TECHNICAL FIELD AND BACKGROUND OF THE INVENTION

[0001] The present invention relates to a system that recovers energy from a moving object, such as a vehicle,

[0002] Energy consumption of non-renewable resources and the pollution created by this energy consumption, as well as pollution created when energy is generated, has long been a concern. Efforts to curb consumption of non-renewable energy sources and to reduce pollution, for example in vehicles, has led to the development of electric and/or hybrid vehicles. While electric and hybrid vehicles have reduced the consumption of some non-renewal resources and generate less pollution, the use of electric vehicles, which require recharging, simply shifts or reallocates the location of the pollution between vehicles and power plants — typically coal fired power plants — and, further, shifts at least some of the energy consumption from one nonrenewable source to another non-renewable source — such as from gasoline to coal. However, the total amount of energy consumed by both types of vehicles has remained generally unchanged.

[0003] While great strides have been made to increase the energy efficiency of vehicles, there are still inherent energy inefficiencies and waste that are not currently addressed. For example, when a vehicle is driven up a hill or an incline and thereafter descends with the engine running, energy is wasted because it is not recoverable at present.

[0004] Consequently, there is a need for a system that can recover wasted energy, such as from a vehicle, and further that can covert the wasted energy into a source of useable energy for immediate or later use.

SUMMARY OF THE INVENTION

[0005] Accordingly, the present invention provides an energy recovery system that recovers energy from a moving object, such as a vehicle, which can be used or stored for later use. [0006] In one form of the invention, an energy recovery system includes a device that produces a magnetic field, which is adapted for mounting to a vehicle, such as an automobile, a train, or the like, and a stationary conductor that is adapted for placing in or adjacent the path of the vehicle such that the magnetic field induces current to flow through the conductor when the vehicle moves past the conductor, which is harnessed and stored for immediate or later use. [0007] In another aspect of the invention, a train car is provided that includes a vehicle frame having first and second bogies. The first bogie is positioned near a first end of the vehicle frame and attached to its underside. The second bogie is positioned near a second end of the vehicle frame and also attached to its underside. A device is positioned underneath the vehicle frame that is adapted to generate a magnetic field. A controller is also provided on the train car that is adapted to activate the device such that the magnetic field generated by the device intersects with a conductor positioned off-board the train car and induces a voltage in the conductor, thereby converting a portion of the train car's kinetic energy to electrical current that flows through the conductor.

[0008] In another aspect of the invention, a train system is provided that includes a non- locomotive train car, a track having a rail, and a coil positioned adjacent the rail. The non- locomotive train car includes a device attached to it that is adapted to generate a magnetic field. A controller is also provided that is adapted to activate the device such that the magnetic field generated by the device intersects with the coil and induces a voltage in the coil, thereby converting a portion of the train car's kinetic energy to electrical current that flows through the coil,

[0009] In still another aspect of the invention, a method is provided for recovering energy from a train. The method includes providing a regenerative brake on a non-locomotive train car and using the regenerative brake to convert kinetic energy of the non-locomotive train car to electrical energy.

[0010] In other aspects of the invention, the device may include a permanent magnet and/or a coil that is activated by the controller by being physically moved to a position nearer to the conductor and/or coil that is positioned off-board the vehicle. The device may also include a coil wherein the activation of the coil includes feeding an electrical current through the coil. The device may be attached to one of the train car's bogies, along with another such device attached to an opposite side of the bogie. An additional two more devices may be attached to another one of the train car's bogies, and all of the devices maybe simultaneously activated by the controller. The controller may receive a control signal from a different train car, such as the locomotive, that indicates a degree to which the device or devices should be activated. In response to an increasing degree specified in the control signal, the controller may either move the device closer to the off-board conductor, increase an electrical current flowing through a coil contained within the device, or both. The system may include a plurality of rails and the conductor may comprise a plurality of coils positioned adjacent the plurality of rails. The conductor may be positioned on an incline such that a train car traveling down the incline has its kinetic energy converted to electrical energy that may be used to power a different train going up the incline on a neighboring track, thereby creating a sort of electromagnetic version of a funicular train. The method of recovering energy from the train may involve positioning a portion of the regenerative brake off-board the vehicle and another portion on-board, or it may involve positioning both portions on-board the vehicle.

[0011] Accordingly, it can be understood that various aspects of the present invention allow for the recovery of energy from moving vehicles, such as train cars, which may otherwise be wasted energy. Further, such recovered energy may be transferred to an energy supply for immediate or later use. In the case of trains, the recovered energy may come from the non- locomotive train cars, as well as the locomotive. By applying the system to non-locomotive train cars, either in addition to or in lieu of the locomotive, the kinetic energy of substantially the entire train may be recovered, thereby greatly improving the energy recovery of prior train systems that have limited their energy recovery to the locomotive train cars.

[0012] These and other objects, advantages, purposes, and features of the invention will become more apparent from the study of the following description taken in conjunction with the drawings.

DETAILED DESCRIPTION OF THE DRAWINGS

[0013] FIG, 1 is a schematic drawing of the energy recovery system of the present invention; [0014] FIG. 2 is a schematic view of the mounting of an electromagnetic field generator to a vehicle;

[0015] FIG. 3 is a side elevational view of a train car to which one or more aspects of the present invention may be applied;

[0016] FIG. 4 is a close-up, side elevational view of a train bogie to which a rotor is attached;

[0017] FIG. 5 is a close-up, side elevational view of the train bogie of FIG. 4 shown moved to a position on the train track where a stator system is positioned; [0018] FIG. 6 is a front, elevational view of the train bogie of FIG. 5; [0019] FIG. 7 is a schematic diagram of a train, including a train locomotive and a plurality of non-locomotive train cars.

[0020] FIG. 8 is a schematic view of a circuit module that may be used in the present invention;

[0021] FIG. 9 is a schematic view of a second embodiment of a circuit module; [0022] FIG. 10 is a schematic view of a third embodiment of a circuit module; [0023] FIG. 11 is a schematic view of a fourth embodiment of a circuit module; [0024] FIG. 12 is a schematic view of a fifth embodiment of a circuit module; [0025] FIG. 13 is a schematic view of one embodiment of a conductor module that may be used in the present invention;

[0026] FIG. 14 is a schematic cross-section of another embodiment of a conductor module; [0027] FIG. 15 is a side view of the module of FIG. 14;

[0028] FIG. 15 A is an end view of the module of FIG. 15 with the wires partially removed for clarity;

[0029] FIG. 16 is a side view of the wires of the conductor module of FIG. 14 with the housing removed for clarity;

[0030] FIG. 16A is an end view of the wire bundle of FIG. 16;

[0031] FIG. 17 is a schematic view of another embodiment of a conductor module in the form of a plurality of looped wires arranged to provide a DC circuit; [0032] FIG. 18 is a similar figure to FIG. 17, with the wire connectors removed for clarity; [0033] FIG. 19 is yet another embodiment of a conductor formed from a plurality of wires arranged in a DC circuit and with one group of wires arranged to form a passageway; [0034] FIG. 20 is yet another embodiment of a conductor formed from a plurality of looped wires also arranged in a DC circuit;

[0035] FIG. 21 is a schematic view of another embodiment of a conductor formed from a plurality of conductor modules that are coupled to a load controller through diodes to form a DC circuit;

[0036] FIG. 22 is a perspective view of a conductor module formed from a plurality of sub- modules arranged in a plane;

[0037] FIG. 23 is a schematic view of another embodiment of a conductor comprising a plurality of looped wires that are arranged to form an AC circuit;

[0038] FIG. 24 is another embodiment of an AC circuit of a conductor incorporated into a slab;

[0039] FIG. 25 is a side elevation view of a magnetic field generating device assembly that may be used in the present invention;

[0040] FIG. 26 is an end view of the magnetic field generating device assembly of FIG. 25; [0041] FIG. 27 is a view similar to FIG. 25 with the assembly housing moved to an operative position;

[0042] FIG. 28 is a side elevation view of another embodiment of a magnetic field generating device assembly;

[0043] FIG. 29 is an end view of the magnetic field generating device assembly of FIG. 28; [0044] FIG. 30 is a similar view to FIG. 28 illustrating the lower portion of the housing incorporating a ground engaging member contacting a guide surface, such as a road surface; [0045] FIG. 3OA is an end view of the assembly of FIG. 30;

[0046] FIG. 31 is another embodiment of a magnetic field generating device assembly; [0047] FIG. 32 is a schematic view of another embodiment of a magnetic field generating device assembly;

[0048] FIG. 33 is a similar view to FIG. 32 with the housing and wheel removed for clarity; [0049] FIG. 34 is a side elevation view of another embodiment of the magnetic field generating device assembly of FIGS. 32 and 33 incorporating a ground engaging member for engaging a ground surface;

[0050] FIG. 35 is a schematic drawing of another embodiment of a magnetic field generating device assembly;

[0051] FIG. 36 is a similar view to FIG. 35 with the magnetic field generator of the assembly shown in a retracted position;

[0052] FIG. 37 is a schematic view of another embodiment of a magnetic field generating device assembly; [0053] FIG. 38 is a side elevation view of the assembly of FIG. 37;

[0054] FIG. 39 is a schematic view of another embodiment of a magnetic field generating device assembly;

[0055] FIG. 40 is a side view of the assembly of FIG. 39;

[0056] FIG. 41 is a schematic view of another embodiment of the magnetic field generating device assembly of the present invention;

[0057] FIG. 42 is a side elevation view of the assembly of FIG. 41 illustrating the magnetic field generator in an extended operative position;

[0058] FIG, 43 is a similar view to FIG. 42 illustrating the magnetic field generator in a retracted position within the housing of the assembly;

[00591 FIG. 44 is a graph illustrating the voltage versus speed of the vehicle generated by the magnetic field generating device passing over one of the conductors;

[0060] FIG. 45 is a schematic drawing of an electric energy transfer system according to an aspect of the invention;

[0061] FIG. 46 is a schematic drawing of the electric energy transfer system of FIG. 45 from a vehicle to a stationary collector;

[0062] FIG. 47 is a flowchart of a method of transferring energy from the vehicle to a stationary collector;

[0063] FIG. 48 is a schematic drawing of the electric energy transfer system between a stationary receiver or transmitter and a vehicle; and

[0064] FIG. 49 is a flowchart of a method of transferring energy between a stationary receiver or transmitter and a vehicle.

DETAILED DESCRIPTION OF THE EMBODIMENTS

OVERALL ENERGY RECOVERY SYSTEM

[0065] Referring to FlG. 1, the numeral 10 generally designates an energy recovery system according to one embodiment of the present invention. As will be more fully described below, energy recovery system 10 uses the motion of a moving object to generate energy and/or resources that can be used immediately or stored for later use and, further, can optionally be delivered to a location remote from the object. For ease of description, hereinafter reference will be made to a vehicle as the moving object. However, it should be understood that the present invention is not so limited.

[0066] Energy recovery system 10 includes a magnetic field generating device 12, a conductor 14, such as a bundle of electrically conductive wires, that forms a closed loop circuit, and an energy storage device 16, such as a battery or a capacitor, which stores the energy generated by the current flowing through the circuit. Magnetic field generator 12 may comprise a permanent magnet or an electromagnet and is mounted to vehicle V, such as a car, an SUV, a truck, a bus, a train, or the like. For example, magnetic field generator 12 may comprise a permanent magnet commercially fabricated from such materials as sintered and bonded Neodymium iron boron, or samarium cobalt, or alnico, or ceramics. The dimensions of the magnet depend on the vehicle size and the ultimate magnetic field strength desired at the conductor surface. One example is a permanent magnet of sintered and bonded Neodymium alloy that is 5.75 inches in width and a square cross sectional dimension of 1.93 inches by 1.93 inches. This permanent magnet example can deliver a field strength of approximately 2300 Gauss at a distance of one inch from its 5.75 inch surface facing the conductor. Higher magnetic strength permanent magnets can be designed but this field strength can generate approximately 10 amps of current at 120 volts A.C. in some alternating conductor circuit designs at vehicle speeds around 25 miles per hour.

[0067] Conductor 14 is located in the path of the vehicle so that when magnetic field generator 12 passes by conductor 14, current flow is induced in the conductor, which is transmitted to energy storage device 16 for storage and later use, as will be more fully described below. As mentioned above, conductor circuits can be designed with a variety of objectives with respect to current and voltage generation. But basically they are either alternating or direct current circuits. The final conductor design will depend on the specific voltage and current desired and the method of storage and use of the generated electricity. For example, when hydrogen generation is desired then the desired conductor design should be direct current whereas for direct lighting an alternating current conductor circuit might be considered. In some embodiments, conductor 14 may include, or may take the form of, a circuit sheet, such as, but not limited to, any of those shown in FIGS. 8-12 and described in greater detail below. [0068] As generally noted above, magnetic field generator 12 is mounted to the vehicle so that when the vehicle is traveling and travels across or by conductor 14, magnetic field generator 12 will induce current flow in conductor 14. According to Faraday's Law of Induction, when a magnet or conductor moves relative to the other, for example when a conductor is moved across a magnetic field, a current is caused to circulate in the conductor. Furthermore, when the magnetic force increases or decreases, it produces electricity; the faster it increases or decreases, the more electricity it produces. In other words, the voltage induced in a conductor is proportional to the rate of change of the magnetic flux. In addition, based on Faraday's laws and Maxwell's equations, the faster the magnetic field is changing, the larger the voltage that will be induced. Therefore, the faster the vehicle moves past conductor 14, the greater the current flow and, hence, the greater amount of energy stored in storage device 16. [0069] As is known from Lenz' law, when a current flow is induced in conductor 14 it creates a magnetic field in conductor 14, which opposes the change in the external magnetic field, produced by magnetic field generator 12. As a result, the forward motion of the vehicle will be slowed; though the degree to which the forward motion will be slowed will vary depending on the magnitude of the respective fields. In keeping with the goal to recover energy, therefore, conductor 14 may be located along the path of vehicle where the vehicle is the most inefficient (i.e. where the vehicle wastes energy) and also where the vehicle has the greatest speed. For example, conductor 14 may be located at a decline, such as on the downhill side of a hill or of a mountain or the like, where the vehicle's speed will increase under the force of gravity over the engine induced speed. On a decline where the speed of the vehicle has increased due to the force of gravity, drivers will often apply their brakes to slow the vehicle to maintain their speed within the speed limit. Ordinarily, the vehicle's engine will run continuously, thus wasting energy, which energy in the present system is recovered. Provided that the reduction in the speed of the vehicle due to the interaction between the two magnetic fields does not exceed the corresponding increase in speed due to gravity, the recovery of energy from the vehicle does not increase the energy consumed by the vehicle. Hence, energy that would otherwise be wasted is recovered from the vehicle. Though it should be understood that the conductor maybe positioned at other locations along the path of the vehicle, including locations where the vehicles must begin braking or begin slowing down. [0070] As noted above, conductor 14 may comprises a bundle of electrically conductive wires, which are placed in the path (or adjacent the path) of the vehicle, hi one embodiment, the wires are extended across the path, for example, across the roadway generally orthogonal to the direction of travel of the vehicle, so that the vehicle passes over the bundle of wires. The wires may also be incorporated below the road surface of the roadway. For example, the wires may be recessed or embedded in the roadway surface and, further, optionally encapsulated in a body that is recessed or embedded in the roadway. The material forming the body for encapsulating the wires may be a non-conductive and/or non-magnetic material, such plastic or rubber or the like, to insulate the wires and to protect the wires from the elements, and road debris. [0071] Referring again to FIG. 1, energy storage device 16 is coupled to a control system 18, which monitors and/or detects when energy storage device 16 has reached or exceeded a threshold level of stored energy. Control system 18 may be configured to transfer energy from storage energy device 16 when the energy level in storage device 16 has reached the threshold level and, further, to transfer the energy to a transmission system or an energy conversion system or the like, where the transferred energy can be used as a supply of energy or to generate resources for some purpose other than driving the vehicle.

[0072] For example, control system 18 may transfer the energy to an energy conversion system 20 to transform the energy into another resource, such as a supply of oxygen, hydrogen, or other consumable products. Furthermore, one or more of these products may in turn be used to generate more energy as noted below. In the illustrated embodiment energy conversion system 20 includes aα electrolysis system 22 that uses the transferred energy to convert, for example, water into oxygen and hydrogen, which oxygen may be forwarded on to laboratories or hospitals or the like. As noted above, the hydrogen may be used for energy generation. Hydrogen may be used as fuel and an energy supply, including to power vehicles, run turbines or fuel cells, which produce electricity, and to generate heat and electricity for buildings. In the illustrated embodiment, the hydrogen is used to run hydrogen fuel cells 23, which convert hydrogen and oxygen into electricity and can be used to power other vehicles or to provide electricity and heat to buildings. Hence, the current flow in conductor 14 may be used to generate energy and/or to produce products.

[0073] As noted above, magnetic field generator 12 may comprise a permanent magnet or an electromagnet. When employing an electromagnet, the magnetic field may be selectively actuated. For example, the vehicle may include a control for actuating the electromagnet. Further, energy recovery system 10 may include a sensor 24 that generates a signal to the vehicle control when the sensor detects that the vehicle is in proximity to conductor 14 so as to trigger the control to actuate the electromagnet. Sensor 24 may be mounted to the vehicle or may be mounted at or near the conductor. Further examples of sensor and switching arrangements that may be used are described below and shown in various of the attached drawings.

[0074] Referring to FIG. 2, the numeral 30 generally designates a vehicle. Although vehicle 30 is illustrated as an automobile, it should be understood that the term vehicle as used herein is used in its broadest sense to cover any means to carry or transport an object and includes trains, buses, trucks, or the like. As noted above, the faster the speed of the magnetic field generator 12, the greater the rate of energy generation. In the illustrated embodiment, magnetic field generator 12 is mounted to a wheel device 32 of vehicle 30. Alternately, the magnetic field generator 12 may be mounted to a flywheel or the like, for example, that is driven by the vehicle engine.

[0075] In one embodiment, either the north (N) or south (S) poles of the magnetic field generator 12 are facing outwardly from the center of the wheel device, so that the poles would be traveling at a higher speed than if mounted at a fixed location on the vehicle. Thus, when the vehicle drives over or adjacent the conductor (14), the rate of rotation of the magnetic field generator 12 would significantly increase the rate of electricity generation per pass over or adjacent the conductor. This same increased energy generation can be used with the magnetic field generator being mounted to a train wheel device.

[0076] Furthermore, the rotating magnetic field generator 12 may also comprise a cylindrical structure formed from a plurality of permanent magnets, with one pole oriented towards the perimeter of the cylindrical-shaped member and the other pole being oriented towards the center of the cylindrical-shaped member. This will ensure conservation of Lens' law for induced current directionality within the conductor.

[0077] In addition, multiple magnetic field generators may be used in any of the aforementioned applications to thereby further enhance the energy recovery. For example, when this system is employed on a train, each train car could include one or more magnetic field generators so that as each car passes the conductor or conductors, which may be located near the track, energy can be generated from each magnetic field generator.

[0078] When multiple magnets are provided, the magnets may be arranged in the same plane and optionally located in close proximity to each other. They may be arranged in a side by side configuration where the amplitude of the electromotive induced by each magnet is additive. Alternately, the magnets may be aligned along a common axis that is aligned with the direction of travel and with their North poles, for example, all facing in the same direction, either all facing in the direction of travel or all facing in an opposed direction from the direction of travel of the vehicle. The magnets may be arranged so that they are abutting each other, for example, each with their N poles oriented in the same direction, for example in the direction of travel. In this manner, when the first magnet passes over the conductor, the first magnet will generate an electromotive force in the conductor. The next magnet will similarly generate an electromagnetic force in the conductor, but the resulting current generated by the magnets will have a slight delay.

[0079] In another arrangement, the magnets may be staggered and aligned along parallel axes also aligned along the direction of travel. With this arrangement the magnets may be arranged so that the waves of electromotive force generated by the magnets overlap so that they are additive to form a combined wave with an increased phase. Consequently, this staggered arrangement prevents the generated voltage from collapsing to zero, which results in an increase in the generated power.

[0080] One example of a train car 40 that may incorporate aspects of energy recovery system 10 is illustrated in FIG. 3. Train car 40, which is a non-locomotive train car, includes a pair of bogies 42 on which a vehicle frame 44 is supported. Bogies 42 each support a pair of wheelsets 50. Wheelsets 50, in turn, each support a pair of wheels 52. Train car 40 travels on a train track 46 that includes two rails 48 (FIG. 6), although it will be understood that the principles of energy recovery system 10 may be applied to trains that travel on monorails, as well as trains that travel with more than two rails.

[0081] As illustrated in FIG. 4, at least one bogie on train car 40 includes a magnetic field generating device 12. Magnetic field generating device 12 may alternatively be referred to as a rotor. Magnetic field generating device 12 is illustrated in FIG. 4 as being attached to, and supported by, one of bogies 42. It will, of course, be understood that magnetic field generating device 12 may be positioned at locations on train car 40 other than that shown in FIG. 4, including, but not limited to, an underside 54 of vehicle frame 44, different positions on bogie 42, and others. Magnetic field generating device 12 may comprise one or more permanent magnets, one or more coils of wire that generate a magnetic field when an electrical current passes therethrough, or a combination of coils with permanent magnetic cores. Magnetic field generating device 12 is shown attached to a moveable arm 56 that allows device 12 to physically move in a manner that will be described more below.

[0082] In the embodiment of energy recovery system 10 depicted in FIG. 5, a conductor 14, which may also be referred to as a stator, is positioned along various portions of railroad track 46. Conductor 14 comprises at least one coil that is oriented in a manner with respect to magnetic field generating device 12 such that, when magnetic field generating device 12 is activated in a manner to be described more below, the magnetic field from device 12 intersects the coil of conductor 14 in a manner so as to induce a voltage within conductor 14. Conductor 14 is adapted to allow this induced voltage to create an electrical current. While not illustrated in FIG. 5, the electrical current within conductor 14 may be transmitted by any suitable means to energy storage device 16.

[0083] Magnetic field generating device 12 and conductor 14 thereby interact with each other in a manner that causes electrical energy to be inductively generated off-board train car 40. Stated alternatively, magnetic field generating device 12 and conductor 14 act in concert to convert at least a portion of the kinetic energy of train car 40 to electrical energy. This electrical energy may then be stored in energy storage device 16 or immediately used for other purposes. The result of the conversion of the kinetic energy of train car 40 to electrical energy is typically a reduction in the speed of train car 40, or a reduced or eliminated acceleration of train car 40 (such as when train car 40 is moving down an incline). The interaction of magnetic field generating device 12 and conductor 14 therefore acts as a regenerative brake. [0084] While conventional regenerative braking typically takes place within the confines of an electrical motor that provides motive power to a vehicle and then, in braking situations, reverses its role of a motor to become a generator, the design of magnetic field generating device 12 and conductor 14 is such that they need not ever be used as a means for providing locomotion to train car 40. However, it will be understood by those skilled in the art that device 12 and conductor 14 could be utilized to either provide locomotive power to train car 40 or to transfer electrical energy to train car 40 for usage on-board. One of the advantages of energy recovery system 10 when practiced in the embodiment depicted in FIG. 5, as well as variations thereof, is that the kinetic energy of the non-locomotive cars can be recovered during braking of the train. In conventional trains, the non-locomotive cars are braked using brakes that physically engage either the wheels, a brake drum that spins with the wheels, or some other structure that rotates in association with the wheels. This physical engagement creates friction that slows down the rotational movement, thereby causing braking of the train car. The kinetic energy of the train car, however, is converted to heat energy with such physical brakes, and that heat energy is lost. [0085] In the embodiments of the energy recovery system 10 of the present invention wherein device 12 and conductor 14 act as regenerative brakes on one or more non-locomotive train cars 40, it is possible to recover substantially more energy that would otherwise be lost during braking in a conventional train. Further, by transferring the recovered electrical energy off-board the vehicle, it is possible to save and/or use virtually all of the recovered energy. In contrast, some conventional regenerative braking systems on the locomotive cars of trains include large scale resistors that convert any excess electrical energy above and beyond the current on-board needs of the train to heat energy, thereby wasting the recovered energy. Energy recovery system 10, however, need not waste any of the recovered energy because energy storage device 16 maybe constructed to handle, store, and/or transfer all of the electrical energy that is generated in conductor 14.

[0086] As can be seen more clearly in FIG. 6, energy recovery system 10, when applied to trains, may include a plurality of conductors 14 with a first one positioned adjacent to a first rail 48a and a second one positioned adjacent to a second rail 48b, wherein first rail 48a is positioned opposite to second rail 48b. Further, train car 40 may be constructed to include a pair of magnetic field generating devices 12a and 12b, with a first one positioned along a first side of train car 40 and a second positioned along an opposite side of train car 40. As shown in FIG. 6, magnetic field generating device 12a is positioned to generate an electrical current within conductor 14a, while magnetic field generating device 12b is positioned to generate an electrical current with in conductor 14b. Both devices 12a and 12b maybe attached to and/or supported by bogie 42. Further, additional devices 12 may be attached to the other one (or more) bogies 42 on train car 40, such that a train car 40 having two bogies 42 may include four magnetic field generating devices 12 (two on each side of each bogie 42).

[0087] As mentioned, conductors 14 may be positioned adjacent rails 48. Conductors 14 maybe constructed in shapes and configurations other than those shown in the attached drawings. Conductors 14 are positioned such that a relatively small amount of physical space exists between them and magnetic field generating devices 12, thereby increasing the amount of electrical current that is induced in conductors 14 when devices 12 pass by. Conductors 14 are shown attached to the outside of rails 48, although it will be understood that they can be repositioned to any suitable location that does not interfere with the proper interaction of wheels 52 on track 46.

[0088] Conductors 14 may advantageously be longitudinally positioned along track 46 at locations where it is likely that train car 40 will need to brake, or where the speed of train car 40 is desirably limited or reduced (such as, for example, when traveling down an inclined section of railroad tracks 46). Conductors 14 therefore may advantageously be placed near train stations, along declined sections of track, along sections of track where the speed limit is reduced, or in other locations. Conductors 14 may extend for a longitudinal length that is long enough for all of the train cars 40 within a train to be able to have their corresponding magnetic field generating devices 12 interact with conductors 14 for a sufficiently long enough time to allow the typical amount of braking to be achieved for the train. Thus, for example, if a particular section of railroad track includes a speed reduction from 40 to 30 miles per hour, and that section of track customarily handles trains that may extend up to a half a mile in length, one or more conductors 14 may be positioned on each of the rails 48 that extend longitudinally along the length of the track for at least a half a mile, and preferably for a greater distance. The amount of distance in excess of half a mile should be, although it is not required to be, long enough to allow the train to reduce its speed from 40 miles per hour to 30 miles per hour while utilizing the regenerative brakes, By extending conductors 14 longitudinally for this distance, it is possible to recapture virtually all of the kinetic energy of the train that is lost due to the speed reduction.

[0089] Because braking may not occur at precisely the same location for each train, it may be advantageous to position additional length of conductors 14 along the rails 48 to accommodate these differences. Also, it may be advantageous to extend conductors 14 even longer to accommodate unusually long trains. It is, however, not necessary for the length of conductors 14 to extend for the entire length of the train. In some embodiments, conductors 14 may extend for only a fraction of the length of the train, in which case regenerative braking only occurs for those train cars 40 which have their devices 12 positioned adjacent a conductor 14. [0090] The positioning of conductors 14 along a longitudinal length of track 46 may involve positioning a series of separate conductors 14 one after another along the length of the track, or, it may alternatively involve positioning one conductor 14 along the track 46 for the entire length for which the conductor's presence is desirable. In other words, the length of individual conductors 14 may be varied in any suitable fashion. Further, regardless of length, conductors 14 may include multiple coils arranged to accumulate their collectively induced electrical current, or it may include only a single coil.

[0091] The braking action created by the interaction of devices 12 and conductors 14 may be the sole means for braking a train car 40; however, it may be advantageous to also include on train car 40 mechanical brakes in addition to devices 12. That is, train car 40 may, in addition to devices 12, include conventional mechanical brakes that frictionally retard the rotational movement of the wheels 52 (and thereby generate heat). Such conventional brakes may operate directly against the wheels, or they may operate against brake drums associates with the wheels, or against any other rotating component of the train car 40 that rotates in conjunction with the wheels. Other types of brakes besides mechanical brakes may also be used on train car 40. [0092] Train car 40 may be configured to include one or more sensors (not shown) that detect the presence of conductor 14 alongside rails 48. Further, train car 40 may include a controller 58 (FIG. 7) that is in communication with the sensor and, if the presence of conductor 14 is detected, activates devices 12 when a control signal is received indicating that the train car is to be braked. That is, controller 58 may be configured to first utilize devices 12 in conjunction with conductors 14 when the train car is to be braked. If conductors 14 are not available, then controller 58 may be configured to implement the braking of the train car by using the secondary braking system on board the train car (such as the mechanical brakes discussed above). In this manner, controller 58 will ensure that the kinetic energy lost due to braking will be recovered wherever such recovery is possible (it is contemplated, though not required, that conductors 14 will not be positioned alongside the entire length of tracks 46, but rather, as noted above, only in those areas where the kinetic energy of the train is desirably reduced or limited, although it would be possible to position conductors 14 along the entire length of track over which the train may travel).

[0093] FIG. 7 illustrates a train 60 that may utilize one or more aspects of the energy recovery systems of the present invention. Train 60 is comprised of a locomotive 62 and two non-locomotive train cars 40. Locomotive 62 provides the motive force for moving train 60, and locomotive 62 may be a diesel-powered locomotive, an electric locomotive, or any other type of locomotive. Non-locomotive cars 40 differ from locomotive 62 in that they must be pulled by a locomotive in order to move along the railroad tracks. Locomotive 62 includes a braking control 64 that is typically activated manually by an engineer who rides aboard locomotive 62 (although it may be activated automatically in certain situations). Braking control 64 may be a conventional structure used to activate the brakes on a train, or it may be a custom-designed structure built specifically to interact with the devices 12 on board train cars 40. However constructed, braking control 64 causes the brakes aboard train 60 to be activated, thereby reducing the speed of train 60. More specifically, the brakes that are activated by braking control 64 may be either, or both, of the conventional brakes aboard the tram cars 40 and the regenerative brakes of devices 12 and conductors 14, as will be explained more below. [0094] When braking control 64 is activated, it sends a control message along a braking conduit 66 that extends to each of the train cars 40 that are pulled (or pushed) by locomotive 62. Conduit 66 may include an electrical wire, in which case the control message includes one or more electrical signals, or conduit 66 may include a pressurized air (or other fluid) line, in which case the control messages include fluid signals. Alternatively, conduit 66 may transfer a mixture of both electrical and pressurized fluid signals. While conduit 66 is illustrated in FIG. 7 as comprised of a single line, conduit 66 may include multiple lines. Conduit 66 passes through a plurality of connectors 72 that are positioned toward the ends of each train car 40. Connectors 66 may be any suitable type of connectors that allow conduit 66 to be connected and disconnected from neighboring train cars, and to communicate its control signals from one train car to another when so connected. Such connectors may include jacks, plugs, or any other suitable type of connector.

[0095] Each train car 40 may include a controller 58. Controllers 58 are in communication with conduit 66, whether the communication is fluid, electric, or otherwise. When braking control 64 is activated, it sends an appropriate braking control message through conduit 66 that is detected by controllers 58. Controllers 58 respond to the braking message by activating magnetic field generating devices 12. Such activation may take on a variety of forms. In one embodiment, magnetic field generating devices 12 include one or more coils, and the activation of devices 12 includes feeding an electrical current through the coils to thereby generate a magnetic field. In another embodiment, magnetic field generating devices 12 may be permanent magnets and the activation of devices 12 includes physically moving devices 12 to a location in which they are in closer proximity to conductors 14. In yet another embodiment, magnetic field generating devices 12 include both coils and permanent magnets, and the activation of devices 12 includes both feeding a current through the coils and physically moving devices 12 closer to conductors 14.

[0096] If constructed such that devices 12 move closer to conductors 14 upon activation, the movement of devices 12 is carried out by way of moveable arm 56. Moveable arm 56 may be constructed in any suitable manner that allows devices 12 to be moved toward and away from conductors 14. For example, moveable arm 56 may be constructed to move devices 12 toward and away from conductors 14 in a horizontal direction 68 (FIG. 6), or a vertical direction 70, or a combination of both horizontal and vertical movement. Moveable arm 56 may be powered electrically, pneumatically, or by other means. Moveable arm 56 may utilize one or more solenoids, pneumatic actuators, or other suitable actuators, for carrying out the desired physical movement of devices 12. Moveable arm 56 is illustrated in FIGS. 5 and 6 as being attached to bogie 42, but moveable arm may be attached to other portions of train car 40. [0097] If devices 12 do not contain any permanent magnets, controller 58 may be configured to activate device 12 simply by feeding an electrical current through the coil (or coils) of device 12 without physically moving device 12. In such cases, moveable arm 56 may optionally be dispensed with.

[0098] Regardless of the construction and/or presence of moveable arm 56, the control signals transmitted from braking control 64 may include information regarding the intensity or degree to which the brakes should be activated. The particular manner in which this intensity or degree is indicated can vary in any suitable manner. For electrical communications, the intensity may be proportional to, or otherwise related to, a voltage level, or it may involve a digital signal, or it may involve other forms. For fluid communications, the intensity may be proportional, or otherwise related to, a pressure level, or it may involve other forms. Regardless of format, the intensity level communicated via the control message provides an indication of how hard the brakes should be activated. That is, the harder the brakes are activated, the more quickly the train should slow down.

[0099] In order to carry out this variable intensity braking, controller 58 may be configured such that the amount of electrical current supplied to devices 12 and/or the amount of physical movement of devices 12 is tied to the intensity specified in the control message. Stated

44- alternatively, the higher the intensity of braking indicated in the control message, the more current controller 58 may supply to devices 12 (assuming they contain at least one coil) and the closer controller 58 may physically move devices 12 to conductors 14 (assuming devices 12 are attached to a moveable arm 56, or other means for moving them). Thus, if the train engineer wishes the train to stop as fast as possible, the intensity level indicated in the control message will be at a maximum, and controller 58 will either feed the maximum amount of current through devices 12 (to thereby create the strongest magnetic field possible), and/or it will move devices 12 to the position in which they are as close to conductors 14 as is possible (to thereby maximize the amount of magnetic flux from devices 12 that is intersected by conductors 14). [00100] The braking carried out by devices 12 and conductors 14 may also be reversed from that described above in certain embodiments, That is, when it is desirable for the train to brake, braking control 64 could be adapted to transmit a braking signal to an off-board controller that physically moved conductors 14 into a position in which the magnetic fields of devices 12 intersected conductors 14. The amount of movement could be tied to the intensity of braking that was desired. Such movement would reduce the kinetic energy of the train through the application of Lenz's law and the increased current induced in conductors 14. [00101] As illustrated in FIG. 7, a single controller 58 may be positioned on each train car 40 and adapted to control four or more different magnetic field generating devices 12. When controlling multiple different devices 12, the changes to each device may be carried out simultaneously, or substantially simultaneously, in order to avoid applying uneven, and potentially disruptive, forces to the train car 40. In an alternative, multiple controllers 58 may be included on a single train car 40. Controllers 58 may be constructed in a wide variety of different manners. Controllers 58 may be purely electronic devices or purely mechanical devices, or they may be a mixture of the two. If they include electronic circuitry, such circuitry may include one or more processors, discrete logic circuits, ASICs, field programmable gate arrays, memory, and/or a combinations of any or all of the foregoing. If they include mechanical structures, the structure may include any suitable mechanical devices for moving devices 12 and/or controlling the electrical current passing through the coil or coils of devices 12.

[00102] As a safety mechanism, controller 58 may be configured to automatically and/or repetitively check to see if it is in communication with braking control 64. If such communication is not detected, controller 58 maybe configured to automatically activate devices 12. Such automatic activation may help prevent a runaway train car 40 in situations where the train car becomes detached from the locomotive.

[00103] The types of trains to which the energy recovery principles discussed herein may be applied are not limited. While the accompanying drawings illustrate a freight train car, the principles may be applied to passenger trains, subways, elevated trains, electrical trains, diesel- powered trains, monorails, and trains having more than two rails. Further, the energy recovery principles discussed herein are not limited to any particular gauge of the railroad. [00104] In some embodiments, conductors 14 may be placed along a section of railroad track 46 that is inclined and the kinetic energy of a train traveling down the incline may be transferred, via devices 12 and conductors 14, to energy storage device 16. The energy stored therein may then be used for assisting another train (or the same train at a later time) up the incline. The stored energy may be supplied to the assisted train by any suitable means, including a catenary located above the train, via a third (or fourth) electrified rail, via inductive coupling, or by other means. However transferred, the energy that would otherwise be lost due to braking of the descending train is able to be recaptured and used for ascension. The conductors 14 in such a situation may be applied to a single track, or they may be applied to multiple tracks within a vicinity of each other, When used in conjunction with multiple tracks, the energy recovered via conductors 14 from the descending train may be transferred to an ascending train on one of the neighboring tracks that is ascending at the same time the first train is descending. In such a situation, the energy recovery system acts as an electrical version of a funicular train system whereby energy from the descending train is transferred to energy of the ascending train. It is not necessary, however, that the energy recovered during the first train's descent be immediately used for assisting another ascending train. Instead, the energy may be stored in any suitable means and used at a later time for assisting the ascending train (which may, as noted, be the first train making a later return trip on the same track, although it may also be a different train). [00105] As was noted above, train cars 40 that are equipped with magnetic field generating devices 12 may also include conventional brakes that are activated by either braking control 64, or by other means. When so included, controllers 58 maybe configured to determine whether a conductor 14 is positioned adjacent the train car when the brakes are activated. If so, controller 58 may first activate device 12 prior to activating the conventional brakes. Indeed, when a conductor 14 is nearby controller 58 maybe configured to only activate the conventional brakes if the braking intensity exceeds a predefined threshold level. In that manner, most of the kinetic energy of the train car 40 can be recovered except in cases of hard braking. In such cases of hard braking, both the conventional brakes and devices 12 (in conjunction with conductors 14) will act to retard the movement of train car 40. If train car 40 is not positioned adjacent a conductor 14, controller 58 activates the conventional brakes when any braking signal is received, regardless of intensity.

[00106] In some embodiments, the decision as to whether to brake the train using conventional brakes or devices 12 in conjunction with conductors 14 may be carried out by a centralized controller located on board the locomotive 62. hi such cases, there may be separate conduits 66 for the conventional brakes and the devices 12. Further, in such cases, the individual controllers 58 on each car would not need to be responsible for deciding which brakes to activate, but would simply respond to control signals indicating what braking action to take. Indeed, when the decision of which brakes to activate is made via a centralized controller located on the locomotive 62, the signal to activate the conventional brakes may travel via an entirely different conduit separate from conduit 66. In such a case, controllers 58 may not be responsible at all for activating the conventional brakes on board the train car 40. [00107] While energy recovery system 10 has been described above primarily as generating electrical energy off-board the vehicle in conductors 14, some embodiments of system 10 include the generation of electrical energy on-board the vehicle. For example, in one embodiment, a non-locomotive train car 40 includes regenerative brakes that generate electricity on-board the non-locomotive train car 40. Such energy may be transferred to different train cars within the train and consumed on-board with any excess energy preferably stored. The stored energy may then be transferred off of the train in any suitable manner for later use by other trains, or for other uses. By including prior regenerative brakes on non-locomotive train cars, it is possible to recover a substantially larger fraction of the kinetic energy of the train than is recovered in prior art locomotives that use regenerative braking because such regenerative braking is limited to only the locomotive. Thus, the braking of the non-locomotive cars in such prior art systems ends up wasting much of the kinetic energy associated with the non-locomotive cars. At least one embodiment of energy recovery system 10 recaptures this energy by converting it to electrical energy on-board the train, while other embodiments recapture it by converting it to electrical energy off-board the train. Thus, some embodiments of the energy recovery system may include regenerative brakes that include a first portion (the stator 14) that is positioned off-board the vehicle (train car 40) and a second portion (the rotor 12) that is positioned on-board the vehicle, while other embodiments may include both portions on-board the train.

CIRCUIT MODULES

[00108] Referring to FIG. 8, the numeral 110 generally designates a circuit module that may be used in any of the various energy recovery system embodiments described herein. Although the various embodiments of the circuit module are described in reference to a moving magnetic field generator and a stationary circuit, it should be understood that the circuit may be mounted to the vehicle, and the magnetic field generator mounted to the stationary surface, with one or more of the circuit modules equally suitable for use.

[00109] As will be more fully described below, circuit module 110 is configured to provide a flexible circuit that can be rolled, for example about a reel or drum or the like, so that the circuit can be stored in a compact arrangement and, further, easily deployed for use in the energy recovery systems described herein. Furthermore, as will be appreciated from the following description, circuit module 110 may be configured such that it can be adjusted in size to suit the particular application. Alternately, as described more fully below in reference to FIG. 12, the circuit may be embedded in a substrate, such as the ground or road surface, or an object positioned adjacent a train truck.

[00110] Referring to FIG. 8, in the illustrated embodiment, circuit module 110 includes a flexible substrate 112 in the form of a flexible sheet or film and a circuit 114, which is supported by substrate 112. Substrate 112 may be formed from a flexible sheet of non-conductive material, such as a polymer sheet, paper, or tar paper. Suitable polymer sheets include polyester sheets, including a polyethylene sheet, such as a biaxially-oriented polyethylene terephthalate (boPET) sheet, which is commercially available under the tradename MYLAR. Other suitable polymer sheets include a polyvinyl chloride (PVC) sheet.

[00111] Circuit 114 may include one or more loops 116 that are arranged on the sheet. In the illustrated embodiment, circuit 114 includes a plurality of loops 116 that are arranged in series and arranged on the sheet in a plane. It should be understood that the number of loops can be varied — increased or decreased — depending on the application, including, as noted, decreased to a single loop. Circuit 114 includes a pair of contacts 118 and 120 for coupling circuit 114 to an external device 122. Contacts 118 and 120 may be provided on sheet 112 and located within outer perimeter 112a of sheet 112 or may project from perimeter 112a of sheet 112 for coupling to the leads 122a and 122b of external device 122.

[00112] Loops 116 are formed from a plurality of conductive paths 124 that are provided on surface 112b of sheet 112. For example, conductive paths 124 may be formed from metal or metal oxide paths, which are formed by deposits of a conductive substance on sheet 112 using conventional deposition methods. In one form, the conductive paths are arranged such that the loops, which as noted above, are arranged in series and, further, are arranged in an array on one side of the sheet, along with the common conductive path that couples to the first loop and forms or couples to contact 118. The other common conductive path that couples to the last loop extends along the other side of the sheet to then form or couple to contact 120 for coupling to the external device. Although only one array is illustrated it should be understood that a sheet may include a plurality of arrays that are interconnected to the common conductive paths of the adjacent array, but with each array then optionally including a diode to control the flow of current from each array through the common conductive paths and then to the common external device. When the sheet supports multiple arrays, it is also contemplated that the length of the sheet, and therefore the number of arrays, maybe adjusted by simply cutting off a section of the sheet between two adjacent arrays. In this manner the circuit can be adjusted to suit a particular application without any significant rework.

[00113] The conductive substance may be deposited on sheet 112, for example, using vacuum deposition, evaporation, or sputtering or the like. Further, the circuit may be formed by etching the conductive substance that is deposited on sheet 112. Alternately, the circuit may be formed by masking portions of the flexible sheet when the conductive substance is deposited on the sheet. Suitable conductive substances include metals, such as copper, aluminum, silver, or the like, or metal oxides such as indium tin oxide or the like.

[00114] When a magnetic field is passed across a plurality of conductive loops, the change in the magnetic field due to the movement of the magnet across the conductive paths induces current flow through the conductive paths and, in the illustrated embodiment, produces an alternating current through circuit 114. As described in the copending application, the alternating current may be delivered to an external device, such as external device 122, which may comprise an energy storage device, such as a battery or a capacitor, which stores the energy generated by the current flowing through the circuit or may comprise a transformer, which steps up the voltage to directly feed the energy to a power grid. In the case of an energy storage device a direct current is needed; therefore, as described below, the circuit module of the present embodiment may also incorporate a rectifier to convert the alternating current (AC) into a direct current (DC).

[00115] Referring to FIG. 9, the numeral 210 generally designates another embodiment of a circuit module that may be used with any of the energy recovery systems described herein. Circuit module 210 is of similar construction to module 110 and includes a flexible sheet 212 of non-conductive material and one or more loops, which form an AC circuit when the magnet is passed across the loops as described above. For further details of sheet 212 and how circuit 214 is formed on sheet 212, reference is made to the first embodiment.

[00116] In the illustrated embodiment, circuit 214 also includes a rectifier 214a in the form of a diode, which only allows one-way flow of current through the diode to device 122. In the illustrated embodiment, rectifier 214a is a half- wave rectifier because it only allows one-half of the current wave form to pass through to device 122.

[00117] Referring to FIG. 10, the numeral 310 designates yet another embodiment of a circuit module that may be used in the energy recovery systems described herein. Circuit module 310 includes a flexible sheet of non-conductive material 312 and a circuit 314, which includes one or more loops 316, which may also be arranged in series similar to the previous embodiments. [00118] In the illustrated embodiment, rectifier 314a comprises a diode bridge, which forms a full wave rectifier circuit so that the full capacity of the circuit 314 is delivered to device 122. Other full wave rectifier circuits that may be used include center tap designs which incorporate a transformer. However, the necessity of the center tapped secondary winding may significantly increase the cost of the circuit and, further, may be limited to low power applications. Although illustrated in reference to a single diode bridge, multiple diode bridges may be used to reduce the ripple effect on the voltage output that is associated with a full wave rectifier circuit. [00119] Alternately, referring to FIG. 11, circuit module 410, which similarly includes a flexible sheet of non-conductive material 412 and a circuit 414 formed from one or more loops 416, may be provided with a rectifier 414a for each loop. As will be understood, therefore, the circuit modules of FIGS. 9-11 are rectified to provide a DC output to device 122. [00120] Referring to FIG. 12, the number 510 designates yet another embodiment of a circuit module. Circuit module 510 includes a substrate S and a circuit 514, which is at least partially embedded in substrate S. Substrate S may be formed from a portion of a ground or road surface, such as a portion of an asphalt road surface or a portion of a concrete road surface. Alternately, substrate S may be formed from a slab of material, such as a polymer material or an asphalt or concrete slab, that is inserted into a road surface, or positioned adjacent a rail track. [00121] Similar to the previous embodiments, circuit 514 includes one or more loops 516 that are optionally generally arranged in a plane, though as will be more fully described below, portions of the loops may be offset from the plane as a result of the topology of substrate S. For further details of loops 516, contacts 518, 520 and external device 522 reference is made to the previous embodiments. Further, it should be noted that circuit 514 may include one or more rectifiers as described in reference to circuits 214, 414, and 414.

[00122] As best seen in FIG. 12, substrate S includes one or more recesses 530. At least a portion of circuit 514 is located and embedded in recess 530. For example, in the illustrated embodiment substrate S includes a plurality of recesses 530 that are formed therein, for example by cutting or molding or by melting the substrate such that the circuit can be embedded in the substrate, for example while the melted portion of the substrate is still pliable. Recesses 530 may comprise a plurality of generally parallel elongate recesses that form channels for receiving the transverse sections or portions 516a of each loop. The elongate channels maybe interconnected by cross channels (not shown) to receive the interconnecting sections or portions 516b of the loops so that almost the entire circuit 516 maybe embedded in substrate S. Alternately, the interconnection portions 516b may extend across the top surface of the substrate and as a result are offset from the plane in which the transverse portions of the loops are arranged. An additional recess or channel that intersects with the last transverse section or portion 516a of the loops may be provided to embed the return loop 516c of circuit 514 that couples to the external device 522.

[00123] Further, where the recesses are formed by molding or cutting, the portions of the circuit that are embedded in the substrate may be sealed in the recess or recesses by a sealant, such as a polymeric sealant. Where the circuit is embedded using melt/embedment, the circuit may be sealed by the material forming the substrate as the material cools. [00124] Alternately or in addition, the substrate may be covered with a layer, such as a layer of polymeric material or by a layer of tar or the like. Furthermore, the substrate may include a single recess with the circuit arranged in the recess and then covered and, preferably, sealed in the recess by a non-conductive material such as a polymeric material, tar, or concrete that may be poured in and thereafter set to form a surface over the circuit, preferably that is suitable for use in a road or ground surface.

[00125] For any of the circuit modules described above, the. conductive paths may be formed on both sides of the sheet to increase the number of loops per linear length of the sheet. Further, as noted above, the circuit may incorporate a single loop. Therefore, it will be understood that the circuit modules shown in the drawings and described above are merely for illustrative purposes, and are not intended to be limiting.

ADDITIONAL CIRCUIT MODULES

[00126] Referring to FIG. 13, the numeral 714 generally designates another conductor that may be used in the energy recovery systems described herein. In the illustrated embodiment, conductor 714 includes a plurality of conductor modules 740 that are arranged to form a DC circuit 742 across which magnetic field generator 612 passes when mounted to a vehicle to induce the current flow through circuit 742. Circuit 742 may be coupled, as previously described, to an energy supply 616, such as an energy storage device or a transformer or an inverter for directly transmitting the voltage to, for example, a grid. For example, the energy storage device may comprise a bank of capacitors that can be used to connect to a grid and can be used to make hydrogen, as previously described. Also it can be connected to a switch capacitor circuit that reduces, if not eliminates, the load variation on a generator to which the energy recovery system maybe coupled due to the variation in the power usage at the end load. Switching capacitor circuits are well known and typically include at least two capacitors and a logic controller that is coupled to the generator and to the capacitors and selectively switches between the two capacitors. A second controller is coupled to first controller through the capacitors. An inverter couples the second controller to the end load. The first controller switches between the two capacitors when one of the capacitors reaches saturation. In this manner, the generator is isolated from the variation in load at the end load. [00127] Each module 740 comprises a plurality of conductive wires arranged in loops with each module connected in series to form a DC circuit. In the illustrated embodiment, conductor modules 740 are positioned and preferably encapsulated in a slab 744, such as a prefab slab. For example, slab 744 may be made of concrete or polymeric materials or a composite material and, further, is adapted to embedded in a road surface such that the upper surface 744a of the slab is substantially contiguous and planar with the upper surface of the road surface S. Alternatively, slab 744 may be embedded in a railroad tie, or otherwise positioned hi line with a magnetic field generator device positioned on a train.

[00128] Referring to FIG. 14, each conductor module 740 comprises a plurality of conductive wires 746, such as copper wires, which are arranged in adjacent loops about a frame 748. For example, a suitable conductive wire includes copper wire, for example a 10-gauge copper wire. Frame 748 forms upper and lower raceways 750 and 752 through which the wires are looped. Further, frame 748 preferably includes a pair of side walls 754 and 756 and a central or core member 758 which together form the upper and lower raceways and retain the wires in the frame. Side walls 754, 756 and member 758 are each formed from a non-conductive material, such as a polymer, including a reinforced polymer, wood, or a composite material. [00129] As best seen in FIGS. 14, 15, and 15A, frame 748 may include a magnetic shield 760, which is located between the upper and lower raceways, to block the magnetic field 762 generated by magnetic field generator 612 from interfering with the current flow in the lower run of the wires as they pass through the lower raceway. In the illustrated embodiment, magnetic shield 760 comprises a metal plate, which is positioned below member 758 but above the lower run of wires 746. For example, a suitable metal plate includes a sheet of steel or nickel with a thickness, for example on the order of 0.03 inches. As would be understood by those skilled in the art, the voltage generated at energy supply 616, such as the storage device, is a function of the speed or the vehicle and the number and length of each loop. [00130] Referring to FIGS. 15 and 15 A, as noted above, frame 748 is formed from a pair of side walls 754 and 756 and a member 758, which interconnects walls 754 and 756 forms a core for frame 748 about which the wires are wound. Member 758 terminates inwardly of the outer ends 754a, 754b and 756a, 756b of side walls 754 and 756 to provide a passageway between upper and lower raceways 750 and 752 so that when the wires 746 are wrapped around core 758, the wires will be substantially retained in frame 748. Further, as best seen in FIG. 15, magnetic shield 760 preferably extends substantially the full length of core member 758 to thereby provide a magnetic shield over substantially the full length of the upper and lower raceways. [00131] Referring to FIG. 16 and 16A, wires 746 are arranged in frame 748 in multiple layers 746a and rows 746b. For example, suitable wire bundles may have a width of 3 inches, length of 24 inches, and depth of 1.5 inches. It should be understood that these dimensions are exemplary only and are not intended to be limiting, and they will vary considerably based on the specific application.

[00132] Referring to FIGS. 17 and 18, the numeral 814 designates another embodiment of the conductor. Conductor 814 comprises a plurality of nested loops of conductive wires 846, such as copper wires, which are arranged to form a DC circuit. In the illustrated embodiment, the loops are formed from wire sections that are interconnected by electrical connectors 847. Further, the loops may be bundled together by connectors 848. As would be understood, the number and lengths of the loops may vary depending on the application. As noted, wires 846 are arranged to form a DC circuit 842 for coupling to energy supply 616, such as a storage device. Referring to FIG. 18, it can be appreciated that the wires need not necessarily be bundled, which eliminates the need for connectors 848.

[00133] Referring to FIG. 19, the numeral 914 designates yet another embodiment of a DC version of the conductor. Similar to conductor 714, conductor 914 incorporates a plurality of conductor modules 940 that are embedded in a slab 944. Though it should be understood that the conductor maybe formed from individual wire loops that are embedded in slab 944. [00134] In the illustrated embodiment, conductor 914 includes two groups of conductor modules or loops with one group of conductor modules 940a being embedded in slab 944 and with the second group of conductor modules or loops 940b being arranged out of slab 944, for example, generally perpendicular to the first set of conductor modules or loops. Further, connector modules or loops 940b may be arranged in the manner to form a passageway 950 to allow, for example, the moving object to pass through the passageway to thereby induce current flow through both groups of conductor modules or loops 940a and 940b. For example, loops or modules 940b may be mounted in a toll booth, a stop light frame or to a bridge, where the wires extend over the car.

[00135] Referring to FIG. 20, another embodiment of a DC conductor 1014 is illustrated wherein the wire loops 416 are horizontally staggered and, further, bundled together by connectors 1048. Similarly, each loop may be formed from wire sections that are electrically interconnected by electrical connectors 1047.

[00136] Referring to FIG. 21, the numeral 1115 refers to another embodiment of the conductor. Conductor 1115 includes a plurality of conductor modules 1140, such as described in reference to FIGS. 24-26A, which are electrically interconnected by a circuit 1142. Each module 1140 is coupled to a circuit through a diode 1144 so that each conductor module 1140 acts individually and independently delivers current to circuit 1142, which in turn is preferably coupled to a load controller energy storage device 1146.

[00137] Referring to FIG. 22, the numeral 1240 designates another embodiment of a conductor module formed from a plurality of conductor sub-modules 1242. Sub-modules 1242 are arranged in a common plane, with each sub-module 1242 being formed from a plurality of looped conductive wires, such as copper wires, which may be interconnected by leads 1242a to form a DC circuit. By providing sub-modules, the size of each module 640 may be increased or decreased by simply adding additional sub-modules or removing sub-modules. [00138] Referring to FIG. 23, conductor 1314 comprises an AC conductor that is formed from a plurality of looped conductive wires 1346 that are arranged to form an AC circuit. Referring to FIG. 24, wire loops 1346 maybe arranged and located in slab 1344 and, further, may be arranged in a common plane. Further, slab 1344 may include a plurality of conductors 1314 that are arranged in slab 1344 and with each conductor 1314 coupled to energy supply 616.

MAGNETIC FIELD GENERATORS

[00139] Referring to FIGS. 25-27, the numeral 1412 designates a magnetic field generator assembly. Magnetic field generator assembly 1412 is particularly suitable for mounting to a vehicle, particularly, to the body of a vehicle and, more particularly, to the body of a car or train. One suitable location is at the rear of the car, for example, near or at the rear bumper. [00140] As best illustrated in FIGS. 25 and 27, magnetic field generator device assembly 1412 includes a housing 1414 and a magnetic field generator 1416, such as a magnet — either a permanent magnet or an electromagnet. Further, as in the case of any of the embodiments described herein, magnetic field generator device assembly 1416 may incorporate a single magnet or multiple magnets as described previously.

[00141] Housing 1414 includes a mounting portion 1418, which is mounted to body B by conventional means, for example by fasteners, such as threaded fasteners, bolts, or rivets, or by welding, and a movable portion 1420. Movable portion 1420 is pivotably mounted to mounting portion 1418 by a hinge 1422, which provides pivotal movement about a horizontal axis 1422a. Hereinafter, reference will be made to magnet 1416, though it should be understood that other magnetic field generating devices may be used. Magnet 1416 is located in movable portion 1420, which is moved between a stowed position as shown in FIG. 25 and an operative, extended position as shown in FIG. 27 so that magnet 1416 can be moved to a position in close proximity to the conductor, for example as shown in FIG. 14.

[00142] Housing 1414 may be formed from a variety of different materials including plastic or other non-magnetic materials, such as aluminum, steel, or nickel, and preferably forms a shroud around magnet 1416. Further, end 1414a of housing 1414 may be open or closed by a cover, which is formed from a non-conductive material so as not to interfere with the magnetic field of magnet 1416.

[00143] Hinge 1422 may be driven about axis 1422a by a driver mechanism, such as rotary motor 1424 (FIG. 26), which may be controlled by the operator of the vehicle or may be controlled by a control system, described more fully below. Although illustrated as being at least partially external to housing 1414, motor 1424 may be mounted in housing 1414. As described in reference to the later embodiments, assembly 1412 may incorporate a proximity sensor, which communicates with a control system provided on the vehicle or in the magnetic field generator assembly, to detect when the vehicle approaches the conductor and, further, generates signals, which are either detected by or sent to the control system, to actuate motor 1424 when the vehicle approaches or is in close proximity to the conductor. [00144] Again, referring to FIGS. 25 and 27, magnet 1416 may be movably mounted within the housing 1414. For example, magnet 1416 may be moved by a second driver mechanism, such as drive motor 1426, which is also housed in housing 1414. Motor 1426 includes a drive rod 1428 to which magnet 1416 is optionally mounted and which extends and contracts to move the magnet 1416 between a retracted position within the housing to an extended position, still preferably within the housing but adjacent or at lower end 1414a of housing. Optionally, though not illustrated, magnet 1416 may be extended to at least partially project from housing 1414. This may be suitable when the end of housing is open, with the magnet movement providing a self-shedding function to shed assembly 1412 of debris that could potentially accumulate in housing 1414 through open end 1414a.

[00145] Referring to FIGS. 28-30A, the numeral 1512 designates another embodiment of the magnetic field generator device assembly. Assembly 1512 is of similar construction to assembly 1512 and includes a housing 1514 and a magnetic field generator, such as magnet 1516. Housing 1514 similarly includes a mounting portion 1518 and a movable portion 1520, which is movably mounted to mounting portion 1518 by a hinge 1522. Hinge 1522 is similarly driven by a driver mechanism, such as rotational motor 1524. For further details of assembly 1512, reference is made to the previous embodiment.

[00146] In the illustrated embodiment, assembly 1512 further includes a pair of ground engaging elements or wheels 1530, which mount to both sides of movable portion 1520 (see FIG. 30A) for optionally engaging the ground surface G when movable portion 1520 of housing 1514 is moved to its operative or extended position. Wheels 1530 are preferably mounted to housing by springs to permit the wheels to absorb variations in the surface topology of the surface on which the wheels are driven, or adjacent surface, such as may be the case for a rail car.

[00147] Referring to FIG. 31, the numeral 1612 generally designates yet another embodiment of the magnetic field generating device assembly. Assembly 1612 is similar to the previous embodiments (and, therefore, reference is made thereto); however, movable portion 1620 is moved about hinge 1622 and axis 1622a by an extensible driver mechanism, such as a cylinder 1624, which is extended (or contracted) to thereby move the movable portion 1620 between an extended position and a retracted position. Similar to assembly 1512, assembly 1612 includes a ground engaging elements 1630, such as wheels, which are mounted at a lower end of movable portion 1620 of housing 1614.

[00148] Cylinder 1624 may comprise a hydraulic or pneumatic cylinder, including a gas operated cylinder, which maybe similarly actuated to contract or extend by a control system described more fully below. Cylinder 1624 may provide a shock absorbing function to eliminate the need for or supplement the springs that mount wheels 1630 to housing 1614. [00149] Referring to FIG. 32, the numeral 1712 generally designates another embodiment of the magnetic field generating device assembly. Assembly 1712 includes a housing 1714 which houses a magnetic field generator, such as a magnet (shown in phantom, but see FIG. 33). Housing 1714 includes a movable portion 1720, which houses the magnet, and a mounting portion (not shown), which mounts the movable portion to the underside of a vehicle, for example. In the illustrated embodiment, housing 1714 comprises a trapezoidal-shaped housing with a triangular-shaped lower end 1722 which provides a shroud around the magnet 1716 when the magnet is in its extended position. Magnet 1716 is mounted in housing 714 on a bracket 1716a, which mounts magnet 1716 to an extensible shaft 1728 of motor 1726 so that the magnet can be retracted within housing 714 in a similar manner to the previous embodiments. [00150] Referring to FIG. 34, assembly 1712 is provided with a pair of ground engaging . members 1730, such as wheels. As described in reference to the previous embodiment, it may be preferable to mount ground engaging member 1730 by springs to the housing 1714 to provide a shock absorbing function.

[00151] Referring to FIG. 35, the numeral 1812 designates yet another embodiment of the magnetic field generating device assembly. Similar to the previous embodiments, magnetic field generating device 1812 includes a housing 1814 and a magnetic field generator, such as magnet 1816, which is movably mounted within housing 1814 by a motor 126. Housing 1814 is similarly mounted to the underside of the vehicle and preferably mounted in a manner to permit housing 1814 to move between an operative position, such as shown in FIG. 35, and a stowed position wherein the housing 1814 is closer to the vehicle, Similar to the previous embodiments, assembly 1812 includes a motor 1824 for moving the housing 1814 to its retracted position about a pivot axis, such as the horizontal pivot axis similar described in reference to the previous embodiments. For further details for suitable mounting arrangements, reference is made to the previous embodiments.

[00152] In the illustrated embodiment, motor 1826 includes a screw drive motor with magnet 1216 mounted at the end of the screw drive shaft 1828. In this manner, as shaft 1828 is rotated by motor 1826, magnet 1816 will be retracted into housing 1814.

[00153] As previously noted, assembly 1812 may incorporate a pair of sensors 1832, such as proximity sensors, which detect when the vehicle is in close proximity to the conductor. Further, in the illustrated embodiment, assembly 1812 incorporates a circuit board 1834, which is in communication with sensors 1832, motor 1826, and also optionally with motor 1824 to thereby control the position of the magnet and, further, the position of the housing. Circuit board 1834 optionally incorporates a microprocessor or may be in communication with a microprocessor on board the vehicle. For example, the microprocessor may be configured to receive signals from or detect the state of sensors 1832 and upon detecting or receiving a signal indicative of the close proximity of the vehicle to the conductor, generates actuating signals to motor 1826 to drive motor and thereby move magnet 1816 from its retracted position or home position within housing 1814 to its extended or active position as shown in FIG. 35. Further, prior to or simultaneous to moving magnet 1816, the microprocessor may likewise upon sensors 1832 detecting proximity of the conductor, may actuate motor 1824 to move housing 1814 between its retracted or home position to its extended or operative position. These functions can be performed at the same time, as noted, or may have a built-in delay. As would be understood, any of the embodiments described herein may incorporate the same or similar control system. Further, at least part of the control system may be incorporated into the magnetic field generating device assembly as noted above or may be external to the magnetic field generating device assembly and mounted, for example in the vehicle. It should be understood that additional functions and features may be added.

[00154] Referring to FIGS. 37-38, the numeral 1912 designates yet another embodiment of the magnetic field generating device assembly. Assembly 1912 includes a housing 1914, which includes a fixed portion 1918 that mounts to the underside of the vehicle, and a movable portion 1920. In the illustrated embodiment, movable portion 1920 is moved in a linear motion relative to mounting portion 1918 and is driven by a rack and pinion drive assembly 1924, For example, rack 1924a may be mounted in housing portion 1918 while pinions 1924b and motor 1924c, which drives the pinions, may be mounted in movable portion 1920. It should be understood that the components may be reversed, however.

[00155] Similar to the previous embodiment, magnet 1916 is movably mounted in movable portion 1920 and, further, driven by a screw drive assembly 1926. In addition, magnet 1916 is mounted to screw 1928 by a frame 1940 which is guided in movable portion 1920 by a pair of pins 1942 that protect through the wall of movable portion 1920 and are guided in an elongate slot 1944. Frame 1940 is preferably formed from a non-magnetic material, and, further, preferably from a light-weight non-magnetic material, such as aluminum. Magnet 1916 is mounted to frame 1940 by a non-magnetic plate. Optionally, magnet 1916 may be mounted to plate 1940a, for example, by an adhesive or the like.

[00156] hi addition, assembly 1912 includes proximity sensors 1946, which are similarly provided to detect when the vehicle is in close proximity to the conductor. For further details of the use of proximity sensors 1946, reference is made to the previous embodiments. [00157] As would be understood from the previous description, when motor 1924c is actuated, movable portion 1920 will translate relative to mounting portion 1918 between a retracted position when movable portion 1920 is closer to the vehicle and an extended position as shown in FIG. 37. Further, when the motor of rack and pinion assembly 1926 is actuated, frame 1940 will be translated within movable portion 1920. Optionally, movable portion 1920 includes a plate barrier 1948, which may be formed from steel or polyoxymethylene plastic, such as that sold under the trade name Delrin by the DuPont Company of Wilmington, Delaware, which prevents the magnetic field generated by magnet 1916 from extending through the entirety of housing 1914 and, further, to limit any potential interference with systems within the vehicle.

[00158] Referring to FIGS. 39 and 40, the numeral 2012 designates another embodiment of the magnetic field generating device assembly. Assembly 2012 similarly includes a housing 2014 and a magnet 2016, which is housed in housing 2014. In the illustrated embodiment, magnet 2016 is mounted in housing 2014 by a pair of trunnions 2016a and 2016b, which are rotatably mounted in the wall of housing 2014. Similar to the previous embodiments, housing 2014 includes a mounting portion 2018 and a lower portion 2020, which houses magnet 2016. Located in lower portion 2020 is a motor 2026, which rotates magnet 2016 by a drive belt 2028, such as a cog belt, which extends about the motor shaft 2026a and trunnion 2016b that rotatably mount magnet 2016 in housing 2014.

[00159] In the illustrated embodiment, lower portion 2020 of housing 2014 includes an exterior non-conductive wall or plate 2030, such as steel, and an inner plate or wall 2032, which is formed from Delrin. Trunnions 2016a and 2016b are rotatably supported in plate 2032, wherein plate 2032 forms a non-magnetic shroud around magnet 2016. [00160] As noted above, magnet 2016 is supported in housing 2014 by a pair of trunnions 2016a and 2016b. In the illustrated embodiment, trunnions 2016a and 2016b are attached to a housing 2017, which supports magnet 2016. For example, a suitable material for housing 2017 is aluminum. Optionally, housing 2017 may enclose at least three sides of the magnet to provide a single magnetic surface 2016c that can be rotated or moved between a non-operative position such as shown in FIG. 39 wherein the magnetic surface is rotated so that it faces into the housing and an operative position wherein the magnetic surface 2016c is rotated to face outwardly from housing 2014. Again, with this arrangement the reach of the magnetic field generated by the magnet may be restricted to minimize interference with systems in the vehicle. [00161] Referring to FIGS. 41-43, the numeral 2112 designates yet another embodiment of the magnetic field generating device assembly. Assembly 2112 includes a housing 2114 and a magnet 2116, which is movably mounted in housing 2114 by a screw drive assembly 2126, with magnet 2116 preferably mounted to the screw drive rod 2128 by frame 2140 similar to assembly 1912. Similar to assembly 1912, magnet 2116 is mounted to a non-conductive plate 2140a, which mounts magnet 2116 to frame 2140. Further, in the illustrated embodiment, assembly 2112 includes a cover 2150 at open end 2114a of housing 2114. A suitable cover, as previously noted, should be non-conductive and not interfere with the magnetic field generated by magnet 2116 and may comprise, for example, a plastic cover.

[00162] Referring to FIG. 44, as it would be understood by those skilled in the art, the voltage generated by the energy recovery systems described herein may linearly increases with the speed of the object or vehicle to which the magnetic field generating device or magnetic field generating device is mounted. For example, for a speed of 5 miles per hour, a DC voltage of 20 volts may be obtained. Similarly, for 10 miles per hour speed, a DC voltage of 40 volts may be obtained. For 15 miles per hour, a DC of 60 volts may be obtained. For 20 miles per hour, a DC of 80 volts may be obtained.

[00163] Although described in reference to the magnetic field generating device mounted to the vehicle and the conductor located exteriorly of the vehicle, the magnetic field generating device may be mounted exteriorly of the vehicle with the conductor located in the vehicle. For example, this variation may have a particularly suitable application in a hybrid vehicle where electricity is used to ran the vehicle over a range of the vehicle speed where the vehicle's battery or batteries require recharging on a regular basis. With this configuration, the conductor may form a closed circuit with the battery (or batteries) to recharge the battery (or batteries) at least when the vehicle is passing over or by the magnetic field generating device. Similar to the conductors described above, the magnetic field generating device may comprise one or more magnets that are mounted either adjacent to or in the path of the vehicle. Further, the magnet or magnets may be mounted on or in the road surface and may be mounted at or in the road surface in a housing or embedded in a slab, such as concrete slab or polymer slab. [00164] In some embodiments, multiple magnetic field generators or multiple magnetic field generator assemblies may be used in any of the aforementioned applications to thereby further enhance the energy recovery. When this system is employed on a train, each train car could include one or more magnetic field generators or magnetic field generator assemblies so that as each car passes the conductor or conductors, which are preferably located near the track, energy can be generated from each magnetic field generator. While several forms of driver mechanisms have been described, other driver mechanisms may be used, such as servo motors, and the driver mechanisms may be combined with other load transmitting members, such as linkages or the like.

ENERGY TRANSFER

[00165] Referring to FIG. 45, the numeral 2210 generally designates an electric energy transfer system for transferring energy between a vehicle, such as an automobile, truck, train or the like, and a stationary collector. As will be more fully described below, system 2210 allows energy to be transferred between a stationary collector 2212 and a vehicle 2214 using inductive coupling when the vehicle is stationary or moving.

[00166] As best seen in FIG. 45, system 2210 includes a control system 2211 with a controller 2212, a frequency generator 2214, and a magnetic field generating device 2216, which is selectively powered by control system 2211 to generate a fluctuating or oscillating magnetic field to thereby induce current flow in a stationary collector 2218 when magnetic field generating device 2216 is in close proximity to collector 2218. System 2210 is mounted to the vehicle and further with magnetic field generating device 2216 mounted in a manner to position magnetic field generating device 2216 in close proximity to collector 2218 when an energy transfer is desired. Optionally, the magnetic field generating device 2216 is housed in a housing which encapsulates all sides of the magnetic field generating device except for one side so that only one side, such as the bottom side, of the magnetic field generating device is exposed, which may better focus the magnetic field.

[00167] To increase the strength of the signal from frequency generator 2214, control system 2211 further includes an amplifier 2220 and an optional pre-amplifier 2222, which comprises an electronic signal conditioning preamplifier that adjusts the frequency generator to the right voltage and impedance prior to connection to amplifier 2220. Amplifier 2220 is powered by a battery 2224, such as the vehicle battery, which also powers controller 2212. [00168] As noted above, as best seen in FIG. 46, energy transfer system 2210 is adapted to transfer energy to stationary collector 2218, namely a stator, which may be mounted in the ground or road surface. Stationary collector 2218 may be located in the path of a vehicle or adjacent the path of a vehicle, so that when magnetic field generator 2216 passes by stationary collector 2218, current flow is induced in the stationary collector, which is transmitted to an energy supply for storage and later use, as described in the referenced applications. To generate the magnetic field, magnetic field generator 2216 includes metal a core 2216a and a coil 2216b. It should be understood that the type of core and the number of windings of the coil may be varied to adjust the strength of the magnetic field generated by magnetic field generator 2216. [00169] As noted above, system 2210 is configured to transfer energy from magnetic field generator 2216 to stationary collector 2218 even when the vehicle is stationary, or when the vehicle is moving. In the illustrated embodiment, frequency generator 2214 generates frequency signals that are amplified by amplifier 2220 and then transmitted to magnetic generating device 2216 so that magnetic field generator generates an oscillating magnetic field. Amplifier 2220 is capable of delivering power in a range of a few watts to many thousands of watts, for example from 2000 watts to 6000 watts. The frequency generator can produce a wide variety of frequency ranges but typically produces a frequency in the range of 10 to 20000 Hz. Generator 2214 is best selected for optimal power transfer and performance of the total system. [00170] Referring to FIG. 46, a collector 2218 is mounted in the ground or road surface so that when the magnetic field generating device 2216 is in close proximity and, further is powered by amplifier 2220, magnetic field generating device 2216 will generate an oscillating magnetic field that will induce current flow through collector 2218. Collector 2218 is coupled to an energy storage device 2226 for storing energy generated by the inductive coupling between the magnetic field generator 2216 and collector 2218.

[00171] Collector 2218, for example may comprise a coil that is embedded into or mounted on the road surface or the ground, for example adjacent train tracks. The coil may be made from appropriate non-ferrous materials. For example, collector 2218 may comprise an array of independent stators, with each independent stator including a coil unit with a rectifier. Further, each stator may be coupled or "plugged" into a shared electrical circuit. Collector 2218 may use a rectifier circuit to rectify the voltage. However, it should be appreciated that the collector may be used without a rectifier for the production of alternating voltage. Alternately, collector 2218 maybe coupled to a power conditioning device or a storage device 2226, which is selected to meet the desired electric transmission application, namely direct interconnection to the grid, storage, or local hydrogen generation, such as described in the above referenced copending applications. [00172] As noted above, controller 2212 generates a signal 2228 (PIG. 46) to generator 2214 to initiate the process, Optionally signal 2228 initiates the electromagnetic activation via a switch 2229. For example, controller 2212 may comprise the vehicle computer and, further, is optionally configured to sense the speed of the vehicle and, further, the presence of the collector 2218 before actuating generator 2214. For example, controller 2212 may be in communication with a plurality of sensors, such as sensor 2230a that detects the speed of the vehicle and sensor 2230b, which detects the presence of the collector. For example, controller 2212 maybe programmed to send a signal to generator 2214 upon detecting that the vehicle is stopped or slowing. Further, controller 2212 may be configured to only send the signal to generator 2214 to im ^' tiate the activation process when or after the collector is detected. Alternately, controller 2212 may actuate the generator 2214 while the vehicle is still in motion upon the detection of the collector. In yet another form, controller 2212 may incorporate a processor, which calculates the projected stopping time of the vehicle based on the speed of the vehicle and the time that braking was initiated to determine when the actuation signal to the generator is to be generated and then activating the generator 2214 at the projected stopping time.

[00173] As will be understood, when controller 2212 sends an actuating signal to generator 2214, magnetic field generator 2216 receives an amplified signal from amplifier 2220, and more specifically an amplified sinusoidal signal. This generates the oscillating magnetic field in the magnetic field generator 2216, which can be intensified by the use of certain metal in the core 16a. For example, suitable metals include iron or iron alloys to maximize the induced field strength. Other suitable metals include metals with high nickel content, such as commercially available Kovar. However, it should be appreciated that the material forming core 2216a may be varied and is not limited to the examples provided herein. As would be understood, the induced varying voltage induced in collector 2218 is determined by the number of turns of coil 2216b, the size of the windings of coil 2216b, the permeability of core 2216a, the air gap 2232 between electromagnetic field generator 2216 and collector 2218, the number and size of windings in the collector, the material of the collector line, and the applied voltage to the magnetic field generator 2216 from amplifier 2220.

[00174] As noted above, controller 2212 may incorporate a microprocessor with software for controlling the energy transfer system. For example, referring to FIG. 47, controller 2212 may include a processor and storage device, which includes software that monitors sensors 2230a and 2230b to determine the speed of the vehicle and detect the presence of a collector. In the illustrated embodiment, if the collector is present, the software will check the status of sensor 2230a to determine the speed of the vehicle. If the vehicle is moving, the software will determine whether the vehicle brake system has been actuated using sensor 2234. If the brake system has been actuated, the software will determine the time Tl until the vehicle will be stationary based on the braking system actuation and the speed of the vehicle. The software will continue to monitor the time until such time that the time exceeds or is equal to Tl at which point, the software may initiate the actuation of the magnetic field generator by generating signals to generator 2214. Further, as described in the copending application, the software may be configured to move the magnetic field generator in the case of a movable magnetic field generator to a deployed position. If a collector is not detected, the processor will continue to monitor the presence of a collector until such time a collector is detected. Alternately, as noted above, controller 2212 may simply monitor for the presence of the collector and initiate the activation process. Other conditions other than stopping may also be included in the activation process, such as downhill motion or speed transitions, for example when the vehicle changes its speed or comes to a complete stop, as noted.

[00175] Referring to FIG. 48, in an alternate embodiment, energy transfer system 2310 may be configured to transfer energy from a stationary magnetic field generator 2312, which is embedded or mounted, for example, on or in a road surface or adjacent a train track, to a vehicle to recharge the vehicle's battery. Further, as will be more fully described below, the system may also be configured to transfer energy from the vehicle back to the location of the magnetic field generator. Referring to FIG. 48, stationary magnetic field generator 2312 includes a transmitting circuit 2312a with a transmitting coil 2314, which is coupled to an energy supply, such as a battery 2316. Further, energy transmitting circuit 2312a includes a controller 2318, which is in communication with energy supply 2316 to actuate the energy supply to thereby generate current flow through the circuit 2312a. When energy is supplied to circuit 2312a, transmitting coil 2314 will generate a magnetic field, which will induce current flow in receiving coil 2320 of receiving circuit 2322 mounted to the vehicle when the receiving coil is in close proximity to transmitting coil 114. Receiving circuit 2322 is coupled to a rechargeable vehicle battery 2324 so that when current flow is induced in circuit 2322, circuit 2322 will charge the vehicle battery. Optionally, circuit 2312a is an AC circuit so that the transmitting coil 2314 generates a variable magnetic field to thereby induce an alternating magnetic field in receiving coil 2320, which generates an alternating current in circuit 2322. Further, optionally, circuit 2322 includes a rectifier (not shown) to generate a direct current flow into vehicle battery 2324. For example, transmitting circuit 2312a may be located in a predetermined location where a vehicle user may wish to recharge their battery, for example, at a filling station, or at other designated locations.

[00176] Furthermore, to limit actuation of circuit 2312a to when a vehicle is in the specific location for recharging its battery, controller 2318 may be configured to actuate energy supply 2316 only when the vehicle is present. For example, vehicle V may include a signal generator 2326, such as an RF transmitter, which generates a signal that is transmitted to controller 2318, which includes, for example an RF receiver, to indicate the presence of the vehicle. Furthermore, the signal may carry information relative to the vehicle, for example, vehicle identification or the like. For example, the signal generator may be a signal generator commonly used in RF toll collection systems so that the signal may also transfer information relative to a prepaid account or to a credit card. In this manner, when the vehicle operator charges the vehicle's battery, the vehicle operator may be charged for the energy upload. Vehicle V may also incorporate a user input, which is in communication with the signal generator so that the operator may select to initiate the process. For example a suitable user input device may include a button, switch, or other device that may generate actuation signals to the signal generator or actuation signals to the vehicle computer, which initiates the actuation of the signal generator. Alternately, the signal may be transmitted through a transmitting coil 2328 incorporated into circuit 2322, which provides inductive data transmission to a corresponding receiving coil 2330, which is incorporated into circuit 2312a and which generates signals to controller 2318 to transmit the data transmitted between transmitting coil 2328 and receiving coil 2330.

[00177] Alternately, the transmitting coil 2328 may be used to transmit energy to receiving coil 2330 so that system 2310 can either download energy from circuit 2312a or upload energy to circuit 2312a. Referring to FIG. 49, controller 2318 may include a microprocessor and memory or storage device, which incorporates software to manage the energy transmission. For example, the software may be configured to detect the presence of a vehicle, for example, when controller 2318 receives signals from the vehicle as described above. Further, as noted, circuit 2312a may be configured as a transmitting or receiving circuit, in which case, controller 2318 maybe configured to detect whether the vehicle wishes to upload or download power. Therefore, the signal generator of the vehicle may be configured to transmit a signal that indicates whether the vehicle wishes to upload or download power. Again, this may be selected by a user using the user input device. Upon determining that the vehicle wishes to upload power, controller 2318 optionally determines the identification of the vehicle (from the transmitted data) and stores the identification of the vehicle so that when the energy is uploaded to the vehicle, the occurrence of an energy uploaded to the vehicle can be associated with the vehicle identification and stored for later use, such as for billing or credit. In addition to controlling and optionally documenting an upload of energy to the vehicle, controller 2318 may further measure the energy uploaded to the vehicle so that the amount of energy uploaded to the vehicle may be associated and stored with the vehicle identification. If the controller 2318 determines that the vehicle wishes to download energy to the circuit, controller 2318 may likewise determine whether the vehicle has identification based on the signals received from the signal generator from vehicle V and, further, configure circuit 2312a so that circuit 2312a acts as a receiving circuit to store energy at energy storage device 2316. Again, controller 2318 may determine the amount of energy received by energy storage device 2316 and, further, associate the amount of energy received from storage device 2316 with the vehicle identification number. [00178] It should be understood that when the energy transmission circuit operates as a receiving circuit as opposed as a transmitting circuit, the number of coils may be varied. Therefore, to achieve this, the energy transmitting circuit may incorporate two coils, one for transmitting and one for receiving, with each coil having a specific number of coils needed to optimize the transfer or receipt of energy and/or data.

[00179] While several forms of the invention have been shown and described, other forms will now be apparent to those skilled in the art. Therefore, it will be understood that the embodiments shown in the drawings and described above are merely for illustrative purposes, and are not intended to limit the scope of the invention, which is defined by the claims, which follow as interpreted under the principles of patent law including the doctrine of equivalents.