Apparatus, systems, and methods for converting vehicular kinetic energy into electricity

A system for converting vehicular kinetic energy into electricity includes at least one on-road energy collection sub-system and a transmission sub-system. The on-road energy collection sub-system includes at least one flap lever configured to pivot in response to a vehicle driving thereover, and at least one flap lever shaft coupled to the flap lever such that the pivoting of the flap lever drives movement (rotational and/or translational) of the flap lever shaft. At least one output shaft is coupled to the flap lever shaft such that the output shaft is driven to rotate to provide a unidirectional rotational output in response to the movement of the flap lever shaft. The transmission sub-system is configured to receive the unidirectional rotational output from the output shaft as a rotational input and to selectively modify the rotational input for transmission to a flywheel sub-system.

BACKGROUND

1. Technical Field

The present disclosure relates generally to alternative energy and, more specifically, to apparatus, systems, and methods for converting vehicular kinetic energy into electricity.

2. Background of Related Art

Typical systems designed to convert vehicle kinetic energy into electricity require significant construction and modification to existing roadway for installation due to the fact that such systems are usually installed at least partially within the roadway itself. Roadway modification can be labor-intensive, costly, and/or interfere with the integrity of the roadway and other systems buried within the roadway, thus significantly impacting the economics of an installation meant to generate energy for sale and/or to offset energy usage.

Aside from the above-noted drawbacks of the installation itself, typical systems installed at least partially within a roadway also present challenges in use, for example: access for maintenance, inspection, and/or repair; drainage and weatherproofing; portability and removability, etc.

Further still, typical systems designed to convert vehicle kinetic energy into electricity lack or provide limited built-in safety features and redundancies and/or are incapable or limited in their ability to adapt to vehicle, traffic, environmental, and other variabilities.

SUMMARY

The present disclosure provides apparatus, systems, and methods for converting vehicular kinetic energy into electricity that advantageously enable installation on top of existing roadways without the need for excavating the roadway, complex construction and installation, and without disrupting the integrity of the roadway or other systems buried within the roadway. As such, the apparatus, systems, and methods of the present disclosure provide ease-of-access for inspection, maintenance, and repair and readily allow for removal and/or adjustment. The apparatus, systems, and methods of the present disclosure additionally or alternatively provide safety features and redundancies as well as adaptability to vehicle, traffic, environmental, and other variabilities. These and other aspects and features of the present disclosure are detailed below. To the extent consistent, any of the aspects and features detailed herein may be utilized with any or all of the other aspects and features detailed herein.

Provided in accordance with aspects of the present disclosure is a system for converting vehicular kinetic energy into electricity. The system includes at least one on-road energy collection sub-system and a transmission sub-system. The at least one on-road energy collection sub-system includes at least one flap lever configured to pivot in response to a vehicle driving over the at least one flap lever and at least one flap lever shaft coupled to the at least one flap lever such that the pivoting of the at least one flap lever drives movement of the at least one flap lever shaft. The movement includes at least one of rotational or translational motion. At least one output shaft is coupled (directly or indirectly) to the at least one flap lever shaft such that the at least one output shaft is driven to rotate to provide a unidirectional rotational output in response to the movement of the at least one flap lever shaft. The transmission sub-system configured to receive (directly or indirectly) the unidirectional rotational output from the at least one output shaft as a rotational input and to selectively modify the rotational input for transmission to a flywheel sub-system or other suitable downstream energy-generating components.

In an aspect of the present disclosure, a hydraulic assembly is coupled (directly or indirectly) between the at least one flap lever shaft and the at least one output shaft. The hydraulic assembly includes at least one hydraulic piston coupled (directly or indirectly) to the at least one flap lever shaft such that the movement of the at least one flap lever shaft drives the hydraulic piston to thereby urge pressurized fluid to flow at least partially through the hydraulic assembly. The flow of the pressurized fluid at least partially through the hydraulic assembly drives (directly or indirectly) the rotation of the at least one output shaft to provide the unidirectional rotational output.

In another aspect of the present disclosure, the movement is rotational motion and a gear assembly is coupled (directly or indirectly) between the at least one flap lever shaft and the hydraulic assembly to convert the rotational motion into translational motion to drive the hydraulic piston. The gear assembly may be configured to provide an output to input ratio of greater than 1:1. Alternatively, the movement may be rotational motion and a linkage assembly, e.g., a four-bar mechanical linkage or other suitable linkage, is coupled (directly or indirectly) between the at least one flap lever shaft and the hydraulic assembly to convert the rotational motion into translational motion to drive the hydraulic piston. The linkage assembly may be configured to provide an output to input ratio of greater than 1:1.

In still another aspect of the present disclosure, a plurality of on-road energy collection sub-systems are provided. In such aspects, a plurality of output shafts may be provided, each corresponding to one of the on-road energy collection sub-systems and each configured to provide a unidirectional rotational output to the transmission sub-system. In these aspects, a single transmission sub-system may be coupled to multiple output shafts. Alternatively, a plurality of transmission sub-systems may be provided, each coupled to one of the output shafts.

In yet another aspect of the present disclosure, and second on-road energy collection sub-systems are provided and one output shaft is coupled to both of the first and second on-road energy collection sub-systems to provide a unidirectional rotational output to the transmission sub-system.

In still yet another aspect of the present disclosure, a hydraulic assembly, a gear assembly, a linkage assembly, and/or any other suitable assembly may be coupled between the first and second on-road energy collection sub-systems. The assembly(s) is configured such that pivoting of the at least one flap lever of the first on-road energy collection sub-system results in the unidirectional rotational output to the transmission sub-system and such that such that pivoting of the at least one flap lever of the second on-road energy collection sub-system results in the unidirectional rotational output to the transmission sub-system.

In another aspect of the present disclosure, the assembly(s) is further configured to reset the first on-road energy collection sub-system in response to pivoting of the at least one flap lever of the second on-road energy collection sub-system and to reset the second on-road energy collection sub-system in response to pivoting of the at least one flap lever of the first on-road energy collection sub-system.

In another aspect of the present disclosure, first and second motors are provided to reset the first and second on-road energy collection sub-systems, respectively.

In yet another aspect of the present disclosure, the system includes a flywheel sub-system. The flywheel sub-system is coupled (directly or indirectly) to the transmission sub-assembly and is configured to receive the modified rotational input from the transmission sub-assembly and to store the modified rotational input as mechanical energy.

In an aspect of the present disclosure, the flywheel sub-system includes a plurality of flywheels. In such aspects, at least one sensor associated with the at least one on-road energy collection sub-system is configured to sense vehicle data of an approaching vehicle. A flywheel of the plurality of flywheels of the flywheel sub-system is selected for use based upon the feedback from the at least one sensor.

In still another aspect of the present disclosure, the transmission sub-system is a first transmission sub-system and the system further includes a second transmission sub-system coupled to the flywheel sub-system and configured to receive the stored mechanical energy from the flywheel sub-system.

In an aspect of the present disclosure, the second transmission sub-system is configured to modify the received mechanical energy and provide the modified mechanical energy to downstream energy-generating electronics. The second transmission sub-system may include a continuously variable transmission (CVT) or other suitable transmission.

In another aspect of the present disclosure, at least one sensor is associated with the at least one on-road energy collection sub-system and configured to sense vehicle data of an approaching vehicle. The (first) transmission sub-system is configured to selectively modify the rotational input for transmission to the flywheel sub-system based upon feedback from the at least one sensor. The at least one sensor may be configured to sense at least one of: vehicle speed or vehicle mass. Other additional or alternative sensed data includes vehicle height, class of vehicle, make of vehicle, model of vehicle, etc.

In another aspect of the present disclosure, an algorithm is utilized to determine how to modify the rotational input for transmission to the flywheel sub-system based upon feedback from the at least one sensor.

In still another aspect of the present disclosure, the algorithm is remotely updated based upon prior data from other systems for converting vehicular kinetic energy.

In yet another aspect of the present disclosure, the (first) transmission sub-system includes at least one of an electronically-controlled transmission or a mechanical clutch transmission.

In another aspect of the present disclosure, the at least one on-road energy collection sub-system further includes at least one stowaway mechanism configured to move the at least one flap lever and the at least one flap lever shaft between a use position, wherein the at least one flap lever and the at least one flap lever shaft extend across at least a portion of a roadway, and a stowed position, wherein the at least one flap lever and the at least one flap lever shaft are displaced from the roadway.

In still yet another aspect of the present disclosure, the at least one stowaway mechanism includes first and second stowaway mechanisms configured to stow first and second portions of the at least one on-road energy collection sub-system.

In an aspect of the present disclosure, the at least one on-road energy collection sub-system further includes a height adjustment mechanism configured to adjust an initial height of the at least one flap lever. In such aspects, at least one sensor associated with the at least one on-road energy collection sub-system may be provided to sense vehicle data, e.g., vehicle ground clearance, of an approaching vehicle. In such aspects, the height adjustment mechanism is configured to adjust an initial height of the at least one flap lever based upon feedback from the at least one sensor.

In another aspect of the present disclosure, the least one flap lever includes first and second flap levers configured to pivot in response to a vehicle driving over at least one of the first or second flap levers.

In another aspect of the present disclosure, the at least one flap lever shaft is positioned at an end of the at least one flap lever. Alternatively, the at least one flap lever shaft is disposed at an intermediate position along the at least one flap lever.

DETAILED DESCRIPTION

Referring toFIG.1, the present disclosure provides a system10for converting vehicular kinetic energy into electricity. System10includes a plurality of sub-systems: an on-road energy collection sub-system100; a first transmission sub-system400, e.g., a gearbox/continuously variable transmission (CVT)/electronically-controlled transmission/etc.; a flywheel activator sub-system500; one or more flywheel assembly sub-systems600(sub-systems500,600may collectively or individually be referred to herein as simply “flywheel assembly or “flywheel sub-system”); one or more second transmission sub-systems, e.g., a gearbox/continuously variable transmission (CVT)/electronically-controlled transmission/etc. sub-system700; one or more energy generator sub-systems800; one or more power electronics sub-systems900; and a traffic analysis electronics sub-system1000. In the illustrated embodiment of system10, energy collection sub-system100is coupled to the first transmission sub-system400, which is coupled to flywheel activator sub-system500, which is coupled to flywheel assembly sub-system(s)600, which is coupled to gearbox/CVT sub-system(s)700, which is coupled to energy generator sub-system(s)800, which is coupled to power electronics sub-system(s)900. Traffic analysis electronics sub-system1000is coupled to either or both transmission sub-system400and flywheel activator sub-system500.

However, in other embodiments of system10, one or more of the above-detailed sub-systems may be omitted and/or rearranged. For example, in embodiments, gearbox/CVT sub-system700is omitted and flywheel assembly sub-system600is coupled to energy generator sub-system800. In additional or alternative embodiments, flywheel activator sub-system500is omitted and transmission sub-system400is coupled to flywheel assembly sub-system600. In additional or alternative embodiments, traffic analysis electronics sub-system1000is omitted. In additional or alternative embodiments, first transmission sub-system400is omitted and energy collection sub-system100is coupled to flywheel activator sub-system500(if provided) or flywheel assembly sub-system600(if flywheel activator sub-system500is not provided). Further still, in embodiments, a single transmission sub-system functions as both of the first and second transmission sub-systems400,700, e.g., wherein the single transmission sub-system is coupled both before and after the flywheel sub-system, similar to a kinetic energy recovery system (KERS), as known in the art.

Various embodiments of the on-road energy collector sub-system100configured for use with system10or any other suitable system (such as those detailed herein) are detailed below. However, although detailed as on-road, it is contemplated that some or all of the sub-systems detailed below may also be configured for in-road or partial-in-road configurations. Similar components or features among multiple embodiments are not repeatedly described in detailed for purposes of brevity. Further, although particular embodiments are detailed below, it is understood that, to the extent consistent, the various components and features of any of these embodiments may be utilized in any suitable combination and are not limited to the particular embodiments shown and described.

Referring toFIGS.2A-1and2A-2, one embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) is illustrated generally identified by reference numeral100a. Sub-system100aincludes a flap lever110a, a shaft120a, and a pair of mounted bearings130a. Flap lever110ais coupled to shaft120asuch that movement of flap lever110a, e.g., pivoting thereof about the longitudinal axis defied through shaft120a, rotates shaft120aabout its longitudinal axis. Flap lever110adefines a generally planar, plate-like configuration, although other configurations are also contemplated. Opposing end portions of shaft120aare rotatably supported by mounted bearings130a. Mounted bearings130amay be mounted in various positions such as in pillow block or mounted configurations. Shaft120ais ultimately coupled to the transmission sub-system (detailed below; not shown inFIG.2A-1or2A-2) to impart the rotational motion thereof to the transmission sub-system. All components of sub-system100a, e.g., flap lever110a, shaft120a, and mounted bearings130a, are configured for positioning atop a roadway “R” with, in embodiments, mounted bearings130aresting on or mounted thereto.

Flap lever110ais initially disposed in an elevated or spaced-apart position from the roadway “R” and may be moved into approximation therewith upon a vehicle driving over flap lever110a. Flap lever110ais biased towards the initial position such that flap lever110areturns to the initial position after a vehicle clears sub-system100a.

In use, as a vehicle drives over sub-system100aand, more specifically, flap lever110athereof, flap lever110ais moved, e.g., pivoted, by the moving vehicle, thereby rotating shaft120a. This rotational kinetic energy of shaft120ais imparted to the transmission sub-system to ultimately enable the conversion thereof into electrical energy, as detailed below. The term “shaft” or “flap lever shaft” as utilized herein need not be a continuous structure extending the width of the flap lever but may also include split shafts, shaft segments, and other generally cylindrical structures or sets of structures configured to provide rotational and/or translational output. Further, the “shaft” or “flap lever shaft” need not be disposed at an end of the flap lever or directly coupled to the flap lever.

With reference toFIGS.2B-1and2B-2, another embodiment of an on-road energy collection sub-system, sub-system100b, configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) is similar to sub-system100a(FIGS.2A-1and2A-2) except as detailed below. Sub-system100bincludes a curved flap lever110bdefining a concave vehicle-contacting surface112b, a shaft120b, a pair of mounted bearings130b, and bearing feet140b. The concavity of vehicle-contacting surface112bof flap lever110bmay approximate that of a particular, median, or average vehicle tire radius, thus enabling a low impact and smooth transition of a moving vehicle from the roadway “R” to curved flap lever110b.

Each mounted bearing130bof sub-system100bis mounted to a bearing foot140bwhich makes contact with the roadway “R” or ground surface. Bearing feet140bmay rest on the roadway “R” or ground surface or may be fastened (temporarily or permanently) to the roadway “R” or ground surface, e.g., in any suitable manner such as how speed breakers, traffic monitoring equipment are fastened. Alternatively, bearing feet140bmay be disposed in any other suitable manner.

As illustrated inFIGS.2C-1and2C-2, sub-system100cis another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) and includes a flap lever110c, a flap lever shaft120c, mounted bearings130c, a ramp structure150c, and a gear assembly160cincluding a curved rack gear162c, a pinion gear164c, a gear output shaft166c, and shaft support bearings168c.

Mounted bearings130care coupled, e.g., fastened, to ramp structure150c, which is made of high strength steel, alloy, durable composite material, or other suitable material(s) and is hollow or solid. Ramp structure150cincludes a slanted up-ramp portion, a tabletop portion, and a slanted down ramp portion. Flap lever110cis disposed on and defines at least a portion of the vehicle-contacting surface of the tabletop portion of ramp structure150c. Flap lever110cmay initially be disposed in (and biased towards) an elevated or spaced-apart position from the tabletop portion of ramp structure150cand may be moved into approximation therewith upon a vehicle driving over flap lever110c. Ramp structure150cis seated atop or mounted atop the roadway “R.”

Gear assembly160cincludes curved rack gear162cwhich is coupled, e.g., fastened, to flap lever110c, and pinion gear164c, which is disposed in meshed engagement with curved rack gear162c. Pinion gear164c, in turn, is coupled to, e.g., engaged about, gear output shaft166cwhich, is supported by shaft support bearings168cfastened or otherwise coupled to ramp structure150c. Gear output shaft166cis ultimately coupled to the transmission sub-system (detailed below; not shown inFIG.2C-1or2C-2) to impart the rotational motion thereof to the transmission sub-system.

In use, a vehicle drives up the slanted up-ramp portion of ramp structure150cand onto flap lever110cat the tabletop portion of ramp structure150c, thereby pivoting flap lever110cwhich, in turn, rotates flap lever shaft120c. Rotation of flap lever shaft120crotates curved rack gear162cwhich, in turn, rotates pinion gear164c. Rotation of pinion gear164crotates gear output shaft166c. This rotational kinetic energy of gear output shaft166cis imparted to the transmission sub-system to ultimately enable the conversion thereof into electrical energy, as detailed below.

Suitable gear amplification or attenuation may be utilized to achieve a desired rotation of gear output shaft166cbased upon a rotational input from flap lever shaft120c. Further, the configuration of ramp structure150cof sub-system100cand, more specifically, the up-ramp section thereof loads the vehicle suspension prior to the vehicle engaging flap lever110c. Because the vehicle suspension has been loaded, most of the vehicle weight can be utilized at flap lever110c, thus allowing more kinetic energy to be transmitted to flap lever110c.

Referring toFIGS.2D-1and2D-2, another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) is illustrated generally identified by reference numeral100d. Sub-system100dincludes a flap lever110d, a flap lever shaft120d, mounted bearings130d, a ramp structure150d, a gear assembly160d. Gear assembly160dis similar to gear assembly160c(FIGS.2C-1and2C-2).

Ramp structure150dincludes a slanted up-ramp portion and slanted down-ramp portion and is seated atop or mounted atop the roadway “R.” Flap lever110dis disposed on and defines at least a portion of the vehicle-contacting surface of the down-ramp portion of ramp structure150d. Flap lever110dmay initially be disposed in (and biased towards) an elevated or spaced-apart position from the down-ramp portion of ramp structure150dand may be moved into approximation therewith upon a vehicle driving over flap lever110d.

Operation of sub-system100dis similar to that of sub-system100c(FIGS.2C-1and2C-2), wherein, in response to a vehicle driving over flap lever110d, a rotational output from gear assembly160dis provided to the transmission sub-system. In embodiments, the rotation of flap lever shaft120dis also output to the same or a different transmission sub-system. Sub-system100d, similar to sub-system100c(FIGS.2C-1and2C-2), is configured such that ramp structure150dloads the suspension of a vehicle driving over sub-system100dprior to engaging flap lever110d. Further, after clearing the peak-point of ramp structure150d, a vehicle is influenced by gravity, thus allowing this potential energy to be transferred to flap lever110das the vehicle drives down the down-ramp portion to the roadway “R” or ground.

With reference toFIGS.2E-1and2E-2, another embodiment of an on-road energy collection sub-system, sub-system100e, configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) includes a flap lever110e, flap lever shaft120e, shaft support bearings130e, a pair of ramp structures150e, and gear assembly160e. Ramp structures150einclude an up-ramp structure152eand a down-ramp structure154espaced-apart from one another and seated atop or mounted atop the roadway “R.” Flap lever110eis pivotably coupled with down-ramp structure154evia flap lever shaft120eand extends from down-ramp structure154eto up-ramp structure152ethus defining a tabletop of ramp structures150ein an initial position. Gear assembly160eis operably coupled to down-ramp structure154e.

In use, a vehicle drives up up-ramp structure152eand onto flap lever110e, pivoting flap lever110edownwardly from its initial, biased position to a deflected position between ramp structures150e. This pivoting motion of flap lever110egenerates rotational mechanical energy that it output by gear assembly160eto the transmission sub-system. Sub-system100eprovides a configuration wherein flap lever110eis inversely positioned and movable compared to previous embodiments. This configuration allows the vehicle driving over sub-system100eto engage flap lever110eat a full-length distance from flap lever shaft120e, thus imparting maximum torque on flap lever shaft120e. Further, once the front tires of the vehicle clear flap lever110e, the process is repeated with the rear tires.

As illustrated inFIGS.2F-1through2F-3, sub-system100fis another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) and includes ramp structures150fhaving an up-ramp structure152fand a down-ramp structure154fspaced-apart from one another and seated atop or mounted atop the roadway “R.” A plurality of flap levers110fand associated flap lever shafts120f, shaft supports130f, and gear assemblies160fare serially disposed between up and down-ramp structures152f,154f. That is, rather than a single flap lever, flap lever shaft, shaft support, and gear assembly as in sub-system100e(FIGS.2E-1and2E-2), sub-system100fincludes a plurality.

In use, a vehicle drives onto up-ramp structure152fand then onto the first flap lever110f, pivoting the first flap lever110fdownwardly. As the vehicle continues, the other flap levers110fare serially pivoted downwardly until the vehicle reaches and descends down-ramp structure154f. The gear assembly160fassociated with each flap lever110fprovides its own rotational mechanical energy that it output to the transmission sub-system (or multiple transmission sub-assemblies). By providing multiple flap levers110fand their associated components, the length of sub-system100fmay be greatly extended without limitation simply by adding additional flap levers110fand associated components.

Referring toFIGS.2G-1through2G-3, another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) is illustrated generally identified by reference numeral100g. Sub-system100gincludes a base plate102ghaving operably coupled thereon or thereto a flap lever110g, a flap lever shaft120g, flap lever mounted bearings130g, an on-ramp structure150g, and a leverage slider assembly170gincluding a slider pin172g, supports174geach defining a slider slot176g, leverage support bearings178gpivotably supporting supports174g, and at least one output shaft180g.

Base plate102gis configured to sit atop a roadway “R” and may include gripping structures (not explicitly shown), e.g., rubber grippers, configured to retain base place102gin position on the roadway “R” without the need for invasive or disruptive structures. On-ramp structure150gis positioned adjacent the first end of flap lever110gon base plate102gto define a smooth transition from the roadway “R” to base plate102gand flap lever110g.

A first end of flap lever110gis coupled to flap lever shaft120g, which is rotatably supported by flap lever mounted bearings130g. The second, opposite end of flap lever110gis coupled to slider pin172g, which is received within opposite slider slots176gdefined within the opposed supports174g. A transverse plate182g, in embodiments, interconnects supports174gand may be integrally formed therewith or otherwise engaged thereto. Leverage support bearings178gpivotably support supports174gatop base plate102gvia at least one output shaft180gthat is configured to output rotational mechanical energy to the transmission sub-system.

In use, a vehicle drives up on-ramp structure150gand onto flap lever110g, thereby pivoting flap lever110gfrom its initial, biased position, about flap lever shaft120g. The pivoting of flap lever110gabout flap lever shaft120gdrives the second end of flap lever110gforward relative to leverage slider assembly170g, e.g., as flap lever110gapproaches a more-parallel orientation relative to base plate102g. As a result, slider pin172gis moved through the slider slots176gand supports174gare urged to rotate about leverage support bearings178g, thereby generation rotational mechanical energy at output shaft180g.

In embodiments, flap lever110gexhibits spring-like properties that allow resilient flexion thereof to absorb vehicle impact force and to load the vehicle's suspension, thus enabling more energy transfer. Coupling flap lever110gat both the ends thereof also allows a more gradual initial ascent for the vehicle traveling therealong, thus helping to reduce and regulate the torque curve applied at output shaft180g.

With reference toFIGS.2H-1through2H-3, another embodiment of an on-road energy collection sub-system, sub-system100h, configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) includes a base plate102hhaving operably coupled thereon or thereto a flap lever110h, a flap lever shaft120h, flap lever mounted bearings130h, ramp structures150hincluding an on-ramp structure152hand an off-ramp structure154h, and a leverage slider assembly170h. Leverage slider assembly170his similar to leverage slider assembly170g(FIGS.2G-1through2G-3) except that rather than pivoting from its initial, biased position in a clockwise direction in response to a vehicle driving onto the flap lever (as with leverage slider assembly170g(FIGS.2G-1through2G-3)), leverage slider assembly170his configured to pivot from its initial, biased position in a counter-clockwise direction in response to a vehicle driving onto flap lever110h.

As illustrated inFIGS.2I-1through2I-3, sub-system100iis another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) and includes a base plate102i; first and second flap levers112i,114i; first, second, and third flap lever shafts122i,124i,126i; flap lever mounted bearings130i; and a rack and pinion mechanism190i. Rack and pinion mechanism190iincludes a push-rack191i, a pinion gear192i, a pinion gear shaft193i, one or more push-rack roller bearings194i, one or more pinion gear shaft bearing supports195i, one or more push-rack slider guides196i, and a push-rack slider rod197i. Although detailed as shafts124i,126ito enable pivoting thereabout, other suitable hinge mechanisms in this and other embodiments detailed herein are also contemplated.

A first end of first flap lever112iis pivotably coupled to flap lever mounted bearings130ivia first flap lever shaft122i, which is fastened or otherwise disposed on base place102i. A second, opposite end of first flap lever112iis pivotably coupled to a first end of second flap lever114ivia second flap lever shaft124i. The second end of second flap lever114iis pivotably coupled to rack and pinion mechanism190ivia third flap lever shaft126i.

Rack and pinion mechanism190i, more specifically, includes push-rack191ipivotably coupled to the second end of second flap lever114ivia third flap lever shaft126i. Push-rack191iis disposed in meshed engagement with pinion gear192i, which is engaged about pinion gear shaft193i. Push-rack slider rod197iis engaged with push-rack191iand slidably received within push-rack slider guide196ito guide translation of push-rack191i, while push-rack roller bearings194ienable reduced-friction translation of push-rack191ialong base plate102ior a roadway “R.” Pinion gear shaft bearing supports195ireceive pinion gear shaft193iand enable rotation thereof in response to rotation of pinion gear192i. Pinion gear shaft193i, in turn, is configured to output rotational mechanical energy to the transmission sub-system.

In use, a vehicle drives onto first flap lever112i, first and second flap levers112i,114iare pivoted and forwardly moved from their respective initial, biased positions towards more-flat positions, thereby translating push-rack191iforwardly to, in turn, rotate pinion gear192iand, thus, pinion gear shaft193i. Once the vehicle clears sub-system100i, push-rack191iis returned to its initial, more-rearward position, while first and second flap levers112i,114iare returned to their initial, more protruding or angled positions.

With reference toFIG.2J, another embodiment of an on-road energy collection sub-system, sub-system100j, configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) include a pair of base plates102j104j; first and second flap levers112j,114j; first, second, and third flap lever shafts122j,124j,126j; flap lever mounted bearings130j; and a hydraulic mechanism200j. Hydraulic mechanism200j.

Sub-system100jis similar to sub-system100i(FIGS.2I-1through2I-3) except that rather than providing a rack and pinion mechanism, sub-system100jincludes hydraulic mechanism200j. Hydraulic mechanism200jincludes a hydraulic piston202jpivotably coupled to second flap lever114jvia third flap lever shaft126j; a piston guide204jconfigured to guide translation of piston202j; a hydraulic body206jconfigured to slidably receive piston202j; a body mount208jconfigured to support body206j; and hydraulic input and outputs212j,214j, respectively, each including a one-way valve to inhibit backflow. As an alternative to separate hydraulic input and outputs212j,214j, a single hydraulic line may be provided to function as both the input and output (such as, for example, including a configuration similar to that detailed inFIGS.2U-1and2U-2).

In use, a vehicle driving onto first and second flap levers112j,114jcauses hydraulic piston202jto slide further into hydraulic body206jto displace hydraulic fluid and force the fluid out through hydraulic output214j, which is coupled to the transmission sub-system, e.g., a hydraulic transmission. Once the vehicle leaves sub-system100j, flap levers112j,114jare returned to their initial, biased position and piston202jis returned to extend further from hydraulic body206j, thereby drawing hydraulic fluid from hydraulic input212jinto body206j. Alternatively or additionally, fluid may be pulled under vacuum into hydraulic body206jto return flap levers112j,114jto their initial position and piston202jto extend further from hydraulic body206j.

Referring toFIG.2K, another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) is illustrated generally identified by reference numeral100k. Sub-system100kincludes a flap lever110k, a shaft120k, a pair of mounted bearings130k, and a hydraulic mechanism200k. Flap lever110kis coupled to shaft120kwhich is rotatably mounted on mounted bearings130k. Hydraulic mechanism200kis similar to hydraulic mechanism200j(FIG.2J) except that hydraulic mechanism200kincludes an arm216kcoupling piston202kof hydraulic mechanism200kwith shaft120ksuch that pivoting of flap lever110krotates shaft120kto thereby move arm216kto translate piston202k.

Turning toFIG.2L, another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) is illustrated generally identified by reference numeral100l. Sub-system100lincludes a flap lever110l, a shaft120l, a pair of mounted bearings130l, a hydraulic mechanism200l, and a rack and pinion mechanism230lcoupled between shaft120land hydraulic mechanism200lto convert rotation of shaft120linto translation of piston202lof hydraulic mechanism200l. A guide203l, e.g., roller bearing or other suitable guide, supports the rack of rack and pinion mechanism230lto enable smooth, linear translation thereof.

FIG.2Millustrates another embodiment of an on-road energy collection sub-system, sub-system100m, configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) and including a flap lever110m, a shaft120mabout which the flap lever110mpivots, a pair of mounted bearings130mrotatably supporting shaft120m, and a hydraulic mechanism200m.

Hydraulic mechanism200mincludes a hydraulic piston202mpivotably coupled to flap lever110mat one end of piston202m, a hydraulic body206mconfigured to slidably receive piston202m, a body mount208mconfigured to pivotably support body206m; and hydraulic input and outputs212m,214m, respectively, which may function similarly as detailed above with respect to hydraulic mechanism200j(FIG.2J). Pivoting of flap lever110m, e.g., in response to a vehicle driving thereon, pivots and compresses hydraulic mechanism200mto drive fluid from body206minto output214m. One-way valves associated with hydraulic input and outputs212m,214m, respectively, are provided to inhibit backflow. As an alternative to separate hydraulic input and outputs212m,214m, a single hydraulic line may be provided to function as both the input and output (such as, for example, including a configuration similar to that detailed inFIGS.2U-1and2U-2).

As shown inFIG.2N, in embodiments, an on-road energy collection sub-system100nconfigured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) can include a plurality of serially-arranged hydraulic sub-systems like sub-systems100k(FIG.2K),100l(FIG.2L),100m(FIG.2M), or any other suitable sub-system(s), attached to separate or a common outflow214n.

A biasing arrangement for biasing and/or returning a flap lever110otowards an initial position is provided inFIG.2Owherein flap lever110ois engaged with a shaft120oabout which the flap lever110opivots and which itself is rotatably supported by a pair of mounted bearings130o. An arm240oextends from shaft120oand is engaged with a first end of a biasing member250o, e.g., a spring, that is grounded at the second opposite end thereof to, e.g., a fixture260o. Thus, biasing member250obiases arm240oforwardly, thereby biasing shaft120in a counter-clockwise direction such that flap lever110ois biased in an angled, elevated position.

Referring toFIGS.2P-1and2P-2, return arrangement is shown including a plurality of serially-arranged sub-systems100psimilar to sub-system100oexcept that, rather than a biasing member, a linkage270pinterconnects the arms240pof adjacent sub-systems100psuch that as a vehicle drives over a subsequent sub-system100p, the previous sub-system100pis pulled back to its initial position via linkage270p.

Referring toFIG.2Q, return may alternatively be provided where a plurality of serially-arranged sub-systems100qsimilar to sub-system100k(FIG.2K) are utilized, via interconnecting the hydraulic input212qof one sub-system100qwith the hydraulic output214qof an adjacent sub-system100q. In such a configuration, as a vehicle drives over a subsequent sub-system100q, fluid is urged from the output214qof that sub-system100qthrough hydraulic interconnect line280qto the input212qof the previous sub-system100qto pull that sub-system100qback to its initial position.

As illustrated inFIGS.2R-1and2R-2, sub-system100ris another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) and includes a plurality of flap lever mechanisms101r, each including first and second flap levers112r,114r; first, second, and third flap lever shafts122r,124r,126r; flap lever mounted bearings130r; and a roller290r.

A first end of first flap lever112rof each flap lever mechanism101ris pivotably coupled to flap lever mounted bearings130rthereof via first flap lever shaft122rthereof. A second, opposite end of first flap lever112rof each flap lever mechanism101ris pivotably coupled to a first end of second flap lever114rthereof via second flap lever shaft124rthereof. The second end of second flap lever114rof each flap lever mechanisms101r, is pivotably coupled to roller290r, which is configured to roll along the first flap lever112rof a subsequent flap lever mechanism101r.

In this manner, as a vehicle drives over a first flap lever mechanism101rto flatten out and invert the first and second flap levers112r,114rthereof, the roller290rthereof is urged into and rolled along the first flap lever112rof a subsequent flap lever mechanism101r, to thereby begin the flattening thereof. This allows for a steeper initial position of the first flap levers112rwhich, in turn, enables greater rotation thereof to drive the downstream power transmission components. This configuration also helps dampen the impact felt by the vehicle driver.

The first flap lever shaft122rof each flap lever mechanism101ris utilized similarly as detailed above to generate rotational mechanical energy for output to the transmission sub-system. Further, as illustrated inFIG.2R-2, the first flap lever mechanism101r′ may include a single flap lever112r′ eliminating the second flap lever and second shaft, so as to define an initial ramp for a vehicle driving over sub-system100r.

As illustrated inFIGS.2S-1and2S-2, sub-system100sis another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) and includes a plurality of flap lever mechanisms101s, each including a flap lever110s; first and second flap lever shafts122s,124s; flap lever mounted bearings130s; and a roller290sSubsystem100sfurther includes a chain300sfixed at a first end thereof via anchor310sand coupled at a second end thereof to a tensioner320sconfigured to maintain an appropriate tension on chain300s. As an alternative to chain300s, a high strength fabric or other suitable articulating structure may be provided, e.g., a mat, belt, other linked or weaved structure, etc.

A first end of the flap lever110sof each flap lever mechanism101sis pivotably coupled to flap lever mounted bearings130sthereof via first flap lever shaft122sthereof. A second, opposite end of the flap lever110sof each flap lever mechanism101sincludes the roller290sthereof coupled thereto via second flap lever shaft124s. Rollers290ssupport chain300sthereon.

In this manner, as a vehicle drives onto and over chain300s, flap levers110sare serially deflected downwardly as rollers290are rolled along an underside of chain300s. Further, the rotation of first flap lever shafts122seffected in response to a vehicle driving onto and over chain300sis rotational mechanical energy that is output to the transmission sub-system.

Tensioner320smay be mechanically controlled, e.g., via a spring, or electronically controlled, and allows for reset of flap levers110sto their initial positions after the vehicle drives over flap levers110s. This configuration smoothens the transition for the vehicle from one flap lever110sto the next flap lever110s.

As illustrated inFIGS.2T-1and2T-2, sub-system100tis another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) and includes a pair of pivoting flap assemblies101topposing one another, a gearing assembly106tcoupled between the opposed pivoting flap assemblies101t, and a connector plate108tcoupled between the opposed pivoting flap assemblies101t.

Each pivoting flap assembly1014tincludes first and second flap levers112t,114t; first, second, and third flap lever shafts122t,124t,126t; and flap lever mounted bearings130t. A first end of the first flap lever112tof each assembly101tis pivotably coupled to one of the flap lever mounted bearings130tthereof via the first flap lever shaft122tthereof. A second, opposite end of first flap lever112tof each assembly101tis pivotably coupled to a first end of the second flap lever114tthereof via the second flap lever shaft124tof that assembly101t. The second end of second flap lever114tof each assembly101t, in turn, is pivotably coupled to an end of connector plate108tvia the third flap lever shaft126tthereof. The third flap lever shafts126tare also slidably received within slots defined within connector plate mounted bearings138t. In embodiments, rather than a connector plate108tand separate connector plate mounted bearings138t, the third flap lever shafts126tof the assemblies101tmay be the same component and slidably disposed within a slot defined within a single, shared connector plate mounted bearing138t.

Gearing assembly106tincludes a rack191tsecured to connector plate108t, first and second pinion gears192tdisposed in meshed engagement with rack191tand including one-way clutches (not explicitly shown) coupled thereto, a forward gear set198tdisposed in meshed engagement with the first pinion gear192t, and a reverse gear set199tdisposed in meshed engagement with the second pinion gear192t. An output shaft129tis coupled to both forward gear set198tand reverse gear set199tand extends from gearing assembly106tto provide the rotational mechanical energy produced thereby to the transmission sub-system.

In use, as a vehicles front wheels drive onto sub-system100t, the vehicle first encounters a rigid ramp152tthat serves to absorb some of the vehicle's initial shock and to load its suspension. After driving over the rigid ramp152t, the vehicle moves onto the first flap lever112tof the first pivoting flap assembly101tsuch that the first and second flap levers112t,114tthereof are pivoted to a more-flattened position, thereby urging connector plate108tforwardly, thus moving rack191tforwardly to rotate first pinion192t, thereby operating forward gear set198tto provide a rotational output at output shaft129t. Although second pinion192tis also rotated via the movement of rack191t, a one-way clutch of reverse gear set199tinhibits further transmission of this rotation and, thus, reverse gear set199tremains inactive.

As the vehicle continues to the second flap lever114tof the second pivoting flap assembly101t, the first and second flap levers112t,114tthereof are pivoted to a more-flattened position, thereby urging connector plate108trearwardly, thus moving rack191trearwardly to rotate second pinion192t, thereby operating reverse gear set199tto provide a rotational output at output shaft129tin the same direction as with the forward gear set198t. Although first pinion192tis also rotated via the movement of rack191t, a one-way clutch of forward gear set198tinhibits further transmission of this rotation and, thus, forward gear set198tremains inactive. Further, the movement of second pivoting flap assembly101tserves to reset first pivoting flap assembly101tback to its initial, elevated position for a subsequent vehicle. The vehicle may finally drive over a rigid ramp154tand leave sub-system100t. Of course, sub-system100tmay alternatively be configured to receive a vehicle traveling in the opposite direction, thus effecting the opposite of the above.

As detailed above, the reciprocating motion of sub-system100tas a vehicle is engaged therewith is converted into unidirectional output at output shaft129t. Further, although gearing assembly106tappears below the remainder of sub-system100tinFIGS.2T-1and2T-2, such is a result of the converting a three-dimensional sub-system into a two-dimensional drawing and is not the case in actuality; rather, sub-system100tis an on-road sub-system wherein gearing assembly106textends off the road laterally from the remainder of sub-system100t.

As illustrated inFIGS.2T-3and2T-4, sub-system100t′ is another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) similar to sub-system100t(FIGS.2T-1and2T-2), except as distinguished below.

Sub-system100eincludes a pair of pivoting flap assemblies101t′ and a gearing assembly106t′ coupled between the pivoting flap assemblies101t′. Gearing assembly106t′ includes a rack191t′, a common pinion gear192t′ disposed in meshed engagement with rack191t′, a forward gear set198t′, and a reverse gear set199t′. A coupling gear193t′ couples common pinion gear192t′ to the input gears of forward gear set198t′ and reverse gear set199t′, which each includes a one-way clutch associated therewith. Coupling gear193t′, more specifically, is disposed between the input gears of forward and reverse gear sets198t′,199t′ such that rotation of coupling gear193t′ rotates the input gears of forward and reverse gear sets198t′,199t′ in the same direction. The one-way clutches are disposed between the input gears and the remaining gears of the forward and reverse gear sets198t′,199t′.

In use, as a vehicle drives over the first pivoting flap assembly101t′, rack191t′ is moved forwardly to rotate common pinion gear192t′, thereby rotating coupling gear193t′ to operate forward gear set198t′ to provide a rotational output at output shaft129t′. Although the input gear of reverse gear set199t′ is also rotated via the rotation of coupling gear193t′, the one-way clutch of reverse gear set199t′ inhibits further transmission of this rotation and, thus, reverse gear set199t′ remains inactive.

As the vehicle continues to the second pivoting flap assembly101t′, rack191t′ is moved rearwardly to rotate common pinion gear192t′ in the opposite direction, thereby rotating coupling gear193t′ to operate reverse gear set199t′ to provide a rotational output at output shaft129t′ in the same direction as with the forward gear set198t′. Although the input gear of forward gear set198t′ is also rotated, the one-way clutch of forward gear set198t′ inhibits further transmission of this rotation and, thus, forward gear set198t′ remains inactive.

FIG.2U-1illustrates another on-road energy collection sub-system100uconfigured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) that is similar to sub-system100t(FIGS.2T-1and2T-2) except that, rather than using a gearing assembly, sub-system100uprovides a hydraulic assembly107uthat coverts the reciprocating motion of sub-system100uas a vehicle is engaged therewith into unidirectional output.

Hydraulic assembly107uincludes a dual-direction piston390u, a U-shaped connector391ucoupled to both portions of the dual-direction piston390u, a first reset flow path392ucoupled to one side of U-shaped connector391u, a second reset flow path394ucoupled to the other side of U-shaped connector391u, first and second one-way valves396udisposed between the respective first and second reset flow paths392u,394uand U-shaped connector391u, a hydraulic motor398ucoupled to an output shaft129uand including a fluid reservoir associated therewith, a third one-way valve396ucoupled between the U-shaped connector391uand hydraulic motor398u, and a fourth one-way valve396ucoupled between first and second reset flow paths392u,394uand the fluid reservoir associated with hydraulic motor398u. With momentary additional reference toFIG.2U-2, in the embodiment of hydraulic assembly107u′, as an alternative to a single third one-way valve396u(FIG.2U-1), a pair of third one-way valves396u′ may be provided along U-shaped connector391u′ on opposing sides of hydraulic motor398u′ to inhibit fluid from traveling completely along U-shaped connector391u′ and, thus, short-circuiting hydraulic motor398u′. Hydraulic assembly107u′ may otherwise be similar to hydraulic assembly107u(FIG.2U-1).

In use, when piston390uis urged in a forward direction via the first pivoting flap assembly101u, fluid is urged through one side of U-shaped connector391uand to hydraulic motor398uto drive hydraulic motor398uto thereby rotate output shaft129u, before the fluid ends up in the fluid reservoir associated with hydraulic motor398u. As this occurs, vacuum is created through the other side of U-shaped connector391uand first reset flow path392uto draw fluid from the fluid reservoir therethrough and into dual-direction piston390u. One-way valves396u, as understood, inhibit backflow and help maintain suitable pressure and vacuum for urging and withdrawing fluid, respectively. As alternative to one-way valves396u(or any other mechanical valving detailed herein), electronically-controlled or other suitable valves are also contemplated.

When piston390uis urged in a rearward direction via the second pivoting flap assembly101u, fluid is urged through the other side of U-shaped connector391uand to hydraulic motor398uto drive hydraulic motor398uto thereby rotate output shaft129uin the same direction as the forward direction. The fluid eventually ends up in the fluid reservoir associated with hydraulic motor398u. As fluid is urged to hydraulic motor398u, vacuum is created through the first, other side of U-shaped connector391uand second reset flow path394uto draw fluid from the fluid reservoir therethrough and into dual-direction piston390u. One-way valves396u, similarly as above, inhibit backflow and help maintain suitable pressure and vacuum.

Actuation in the rearward direction resets first pivoting flap assembly101uback to its initial, elevated position for a subsequent vehicle and, likewise, actuation in the forward direction resets second pivoting flap assembly101uto an elevated position for further travel of the vehicle thereover.

Although hydraulic assembly107uappears below the remainder of sub-system100uinFIG.2U, such is a result of the converting a three-dimensional sub-system into a two-dimensional drawing and is not the case in actuality; rather, sub-system100uis an on-road sub-system wherein hydraulic assembly107uextends off the road laterally from the remainder of sub-system100u. Further, hydraulic assembly107umay be utilized with any of the hydraulically-activated subsystems (including systems including plural flap assemblies) detailed above and is not limited to use with pivoting flap assemblies101u.

An embodiment of the first transmission sub-system400configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) is illustrated inFIG.3. First transmission sub-system400includes a secondary shaft410configured to receive the rotational mechanical energy provided by sub-system100, a housing420housing a gear set430, e.g., a geartrain or gearbox, coupled to secondary shaft410, an output shaft440coupled to gear set430, and a transmission electrical control unit (ECU)450including, for example, a processor and memory storing instructions to be executed by the processor. As noted above, secondary shaft410of first transmission sub-system400is configured to receive the rotational mechanical energy provided by sub-system100(FIG.1) and provide the same to gear set430which modifies the rotational mechanical energy, e.g., by changing the speed and/or torque thereof. The modified rotational mechanical energy is then output to output shaft440for input to the flywheel sub-system, e.g., flywheel activator sub-system500(if provided) or flywheel assembly sub-system600(if flywheel activator sub-system500is not provided) (seeFIG.1).

ECU450electronically controls gear set430to automatically modify and set a transmission ratio, e.g., a gear ratio, to achieve appropriate modification, e.g., amplification or attenuation, of the speed and/or torque of the input rotational mechanical energy. ECU450, in turn, may be controlled by traffic analysis electronics sub-system1000(FIG.1), as detailed below. The transmission ratio set may depend on, for example, sensed data, e.g., speed, make, model, weight, size, ground clearance, drive-train, etc., relating to the currently interacting vehicle and/or other information, e.g., weather conditions, traffic volume, etc. Based on this information, traffic analysis electronics subs-system1000(FIG.1) instructs ECU450to, in turn, manipulate gear set430to achieve the appropriate transmission ratio. The transmission ratio may be selected from a plurality of discrete ratios, e.g., low, medium, and high, or may be continuously variable to achieve any desired ratio within a ratio range of the gear set430. As an alternative to electronic-based configurations, e.g., electronically controlled gears, mechanical configurations may be utilized, e.g., using mechanical clutches (for example, centrifugal clutches).

Illustrated inFIG.4is an embodiment of the flywheel activator sub-system500configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein). Sub-system500includes an activator gear set510, e.g., a geartrain or gearbox, a flywheel activator electrical control unit (ECU)520, a small activator shaft530, a medium activator shaft540, and a large activator shaft550. Activator gear set510is configured to receive the modified rotational mechanical energy output from output shaft440of first transmission sub-system400and relay this energy (with or without modification) to one of the activator shafts530,540,550. Selection of the particular output shaft530,540,550is controlled by ECU520which, in turn, may be controlled by the traffic analysis electronics sub-system1000similarly as noted above and as detailed further below (seeFIG.1). ECU520may include, for example, a processor and memory storing instructions to be executed by the processor. Each output shaft530,540,550is coupled to its own flywheel assembly sub-system600a,600b,600c.

Referring toFIG.5, an embodiment of the flywheel assembly sub-system600, gearbox/CVT sub-system700, and energy generator sub-system800configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) are illustrated. As noted above, each shaft output from flywheel activator sub-system500(FIG.4) may be connected to its own set of sub-systems600,700,800; however, for purposes of brevity and to avoid repetition, only one set of sub-systems600,700,800are detailed hereinbelow.

Flywheel assembly subsystem600includes a flywheel input shaft610coupled to the corresponding output shaft530,540,550of flywheel activator sub-system500(FIG.4); a one-way shaft clutch620coupled to the flywheel input shaft610; a flywheel housing630retaining therein a flywheel640and flywheel hub assembly650that couples flywheel640with input shaft610. Input shaft610is configured to provide the input to flywheel640and is coupled to flywheel housing630via one of flywheel shaft support bearings660. An output shaft670coupled to flywheel640via flywheel hub assembly650is configured to receive the output from flywheel640and is coupled to flywheel housing630via another flywheel shaft support bearing660.

In use, rotational mechanical energy input via input shaft610is transmitted to flywheel640to store energy and selectively provide a sustained output energy profile for output via output shaft670. More specifically, the initial energy profile provided via input shaft610is a spiked and/or pulsed input. Flywheel640functions to establish a smooth and consistent energy profile over an extended period of time by storing and selectively outing the energy via output shaft670to the second transmission sub-system, e.g., gearbox/CVT sub-system700. In embodiments, multiple flywheels640are provided.

Continuing with reference toFIG.5, the second transmission sub-system, e.g., gearbox/CVT sub-system700, includes an input shaft710configured to receive the output from output shaft670, a housing720housing therein a gear set730, e.g., a gear box, CVT, or gear train, coupled at an input end to input shaft710, an output shaft740coupled to an output end of gear set730. Input and output shafts710,740are rotatably coupled to housing720via shaft support bearings750. Gear set730modifies the rotational energy input via input shaft710by changing the speed and/or torque thereof and outputs the modified energy via output shaft740. Gear set730may be an electronically-controlled variable transmission or may a mechanically-controlled variable transmission, e.g., incorporating a centrifugal clutch.

Energy generator sub-system800includes a generator input shaft810, an electricity generator820, and a generator mount structure830. Generator input shaft810receives the rotational energy transferred from output shaft740and rotates a rotor (or other suitable mechanism) within electricity generator820to generate electricity. Any suitable electricity generator820configured to convert rotational mechanical energy into electrical energy is contemplated and configured for use in accordance with energy generator sub-system800. Generator820outputs the generated electricity through wiring840to power electronics sub-system900(FIG.1). In embodiments, energy generator sub-system800is incorporated into housing720of gearbox/CVT sub-system700.

Turning toFIG.6, an embodiment of the power electronics sub-system900configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) is illustrated. As noted above, wherein flywheel activator sub-system500(FIG.4) includes multiple outputs, multiple power electronics sub-systems900may be provided; however, for purposes of brevity and to avoid repetition, only one is detailed hereinbelow.

Power electronics sub-system900includes an AC to DC electrical rectifier901, a networked DC power analyzer910, an internet connection920, a grid-tied power inverter930, a load940, an AC power analyzer950, a grid-tied electrical panel960, and an electrical utility/grid970. Power electronics sub-system900converts the electrical energy transmitted thereto by electricity generator sub-system800into utility-grade electricity. Although detailed in one manner below, other suitable power electronics sub-systems900for converting “raw” electricity into utility-grade electricity are also contemplated.

In use, generator sub-system800outputs AC electricity that is fed via wiring to AC to DC electrical rectifier901. Rectifier901converts the AC electricity to DC electricity that is then fed to networked DC power analyzer910. Analyzer910measures various DC energy output parameters in real time and streams this data to an internet connected server via internet connection920. Analyzer910is also electrically connected to grid-tied power inverter930. The DC electricity passes through analyzer910without interruption to inverter930via wiring. Inverter930converts the DC electricity into utility grid-grade electricity and may be any suitable grid-tied power inverter930. Inverter930also includes analysis components that measure various electrical parameters, e.g., voltage, current, frequency, and/or resistance, of the electricity. These analysis components allow inverter930to produce a steady and accurate stream of grid-grade AC electricity.

Connected downstream of inverter930is load940, e.g., a dump load or resistor, a charge controller-tied battery storage bank, or other suitable load. Built in over-current protection systems and/or other safety equipment allow inverter930to automatically redirect high, unsafe and potentially damaging levels of electricity to load940. Load940converts this unsuitable electricity to heat via built-in resistance.

The transformed and inverted AC electricity created by inverter930passes through networked AC power analyzer950which measures various AC energy inverter output parameters in real time and streams this data to an internet connected server via internet connection920in the same way networked DC power analyzer910streams its data. Once passing through analyzer950, uninterrupted, the AC electricity is transmitted to electrical/breaker panel960that is directly connected to the local electrical utility grid970for providing the electricity thereto. As an alternative or in addition to local electrical utility grid970, the electricity may be provided to a microgrid, an electricity storage system (e.g., battery or batteries), directly to an energy-consuming facility, etc.

An embodiment of the traffic analysis electronics sub-system1000configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein), illustrated inFIGS.7A and7Bincludes a traffic electrical control unit (ECU)1100, a radar/speed sensor1110, a traffic camera1120, a vehicle weight sensor1130, and/or any other suitable sensor equipment for determining vehicle data, traffic data, environment data, etc. Traffic analysis electronics sub-system1000may also interface with internet-based services, via internet connection1140, that collect and/or disseminate traffic, weather, and/or vehicle data to retrieve data therefrom.

Vehicles vary greatly in size, mass, and configuration, and can obviously travel at vastly different speeds. Larger vehicles contain more kinetic energy than smaller ones and faster vehicles contain more kinetic energy than slower ones. Within this energy matrix lies a wide range of possible kinetic energies contained in any single moving vehicle. Referring also toFIG.7C, traffic analysis electronics sub-system1000is configured, when a vehicle is approaching, to obtain informative data (such as that from the sensors/connections above and/or other suitable data) of the approaching vehicle, determine where on the kinetic energy spectrum the approaching vehicle lies (or otherwise determining setting information suitable for the approaching vehicle) and, based thereon, instruct the transmission ECU450and flywheel activator ECU520to set an appropriate transmission ratio and activator shaft/flywheel configuration, respectively. More specifically, ECU1100collects available data, determines the appropriate settings, and output the same to ECU's450,520prior to a vehicle interacting with the on-road energy collection sub-system100. ECU1100may include, for example, a processor and memory storing instructions to be executed by the processor.

With additional reference toFIG.7D, ECU1100, in embodiments, may access a lookup table including a matrix of, for example, vehicle mass and vehicle velocity, as illustrated inFIG.7D, in order to determine the appropriate settings to be output to ECU's450,520. However, other lookup tables or methods of determining the appropriate settings to be output are also contemplated such as, for example, algorithms, artificial intelligence protocols, etc. Historical data of vehicles, the components of system10(FIG.1), the power generated, the transmission, flywheel, and/or other system settings selected, traffic conditions, etc., from plural systems can also be used to improve the setting determination by ECU1100, via a feedback loop, machine learning algorithm, to fine tune the look-up table matrix, etc. This may accomplished in real-time, periodically, or the data may be utilized for off-line analysis, e.g., to continually improve the programs, algorithms, collection and/or use of data, etc. for implementation in software updates, firmware updates, etc. These updates may be provided wirelessly, e.g., over WiFi, cellular networks, or in any other suitable manner, to one or more systems from a central location or locations. Further, the updating may be done universally for all systems or individually (and specifically tailored) for individual systems or groups of systems.

Continuing with reference toFIG.7C, in embodiments, traffic analysis electronics sub-system1000is configured with appropriate sensor(s), e.g., machine vision, LIDAR, lasers, etc., to assess vehicle ground clearance of an approaching vehicle and, based on the determined ground clearance, make a decision to either maintain the height of the on-road flap lever system or adjust the height of the on-road flap lever system (or to move the on-road flap lever system to a stowaway condition removed from the roadway). Once the vehicle passes, traffic analysis electronics sub-system1000resets the on-road flap lever system back to the default height.

In addition to vehicle ground clearance, the above-detailed adjustments may also be made in response to one or more other sensed properties of an approaching vehicle, e.g., speed, mass, etc., considered alone or in combination with other sensed properties.

Turning toFIG.8, with respect to embodiments where the on-road energy collection sub-system100(FIG.1) is hydraulic, a hydraulic control assembly1200may be utilized. Hydraulic control assembly1200includes a hydraulic actuator assembly1210, an electronically controlled entry valve1220, an electronically controlled exit valve1230, a hydraulic line-in1240, a hydraulic line-out1250, an electronically controlled hydraulic pump1260, a hydraulic reservoir1270, a position sensor1280, and an electronic controller1290.

Hydraulic actuator assembly1210collects energy via the on-road energy collection sub-system100(FIG.1) and resets the on-road energy collection sub-system100(FIG.1), if not otherwise provided. More specifically, activation of the flap lever of the on-road energy collection sub-system100(FIG.1) by a moving vehicle or the position of the piston of hydraulic actuator assembly1210trigger sensor1280to signal controller1290to direct pump1260, valve1220, and valve1230. That is, when sensor1280detects that the on-road energy collection sub-system100(FIG.1) is activated, controller1290instructs pump1260to deliver fluid to hydraulic actuator assembly1210and directs valve1220to open, while valve1230remains closed. As hydraulic actuator assembly1210fills up, the piston thereof is repositioned and the flap lever of the on-road energy collection sub-system100(FIG.1) is fully depressed. Sensor1280detects this and, in response, resets the system to its starting position, shutting down pump1260, closing valve1220, and opening valve1230. The fluid that leaves hydraulic actuator assembly1210via valve1230is used by downstream sub-systems such as a hydraulic motor or transmission for eventually converting the same into electrical energy.

Referring toFIGS.9A and9B, in embodiments, some or all of the various on-road energy collection sub-systems100(FIG.1) may be configured to move between a “use” position and a “stowed” position for street cleaning, snow removal, maintenance, when energy collection is not desired, etc.

FIG.9Aillustrates one embodiment of a stowaway mechanism1300in use with an on-road energy collection sub-system1302similar to any of the embodiments detailed above and generally including at least a flap lever1310, a flap lever shaft1320, and shaft support bearings1330coupling the sub-system1302to a base plate1420.

Stowaway mechanism1300includes a pivot hinge1340pivotably coupling base plate1420with a stowaway housing1370or other grounded structure, a guide1350defining a rack slot, a pinion1360received within the rack slot of guide1350, ground mount anchors1380for retaining base plate1420on the roadway “R,” mount release mechanisms1390, a guide motor1400housed within stowaway housing1370, and an electronic control unit (ECU)1410housed within stowaway housing1370.

Pivot hinge1340couples base plate1420to stowaway housing1370or other grounded structure. Guide1350is coupled to, for example, support bearings1330of on-road energy collection sub-system1302or base plate1420. Pinion1360is disposed in meshed engagement within the rack slot of guide1350such that, when guide motor1400is activated, pinion1360is rotated to thereby urge guide1350and, thus, on-road energy collection sub-system1302to pivot. Rather than powered activation via motor1400, manual activation, e.g., using a handle crank, is also contemplated.

In use, mount release mechanisms1390are (manually or automatically) activated to decouple ground mount anchors1380from the roadway “R.” Thereafter, ECU1410directs motor1400to repositioning guide1350as detailed above, thereby pivoting on-road energy collection sub-system1302about pivot hinge1340and relative to the roadway “R” from a horizontal position substantially flush with the roadway “R” to a more-vertical position displaced from the roadway “R.” Pivoting of on-road energy collection sub-system1302may be locally instructed, e.g., via controls on or within stowaway housing1370, or remotely, e.g., via an internet connection to ECU1410.

FIG.9Billustrates another stowaway mechanism1500similar to stowaway mechanism1300(FIG.9A) except that, rather than guide1550defining a rack slot, guide1550defines an outer rack surface that is disposed in meshed engagement with pinion1560.

Referring toFIGS.10A-10C, another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) is illustrated generally identified by reference numeral2100. Sub-system2100includes a pivoting flap assembly2110, a gear coupling assembly2150, and a hydraulic assembly2160. Pivoting flap assembly2110includes first and second flap levers2112,2114and first, second, and third flap lever shafts2122,2124,2126. In embodiments, second flap lever2114and the components associated therewith such that first flap lever2122pivots at one end thereof about first flap lever shaft2122and defines a free second end. A first end of the first flap lever2112is fixedly engaged with first flap lever shaft2122(which is rotatably mounted in a mounted bearing2130) such that pivoting of first flap lever2112rotates first flap lever shaft2122. In embodiments, first flap lever2112may additionally be engaged, e.g., via welding, mechanical fastening, or in any other suitable manner, directly with first gear2152(and/or other suitable components of the gear coupling assembly2150) to reduce the torsional load on first flap lever shaft2122. A second, opposite end of first flap lever2112is pivotably coupled to a first end of the second flap lever2114via the second flap lever shaft2124. The second end of second flap lever2114, in turn, is pivotably coupled to the third flap lever shaft2126(or other suitable component) which is slidably received within a slot defined within a connector plate mounted bearing2138. In use, downward pivoting of first flap lever2112pivots second flap lever2114downward and pushes the second end of second flap lever2114away from first flap lever2112to translate third flap lever shaft2126along the slot of connector plate mounted bearing2138.

Hydraulic mechanism2160includes a hydraulic piston2162, a hydraulic body2166configured to slidably receive piston2162, a hydraulic input2164a(including a one-way valve to inhibit backflow) and a hydraulic output2164b(including a one-way valve to inhibit backflow). As an alternative to a separate hydraulic input2164aand output2164b, a single combined line may be provided.

Gear coupling assembly2150couples first flap lever shaft2122with hydraulic piston2162such that rotation of first flap lever shaft2122urges hydraulic piston2162to slide into/out of hydraulic body2166. More specifically, gear coupling assembly2150provides a suitable gear ratio to amplify the output relative to the input, e.g., to provide greater than a 1:1 output to input ratio. Gear coupling assembly2150may include any suitable gearing components and configurations thereof to provide this amplification such as, for example, a first gear2152secured to the first flap lever shaft2122, a second gear2154disposed in meshed engagement with first gear2152, and a linkage2156secured at one end to second gear2154and pivotably coupled to hydraulic piston2162at the other end thereof. In this manner, when a vehicle drives onto first flap lever2112to pivot first flap lever2112downward and rotate first flap lever shaft2122, first gear2152is rotated, thereby rotating second gear2154and pivoting linkage2156about the first end thereof to urge hydraulic piston2162to slide further into hydraulic body2166to displace hydraulic fluid and force the fluid out through hydraulic output2164b, which is coupled to a transmission sub-system, e.g., a hydraulic transmission, according to any of the embodiments herein or other suitable transmission sub-system.

With reference toFIG.11, in gear-based embodiments, such as with respect to gear coupling assembly2150of sub-system2100(FIGS.10A-10C), at least one of the gears, e.g., first gear2152, or, in embodiments, at least two gears, may be configured as an eccentric gear2152′ where the gear ratio provided varies as the gear2152′ is rotated. Eccentric gears include non-circular, irregular, or other suitable gears that provide a varied gear ratio. The eccentric gear2152′ may be oriented such that the gear ratio is initially low when the sub-system is disposed in its reset/upright position, and increases as a vehicle traverses the sub-system. Such a configuration may enable a smoother torque/energy transfer from the vehicle to the flap lever and, thus, through the sub-system and/or may protect the sub-system from high impact transfer via the drive shaft. Eccentric gears may likewise be used in other assemblies involving gears for similar purposes.

Turning toFIG.12, as an alternative to a gear coupling assembly2150(FIGS.10A-10C) for providing a gear ratio to amplify output relative to the input, a four-bar mechanical linkage assembly2250may be utilized. Four-bar mechanical linkage assembly2250may include, for example, a first linkage2252fixed to the first flap lever shaft2222at a first end and pivotably coupled to a first end of a second linkage2254at a second end of the first linkage2252. The second end of the second linkage2254, in turn, is pivotably coupled to an intermediate portion of a third linkage2256. A first end of third linkage2256is pivotable but translationally fixed such that third linkage2256is pivotable about the first end thereof. The second end of third linkage2256is pivotably coupled to the hydraulic piston2262. Thus, upon an input rotation to first flap lever shaft2222, first linkage2252is pivoted to thereby pivot and translate second linkage2254to, in turn, pivot third linkage2256, thereby urging hydraulic piston2262to slide further into hydraulic body2266. The output sliding of hydraulic piston2262is amplified as compared to the input rotation to first flap lever shaft2222.

Referring toFIG.13, another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) is illustrated generally identified by reference numeral2300. Sub-system2300includes a pivoting flap assembly2310, a gear coupling assembly2350, and a hydraulic assembly2360. Pivoting flap assembly2110includes first and second flap levers2312,2314and first and second flap lever shafts2322,2324. A first end of the first flap lever2312is fixedly engaged with first flap lever shaft2322such that pivoting of first flap lever2312rotates first flap lever shaft2322. A second, opposite end of first flap lever2312is free-floating and overlaps above a first, free, floating end of second flap lever2314. A second end of second flap lever2314is pivotably coupled to the second flap lever shaft2324, which is operably coupled to hydraulic assembly2360via gear coupling assembly2350. Hydraulic assembly2360and gear coupling assembly2350may be substantially similar as detailed above with respect to sub-system2100(FIGS.10A-10C).

Sub-system2300is oriented such that a vehicle first travels over first flap lever2312, urging first flap lever2312to pivot downwardly. Due to the free, floating end of first flap lever overlapping above the free, floating end of second flap lever2314, the downward pivoting of first flap lever2312urges second flap lever2314to likewise pivot downwardly and, thus, drive power transmission components, e.g., hydraulic assembly2360via gear coupling assembly2350. By first pivoting the first flap lever2312, which is not connected to the power transmission components, e.g., hydraulic assembly2360, first flap lever2312may act as pre-load/progressive force applier to second flap lever2314, which includes hydraulic assembly2360connected thereto. Such a configuration may enable more progressive energy transfer and reduce initial high impact pulses. Other suitable power transmission components are also contemplated.

As illustrated inFIG.14, in embodiments where two translationally fixed pivot shafts2422,2424, e.g., as with respect to first and second flap lever shafts2322,2324(FIG.13), a common support base2470may be provided to pivotably support the fixed pivot shafts2422,2424, thereby increasing structural integrity.

FIG.15Aschematically illustrates another surface-mounted system3010for converting vehicular kinetic energy into electricity in accordance with the present disclosure. System3010, similar to system10(FIG.1), a plurality of sub-systems: an on-road energy collection sub-system3100; a first transmission sub-system3400; a flywheel sub-system3500; one or more second transmission sub-systems, e.g., a gearbox/continuously variable transmission (CVT), etc. sub-systems3700; one or more energy generator sub-systems3800; one or more charge controllers3900; one or more battery banks3950; and an DC/AC inverter3970for connecting to a power grid or other load. Each on-road energy collection sub-system3100(two are shown, any suitable number are contemplated) includes a shaft flap lever assembly3120disposed on the road for a vehicle to traverse, similarly as detailed with respect to any of the embodiments herein. Each on-road energy collection sub-system3100further includes a pair of hydra-mechanical gearbox assemblies3140, one disposed on each side of the shaft flap lever assembly3120and, thus, on each side of the road (or portion of road). Hydra-mechanical gearbox assemblies3140may include gears, mechanical linkages, and/or other suitable components coupled to one or more hydraulic actuators for converting pivoting motion of the shaft flap lever assembly3120into actuation of the one or more hydraulic actuators, e.g., similarly as detailed above with respect to various embodiments herein. The hydra-mechanical gearbox assemblies3140of each on-road energy collection sub-system3100feed into a hydraulic line connected to the first transmission sub-system3400(or other suitable components) to enable electrical power generation and storage, e.g., within the one or more battery banks3950, based thereon. In this and/or other embodiments, first transmission sub-system3400may be configured similarly as the second transmission sub-systems detailed herein, and vice versa.

FIG.15Bschematically illustrates another surface-mounted system4010for converting vehicular kinetic energy into electricity in accordance with the present disclosure. System4010is similar to system3010(FIG.15A) except that a single hydra-mechanical gearbox assembly4140is coupled to each of the shaft flap lever assemblies4120, e.g., in a central location thereof. In such embodiments, the shaft flap lever assemblies4120may be bifurcated into first and second portions4121,4123disposed on either side of and each connected to the central hydra-mechanical gearbox assembly4140.

Turning toFIGS.16A and16B, sub-system2400is another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) and includes a pair of independent pivoting flap assemblies2401each coupled to a common gearing assembly2406via a hydraulic assembly2450.

The pivoting flap assemblies2401are oriented in the same direction and each includes first and second flap levers2412,2414; first, second, and third flap lever shafts2422,2424,2426; and flap lever mounted bearings2430,2438. A first end of the first flap lever2412of each assembly2401is pivotably coupled to its flap lever mounted bearing2430via its first flap lever shaft2422. A second, opposite end of first flap lever2412of each assembly2401is pivotably coupled to a first end of the second flap lever2414thereof via the second flap lever shaft2424of that assembly2401. The second end of second flap lever2414of each assembly2401, in turn, is coupled with the third flap lever shaft2426which, in turn, is slidably received within a slot defined within mounted bearing2438.

Each hydraulic assembly2450includes input and output hydraulic pistons2452,2454. The input pistons2452are coupled to the respective third flap lever shafts2426such that, in response to translation of the corresponding third flap lever shaft2426within the slot defined within the mounted bearing2438, e.g., in response to a vehicle driving over the first and second flap levers2412,2414of that pivoting flap assemblies2401, the input piston2452is actuated. Upon actuation of the input piston2452, the output piston2454is, in turn, actuated. The output pistons2454are oriented in opposite directions and are each coupled to an opposing side of a common rack2491of gearing assembly2406. Common rack2491is coupled to the first and second pinion gears2492of gearing assembly2406such that translation of common rack2491rotates the first and second pinion gears2492which provide the input to the remainder of gearing assembly2460, which is otherwise configured similarly as detailed above with respect to gearing assembly106t(seeFIG.2T-2) or gearing assembly106t′ (seeFIG.2T-4).

By coupling the output pistons2454on opposing side of the common rack2491in opposite directions, as detailed above, actuation of one output piston2454resets the other output piston2452. As such, when a vehicle drives over one of the pivoting flap assemblies2401, the hydraulic assemblies2450work to reset the other pivoting flap assembly2401to its initial position, e.g., ready to receive a vehicle.

In embodiments, it is noted that, instead of coupling the output pistons2454on opposing sides of common rack2491for coupling with the remainder of gearing assembly2406, the output pistons2454may be coupled on either side of a dual-direction piston, e.g., dual-direction piston390u(FIG.2U-1), which, in turn, is coupled to a hydraulic assembly, e.g., hydraulic assembly107u(FIG.2U-1) or hydraulic assembly107u′ (FIG.2U-2).

With reference toFIGS.17A-17C, another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) is shown as sub-system2500. Sub-system2500includes a pivoting flap assembly2501and a hydraulic assembly2550.

The pivoting flap assembly2501includes first and second flap levers2512,2514; first, second, and third flap lever shafts2522,2524,2526; flap lever mounted bearings2530,2538and a linkage2539. A first end of the first flap lever2512is pivotably coupled to flap lever mounted bearing2530via first flap lever shaft2522. A second, opposite end of first flap lever2512is pivotably coupled to a first end of the second flap lever2514via the second flap lever shaft2524. The second end of second flap lever2514, in turn, is coupled with the third flap lever shaft2526which, in turn, is slidably received within a slot defined within mounted bearing2538. Linkage2539couples third flap lever shaft2526with piston2552of hydraulic assembly2550, rather than a direct coupling between flap lever shaft2526and piston2552. Such a configuration facilitates resetting pivoting flap assembly2501using hydraulic assembly2550(operating in the opposite direction from actuation thereof) in that it facilitates unlocking from an over-center lockout condition (or near over-center condition) where second flap lever shaft2524crosses (or approaches) a line segment interconnecting first and third flap lever shafts2522,2526, respectively.

Referring toFIG.18, in many of the embodiments detailed herein, a shaft2622is fixedly engaged with a flap lever2612such that pivoting of the flap lever2612rotates the shaft2622. In such configurations, a secure and rigid engagement therebetween is desired. In order to achieve such an engagement, in embodiments, the shaft2622may be formed to include or modified to include a keyway2623afor receipt of an end of the flap lever2612. Thereafter, the flap lever2612and shaft2622are welded to one another, e.g., at interfaces2623btherebetween on either side of the keyway2623a. The mechanical keyway engagement and weld securement provides a secure and rigid engagement.

Turning toFIGS.19A and19B, in many of the embodiments detailed herein, an on-ramp structure2750is (or may be) positioned adjacent the first end of the first flap lever2710to define a smooth transition from a roadway onto the first flap lever2710. Further, in many embodiments, at least the first flap lever shaft2720, which is engaged with the first flap lever2710and extends across a roadway or portion thereof, is supported only at end portions thereof via mounted bearings2730and is otherwise suspended across the roadway or portion thereof. In order to increase the support and inhibit droop, rather than only supporting first flap lever shaft2720at end portions thereof via mounted bearings2730, on-ramp structure2750may be formed to include or modified to include a support bearing defined therein, e.g., an arcuate recess2759. Arcuate recess2759extends the width of on-ramp structure2750, at least partially receives first flap lever shaft2720therein and supports first flap lever shaft2720while still permitting rotation of first flap lever shaft2720relative to on-ramp structure2750. This configuration may also allow for a lower profile of the sub-system at the first end of first flap lever2710.

With reference toFIG.20, in embodiments where the on-road energy collection sub-system6100includes a flap lever assembly6120extending across a roadway with a pair of hydra-mechanical gearbox assemblies6140(or other suitable energy-transmission components) on each side of the flap lever assembly6120, the flap lever assembly6120may be separated or separable into first and second portions6121a,6121b, each of which is pivotably coupled with a stowaway mechanism6300(such as any of the stowaway mechanisms detailed herein or any other suitable stowaway mechanism) disposed along a side of the roadway. In this manner, the first and second portions6121a,6121bof flap lever assembly6120may be pivoted in opposite directions to a vertical, stowed condition on opposing sides of the roadway. By separating the flap lever assembly6120into first and second portions6121a,6121b, an overall height of the flap lever assembly6120in the vertical, stowed condition is reduced.

Referring toFIG.21, as noted above with respect toFIG.7C, in embodiment, traffic analysis electronics sub-system1000(FIG.7C) may be configured to assess vehicle ground clearance (and/or other suitable property) of an approaching vehicle and, based on the determined ground clearance (and/or other suitable property), make a decision to either maintain the height of the on-road flap lever system or adjust the height of the on-road flap lever system. With respect to adjusting the height of the on-road flap lever system, a height adjustment mechanism7000may be provided.

Height adjustment mechanism7000may, for example, couple first and second portions7054,7056of a piston7052of a hydraulic assembly7050to enable movement of the first portion7054(which is coupled to the on-road flap lever system, similarly as detailed above with respect to several of the embodiments provided herein) relative to movement of the second portion7054(which is moved to actuate the hydraulic assembly similarly as detailed above with respect to several of the embodiments provided herein). More specifically, height adjustment mechanism7000may include a scissor jack mechanism7100and a motor7200coupled to the scissor jack mechanism7100for driving rotation of a lead screw7110thereof to thereby pivot first and second cross-links7120between a more-horizontal orientation and a more-vertical orientation. In the more-horizontal orientation, first and second portions7054,7056of piston7052are farther spaced-apart from one another while, in the more-vertical orientation, first and second portions7054,7056of piston7052are disposed in closer proximity relative to one another.

Referring also toFIGS.17A, for example, the initial position of pivoting flap assembly2501may be modified using height adjustment mechanism7000by pivoting first and second cross-links7120towards the more-vertical orientation, thereby pivoting pivoting flap assembly2501downwardly, without actuating hydraulic assembly2550. Other suitable height adjustment mechanisms for similar purposes are also contemplated.

Turning toFIG.22, sub-system2800is another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) and includes a pair of independent pivoting flap assemblies2801each coupled to a hydraulic assembly2850and a gear assembly2880. Reset motors2890and a reset motor controller2892are also provided to enable independent resetting of either or both of independent pivoting flap assemblies2801.

Pivoting flap assemblies2801are oriented in the same direction and each may be configured similarly or differently, e.g., according to any of the embodiments detailed herein such as with respect to pivoting flap assembly2110(FIGS.10A-10C). Each hydraulic assembly2850includes input and output hydraulic pistons2852,2854. The input piston2852is coupled to the respective pivoting flap assembly2801such that, in response to actuation of the pivoting flap assembly2801, e.g., via a vehicle driving over the flap lever thereof, the input piston2852is actuated. Upon actuation of the input piston2852, the output piston2854is, in turn, actuated. The output pistons2854drive corresponding gearing assemblies2880which are connected to a common output shaft2882. One-way gears, clutches, or other suitable components may be provided to operably couple gearing assemblies2880to common output shaft2882such that common output shaft2882is only driven to rotate in a single direction.

Reset motors2890, as controlled by reset motor controller2892, are configured to back-drive hydraulic assemblies2850to thereby reset pivoting flap assemblies2801to their initial positions. Reset motors2890, in embodiments, may be coupled to other components (not necessarily gearings assemblies2880) and reset motor controller2892may direct reset motors2890to reset their corresponding pivoting flap assembly2801based on a timer, mechanical switch, sensor, or other feedback. For example, a pressure sensor2899may be disposed on the on-ramp structure2805associated with each of the pivoting flap assemblies2801. Reset motors2890are independently activatable to enable independent resetting of pivoting flap assemblies2801.

In embodiments, as with other electronic components of the present disclosure, reset motors2890may be configured to generate electrical energy when not being driven to reset. That is, during actuation of hydraulic assemblies2850, the rotor of each reset motor2890may be driven in the opposite direction to generate electrical energy (e.g., in a regenerative manner). This generated electrical energy may be used to fully or partially power reset motors2890. Alternatively or additionally, the reset motors2890may be powered (and/or batteries thereof charged) in-system (e.g., via electrical energy generated by the on-road system, thus obviating the need for an external power source). Further, although two pivoting flap assemblies2801are detailed with respect to sub-system2800, it is contemplated that any suitable number may be provided.

In embodiments, reset motors2890may be configured, e.g., based on vehicle ground clearance information (or other vehicle property information) input received at reset controller2892from a sensor or other source, to adjust the initial height of the pivoting flap assemblies2801(or to reset the pivoting flap assemblies2801to a different initial height), similarly as detailed above.

Illustrated inFIG.23is another on-road energy collection sub-system2900configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein). Sub-system2900may be similar to sub-system2800(FIG.22) except that, rather than providing reset motors and a reset controller, sub-system2900includes a reset gear2990interdisposed between the gear assemblies2980associated with first and second pivoting flap assemblies. In this manner, in response to actuation of one pivoting flap assembly, e.g., via a vehicle driving over the flap lever thereof, the corresponding hydraulic assembly2950is actuated to thereby drive the corresponding gear assembly2980to rotate the output the common output shaft2982(which is capable of being driven in a single direction through the use of one-way gears, clutched, etc.). The driving of the gear assembly2980also drives the reset gear2990to thereby drive the other gear assembly2980in reverse, reverse-actuating the other hydraulic assembly2950and, ultimately, resetting the other pivoting flap assembly.

With reference toFIGS.24and25, in embodiments, rather than utilizing the output of a flap lever shaft at an end of one of the flap levers, an intermediate flap lever shaft (positioned along one of the flap levers somewhere between the ends thereof) may be provided. More specifically, sub-system8000is another embodiment of an on-road energy collection sub-system configured for use with system10(FIG.1) or any other suitable system (such as those detailed herein) and includes a pair of pivoting flap assemblies8001, one (FIG.24) or both (FIG.25) of which is coupled to a gear assembly8040and a hydraulic assembly8050. The pivoting flap assemblies8001are similar to one another and face one another, e.g., defining mirror image configurations relative to one another, and each includes a flap lever8012, and end flap lever shaft8022coupled to an end of the flap lever8012and rotatably mounted in a mounted bearing8030, and an intermediate flap lever shaft8024coupled to an intermediate portion of the flap lever8012at a position spaced-apart from the end flap lever shaft8022. Each flap lever8012defines a free end, the free ends overlapping similarly as detailed above with respect to the configuration illustrated inFIG.13. In some embodiments, only one of the pivoting flap assemblies8001includes an intermediate flap lever shaft8024(see, e.g.,FIG.25).

The gear assembly8040(seeFIG.25) or both gear assemblies8040(FIG.24) includes a linkage gear8042defining a slot8044configured to receive the intermediate flap lever shaft8024and an arcuate gear teeth portion8046. The or each gear assembly8040further includes a gear rack8048disposed in meshed engagement with the arcuate gear teeth portion8046of the linkage gear8042. As a result of the above configuration, pivoting of the flap lever8012of one of the pivoting flap lever assemblies8001pivots both flap levers8012about flap lever shafts8022, thereby moving the intermediate flap lever shaft(s)8024(along a radiused arc about the flap lever shaft8022). Due to the receipt of intermediate flap lever shaft(s)8024within slot(s)8044, this arcuate motion drives rotation of linkage gear(s)8042which, in turn, drives translation of gear rack(s)8048.

The hydraulic assembly8050(seeFIG.25) or both hydraulic assemblies8050(FIG.24) includes a hydraulic piston8052coupled to the gear rack8048such that translation of the gear rack actuates the hydraulic piston8052to urge pressurized fluid through the hydraulic assembly(s)8050to thereby drive down stream transmission/gear/hydraulic components configured to generate or facilitate the generation of electricity, e.g., according to any of the embodiments detailed here or other suitable embodiments.

The above-detailed configuration which utilizes an intermediate flap lever shaft (positioned between the ends of a flap lever) rather than a flap lever shaft at an end of a flap lever, is not limited for use with the gear and hydraulic assemblies shown inFIGS.24and25but may be utilized with any of the other configurations detailed herein, by swapping the end flap lever shaft for an intermediate flap lever shaft.