energy Recycler with a tire ( 3 ) ready to activate the first Moving Road Segment ( 1). The first thing done by the Road Energy Recycler is to check if the vehicle is heavy enough. This is done by the Weight Watching System ( 70 ). If the vehicle is not heavy enough, it will simply step above the moving road segment ( 1) and stay on top of it for the ride. If it is heavy enough, a decelerating force ( 2 ) facing the vehicle direction ( 90 ) will be generated. We can see there the position of one of the interlaced Moving Road Segment ( 1' ) as well as the Moving Road Segment Shaft ( 75 ) location.
Figure 8 represents a side view of the Road Energy Recycler with a tire ( 3 ) ready to activate the first Moving Road Segment ( 1). We can see here that the Moving Road Segments are interlaced.
By this, we mean that there is a first layer Moving Road Segment ( 1) that is close to us and another layer of Moving Road Segment ( 1`) that is next to it. This is done like that in order to produce a decelerating force ( 2 ) that is horizontal and faces the vehicle direction. At the mid point between two moving road segment of the same layer ( 1), there is a moving road segment of another layer ( 1' ) so that when a tire activates a moving road segment ( 1), it faces another one in the ready position at the middle point. Therefore, the decelerating force stays horizontal ( 2).
Figure 9 represents a side view of the Road Energy Recycler with a tire ( 3 ) that has activated the first Moving Road Segment ( 1). We can see here that the Moving Road Segments are interlaced.
By this, we mean that there is a first layer Moving Road Segment ( 1 ) that is close to us and a n o t h e r layer of Moving Road Segment ( 1`) that is next to it. This is done like that in order to produce a decelerating force ( 2 ) that is horizontal and faces the vehicle direction. At the mid point between two moving road segment of the same layer ( 1), there is a moving road segment of another layer ( 1 ' ) so that when a tire activates a moving road segment ( 1), it faces another one in the ready position at the middle point. Therefore, the decelerating force stays horizontal ( 2). You can also see that in Figure 14 that is a top view of a part of the Road Energy Recycler.
Figure 10 represents a side view of the Road Energy Recycler with a tire ( 3 ) that has not been able to activate the first Moving Road Segment ( 1) because it was not heavy enough to activate the Weight Watching System ( 70 ). At this moment, the vehicle tire ( 3 ) simply goes above the Road Energy Recycler and circulate just like on a regular road.
Figure I 1 represents a side view of the Road Energy Recycler with a tire ( 3 ) going in the wrong direction. Because of the anti rear spin lock ( 93 ), the tire will simply goes on the Road Energy Recycler and circulate normally.
Figure 12 shows how the Moving Road Segments ( 1) are made and why it is so inventive. They are formed by part 72 and 73. Part 72 is the top part of the moving road segment ( 1) and 73 is the bottom part. Part 88 is the part 72, before it is folded. You can see that part 88 has been cut according to very precise instructions. It has the mounting holes ( 84 ) used to fix part 72 with 73.
It has also mounting holes ( 85 ) used to adjust the micro and macro texture as well as the coefficient of friction, by the use of screw ( 86 ) selected to fit the needs of the application. This is very inventive in the sense that the texture of the simili asphalt could be adjusted to fit the local needs of Ministry of Transportation. There is also a slot (22) used to put a protector ( 92 ) that will save the moving road segment against snow machines. There is also two slots ( 21 and 24 )used to mount the bottom part of the Moving Road Segment ( 73 ) by the use of its males parts ( 23 and 25 ) as well as the screw (83). The part 89 is the part 73 before it is folded. It has a slot ( 87 ) used for the ratchet mechanism ( 76 ) as well as the mounting holes ( 84 ) to fix it on part 72 with the screw ( 83 ).
Figure 13 represents a top view of a part of the Road Energy Recycler, where you can see that a vehicle tire ( 3 ) will be passing at the right while a pedestrian ( 98 ), at the left, walks on the side of the Road Energy Recycler. What we say is that the Moving Road Segments ( 1 and 1`) on which the pedestrian walks will not be activated because of the weigh watching system ( 70 ) and because of the fact that each Moving Road Segments ( 1 and 1are independents because of the ratchet system.
Figure 14 represents a top view of a part of the Road Energy Recycler. With this top view, you can see the moving road segments shaft ( 75 ) that drives the generator main shaft ( 74 ) by the use of Angle Gears ( 99 ). For ease of understanding, we put the Generator main shaft on the side of the road but, in reality, it is located under the simili asphalt, meaning in the middle of the Road Energy Recycler. The Generator ( 5 voltage signal ( 6 ) goes directly inside the control cabinet ( 95 ) by the use of a Power Cord ( 96 ). The control cabinet ( 95 ) is fixed to a pole ( 94 ) but could also be buried for safety purposes. A feeding power cord ( 97 ) can be connected directly to a client installation and it will feed the client with Electrical Energy. Here, we represent a typical 110 V
Power Cord ( 97 ) for ease of understanding but because of the power in play, it would take a lot of 110 V circuits. So, we will often use 550 V AC or higher voltages. It all depends on what is available. Another very inventive point of this Road Energy Recycler is that if another vehicle comes on it with a speed that is relatively faster compare with another vehicle that is already there, then the slower vehicle will cease to be decelerated in order to decelerate the faster vehicle and avoid impact.
The preferred applications would be at gates in parking, replacement of speed bumps, on a public road, where the vehicle needs to stops or where the traffic speed needs to be controlled for various reasons.
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 predictable. Also, one can easily imagine the quantity of energy contained in a traffic period in Los Angeles, 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 this lost energy ! From an environmental perspective, this is a good project since each kwh generated is this less produced in heat in the atmosphere. From this perspective, this technology can be seen as a good way to reduce global waiming. Moreover, this technology generates / recuperates where the demand is located. Usually, close to the electrical distribution system. Since all the Road Energy Recyclers are distributed independently in Cities, they can generate / recuperate the energy at multitudes of points. So, by connecting all these generators to the electrical distribution systems, it reinforces the grid a lot.
Therefore, a complete blackout is almost impossible.
Because of its structure, the Road Energy Recycler is equivalent to a radar or even better because its precision is almost perfect. So, a lot of traffic control applications are possible with the Road Energy Recycler and this is possible while being interesting moneywise.
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.
Finally, it is my intent to patent this invention in the maximum countries as possible.
Claims (2)
- Claim 1 A Road Energy Recycler pavement composed of a multitude of moving road segments and each moving road segment, facing a vehicle direction, turns a shaft of a generator that produces an alternative current that is rectified by a bridge to obtain a direct current and the direct current passes thru a multitude of power electronic valves that control an input current of a reluctance motor in order to control its shaft torque to accelerate a flywheel on its input side, and at the same time on the output side of the flywheel, the flywheel is decelerated smoothly by a transmission that turns an alternator that produces electrical energy.
- Claim 2 A Road Energy Recycler pavement used to control traffic speed and composed of a multitude of moving road segments and each moving road segment, facing a vehicle direction, turns a shaft of a generator that produces an alternative current that is rectified by a bridge to obtain a direct current and the direct current passes thru a multitude of power electronic valves that control an input current of a reluctance motor in order to control its shaft torque to accelerate a flywheel on its input side, and at the same time on the output side of the flywheel, the flywheel is decelerated smoothly by a transmission that turns an alternator that produces electrical energy.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2627833 CA2627833C (en) | 2008-04-21 | 2008-04-21 | Road energy recycler |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2627833 CA2627833C (en) | 2008-04-21 | 2008-04-21 | Road energy recycler |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2627833A1 CA2627833A1 (en) | 2009-10-21 |
| CA2627833C true CA2627833C (en) | 2012-05-15 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2627833 Expired - Fee Related CA2627833C (en) | 2008-04-21 | 2008-04-21 | Road energy recycler |
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Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9287753B2 (en) | 2011-02-17 | 2016-03-15 | Jack Shihzong Jang | Electrical generator apparatus, particularly for use on a vehicle roadway |
| 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 |
| CN110739891B (en) * | 2019-11-08 | 2021-09-21 | 南京航空航天大学 | Electric excitation synchronous reluctance brushless power generation system |
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2008
- 2008-04-21 CA CA 2627833 patent/CA2627833C/en not_active Expired - Fee Related
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| Publication number | Publication date |
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| CA2627833A1 (en) | 2009-10-21 |
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