Patent Abstract:
A power generation assembly for use in generating electrical power from air or water currents includes a rail system including at least one rail and a vane assembly, drivable by the air or water currents. A car assembly is slidably mounted to the rail and coupled to the vane assembly: wherein movement of vanes of the vane assembly generates linear movement of the car assembly. An electrical energy generating system includes two or more independent sets of stator windings carried by the rail system, and a piston, carried by the car assembly, wherein linear movement of the piston relative to the stator windings generates electrical energy. A switching system is operable to controllably and individually activate each of the two or more independent sets of stator windings.

Full Description:
BACKGROUND OF THE INVENTION 
       [0001]    1. Field of the Invention 
         [0002]    The present invention relates to a power generation assembly for use in generating electrical power from air or water currents. 
         [0003]    2. Related Art 
         [0004]    In the last several decades wind and wave power have grown to be worldwide phenomena with spectacular growth in the U.S. Even more recently, the Department of Energy (“DOE”) is encouraging the development of systems that will be more efficient in areas with somewhat lower wind speeds, particularly throughout the mid-western states where the resource is considered to be vast, and much development is expected. 
         [0005]    With the growing concerns about human caused global warming and instabilities in fossil fuel producing regions of the world, a growing number of people are voicing interest in the development of more wind/wave power and other renewable energy systems. 
         [0006]    Examples of systems adapted for harnessing the energy of wind and water are disclosed in numerous patents, many of which are issued to one or more of the current inventors. While the development of such technology has advanced considerably in recent years, designers continue to seek to obtain greater efficiencies in the conversion of wind and water energy to electrical energy. 
       SUMMARY OF THE INVENTION 
       [0007]    In accordance with one aspect of the invention, a power generation assembly for use in generating electrical power from air or water currents is provided. The assembly can include a rail system including at least one rail, and a vane assembly, drivable by the air or water currents. A car assembly can be slidably mounted to the rail and can be coupled to the vane assembly. Movement of vanes of the vane assembly can generate linear movement of the car assembly. An electrical energy generating system can have: i) two or more independent sets of stator windings carried by the rail system, and ii) a piston, carried by the car assembly, wherein linear movement of the piston relative to the stator windings generates electrical energy. A switching system can be operable to controllably and individually activate each of the two or more independent sets of stator windings. 
         [0008]    In accordance with another aspect of the invention, a power generation assembly for use in generating electrical power from air or water currents is provided, including a rail system having at least one rail configured in an endless loop, and a vane assembly, drivable by the air or water currents. A car assembly can be slidably mounted to the rail and coupled to the vane assembly. Movement of vanes of the vane assembly generates linear movement of the car assembly. An electrical energy generating system can have i) at least one set of stator windings carried by the rail system, and ii) a piston, carried by the car assembly, wherein linear movement of the piston relative to the stator windings generates electrical energy. The at least one rail is supported upon, or at least partially submerged in, a body of water. 
         [0009]    In accordance with another aspect of the invention, a power generation assembly for use in generating electrical power from air or water currents is provided, including a rail system having at least one rail configured in an endless loop. A vane assembly is drivable by the air or water currents. A car assembly is slidably mounted to the rail and coupled to the vane assembly. Movement of vanes of the vane assembly generates linear movement of the car assembly. An electrical energy generating system can have: i) at least one set of stator windings carried by the rail system, and ii) a piston, carried by the car assembly, wherein linear movement of the piston relative to the stator windings generates electrical energy. A series of permanent levitation magnets can be arranged within the rail, and a series of permanent levitation magnets can be arranged on the car assembly, the levitation magnets cooperatively providing a lifting force sufficient to levitate the car assembly and the vane assembly coupled to the car assembly. 
         [0010]    Additional features and advantages of the invention will be apparent from the detailed description which follows, taken in conjunction with the accompanying drawings, which together illustrate, by way of example, features of the invention. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0011]    The following drawings illustrate exemplary embodiments for carrying out the invention. Like reference numerals refer to like parts in different views or embodiments of the present invention in the drawings. 
           [0012]      FIG. 1  is a perspective view of a prior art wind and water power generation system illustrating the general concept of such systems; 
           [0013]      FIG. 2  is a more detailed, sectional view of various components of the prior art system of  FIG. 1 ; 
           [0014]      FIG. 3 a    is sectional view of various components of a carrier car system in accordance with an aspect of the invention; 
           [0015]      FIG. 3 b    is a side sectional view of another carrier car assembly; 
           [0016]      FIG. 3 c    is a front sectional view of a monorail in accordance with an aspect of the invention; 
           [0017]      FIG. 4  is a side sectional view of a carrier car in accordance with an aspect of the invention; 
           [0018]      FIG. 5  is a front view of a conveyance assembly in accordance with an aspect of the invention; 
           [0019]      FIGS. 6 a  and 6 b    are side sectional views of a conveyance assembly in accordance with an aspect of the invention; 
           [0020]      FIG. 7 a    is a top sectional view of a conveyance assembly; 
           [0021]      FIG. 7 b    is a top sectional view of a conveyance assembly; 
           [0022]      FIG. 7 c    is a side sectional view of a conveyance assembly; 
           [0023]      FIG. 8 a    is a top sectional view of a carrier car train in accordance with an embodiment of the invention; 
           [0024]      FIG. 8 b    is a top sectional view of a carrier car system; 
           [0025]      FIG. 8 c    is a top sectional view of a monorail system in accordance with an aspect of the invention; 
           [0026]      FIG. 8 d    is a top sectional view of a monorail system; 
           [0027]      FIG. 9 a    is a front sectional view of a monorail in accordance with an aspect of the invention; 
           [0028]      FIG. 9 b    is a side sectional view of a monorail; 
           [0029]      FIG. 10 a    is a side sectional view of a partially submerged monorail system; 
           [0030]      FIG. 10 b    is a front sectional view of a hydro monorail system; 
           [0031]      FIG. 10 c    is an end view of a fully submerged water application in accordance with an embodiment of the invention; 
           [0032]      FIG. 11  is a top view of a barge monorail system in accordance with an aspect of the invention; 
           [0033]      FIG. 12 a    is a side sectional view of a monorail system in accordance with an aspect of the invention; and 
           [0034]      FIG. 12 b    is a sectional view of upper and lower airfoils of a monorail system; and 
           [0035]      FIG. 12 c    is a side view of a section of a monorail system incorporating solar panels in accordance with an embodiment of the invention. 
       
    
    
     DETAILED DESCRIPTION 
       [0036]    Reference will now be made to the exemplary embodiments illustrated in the drawings, and specific language will be used herein to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended. Alterations and further modifications of the inventive features illustrated herein, and additional applications of the principles of the inventions as illustrated herein, which would occur to one skilled in the relevant art and having possession of this disclosure, are to be considered within the scope of the invention. 
       DEFINITIONS 
       [0037]    As used herein, the singular forms “a” and “the” can include plural referents unless the context clearly dictates otherwise. Thus, for example, reference to “a linkage” can include one or more of such linkages, if the context dictates. 
         [0038]    As used herein, the term “substantially” refers to the complete or nearly complete extent or degree of an action, characteristic, property, state, structure, item, or result. As an arbitrary example, an object that is “substantially” enclosed is an article that is either completely enclosed or nearly completely enclosed. The exact allowable degree of deviation from absolute completeness may in some cases depend upon the specific context. However, generally speaking the nearness of completion will be so as to have the same overall result as if absolute and total completion were obtained. The use of “substantially” is equally applicable when used in a negative connotation to refer to the complete or near complete lack of an action, characteristic, property, state, structure, item, or result. As another arbitrary example, a composition that is “substantially free of” an ingredient or element may still actually contain such item so long as there is no measurable effect as a result thereof. 
         [0039]    As used herein, the term “about” is used to provide flexibility to a numerical range endpoint by providing that a given value may be “a little above” or “a little below” the endpoint. 
         [0040]    Relative directional terms are sometimes used herein to describe and claim various components of the power generation systems of the present invention. Such terms include, without limitation, “upward,” “downward,” “horizontal,” “vertical,” etc. These terms are generally not intended to be limiting, but are used to most clearly describe and claim the various features of the invention. Where such terms must carry some limitation, they are intended to be limited to usage commonly known and understood by those of ordinary skill in the art. 
         [0041]    As used herein, a plurality of items, structural elements, compositional elements, and/or materials may be presented in a common list for convenience. However, these lists should be construed as though each member of the list is individually identified as a separate and unique member. Thus, no individual member of such list should be construed as a de facto equivalent of any other member of the same list solely based on their presentation in a common group without indications to the contrary. 
         [0042]    Numerical data may be expressed or presented herein in a range format. It is to be understood that such a range format is used merely for convenience and brevity and thus should be interpreted flexibly to include not only the numerical values explicitly recited as the limits of the range, but also to include all the individual numerical values or sub-ranges encompassed within that range as if each numerical value and sub-range is explicitly recited. As an illustration, a numerical range of “about 1 to about 5” should be interpreted to include not only the explicitly recited values of about 1 to about 5, but also include individual values and sub-ranges within the indicated range. Thus, included in this numerical range are individual values such as 2, 3, and 4 and sub-ranges such as from 1-3, from 2-4, and from 3-5, etc., as well as 1, 2, 3, 4, and 5, individually. 
         [0043]    This same principle applies to ranges reciting only one numerical value as a minimum or a maximum. Furthermore, such an interpretation should apply regardless of the breadth of the range or the characteristics being described. 
         [0044]    Invention 
         [0045]    The present technology relates generally to wind- and water-driven systems that convert movement of vanes into electrical energy. One exemplary structure that can be utilized with the teachings of the present invention is shown in  FIGS. 1 and 2 . In this conventional system, developed by one or more of the present inventors, a power generation system  200  can include a lower monorail  49  and an upper monorail  50  supported by a common pole support  48 . Numerous vane assemblies  51  are shown, although it is noted that the actual number of vane assemblies  51  used in each power generation assembly  49  and  50  may vary. The vane assembly  51  can consist of a frame  110  and at least one gang of vanes  52  and  54  positioned on the frame  110 . 
         [0046]      FIG. 2  shows this exemplary system including sails or vanes  52 ,  53 , and  54  that are coupled to a common frame which is pivotal in sleeve bearings  42  and are supported by a linkage portion  64 . The linkage portion connects to car assembly  112  within monorail  49 , 50 . Each sail assembly  51  is supported by guy cables to keep upper and 5 lower car assemblies that share a common frame, aligned within each monorail. 
         [0047]    This conventional system is provided for exemplary purposes only to give a broad overview of the overall function of the present technology. It will be appreciated, from  FIG. 1 , that the systems can be very large (see reference to a man in this figure). Thus, while many of the present figures are necessarily drawn to show very small components of the system, the overall system can be quite large. The specific teachings relevant to the present technology are as follows: 
         [0048]      FIG. 3( a )  depicts an exemplary carrier car system within a monorail  340  having carrier wheel  306  providing vertical support which turns on bearings and shaft  308  upon a swivel yoke  310 . The swivel yoke  310  can be attached to a linkage portion  303  which is solidly connected to sail assembly support element  302 , which in turn extends outside of the monorail  340  to secure the mast support sleeve of sail assembly. An electrified slot track  336  can supply current to slot track forcer or piston  338  and electrical line  342  to power sail positioning servos on a sectionally constructed sail mast. 
         [0049]    Side thrust wheels  312  and  313  can provide support against various wind forces. Side thrust wheels  312  and  313  rotate on axles  314  and  315  that are positioned by a thrust wheel adjustment screw  316 . The adjustment screw can work upon extending elements  318  that can slide within an extending channel support  320  to provide constant contact centering adjustments within the sides of the monorail  340 . Connecting element  305  can be rigidly secured to linkage portion  303  and can pivot on sleeve  304  and can extend longitudinally through the monorail to attach by tongue and groove to an identical portion  303  at a trailing carrier car (which can be referred to herein as a “train”). 
         [0050]    A linear generator support brace  332  can be attached to the sides of the monorail  340 . Linear generator stator windings  326  can be placed on the upward and downward portions of the “U” shaped part of the brace  322 . The connecting element  305  can include a forcer flange  333  that extends outward and to the sides of element  305  with permanent magnets  324  deployed on the top and bottom of forcer flange  333 . The forcer flange can extend along at least a portion of the length of connecting element  305  or along the full length of connecting element  305 . 
         [0051]    When wind initiates force upon the sails, the movement of the carrier cars  100  and connecting elements  305  move the permanent magnets  324  past the stator windings  326  to create electrical power. This permanent magnet linear generator configuration can be switched on or off (that is, each can be selectively activated). Each side can have at least two points of switching; top and bottom.  FIG. 3( a )  shows four linear generators, indicated at  370   a ,  370   b ,  370   c  and  370   d . Any one or more of the four can be switched on or off depending on the need for power-take-off. All generators may be turned off (de-activated) at start up to allow the train to move freely. Reverse polarity applied to the PTO may be used to initiate startup in low wind speed if needed; temporarily using it as a linear motor rather than a linear generator. Also, an Eddy Current can be induced to slow or serve to support the braking of the system. Any combination of electrically live generators (up and down or crossways) may be used in this four stage linear generator configuration. 
         [0052]    This system may operate as a single unit wind farm with individual generator sections being turned on, one at a time, as wind speed increases. As an example, linear generators on both straight lengths of the elongated oval loop (shown in  FIGS. 8 a -8 d   ) can create the ability to have four steps of generating capacity each for a cumulative total of eight steps or levels of generation. That is, a 16 MW system can feed quality power to the grid at 2 MW, 4, 6, 8, 10, 12, 14, and a total of 16 MWs as each individual generator segment is switched on. All the while, the train travels at a predetermined speed. 
         [0053]    An electronic controller unit (shown by example at  375 ) may be incorporated to manage a substantially balanced amount of power-take-off from each level of monorail. This can eliminate, for example, possible racking (wherein a monorail above a lower monorail may tend to run ahead of a lower monorail). In the case of high-speed maglev trains, adjustments of 4,000 to 10,000 per second can be made to ensure a smooth ride. This ‘power on’ concept may be analogous to the ‘power off’ concept discussed herein in order to get the multiple monorail trains to run at near equal PTO. 
         [0054]    A braking surface flange  332  can extend upward and can extend the full length of connecting element  305 . A hydraulic plunger  330  can activate a hydraulic pressure line  334  that can in turn push plunger cylinder  331  and brake pad  328  against braking surface  332  to stop the train. 
         [0055]    A cable support frame  350  can extend from sail assembly support element  302  to fasten airfoil guy cables  354  at airfoil guy cable supports  352  both above and below the outsides of monorail  340 . 
         [0056]    The side thrust or guide wheels  312  and  313  can be adjusted so the carrier car has very little, if any, sideways movement. This design can provide a number of advantages over spring-loaded designs, which allow the wheels to ‘give’ slightly. 
         [0057]    The design of the sail assembly support element  302  also provides advantages: 
         [0058]    a) Extensions can loop around the top and bottom of the monorail to support guy cables in alignment with the center of the car. This cable-guyed concept can aid in eliminating the longitudinal connecting element in monorails above or below a main monorail. It reduces structural material and provides more wind-swept area per generator; and 
         [0059]    b) An electrified slot track can power the servo(s). 
         [0060]    The system provides greater “wind swept” area per generator and much more overall system performance management, as opposed, for example, to conventional wind turbines which can be constrained to putting all power parts in a nacelle at the top of a tower. 
         [0061]    The present linear generators are quiet, the require very little maintenance, are tolerant of some debris, and have near zero friction. The present system does not require a gearbox. Another advantage of the present system is that start up can happen in very low wind speed. 
         [0062]      FIG. 3( b )  is a side sectional view of a carrier car assembly  100  showing carrier wheel  306 , swivel yoke  310 , and swivel bearings and shaft  309 . The connecting element  305  with the forcer flange  333  and permanent magnet array  324  sides through and past the support brace with windings  322 . In the embodiment shown, carrier wheel  306  can swivel 360 degrees. This is advantageous in that the train can traverse in either direction through the monorail. The linear generators can be modified to operate with the magnets moving in either direction relative to the windings. Depending on the wind direction, the leading length; the length that receives the force of the wind first; of the elongated loop should be moving in a direction that takes the most advantage aerodynamically of that wind direction. If the wind angle to the straight side is 10% off of perpendicular, more power would be produced if the system was moving slightly into the wind, effectively creating more lift because of a higher ‘relative’ wind speed. This is advantageous since the leading length is generally going to be where most of the power is produced because the return length can experience turbulence from the leading airfoils. 
         [0063]      FIG. 3( c )  shows a front cut view of a monorail  341  with an opening at the bottom with extension segments  342  and a baffle component  360  which minimizes debris entering the inside of the monorail  341 . The use of the extension segments  342  and the baffle  360  can minimize or eliminate splashing in a water application. The side thrust wheels  312  and  314  and supporting components are identical to those shown in  FIG. 3( a ) , except that they are inverted. 
         [0064]    Depending upon the configuration being considered, a monorail above or below a main monorail (with the main monorail being set up with a PTO and brake) may not need to have its own PTO and brake as the power would be transferred through the cables to the main monorail. Again, more wind swept area per generator. The downward weight of the sail assembly can be born by the main monorail and the orientation of the guide wheels can be maintained by the sleeve section holding the mast. The sleeve section can be long enough to substantially use the mast&#39;s rigidness to hold this guide wheel assembly in a predetermined position. 
         [0065]      FIG. 4  is a side sectional view of a carrier car  100  with an additional carrier wheel assembly at the front end of a carrier car  100 . A front carrier wheel support beam  404  is attached to the linkage portion  303  by an offset flange  403 . The offset flange is solidly attached to a linkage portion  303 . A front offset flange  406  is equally offset to the offset of flange  403 . 
         [0066]    These offset portions  403 , 406  are designed to allow clearance for turning at the curved ends of the elongated oval track. The front carrier wheel  414  rotates on and axle and bearings  412  that is guided by a swivel yoke  410  at swivel bearings and axle  408 . 
         [0067]      FIG. 5  shows a front view of a passive maglev (magnetic levitation) conveyance assembly  200  wherein the linkage portion  302  and  303  are secured to a bogie unit  502  by a bogie hitch element  504 . The hitch element  504  can include a reinforcing brace  511  that is built upon maglev connecting element  505  and rests upon and rotates within the bogie  502  upon a bogie swivel shaft  507  secured by bearings at the top and bottom  506 . The bogie unit  502  is passively levitated by permanent levitation magnets  516  deployed across the underside of the bogie  502  which interact repulsively with permanent levitation magnets  514  attached to the bottom of the monorail  340  aligned, poll to like poll, i.e., “N” toward “N” or “S” toward “S”. 
         [0068]    Side thrust permanent magnets  518  can be attached to the sides of the bogie  502  and side thrust monorail mounted permanent magnets  517  can be placed opposite and to the sides of the monorail  340  and are aligned, like poll to like poll. The square area of the sides and bottom of the bogie  502  is substantial enough to join a predetermined amount of magnets to levitate the weight of the conveyance assembly including the weight of the airfoils, and to counteract the side thrust of the wind. 
         [0069]    Permanent magnet linear generator windings  510  are attached to the monorail  340  and permanent magnet linear generator magnets  512  are secured to the sides of the bogie approximate and opposite the maglev assembly windings  510 , which comprise a dual permanent magnet linear generator. The two may be switched on or off to work together or separately. 
         [0070]      FIGS. 6( a ) and ( b )  show a side sectional view of a tandem bogie passive maglev conveyance assembly  200  and a top cut view of a tandem assembly to tandem assembly connecting element  505 , respectively. A bogie unit  503  is identical and positioned in reverse to bogie unit  502  and they both are connected in tandem by the bogie hitch element  504 . Hitch element  504  can include a bogie hitch element shaft  520  that extends upwards from the center of said hitch at which point tongue and grooved maglev connecting elements  505  have a reinforcing portion  511 . A brake pad  328  can be activated by plunger cylinder  331  and is a length sufficient to operate smoothly through sections of removable braking surfaces  524  with beveled ends  526  secured by removable braking surface bolts  522 . Removable braking surfaces  524  attachment holes  528  in  FIG. 6( b )  are for the removable brake surface bolts  522 . Braking surface sections  524  must be removable for service of the connecting elements  505  joining point. The beveled portion  526  is at a pivot point for the train end turns. 
         [0071]    This design can ensure that there is enough square area for opposing magnets to support the weight and thrust. This divides up the full rectangular shape to traverse the curved ends of the loop. 
         [0072]    The connecting element  505  includes a shape configured to equalize the side thrust on bogies  502  and  503 . The forward urging is reinforced by the brace  511 . A percentage of the forward thrust is thus experienced as a slight side thrust dispersed evenly along the sides of the tandem bogies.  FIG. 7( b )  shows a different sail support that provides additional advantages. 
         [0073]    The present monorail design simplifies PTO arrangement and increases its efficiency. The design of the train minimizes the vertical area of the monorail: thus, it can be made wider if more structure is needed, so as not to increase size upwardly and downwardly so as to avoid obstructing the flow of the wind. 
         [0074]      FIG. 7 a    is a top sectional view of a tandem bogie maglev conveyance assembly  200  with a sail assembly support element  302  joined to a maglev connecting element  505 . The components are arranged so as to evenly place distributed forces on the bogies  502  and  503 . 
         [0075]      FIG. 7( b )  is top view of a tandem bogie maglev conveyance assembly  200  with a sail assembly support element  302  joined to a bogie hitch element  504 . 
         [0076]      FIG. 7( c )  shows a side sectional view of tandem bogie maglev conveyance assembly  200  with a sail assembly support element  302  joined to a bogie hitch element  504 . This arrangement orients the sail support assembly straight out from the monorail at all times. The system illustrated in  FIG. 9  is also configured this way. 
         [0077]    This illustrates a variation on part  504 . In this arrangement, the sail support element  302  is connected directly to  504  rather than  302  being part of the longitudinal part  505 . In this case, connecting element  305  is used. The advantage here is that the orientation relative to the monorail of portion  302  is always going to be straight out from the monorail, even while it traverses around the curved ends of the elongated oval loop. 
         [0078]    With reference to  FIGS. 8 a -8 d   ,  FIG. 8( a )  shows how when the portion  302  is solid to tongue and grooved connector beam  305 ; it exits the monorail on the curved ends in a way that is skewed. Alternatively,  FIG. 8( d )  shows how the part  302  extends out from the monorail straighter relative to the curve. This would reduce slightly the length of part  302  as it is shown in  FIG. 8( a ) . 
         [0079]    The disadvantage is that the forward force on the part  302  transferred through part  504  would put side thrust on opposite sides of bogies  502  and  503 , and similarly, counteracting side thrust forces on opposite sides of the monorail. Another advantage is that  302  being an integral part of  504  puts the stress points more approximate to where they are managed closer to the tandem bogies. 
         [0080]      FIG. 8( a )  is a top cut view of the train of a wheel guided carrier car train  100  within a monorail  340  with sections of passive permanent magnet linear generator units  322 . Each section of generator is of a length that is at least as long as will provide a constant flow of electrical output from the movement of the sectioned permanent magnet arrays  324  traversing through the windings portions  322 . 
         [0081]    As at least one magnet array is exiting a windings section, another must be entering simultaneously to ensure a constant flow of electrical output. This scenario allows for a reduced number and length of attached magnets  324  along the connecting elements  305 , and eliminates the need for a full length of windings portion  322  along the straight sections of the monorail system  100 . 
         [0082]      FIG. 8( b )  show a top cut view of carrier car system  100  with magnet arrays  324  attached throughout the full length of the connecting elements  305  and windings portions run the full length of each straight portion of the oval loop. 
         [0083]      FIG. 8( c )  is a top cut view of a passive permanent magnet maglev monorail system  200  with sectioned linear generator units  510  that are of sufficient length so that as one tandem bogie assembly  502 ,  503  with magnetic arrays  512  exits a length of windings  510 , while another tandem bogie assembly is entering simultaneously to ensure a constant flow of electrical output. 
         [0084]    In this manner, the number of permanent magnets joined to the connecting elements is minimized, and at the same time a continuous smooth flow of power is provided. In a large system it may very well be that magnets deployed continuously on the connecting elements would be useful, especially when upper and lower monorails are of the type shown in  FIG. 3( c )  as the power is transferred to the main monorail housing the linear generator. 
         [0085]      FIG. 8( d )  is a top cut view of a monorail system  200  with a full elongated oval track serving as a dual linear generator. Windings  510  are installed continuously throughout both the outside and inside of the monorail loop.  FIGS. 8( c ) and ( d )  illustrate the workings of the linkage element  504  at the curved ends of the track. 
         [0086]      FIGS. 9( a ) and ( b )  show a front cut and side sectional view, respectively, of a monorail  940  with an opening at the bottom with a passive maglev bogie conveyance assembly  902 , and a side sectional view of a tandem bogie assembly  902  and  903 . In this arrangement, opposing permanent magnets  916  can be fastened to monorail  940  and magnets  916  can be fastened to bogie unit  902  for levitation. Opposing permanent magnets  917  can be fastened to monorail  940  and magnets  918  can be fastened to bogie  902  for side thrust resistance. Electronic windings  910  are secured to the sides of the monorail and permanent magnets  912  can be fastened to the bogie to comprise a dual linear generator. 
         [0087]    Any combination of linear generator configurations may be used here. For example, there is room for the four stage setup of  FIG. 3 a    on top and to the sides of the bogie. 
         [0088]    In  FIG. 9( b ) , a second bogie  903  is shown and is hitched by at top bogie hitch element  904 . A lower bogie hitch element  905  can comprise a tandem passive maglev bogie conveyance assembly  900  with a sail assembly support element  902  extending through and solidly attached to hitch portions  904  and  905 . The tandem bogies  902  and  903  rotate on shafts  907  and  909  so as to traverse the end loop curved portions of the monorail oval loop. A sectional braking surface  932  is connected to the length of the hitch element  904  and the brake pad  328  is a length that can apply braking power to at least two sections  932  simultaneously. A baffle  920  is attached to the sail support assembly immediately above the bottom opening of the monorail  940  to reduce splashing in an under-water based application. 
         [0089]    This design has two roles; namely, for use as a secondary monorail conveyance assembly or an alternative to the side exit design, or for use in a water application given that the extensions on the monorail  940  along with the baffle  920  can reduce or eliminate the splashing of water as it moves through the water as well as enabling a bubble for the train to operate within. This bubble works also as a ballast to reduce the weight on a submerged system. Additionally, the design provides a slimmer monorail shape. 
         [0090]    The PTO permanent magnets  912  shown on the bottom rung can optionally be omitted from this design. 
         [0091]      FIG. 10( a )  shows a side sectional view of a partially submerged hydro dual monorail system  1000  for water  1032  applications in tidal currents, oceans currents, hydro spill-ways, and flow of river. The upper monorail  1002  and the lower monorail  1004  have an opening for the hydrofoil assembly supports  1010  which extend out the bottom as shown in  FIG. 9( a ) . An extension downwards on the monorail  940  and a baffle  920  create a bubble for the internal workings and reduces splashing. The system is supported within a frame  1012  which is attached to a lateral reinforced carrier frame  1016  that connects to a multi-stage lift  1018  at a latch pin  1017  all of which rests upon pontoons  1020 . The bottom of the frame  1015  is guyed by cables  1026  to the carrier support frame  1016  and the assembly  1000  is guyed to anchors on the sea floor; river bed  1030 . As the water level  1032  changes, sensors  1021  on the frame  1015  signal the wenches  1024  to adjust to keep the assembly  1000  at an optimum working level. 
         [0092]    The air trapped inside the monorails and inside the hollow hydro foils  1006  can reduce the relative weight of the system. 
         [0093]    The bubble type monorails shown at  1002  and  1004  can be similar to those illustrated in  FIG. 9 . Ballast tanks can also be provided with this system. 
         [0094]    This system produces a minimal environmental footprint. If this system were used in a spillway behind a hydro plant or in a river, the cables holding the whole system in place may be guyed to the banks or a bridge, etc. This system is portable, it may be transported easily and quickly for maintenance and repairs. In the case of a flood or ice build-up, it may be moved. This system is more efficient; ocean currents and, more particularly, tidal currents, are resources that often present a rectangular shape. In any square area, using a circular PTO device (e.g., turbines or the prior art) fails to capture 21% in the corners. 
         [0095]      FIG. 10( b )  is a front sectional view of a hydro dual monorail system  1000  that is guyed to the waterway floor  1030  by cables  1038 , 1036  to anchors  1040 . Support columns  1031  are anchored  1034  to the sea floor and are sleeved over by a multi stage lift by use of tubular columns  1029  and  1028  so that the system can be hoisted upward out of the water for maintenance and cleaning. Alternatively, an axillary lifting framework  1042  may be attached for lifting out of the water. Hydro-dynamically shaped bracing  1011  is attached to the end portions of the support frame  1015  in the same fashion as the hydro dynamic shaped bracing  1012 . 
         [0096]      FIG. 10 c    is an end view of a fully submerged water application as it may appear in a deep ocean current setting. The element at the top is for bracing support to counteract the tipping force from the flow of the current against the right side of the drawing. In other words, this drawing is the curved end view as the straight lengths extend beyond and past the image. 
         [0097]      FIG. 11  is a top full view of a body of water application  1100  of a series of barge  1106  mounted tiered monorail wind systems  1102  where each barge is linked together at linkage portion  1108  and mounted on pontoons  1110  which are hitched my tubular sections  1112  to a central hitch point  1114  spaced apart by tubular sections  1116 . A series of linked sections is secured to a single anchor  1120  by tubular sections  1118  at an anchor linkage point  1122 . 
         [0098]    Solid tubular linkage sections;  1112 ,  1116 , and  1118  are used so as to eliminate slack and maintain positive positioning of the overall system  1100 . In this configuration a single anchor provides a minimal environmental foot print relative to wind swept area and passively orients itself to operate downwind regardless of wind direction. Additionally, the rigidity of the tubular sections resists a system run on the anchor in the case of a sudden shift in wind direction. 
         [0099]    The hitching elements  1118 ,  1116 ,  1114 , and  1112  can be formed from cables, but in the case of a sudden shift in wind direction, there may be a run on the anchor because of slack. Thus, in some embodiments, we use rigid tubes/pipes. Having one major anchor to hold together as much of an off shore system as possible provides numerous advantages. 
         [0100]      FIG. 12( a )  shows a side cut view of a tiered monorail system  1200  with airfoils  1202  that rotate within a collar  1204 . The collar can be affixed to a sail support assembly  302  or  902  are positioned leading edge forward so as to show cables  354  affixed to segments  352  of the conveyance units  100  and  900  respectively, and attached so as to be in alignment with the center of the pivoting point i.e., center of linkage portion  303  and linkage point  902  on the monorail train. Tethering the cables from the center of the pivot points ensures continuous tension as the cables move with the train throughout the curved segments of the elongated oval loop. Structural support cables  1212  reinforce the tiered monorail system  1200  laterally from tower to tower and guy wires  1210  are hooked to a bracing frame  1220  positioned at the top of the system are anchored to the ground to resist swaying against the force of the wind. 
         [0101]      FIG. 12( b )  is an expanded side view of upper and lower airfoils  1202  with upper and lower mast members  1216  coupled and rotatable separately. The upper mast is fixed to a clasp ring  1218  that secures the vertical weight of the mast  1216  and is pivotal within the sleeved portion  1204  of the sail assembly support element  302  by a servo  1206  that is firmly attached to the sleeve. 
         [0102]    The lower segment of the upper mast  1216  extends downward through the sleeve section  1204  into a tube shaped opening at the top of the lower mast  1217  and is free to rotate independently of the bottom mast segment on bearings  1214  and  1215 . The length of the tube opening is sufficiently long to counteract lateral thrust and flex. Each, independently, servo navigated segment of airfoil is guided by at least one sensor. At least one solar panel  1219  is affixed to at least one airfoil. 
         [0103]    Each individual section, in a stacked airfoil configuration, shown in  FIG. 12( a )  must traverse laterally at a given speed through a wind-swept area that has varying wind velocity. Multiple sensor guided servos enables appropriate orientation of individual sections at different heights and therefore varying wind characteristics. 
         [0104]    The use of cable guying can provide the benefit of the ability to build the structures higher with much less mass. 
         [0105]    Using the configuration of  FIG. 12 b    provides a system more specifically responsive to varying wind characteristics at various heights. If the system is 300 to 400 ft high, the wind speed at the lower rung may be 6 m/s and 15 m/s at the top. Since the full vertical length is traveling at the same speed there is an advantage to be able to individually orient each sail section. Also, this scheme would simplify the construction of the system. 
         [0106]    As shown in  FIG. 12( c ) , the present system can utilize solar panels to increase the amount of electrical power generated. 
         [0107]    It is to be understood that the above-referenced arrangements are illustrative of the application for the principles of the present invention. Numerous modifications and alternative arrangements can be devised without departing from the spirit and scope of the present invention while the present invention has been shown in the drawings and described above in connection with the exemplary embodiments(s) of the invention. It will be apparent to those of ordinary skill in the art that numerous modifications can be made without departing from the principles and concepts of the invention as set forth in the examples.

Technology Classification (CPC): 5