BACKGROUND OF THE INVENTION
The present invention relates to generating renewable and clean energy from the kinetic energies formed but not harnessed, from moving railway car[s] or trains. The energy created by a rail car's weight and speed (momentum) can be accumulated and then harnessed into clean electrical energy.
It is recognized that there are ancillary purposes for this invention including, but not limited to, braking and reduction of the train's momentum when entering into a speed defined area or population center where safety is a major concern; the reduction of fuels costs when the train utilizes it's diesel engines to slow the train; and, the extension of the expendable parts within the systems employed to slow or brake the trains speed and momentum.
The present invention contemplates one or more trackside generating stations placed prior to the speed limited areas as defined by the Rail Road companies and the US Department of Transportation; Federal Railroad Administration, providing the ‘drag’ required to sufficiently reduce the average trains speeds without mechanical assistance from the engines or braking systems utilizing the tracks on a continuous basis
The invention would provide numbers of stations on both sides of the tracks to sustain the required ‘drag’ while generating electricity from the combination of kinetic energies including inertia, weight, momentum and speed; and, the ‘drag’ created by the interaction between the generators and the subject train[s]. Green energy will be produced in terms of length, speed and duration of this interaction.
BRIEF SUMMARY OF THE INVENTION
A system by which kinetic energies are tapped to generate and deliver power in the form of electricity measured by standard units [i.e. kWh kilowatt hours; mWh megawatt hours] that upon generation is stored in batteries or capacitor type energy storage devices and mad available to the public grid for resale.
Ancillary to the power generation aspects of the invention is the braking capabilities. As the train passes through the ‘rails to watts’ units, drag is exerted by the wheels utilized to turn the generators.
These units are placed on both sides of the train and exert equal pressure resulting in the braking or slowing of the train when entering a speed regulated areas of the rails.
BRIEF DESCRIPTIONS OF THE DRAWINGS
FIG. 1 illustrates one exemplary form of a station's structure having a top plan view, back view and a side view in accordance with the present invention;
FIG. 2 illustrates one possible configuration on a single track of the stations when placed for a specific purpose of the single track used in FIG. 1;
FIG. 3 is the embodiment of a single station base concrete structure with top, side and end views including rebar placement within the concrete structure utilized for the station used in FIG. 1;
FIG. 4 illustrates the inventions articulation capabilities in movement of height and lateral in and out movement of the invention in FIG. 1;
FIG. 5 illustrates the vandal prevention with air flow structure surrounding the station used in FIG. 1;
FIG. 6 illustrates the primary components required for the controlled, monitored, efficient and safe operation of the invention in FIG. 1;
FIG. 7 illustrates the additional and alternative components contemplated as standard components of the invention shown in FIG. 1;
FIG. 8 illustrates dual application of stations when the invention is utilized on side by side tracks where direction and traffic patterns are sufficient to deploy stations adequate in numbers to achieve speed reduction on a single side by the invention as shown in FIG. 1;
FIG. 9 illustrates the common configurations to the invention when applied to ‘elevated’ or ‘subway’ operations with secondary locations in the subway tunnel of the stations as shown in FIG. 1;
FIG. 10 illustrates the common configuration of the invention when utilized and applied within a subway tunnel in the walkway area as shown in FIG. 1;
FIG. 11 illustrates the application of the invention in the subway tunnel utilizing the roof surface of the tunnel and the application of the invention as shown in FIG. 1;
FIG. 12 illustrates the end view components of the invention relative to the roof unit mounted unit and the inertia dampening arch of the landing gear drive of the invention in FIG. 1;
FIG. 13 illustrates the top view of the roof mounted unit and the end view of both applications of the components of the invention in FIG. 1;
FIG. 14 illustrates the components of the unit configured for the walkway position on the floor of the subway tunnel of the application of the invention in FIG. 1;
DETAIL DESCRIPTION OF THE INVENTION
Turning now to FIG. 1, there is shown one example of an embodiment of single station that may be utilized to form a larger set of stations providing for the required ‘drag’ that will be used to implement the functions described above. In the example of FIG. 1, we view on the left a top plan and back view and on the right a side view showing the upper and lower components and the relationship to the base structure component, 1, Noticing the single roller common to the stations; 2, a top view of the structural concrete base component; 3, the top view of the targeting sensor; 4, the top view of the generators; 5, the vandal/air flow cage from the top view; 6, shows imbedded lifting lugs in the base structure; Turning now to the back view 7. illustrates the vandal/air flow cage; 8, indicates the upper row of generators on the station; 9, shows the supporting generator rack; 10, the back view of the lifting lugs; 11, shows the electric motor utilized to adjust the height of the generators in relationship to the passing train cars; 12, the back view of the base structure; 13, the electric motors used to adjust the relative position of the generators in or out from the train cars; 14, the side view of the generators; 15, the upper generator roller; 16 the actuator bar attached to the train cars; 17, the side view of the lifting lug; 18, the end view of the upper wall of the base structure; 19, the ground cleats of the base structure; 20, the end view of the electric motor utilized to change the relationship of the generators in and out from the train cars; 21, a end view of the lower generator; 22, the end view of the generator rack; and 23, the end view of the vandal/air flow cage.
Turning now to FIG. 2, there are a number of ancillary station components available to this invention and analogous purposes to each. 24, illustrates a single track configuration from a top plan view; 25, shows the left side track station; 26, shows the top view of the high-speed ceramic capacitor utilized to store and deliver the energy produced from that station; 27, depicts the right side station; 28, shows the corresponding right side capacitor; 29, illustrates the end view of a standard box type rail car; 30, shows the side view of left side capacitor; 31, depicts the end view of the end of the left side station; 32, shows the right side of the end of the station; 33, shows the end view of the right side of the capacitor; and, 34, depicts the railroad ties utilized in the construction of the rails.
Turning now to FIG. 3, there is shown a top plan view of a single station concrete or composite base structure depicting 35, the top of the front or upper element of the base structure; 37, the right side lifting lugs; 38, the front view of the upper section of the base structure; 39, the front view of the right side lifting lugs; 40, the front view of the base structure cleats; 41, the front view of the base structure mounting pad; 42, the side view of the base structure; 43, the recommended placement of rebar within the base structure upper section, the base structure mounting pad, the lifting lugs and the base structure cleats, tying all of the elements together from within the material utilized; 44, the side view of the base structure mounting pad; and, 45, the side view of the base structure cleats.
Referring now to FIG. 4, we have depicted the components 46, in a top view of the main generator frame and table; 47, the top view of the electric motor that moves the table in a lateral movement in respect to the side of the train cars; 48, shows the top view of the electric motor responsible for the vertical movement of the generators in relationship to the train cars, utilizing two push rod assemblies; 49, shows the shock absorbers utilize to reduce ‘jerky’ movement I both the lateral and vertical movements; 50, depicts the front view of the main generator frame and table; 51, shows the front view of the dual shock absorber assembly for the vertical movement; 52, illustrates the horizontal support for the table frame; 53, shows the lower horizontal base frame; 54, shows the front view of the lateral movement electric motor; 55, shows the front view of the vertical movement electric motor; 56, depicts the push rod assembly for the vertical movement; 57, shows the end view of the main frame of the generator table; 58, shows the side view of the vertical shock assembly; 59, shows the push rod assembly for the lateral movement of the frame and table; 60, illustrates the side view of the lateral electric motor; and 61, shows the side view of the vertical frame components.
Turning now to FIG. 5, shows 62, the top plan view of the vandal/air flow cage which is constructed of hardened steel or other composite materials able to with stand attempts at vandalism while still accommodating a sufficient air flow for cooling purposes; 63, illustrates the front view of the vandal/air flow cage; and, 64, shows the end view of said structure.
Referencing FIG. 6, shows the overall system components utilized in the invention. 65, shows the side view of a low torque, high output, generator; 66, depicts the end view of the generator; 67, shows the end view of the shaft collar; 68, shows the side view of the shaft collar; 69, shows the front view of the shaft collar; 70, illustrates the end view of the generator Actuator Pad which exhibits varying viscosity and hardness levels from outside to inside; 71, depicts the side view of the Actuator Pad; 72, shows the front view of the Actuator Pad which is a expendable or replaceable element of the station generating system; 73, side view of the sensor array; 74, front view of the sensor array, which includes but is not limited to infrared, proximity, temperature, vidoegraphic, timing, gas, and other types of sensors as determined by the end-user; 75, the front view of the control panel which houses the wired and wireless communications devices and gauging switches as required for the safe operation of the unit; 76, is the side view of the vertical shock absorbers; 77, is the side view of the horizontal shock absorbers; 78, is the side view of the vertical actuator shaft, 79, is the side view of the actuator hydraulic pump; 80, is the side view of the horizontal actuator shaft; 81, is the side view of the actuator hydraulic pump; 82, is the front view of the optional railcar component that is bolted; welded or otherwise physically attached to the railcar to effect generator rotation, which can be addressed either by mechanical means and or magnetic means depending upon the end-users requirements; 83, is the front view of the actuator material which is molded plastics with dynamic memory capabilities; 84, is the side view of the optional railcar component; and, 85, is the side view of the actuator component.
Turning now to FIG. 7, 86, is a side view of a single generator Actuator Pad which is highly magnetic; 87, depicts the back view of the Magnetic Actuator Pad; 88, is the train car mounting plate with mounting holes and any number of opposing magnetic blocks that will create the spinning of the generator shaft while reacting in opposition to the movement of the opposing magnets; 89, shows a single magnetic block attached to the train car mounting plate; 90, shows the side view of the train car mounting plate; and 91, depicts the side view of the magnetic block attached to the train car mounting plate.
It will be recognized that all of the features described previously for use on this structure of FIG. 1, can be incorporated into other structures FIG. 8, as additional station configurations on dual or side by side tracks. 92, shows the top view of a the high speed ceramic capacitor; 93, depicts a single track oriented towards north bound rail traffic; 94, depicts a single track oriented towards south bound rail traffic; 95, shows the top view of the north bound generating station; 96, shows the top view of the south bound generating station; 97, illustrates the top view of the south bound high speed ceramic storage capacitor; 98, shows the side view of the north bound high speed ceramic storage capacitor; 99, depicts the end view of the north bound generating station; 100, illustrated the south bound side view of the generating station; and, 101, shows the south bound side view of the high speed ceramic storage capacitor.
Now turning to FIG. 9, additional track configurations and applications are depicted. 102, depicts the generating station on the left side of an elevated rails or ‘el’ type of railroad; 103, is the side view of the elevated bridge structure utilized to mount the tracks onto; 104, shows the right side generating station; 105, is an end view of a subway tunnel utilized for subway trains; 106, shows the standard left side ground mounted station; 107, shows the standard right side ground mounted station; 108, depicts an alternate ceiling mounted left side station mount; and, 109, illustrated the right side standard ceiling mount. This type of ceiling mounted stations, are the preferred application for subways, as it allows the preservation of critical floor space for other requirements.
Referencing FIG. 10, the invention configured as a walk-way utilizing the lower area of the subway tunnels. 110, shows top view of the generator drive assembly; 111, depicts the side view of the generator drive assembly; 112, shows the unit in the southbound side of the tunnel; while 113, shows the unit installed in the north bound side of the tunnel. 114, illustrates the front view of a six generator walk way unit; 115, shows the energy storage, dry cell batteries areas on both ends of the unit. The units are completed with lighted walk way indicators; wired and wireless communications links.
Now turning to FIG. 11, illustrates the invention configured for installation in the ceiling or roof areas of the subway tunnel. 116, shows the end view of the installation; 117, depicts the lateral shock absorbers to minimize side to side movement caused by the inherent ‘rocking’ of the train car; 118, illustrates the vertical shock absorbers utilized to minimize the natural up and down movement of the rail car; 119, shows the end view of the south bound generator units; while 120, shows the end view of the north bound generator unit.
Now turning to FIG. 12, illustrates a single wheel roof unit and the components 121, the main frame comprising of materials such as steel or composites; 122, the speed control unit for matching the speed of the railcar prior to engagement; 123, depicts the front view of the landing gear assembly; 124, is the vandal proof mesh which allows for air circulation; 125, the side view of the generators; 126, is the end view of the landing gear assembly. Turning now to 127, depicts the side view of the upper gear drive; 128, illustrates the fore and aft shock assemblies; 129, shows the range of motion of the landing gear assembly; while 130, shows the vertical shock assembly.
Further to FIG. 13, 131, depicts the top view of the invention's frame; 132, shows the continuing use of the vandal proof, air circulating mesh; 133, illustrates the top view of the generators; 134.depicts the top view of the unit control device; 135, shows the fore and aft shocks from the top view; 136, illustrates the top view of the gear assembly. 137, is the end view of the invention in the horizontal format; 138, is the end view of the units controllers; 139, depicts end view of the concrete base; 140, illustrates the vertical shock assemblies utilized to control the vertical motions of the landing gear assembly; 141, depicts the landing gear assembly.
Turning to FIG. 14, illustrates the invention in the ‘lighted walkway’ format. The components are completely compatible throughout the series of applications. 142, illustrates the side view of the invention; 143, shows the adaptable top plate to custom fit the invention into varying dimensioned walkway spaces; 144, depicts the side view of the landing gear assembly and unit controller; 145, is the side view of the generator; while 146, is the side view of the activator wheels. 147, is the top view of the landing gear assembly; 148, is the top view of the activator wheel; 149, is the top view of the landing gear assembly cover; 150, is the fore and aft shock absorbers; 151, depicts the horizontal shock absorber assembly. While 152, shows the side view of the lighted walkway assembly; 153, is the side view of the landing gear assembly; 154, is the side view of the fore and aft shocks; 155, is the side view of the generators. Turning to 156, is the side view of the ADA (American with Disabilities Act) compliant ramp assembly; while 157, illustrates the connecting plate of the ramp to the lighted walkway assembly.
While the invention has been described in what is presently considered to be a preferred embodiment, various modifications and improvements will become apparent to those of ordinary skill in the art. It is therefore intended that the invention not be limited to this specific disclosed embodiment but be interpreted within the scope of the underlying concept. Ancillary and composite materials, station placements and numbers of stations will all be specific to the application of the invention.
Patent Application
20130257047
