System and method for recovering kinetic energy of a vehicle for generating electrical energy

Abstract

A system for recovering kinetic energy from a vehicle for generating electrical energy is provided. System includes energy storage system, energy transfer component and selective actuation control. Energy storage system stores the recovered kinetic energy received from driveshaft of vehicle as mechanical energy. Energy transfer component transfers the stored mechanical energy to power generation system for generating electricity. Selective actuation control is coupled to the energy storage system, the drive shaft, and the energy transfer component. The actuation control is operable in a first or a second mode. In first mode, energy storage system is coupled with drive shaft, thereby enabling transfer of energy from drive shaft to energy storage system for storage. In second mode, the energy storage system is coupled to the power generation system via energy transfer component, thereby enabling transfer of stored mechanical energy from energy storage system to power generation system for generating electrical power.

Description

PCT Application CPST Ref: 40736 / 00014SYSTEM AND METHOD FOR RECOVERING KINETIC ENERGY OF A VEHICLE FOR GENERATING ELECTRICAL ENERGY CROSS REFERENCE TO RELATED APPLICATIONS

[0001] Not applicable.TECHNICAL FIELD

[0002] The present disclosure generally relates to a kinetic energy recovery system for a vehicle, and more particularly to a system and method for recovering kinetic energy of a vehicle, for example when the vehicle is decelerating, for generating electrical energy.BACKGROUND

[0003] Electricity is a fundamental resource that powers virtually every aspect of modern life, from residential lighting and heating to industrial machinery and communication systems. The availability and reliability of electricity are critical for economic development, technological advancement, and overall quality of life. As societies grow and technological demands increase, the need for sustainable and efficient electricity production methods becomes ever more pressing. Traditional methods of electricity generation, primarily reliant on fossil fuels, pose significant environmental challenges, necessitating the exploration of alternative, cleaner energy sources.

[0004] One solution towards sustainable energy production is the generation of electricity through regenerative braking, which captures and converts the kinetic energy of moving vehicles. Regenerative braking systems use the energy typically lost as heat during braking to produce electricity. This electricity can be used to recharge the batteries of electric vehicles or be fed back into the grid, providing a renewable source of power and reducing overall energy waste. Methods for harnessing this energy, such as using electric motors in reverse to slow down the vehicle and generate power, are increasingly being integrated into electric and hybrid vehicles, such as cars. Additionally, installing regenerative braking systems on public transportation, heavy vehicles, and urban infrastructure could create a more resilient and sustainable energy network that supports the growing demand for electric mobility.

[0005] However, there are significant challenges in optimizing electricity generation from regenerative braking. The efficiency of these systems can be limited by factors such as vehicle speed, braking frequency, and battery capacity, which impact the amount of energy 1CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014that can be effectively captured and stored. Moreover, the integration of regenerative braking technologies into existing vehicles and transportation networks involves technical complexities, such as ensuring compatibility with different vehicle designs and maintaining reliability under diverse traffic conditions. Further challenges include the high costs of implementation and the need for robust infrastructure to support widespread use.

[0006] There are many systems developed for the purpose of recovering kinetic energy of vehicles for producing electricity. For example, US Patent No. 10,300,795 B2 (hereinafter the 795 patent) describes a regenerative braking control device for electric vehicles, which is integrated into an electric vehicle system that includes an electric motor coupled to a drive wheel. The 795 patent describes that the control device includes an electric motor controller that manages both the powering and regeneration functions of the electric motor. A key component of the control device is the regeneration amount setting unit, which allows the driver to set and adjust the amount of regeneration based on their preferences and driving conditions. Notably, the electric motor controller is equipped with a regeneration instruction torque limitation unit designed to decrease the regeneration amount as the motor's rotation speed lowers, particularly just before the vehicle comes to a stop. The 795 patent describes that this feature ensures smooth and efficient regenerative braking, enhancing the overall driving experience and energy recovery process.

[0007] In another example, US Patent No. 11,833,928 B2 (hereinafter the ‘928 patent) describes a device comprising a motor controller that is connected to both a drive motor and a battery pack of a vehicle. This motor controller includes a processor with specific configurations designed to optimize vehicle performance. The ‘928 patent further describes that the processor is capable of determining when the vehicle is in a neutral braking mode. Upon recognizing this mode, the processor selects a neutral braking torque curve and assesses the rotational velocity of the drive motor. Based on this determined rotational velocity, the processor calculates the appropriate amount of regenerative braking torque to apply according to the selected torque curve. The ‘928 patent describes that the application of this calculated regenerative braking torque to the drive motor generates a regenerative current, which is then supplied to the battery pack to at least partially recharge the battery pack, thereby enhancing the vehicle's efficiency and sustainability.

[0008] Despite the advancements presented in these two US Patents, there still remain some challenges. For example, implementing the regenerative braking control device as described in the 795 patent can be very complex and, can result in higher manufacturing and maintenance costs for the electric vehicle system. Additionally, the dependence on 2CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014precise driver input for setting the regeneration amount may lead to inconsistencies in performance and efficiency. Further, in the case of the device with the motor controller described in the ‘928 patent, determining the optimal neutral braking torque curve and accurately assessing the drive motor's rotational velocity can be challenging, potentially reducing the effectiveness of regenerative braking. Furthermore, the integration of these sophisticated control systems may require significant modifications to existing vehicle designs, which could limit their adoption in the market.

[0009] There exists a need for a system that can address one or more of the aforementioned problems and provide cost effective, efficient, and easy to maintain system for recovering kinetic energy in vehicles to generate electricity. There also exists a need for a system that can be retrofitted to existing vehicles without requiring extensive modifications.SUMMARY OF THE DISCLOSURE

[0010] This summary is intended to provide an overview of the subject matter of the present disclosure and is not intended to identify essential elements or key elements of the subject matter, nor is it intended to be used to determine the scope of the claimed subject matter. The proper scope of the present disclosure may be ascertained from the appended claims set forth below in view of the detailed description below and the drawings.

[0011] In one aspect, a system for recovering kinetic energy from a vehicle for generating electrical energy is provided. The system includes an energy storage system, an energy transfer component and a selective actuation control. The energy storage system is installed on the vehicle and configured to store recovered kinetic energy received from a drive shaft of the vehicle as mechanical energy. The energy transfer component is configured to transfer the mechanical energy stored in the energy storage system to a power generation system installed on a road for generating electrical energy. The selective actuation control is coupled to the energy storage system, the drive shaft, and the energy transfer component. The selective actuation control is configured to operate in a first operational mode or a second operational mode. In the first operational mode, the selective actuation control is configured to couple the energy storage system with the drive shaft of the vehicle, thereby enabling transfer of the recovered kinetic energy from the drive shaft to the energy storage system for storage as mechanical energy. In the second operational mode, the selective actuation control is configured to couple the energy storage system with the power generation system via the energy transfer component, thereby enabling transfer of3CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014the stored mechanical energy from the energy storage system to the power generation system for generating electrical power.

[0012] In another aspect, a power generation system for generating electrical energy from the recovered kinetic energy of the vehicle. The power generation system includes an energy converter installed on the road. The energy converter is installed on the road and configured to engage with the energy transfer component installed on the vehicle and receive the mechanical energy via the energy transfer component. The system further includes an electric power generator connected to the energy converter and configured to provide the electrical energy to a power distribution unit via an inverter.

[0013] In another aspect, a power generation system for generating electrical energy from the recovered kinetic energy of the vehicle. The power generation system includes an energy converter and / or an energy receiver installed on the road. The energy receiver is configured to engage with an electrical energy transfer component installed on the vehicle and receive the electrical energy via the electrical energy transfer component. The system further includes an electric power generator connected to the energy receiver and configured to provide the electrical energy to a power distribution unit via an inverter.BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The drawing figures depict one or more implementations in accord with the present teachings, by way of example only, not by way of limitation. In the figures, like reference numerals refer to the same or similar elements.

[0015] FIG. 1 illustrates an example system with at least one mechanical-energy-transfer component, according to the embodiments of the present disclosure.

[0016] FIG. 2 illustrates the example system with an electrical-energy-transfer system, according to the embodiments of the present disclosure.

[0017] FIG. 3 illustrates a perspective view of a first mechanical-energy-transfer system, according to the embodiments of the present disclosure.

[0018] FIG. 4 illustrates an enlarged view of the first mechanical-energy-transfer system, according to the embodiments of the present disclosure.

[0019] FIG. 5 illustrates a perspective view of a first mechanical-energy-transfer component, according to the embodiments of the present disclosure.

[0020] FIG. 6 illustrates an enlarged view of the first mechanical-energy-transfer component, according to the embodiments of the present disclosure.4CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014

[0021] FIG. 7 illustrates a perspective view of the first mechanical energy transfer system using a hydraulic motor, according to the embodiments of the present disclosure.

[0022] FIG. 8 illustrates a side view of the first mechanical energy transfer system using the hydraulic motor, according to the embodiments of the present disclosure.

[0023] FIG. 9 illustrates a perspective view of the first mechanic energy transfer system using a gear motor, according to the embodiments of the present disclosure.

[0024] FIG. 10 illustrates a perspective view of the system using a second mechanical energy transfer system, according to the embodiments of the present disclosure.

[0025] FIG. 11 illustrates another perspective view of the second mechanical-energy-transfer component, according to the embodiments of the present disclosure.

[0026] FIG. 12 illustrates a perspective view of the second mechanical-energy-transfer component using a second hydraulic motor, according to the embodiments of the present disclosure.

[0027] FIG. 13 illustrates an enlarged view of the second mechanical-energy-transfer component using the hydraulic motor, according to the embodiments of the present disclosure.

[0028] FIG. 14 illustrates an enlarged view of the second mechanical-energy-transfer component using a gear motor, according to the embodiments of the present disclosure.

[0029] FIG. 15 illustrates a perspective view of a second mechanical-to-electrical energy converter, according to the embodiments of the present disclosure.

[0030] FIG. 16 illustrates a perspective view of a third mechanical-energy-transfer system, according to the embodiments of the present disclosure.

[0031] FIG. 17 illustrates another perspective view of the third mechanic-energy-transfer system, according to the embodiments of the present disclosure.

[0032] FIG. 18 illustrates a perspective view of a third mechanical-energy-transfer component, according to the embodiments of the present disclosure.

[0033] FIG. 19 illustrates an enlarged view of a mechanical connection, according to the embodiments of the present disclosure.

[0034] FIG. 20 illustrates a perspective view of a third mechanical-to-electrical energy converter, according to the embodiments of the present disclosure.

[0035] FIG. 21 illustrates a perspective view of an example system using first an electrical-energy-transfer system, according to the embodiments of the present disclosure.5CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014

[0036] FIG. 22 illustrates a perspective view of the system using a first electrical-energy-transfer component wirelessly transferring electrical energy, according to the embodiments of the present disclosure.

[0037] FIG. 23 illustrates an enlarged view of the first electrical-energy-transfer component, according to the embodiments of the present disclosure.

[0038] FIG. 24 illustrates a first perspective view of a second electrical-energy-transfer system, according to the embodiments of the present disclosure.

[0039] FIG. 25 illustrates a second perspective view of the second electrical-energy-transfer system, according to the embodiments of the present disclosure.

[0040] FIG. 26 illustrates a perspective view of a second electrical-energy-transfer component, according to the embodiments of the present disclosure.

[0041] FIG. 27 illustrates an enlarged view of the second electrical-energy-transfer system, according to the embodiments of the present disclosure.

[0042] FIG. 28 illustrates a perspective view of the second electrical-energy-transfer system electrically transferring electrical energy from a third flat-shaped electric winding to a fourth flat-shaped electric winding, according to the embodiments of the present disclosure.

[0043] FIG. 29 illustrates a perspective view of an electrical-energy receiver while receiving electrical energy from the third flat-shaped electric winding, according to the embodiments of the present disclosure.

[0044] FIG. 30 illustrates a perspective view of the electrical-energy receiver connection to the grid, according to the embodiments of the present disclosure.

[0045] FIG. 31 illustrates a perspective view of a third electrical-energy-transfer system electrically transferring electrical energy from third electrical-energy-transfer component to electrical-energy receiver through wired connections, according to the embodiments of the present disclosure.

[0046] FIG. 32 illustrates an enlarged view of the third electrical-energy-transfer system, according to the embodiments of the present disclosure.

[0047] FIG. 33 illustrates an enlarged view of the third electrical-energy-transfer system while electrically transferring electrical energy from third electrical-energy-transfer component to electrical-energy receiver through wired connections, according to the embodiments of the present disclosure.

[0048] FIG. 34 illustrates a first and second controlling unit of the system, according to the embodiments of the present disclosure.6CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014DESCRIPTION OF EMBODIMENTS

[0049] The novel features which are believed to be characteristic of the present disclosure, as to its structure, organization, use and method of operation, together with further objectives and advantages thereof, will be better understood from the following discussion. The following detailed description is presented to enable a person skilled in the art to make and use the methods and devices disclosed in exemplary embodiments of the present disclosure. Descriptions of specific exemplary embodiments are provided only as representative examples. Various modifications to the exemplary implementations will be readily apparent to one skilled in the art, and the general principles defined herein may be applied to other implementations and applications without departing from the scope of the present disclosure.

[0050] In the following description, it is to be understood that the terms "vertical", "longitudinal", "lateral", “horizontal”, "height", "width", "thickness", "top", "bottom", "front", "back", and the like, will be used. These terms are meant to describe the orientation of the components of the system positioned on a road and are not intended to limit the scope of the subject matter in any manner. For example, the “X” axis may correspond to the longitudinal axis along which the road extends and the term “vertical” may refer to the “Y” axis that extends perpendicular to the “X” axis or the longitudinal axis of the road. It will be appreciated that the “Y” axis may be referred to generally as “vertical” in the context where the system is positioned upright on the road. The term “transverse” may refer to the “Z” axis denoting a width of the road. The term “lateral” or “horizontal” is used herein to refer to the x-z plane containing the “X” axis denoting a “length” and the “Z” axis denoting a “width” of the road. As such, these terms will be understood to mean relative orientations and positional relationships of the components in the system with respect to the road and are not intended to mean orientations and positional relationships with respect to an external reference point.

[0051] The present disclosure relates to embodiments of a system designed to recover kinetic energy from vehicles during deceleration and generating electrical energy therefrom. In one embodiment, kinetic energy may be harvested during braking period of vehicles. An example system may include two main components: a first component, namely a system for recovering kinetic energy of the vehicle, installed on an example vehicle and a second component, namely a power generation system, installed on the road at a position relative to a position of the surface of the road, such as at least one of under, even, above, and on sides of a road and / or street surface. The first component may be integrated into various types of vehicles, including one or more of electric vehicles, non-electric vehicles,7CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014hybrid vehicles, and combinations thereof. The example second component may be positioned in strategic locations where vehicles typically slow down, such as intersections, near speed bumps, or designated areas on roads or streets, to facilitate transfer of recovered kinetic energy to a grid. An example recovered kinetic energy may be transferred to grids through at least one of mechanical, electrical, and combined methods.

[0052] The first component or the system for recovering the kinetic energy of a decelerating vehicle installed on a vehicle may include an energy storage system, a selective actuation control, and at least one energy transfer component. The second component or the power generation system installed on the road surface may include at least one mechanical-to-electrical energy converter for transferring the recovered kinetic energy of the vehicle to power distribution units, which can in turn transfer the electrical power to grids for wider distribution.

[0053] In an embodiment, the system may further be used for electrically transferring the recovered kinetic energy to the power generation system. For example, the system may include an electrical energy transfer system, which may include an electrical energy transfer component and an electrical energy receiver. The electrical energy transfer component may be installed on the vehicle. For example, the electrical energy transfer component may be connected to the energy storage system. Further, the electrical energy receiver may be installed on the road and may be electrically connected to the power distribution units.

[0054] In an embodiment, the energy storage system is installed on the vehicle and may include a flywheel, a first clutch, and a speed variable system. The flywheel may include a flywheel shaft installed therein. Further, the flywheel may include one or more of magnetic bearings, mechanical bearings, and / or a combination thereof. The flywheel may be placed in a first vacuumed housing. Furthermore, a first end of the first clutch may be connected to a first end of the flywheel shaft and a second end of the first clutch may be connected to a first end of the speed variable system.

[0055] Further, the selective actuation control can include a dual clutch that may in turn include a first shaft, a second shaft, and a third shaft. In an embodiment, the second shaft of the dual clutch may be connected to a drive shaft of the vehicle, which in turn is connected to a differential of the vehicle. The second shaft is also connected to a second end of the speed variable system, which may be configured to adjust the rotational speed of the second shaft according to the compatible speed of the flywheel. The speed variable system may also control speed of the first shaft, ensuring that the speed is compatible for the flywheel regardless of the drive shaft’s speed. For example, the speed variable system 8CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014may include at least one of variable-speed drives, gear mechanisms, electronic controls, and combinations thereof. The speed variable system may enhance effectiveness of the energy recovery, minimize wear on components, and contribute to the overall sustainability and efficiency of the vehicle's operation. Further, the third shaft of the dual clutch may be connected to the at least one mechanical-energy-transfer component of the vehicle. For example, the dual clutch may be operable in three operational modes, such as for, charging the flywheel (first operational mode), transferring the stored mechanical energy within the flywheel to the at least one power generation system installed on the road (second operational mode), and for free rotation of the dual clutch (third operational mode). Further, the first clutch of the energy storage system, and the first and second shafts of the dual clutch may be engaged while charging the flywheel. The first clutch, the first shaft, and the third shaft of the dual clutch may be engaged to enable transferring of the stored mechanical energy within the flywheel to the at least one energy-transfer component. Furthermore, the dual clutch may be engaged with the drive shaft via the second shaft while the first clutch may be disengaged during free rotation of the dual clutch.

[0056] The kinetic energy of the vehicle may be stored in the flywheel when the first shaft of the dual clutch is engaged with the second shaft of the dual clutch. The at least one mechanical-energy-transfer component may be configured to transfer the stored mechanical energy of the flywheel to the at least one mechanical-to-electrical energy converter within the power generation system when the third shaft of the dual clutch is engaged with the first shaft of the dual clutch.

[0057] In an embodiment, the at least one energy-transfer component may include or implement a first mechanical energy transfer component, a second mechanical energy transfer component, and / or a third mechanical energy transfer component. The first mechanical energy transfer component may include a first gear and / or a first friction wheel connected to the third shaft of the dual clutch. In some implementations, the first gear and / or the first friction wheel may be connected to the vehicle, such as underneath and / or to a rear end of the vehicle. The first gear and / or first friction wheel may rotate when the third shaft of the dual clutch is engaged with the first shaft of the dual clutch. The first clutch may be engaged while transferring the stored kinetic energy within the flywheel to the mechanical-energy-transfer component. For example, the stored mechanical energy within the flywheel may be transferred to a first mechanical-to-electrical energy converter via the first mechanical-energy-transfer component when the first shaft and the third shaft are engaged with the speed variable system via the first clutch.9CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014

[0058] Furthermore, the first mechanical-to-electrical energy converter may include at least one first road gear and / or at least one first road friction wheel, at least one first arm, at least one first actuator, and at least one first electric power generator. The first road gear and / or at least one first road friction wheel may be installed on the road, such as at least one of under, even, and above a road surface and may be in contact with the first gear and / or first friction wheel of the mechanical-energy-transfer component of the vehicle, while transferring the mechanical energy stored in the flywheel to the first mechanical-to-electrical energy converter. Further, a first end of the at least one first arm may be connected to the at least one first road gear and / or at least one first road friction wheel. In one example, at least one first actuator may be connected to a second end of the at least one first arm and / or a point on the first arm between the first end and the second end thereof. The first actuator may include at least one of a first hydraulic motor, a first gear motor, and combinations thereof. The at least one first actuator may move the at least one first arm along a vertical axis in a plane perpendicular to the road surface. The at least one first actuator may be connected to a power distribution system for further distribution of the generated electrical energy. For example, at least one first electric power generator may be connected to the at least one first road gear and / or the first friction wheel. The first electric power generator may be electrically connected to the power distribution unit via a first electric inverter that is configured to convert DC current to AC current compatible for the unit. For example, the first electric inverter may condition an output power signal of the electric power generator by smoothing the signal to remove spikes and significant fluctuations, ensuring compatibility with the grid. To minimize costs, there is no need to convert DC to AC if the generator is selected with an output closely matched to that of the power distribution unit. However, if the vehicle's electric power generator converts mechanical energy to electricity using the same primary dynamo installed in the vehicle, which operates as a DC generator, the ground-based inverter may be required to convert the DC power signal to AC to adapt it to the power distribution unit.

[0059] In an embodiment, the second mechanical energy transfer component of the at least one energy-transfer component may include at least one second arm, at least one second gear and / or second friction wheel, and at least one second actuator. In one example, a first end of the second arm may be connected to the vehicle and may be configured to move along a vertical axis in a plane perpendicular to the road surface. Further, the at least one second gear and / or the second friction wheel may be connected to a second end of the second arm, and to the third shaft of the dual clutch. The at least one second gear and / or the 10CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014second friction wheel may further be in contact with the at least one second road gear and / or the at least one second road friction wheel while transferring mechanical energy from the second mechanical energy transfer component to a second mechanical-to-electrical energy converter installed on the road surface. In an example embodiment, the at least one second actuator may be connected to the first end of the at least one second arm and / or a point on the second arm between the first and the second end of the second arm. The at least one second actuator may be used to move the at least one second arm along a vertical axis in a plane perpendicular to the road surface. In some example implementations, the second actuator may include at least one of a second hydraulic motor, a second gear motor, and combinations thereof. In an embodiment, the second actuator may be connected to a battery of the vehicle. The battery may be used as an energy source for moving the second arm via the second actuator.

[0060] In one embodiment, the second mechanical-to-electrical energy converter may include at least one second road gear and / or at least one second road friction wheel and one second electric power generator. The at least one second road gear and / or at least one second road friction wheel may be installed at least one of under, even, above, and on sides of the road surface and may be in contact with at least one second gear and / or at least one second friction wheel of the second mechanical-energy-transfer component of the vehicle while transferring the mechanical energy stored in the flywheel to the second mechanical-to-electrical energy converter. Further, the second electric power generator may be connected to the at least one second road gear and / or an exemplary second road friction wheel. The second electric power generator may be electrically connected to the power distribution unit via the second electric inverter. In an example, the second road gear and / or the at least one second road friction wheel may be in contact with the at least one second gear and / or the at least one second friction wheel while transferring the stored mechanical energy within the flywheel to the second mechanical-to-electrical energy converter. In one example, a second inverter may convert DC current into AC current compatible with the power distribution unit and performs power conditioning operations to improve quality of the power signal. Example operations may include cancellation of undesirable harmonics and voltage spikes, adjusting voltage level if necessary, and stabilizing intermittent nature of an exemplary power to ensure a smooth and consistent output. An example overall purpose of using the second inverter may be to ensure that the power delivered to the grid meets all technical requirements, enhancing safety, reliability, and efficient integration with system. The second inverter conditions the generator's power output signal to ensure compatibility 11CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014with the power distribution unit. This conditioning may involve converting DC to AC or vice versa. To convert DC to AC at a different voltage, components such as transformers, capacitors, resistors, and signal alternators / choppers may be utilized.

[0061] Further, in an embodiment, the third mechanical-energy-transfer component may include at least one fourth gear and / or the at least one fourth friction wheel and at least one mechanical connection. For example, a first end of the at least one mechanical connection may be connected to the third shaft of the dual clutch and a second end of the at least one mechanical connection may be connected to the at least one fourth gear and / or an exemplary at least one fourth friction wheel. The at least one fourth gear and / or the at least one fourth friction wheel may be installed parallel to the road surface. Further, the at least one mechanical connection may be aligned vertically in a plane perpendicular to the road surface. The at least one fourth gear and / or the at least one fourth friction wheel may be engaged with the third mechanical-to-electrical energy converter while transferring the stored mechanical energy within the flywheel to the third mechanical-to-electrical energy converter.

[0062] In an embodiment, the third mechanical-to-electrical energy converter may include at least one third road gear and / or the at least one third road friction wheel, at least one third arm installed on a road side, at least one third actuator, and one third electric power generator. In one example, a first end of the third arm may be connected to the at least one third road gear and / or the at least one third road friction wheel. The at least one third actuator may be connected to a second end of the at least one third arm and / or a point on the third arm between the first and the second end of the third arm. The second end of the third arm may be connected to the road side. The at least one third actuator may be electrically powered and connected to the power distribution unit for receiving energy to operate. For example, at least one third actuator may receive power from the vehicle through a mating connector including brush-type contact. Further, the third electric power generator may be connected to the at least one third road gear and / or the third friction wheel. The third electric power generator may further be electrically connected to the power distribution unit via a third electric inverter. In an example embodiment, the at least one third actuator may move the at least one third arm in a plane parallel to the road and / or street surface for engaging the at least one third road gear and / or the at least one third road friction wheel to the at least one third gear and / or the at least one third friction wheel.

[0063] In some embodiments, the energy recovering system may electrically transfer the stored mechanical energy of the flywheel to the power generation system via at least one of a wireless method, a wired method, and / or combinations thereof. In an embodiment, the 12CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014wireless method may include transferring electrical energy using a first electrical energy transfer system or a second electrical energy transfer system. For example, the electrical energy can be transferred using a first electrical-energy-transfer component installed on the vehicle and a first electrical-energy-receiver installed on the road and / or street. To that end, the flywheel may be connected to a power generator installed on the vehicle and configured to convert the mechanical energy from the flywheel into electrical energy, which is then electrically transferred to the power generation system. For example, the system may electrically transfer the converted electrical energy from the flywheel to the first electricalenergy receiver installed on the road surface via the first electrical-energy-transfer component installed on the vehicle. To that end, in some implementations, the first electrical-energy-transfer component may include a second clutch, an electric power generator, and a first flat-shaped electric winding. The second clutch may be installed on a second end of the flywheel shaft. The electric power generator may be connected to the second clutch, which in turn may be connected to a dynamo of the vehicle. An example first flat-shaped electric winding may be installed beneath and / or behind the vehicle. For example, the electric power generator may convert mechanical energy of the flywheel to electrical energy. The first flatshaped electric winding may be electrically connected to the electric power generator and may be configured to transfer the electrical energy to the first electrical-energy receiver installed on the road surface.

[0064] The first electrical-energy receiver may include a second flat-shaped electric winding and an electric inverter. In one example, the second flat-shaped electric winding may be installed at least one of under, even, above, and on sides of the road surface and may be electrically connected to the power distribution unit via an electric inverter. The recovered mechanical energy from the decelerating or reducing speed vehicle may be electrically transferred to the power distribution unit using the electrical-energy receiver. In one example implementation, a distance between the first flat-shaped electric winding and the second flat-shaped electric winding while transferring electrical energy is in a range of 0 to 10 millimeters (mm). In some examples, the second flat-shaped electric winding may have a dimension of at least 10 square centimeter (cm2). Further, in some examples, the first flatshaped electric winding may have a dimension of at least 10 cm2. Furthermore, in the first electrical-energy-transfer system, the first flat-shaped electric winding may move downward from the vehicle toward the second flat-shaped electric winding while electrically transferring the stored mechanical energy from the first flat-shaped electric winding to the second flatshaped electric winding. Furthermore, in a second electrical-energy-transfer system, the 13CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014second flat-shaped electric winding may move upward toward the first flat-shaped electric winding while electrically transferring the stored mechanical energy from the first flat-shaped electric winding to the second flat-shaped electric winding.

[0065] In an embodiment, the third electrical-energy-transfer system may be used for transferring electrical energy through wired connections. For example, the third electrical energy transfer system may include an arm, an actuator, at least one electrically conductive component, and at least one directional guide. A first end of the fourth arm may be connected underneath the vehicle and the fourth actuator may be connected to a first end of the fourth arm and / or a point on the fourth arm between the first and a second end of the fourth arm. Further, the fourth actuator may be used for moving the fourth arm along the vertical axis in a plane perpendicular to the road surface. The at least one electrically conductive component may be connected to a second end of the fourth arm. The at least one electrically conductive component may be electrically connected to a fourth electric power generator. The at least one directional guide may be connected to the second end of the fourth arm. The at least one directional guide may be configured to direct the at least one electrically conductive component on a second electrical-energy receiver. Further, the at least one directional guide may direct the at least one electrically conductive component to move along the road and / or the street direction.

[0066] In one embodiment, the second electrical-energy receiver may be installed on the road surface. The second electrical-energy receiver may include at least one electrically conductive groove installed on the road surface along a direction of a length of the road (along the X-axis). The at least one electrically conductive groove may be electrically connected to the power distribution unit. For example, the at least one electrically conductive directional guide may move along the at least one electrically conductive groove while transferring electrical energy from the at least one electrically conductive component to the grid.

[0067] Furthermore, the energy recovering system may include a first controlling unit installed on the vehicle. In an example embodiment, the controlling unit may be embodied or implemented as a microcontroller. In some embodiments, the system may further include a second controlling unit installed at least one of under, even, above, and on sides of the road and / street surface. The first controlling unit may be electrically connected to at least one of the energy storage system, the dual clutch, the at least one mechanical energy transfer component, and the electrical energy transfer system. The first controlling unit may include a first memory having processor-readable instructions stored therein and a first processor. The 14CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014first processor may be configured to access the first memory and execute the processor-readable instructions, which, when executed by the first processor may cause the first processor to perform a first method. The first method may include determining a braking time of the vehicle, engaging the first shaft and the second shaft of the dual clutch to the second end of the speed variable system, coupling the first end of the speed variable system with the first end of the flywheel shaft by engaging the first clutch for transferring rotational movement of the drive shaft to the flywheel shaft during the breaking time. The first method further includes determining a fill level of the flywheel, determining at least one energy transfer mechanism, and transferring the stored mechanical energy in the flywheel to at least one of the mechanical-energy-transfer component, the electrical-energy-transfer system, and / or a combination thereof. The at least one energy transfer mechanism may include mechanical energy transfer and electrical energy transfer. In an example embodiment, the mechanical energy transfer may include mechanical energy transfer via the first mechanical-energy-transfer component, mechanical energy transfer via the second mechanical-energy-transfer component, and mechanical energy transfer via the third mechanical-energy-transfer component. In an example embodiment, the electrical energy transfer may include wireless electrical transfer and wired electrical transfer. Transferring the stored mechanical energy in the flywheel to at least one of the mechanical-energy-transfer component, and / or the electrical-energy-transfer system, may include coupling the third shaft and the first shaft of the dual clutch to at least one mechanical-energy-transfer component while mechanically transferring the stored mechanical energy within the flywheel to at least one mechanical-to-electrical energy converter and coupling the second end of the flywheel shaft to the fourth electric power generator by engaging the second clutch while electrically transferring the stored mechanical energy within the flywheel to at least one electrical energy receiver.

[0068] In an example embodiment, the second controlling unit may be installed at least one of under, even, above, and on sides of the road and / street surface. In one example, the second controlling unit may be electrically connected to at least one of the mechanical-to-electrical energy converter, the electrical-energy receiver, the first controlling unit, and combinations thereof. In some examples, the second processor may be configured to communicate with the first controlling unit of the vehicle over a wired and / or a wireless network. The second controlling unit may include a second memory having processor-readable instructions stored therein and a second processor. The second processor may be used to access the second memory and execute the processor-readable instructions, which, when executed causes the second processor to perform a second method. In an example 15CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014implementation, the second method may include receiving identification data of the vehicle user and / or the vehicle owner from the first processing unit and estimating an amount of electrical energy transferred to the grid by the vehicle user and / or the vehicle owner via the mechanical-to-electrical energy converter and / or the electrical energy receiver.

[0069] In an example embodiment, the system may further include one or more sensors installed on the vehicle, or on the road, and combinations thereof. For example, at least one sensor may receive data from the mechanical-energy transfer system and the electrical energy transfer system and send the received data to at least one of the first controlling unit, the second controlling unit, and combinations thereof. In an example embodiment, the received data may include rotational speed of the gear and / or the at least one friction wheel installed on the vehicle, rotational speed of the road gear and / or the at least one road friction wheel, position of the road gear and / or the at least one road friction wheel, position of the gear and / or the at least one friction wheel, and energy level of the flywheel.

[0070] In an example embodiment, the system may further include at least one sensor installed on at least one of the vehicle, on the road and / or street, and / or a combination thereof. In one example, at least one sensor may receive data from the mechanical-energy transfer system and the electrical energy transfer system. Examples of the one or more sensors may include one or more of position sensors, rotational speed measuring sensors, temperature sensors, sensors for measuring amount of the transferred energy, and combinations thereof. In some examples, the one or more sensors may include velocity encoder or tachometer used for measuring rotation speed of the flywheel, a position encoder measuring rotational position of a mechanical element, linear encoder measuring linear position of an arm, NTCs (Negative Temperature Coefficient thermistors) measuring temperature of components of an exemplary system for safety or other reasons, torque meter sensor for providing the feedback of an amount of pressure on the friction wheel for optimized energy transfer, proximity sensors for providing feedback when two mechanical components come close to one another.

[0071] The present disclosure provides an example system 100 for recovering kinetic energy of a vehicle, such as when the vehicle is decelerating, for generating electrical energy, for example to deliver the generated power to a grid. In an embodiment, the system 100 includes a first system 102 installed on the vehicle and configured to recover kinetic energy of the vehicle and a second system 103 installed on a surface of the road and / or street on which the vehicle is travelling and / or decelerating, wherein the second system 10316CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014is a power generation system and is configured to generate and deliver the electrical energy to the power distribution unit. Each of these systems will now be described in further detail in the following description.

[0072] FIG. 1 illustrates an example system 100 for recovering kinetic energy of a vehicle for generating electricity, which can be further supplied to grids for wider distribution. In an embodiment, the system 100 includes a first system 102 installed on the vehicle for recovering kinetic energy of the vehicle and a power generation system or second system 103 (hereinafter the second system 103) installed on the road at a dedicated facility (not shown) and configured to receive the recovered kinetic energy from the vehicle for generating electrical energy. In some examples, the first system 102 (hereinafter the energy recovery system 102) is implemented as part of the vehicle’s drivetrain system (not shown). As illustrated, the energy recovery system 102 may include an energy storage system 126, a selective actuation control 116, and at least one energy transfer component, such as a mechanical energy transfer component 112 installed on the vehicle. In an example implementation, the selective actuation control 116 is implemented as a multi-clutch or multiclutch transmission (DOT) that includes multiple independent clutches configured to control their respective gear assemblies to selectively switch between multiple operations. In the examples described herein, the selective actuation control 116 is a dual clutch (hereinafter referred to as the dual clutch 116) that can switch between operations, such as for enabling transfer of recovered kinetic energy from a drive shaft 106 of the vehicle to the energy storage system 126 or for enabling transfer of energy from the energy storage system 126 to the energy transfer component 112 and subsequently to the second system 103 installed on the road for generating electricity. In an example implementation, the dual clutch 116 may include a first shaft 118, a second shaft 110, and a third shaft 114. The dual clutch 116 may be connected to the drive shaft 106 via the second shaft 110, and the drive shaft 106 is in turn connected to the vehicle’s differential 104. Further, the dual clutch 116 is connected to the mechanical-energy-transfer component 112 via the third shaft 114, and to the energy storage system 126 via the first shaft 118.

[0073] The energy storage system 126 may include at least one energy storage device 124, such as a flywheel, configured to store the kinetic energy recovered from the drive shaft 106, such as when the vehicle is decelerating or braking, as mechanical energy which can be later used to generate electrical energy. In one embodiment, the flywheel energy storage system 126 may include a flywheel 124, a first clutch 121 , and at least one speed variable system 120. The flywheel 124 may include a flywheel shaft 122 installed 17CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014therein and may be configured to store the recovered kinetic energy as a mechanical energy. The first clutch 121 is connected at one end to a first end of the flywheel shaft 122 and at the other end to a first end of the speed variable system 120. The second end of the speed variable system 120 is connected to the dual clutch 116 using the first shaft 118. For example, the recovered kinetic energy of the vehicle during braking may be transferred from the drive shaft 106 to the flywheel energy storage system 126 via the dual clutch 116. This is referred to as a first operational mode of the selective actuation control or the dual clutch 116 in which the dual clutch enables charging of the flywheel 124 within the energy storage system 126. The dual clutch 116 can be operatively connected to an on-board controller (not shown) of the vehicle, which instructs the dual clutch 116 to operate in the first operational mode when braking or deceleration of the vehicle is detected. In the first operational mode, dual clutch 116 enables mechanical coupling of the energy storage system 126 with the drive shaft 106. Accordingly, the first shaft 118 and the second shaft 110 of the dual clutch 116 are engaged with the first clutch 121 of the energy storage system 126. The first shaft 110 is in turn connected to the drive shaft 106, thereby causing the rotations of the drive shaft 106 to transfer to the flywheel 124 via the speed variable system 120. Further, the third shaft 114 of the dual clutch 116 may be disengaged while charging the flywheel 124, i.e., in the first operational mode of the system 102.

[0074] In some examples, the speed variable system 120 may include one or more gears that may be configured to control or adjust the speed of the rotations of the drive shaft 106 to be compatible with the speed of flywheel shaft 124. For example, the speed variable system 120 may increase speed of the drive shaft 106 rotations before transferring to the flywheel shaft 122. The first clutch 121 may be engaged while transferring the rotational movement of the drive shaft 106 (corresponding to the recovered kinetic energy) to the flywheel shaft 122 such that the recovered kinetic energy is stored in the flywheel 124 as mechanical energy, thereby charging the flywheel 124.

[0075] The flywheel 124 may be a mechanical device designed to store rotational energy. The flywheel 124 may operate on a principle of inertia, where energy is stored in the form of mechanical energy by spinning a rotor (not shown) at very high speeds. In an example embodiment, the flywheel 124 may include several key components such as a rotor, bearings, and vacuum housing. The rotor may be a primary component of the flywheel 124 and may include a spinning mass that stores the recovered kinetic energy as mechanical energy. In some implementations, the rotor may be made of one or more of steel, carbon fiber, composite materials, and / or any combinations thereof. A mass and 18CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014rotational speed of the rotor may determine an amount of energy the flywheel 124 may store. The bearings may support the rotor and allow the rotor to spin with minimal friction. In some examples, the flywheel 124 may use magnetic and / or superconducting bearings to reduce energy losses and increase efficiency. Furthermore, the bearings may be configured to suspend the rotor in a vacuum to further minimize friction and air resistance. The vacuum housing may be configured to reduce aerodynamic drag and energy loss of the flywheel 124. For example, the vacuum housing may remove air resistance, allowing the rotor to maintain its speed for longer periods without significant energy loss.

[0076] The system 100 further includes the second system 103 that may be configured to receive the stored energy within the energy storage system 126 on the vehicle and generate electrical power therefrom. The second system 103 (hereinafter referred to as the power generation system 103) may be installed on a road at one or more dedicated power generation facilities, for example, where the vehicle can stop or slow down to transfer the stored energy within the flywheel 124 to the power generation system 103 for generating electrical power. The generated electrical power can be provided to a power distribution unit 223 for further distribution, such as to a grid. In some example implementations, the power distribution unit 223 may include one or more transformers and inverters for conditioning the generated electrical power, for example, for supplying to the grid for further distribution. In some other examples, the power distribution unit 223 may include a power storage device, such as a battery that can be used for distributing the stored power to one or more devices connected thereto.

[0077] The power generation system 103 may include at least one energy receiver 105 installed on a surface of the road, such as at the facility. In one example, the energy receiver 105 can be installed at least one of under, even, above, and on sides of the surface of the road or street. As the vehicle approaches the receiver 105, the on-board controller of the vehicle may instruct the dual clutch 116 to operate in a second operational mode, wherein the stored mechanical energy in the flywheel 124 of the vehicle may be mechanically transferred to the energy receiver 105 via the mechanical energy transfer component 112 installed on the vehicle. In an embodiment, in this second operational mode, the first clutch 121 within the energy storage system 126 is engaged and the speed variable system 120 is configured to decrease a speed of the flywheel shaft 122 to be compatible for mechanical energy transfer component 112. Further, in this mode, the first shaft 118 and the third shaft 114 of the dual clutch 116 may be engaged for enabling transfer of the rotational movement of the flywheel shaft 122 through the speed variable system 120 to the19CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014mechanical energy transfer component 112. The mechanical energy transfer component 112 may be configured to mechanically engage with a corresponding rotating device provided within the receiver 105 to enable transferring of the rotational energy from the component 112 to the receiver 105. The mechanical energy transfer component 112 may be implemented using one of a first mechanical energy transfer system (as shown in FIGS. 3 to 9), or a second mechanical energy transfer system (as shown in FIGS. 10 to 15), and / or a third mechanical-energy-transfer system (as shown in FIGS. 16 to 20) to mechanically transferring the stored mechanical energy within the flywheel 124 to the power generation system 103 and the power distribution unit 223. These systems will be described later in the following description.

[0078] In some implementations, when the vehicle is not braking or transferring the energy to the energy receiver 105 for generation of electrical power, the vehicle is generally travelling or accelerating on the road. In this scenario, the on-board controller of the vehicle may instruct the dual clutch 116 to operate in a third operational mode, enabling free rotation of the dual clutch 116. In this mode, the dual clutch 116 is engaged with the drive shaft 106 via the second shaft 110 while the first clutch 121 is disengaged therefrom.

[0079] FIG. 2 illustrates a second embodiment of the first energy recovery system 102, illustrated herein as system 1102. In this example, the energy transfer component includes an electrical-energy-transfer system 151 installed on the vehicle and configured to electrically transfer the recovered kinetic energy to the second system 103. In some implementations, the electrical energy transfer system 151 may be implemented in addition to the mechanical energy transfer component 112. For example, the at least one electrical-energy-transfer system 151 may electrically transfer the stored mechanical energy within the flywheel 124 via at least one of wired or wireless transferring method. As illustrated, in one example, the electrical-energy-transfer system 151 may be connected to a second end of the flywheel shaft 122. The at least one electrical-energy-transfer system 151 may include a second clutch 154 and an electric power generator 156. The second clutch 154 may form part of the selective actuation control in this example. Thus, when the selective actuation control operates in the second operational mode in this case, the second clutch engages with the flywheel shaft 122 to enable transferring the mechanical energy stored in the flywheel 124 to the electric power generator 156. The electric power generator 156 is configured to convert the mechanical energy of the flywheel 124 to electrical energy for transferring to corresponding electrical energy receiver 107 installed on the road. The at least one electrical-energy-transfer system 151 may be implemented using a first electrical- 20CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014energy-transfer system 157, or a second electrical-energy-transfer system (as shown in FIGS. 24 to 30), or a third electrical-energy-transfer system (as shown in FIG. 31 to 33). As shown in FIG. 2, the first electrical-energy-transfer system 157 may include a first flatshaped electric winding 158 installed on the vehicle. Further details of the first electrical-energy-transfer system 157, the second electrical-energy-transfer system, and the third electrical-energy-transfer system will be described later in the following description.

[0080] Referring now to FIG. 3, a perspective view of an example first mechanical-energy-transfer system 202 is illustrated. The first mechanical-energy-transfer system 202 is configured to transfer stored mechanical energy within the flywheel 124 to the corresponding receiver within the power generation system 103 for generating electrical power therefrom. To that end, the first mechanical energy transfer system 202 may include a first mechanical-energy-transfer component 204 (similar to the component 112 described above) configured to engage with a first mechanical-to-electrical energy converter 206 provided within the system 103. The first mechanical-energy-transfer component 204 may be installed on the vehicle and the first mechanical-to-electrical energy converter 206 may be installed at least on the road surface 222, such as one of under, even, and above the surface of the road. In an example implementation, the first mechanical-energy-transfer component 204 may include one or more of a first gear and / or a first friction wheel 208 connected to the third shaft 114 of the dual clutch 116. The first gear and / or the first friction wheel 208 may be installed and fixed beneath and / or behind the vehicle. In operation, when the dual clutch 116 operates in the second operational mode, rotation of the third shaft 114 of the dual clutch 116 is transferred to the first gear and / or the first friction wheel 208 via a first belt 212.

[0081] Further, in an embodiment, the first mechanical-to-electrical energy converter 206 may include one or more of a first road gear and / or a first road friction wheel 210, at least one first arm 214, at least one first actuator 218, and at least one first electric power generator 220. The one or more of the first road gear and / or the first road friction wheel 210 may be installed on the road, such as at least one of under, even, and above the road surface. In one example, the one or more of the first road gear and / or the first road friction wheel 210 may engage with the corresponding one or more of the first gear and / or the first friction wheel 208 to enable transferring mechanical energy stored in the flywheel 124 to the first mechanical-to-electrical energy converter 206. A first end of the at least one first arm 214 may be connected to the at least one first road gear and / or first road friction wheel 210. Further, the at least one first actuator 218 may be connected to a second end of the at least one first arm 214 and / or a point on first arm 214 between a first end and a second end of the 21CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014first arm 214. In an example embodiment, the at least one first actuator 218 may be used to move the at least one first arm 214 along a vertical axis 224 in a plane perpendicular to the road surface 222. The at least one first actuator 218 may further be connected to the power distribution unit 223. For example, the at least one first actuator 218 may include one or more hydraulic motors, gear motors, and / or any combinations thereof. Further, the at least one first electric power generator 220 may be connected to the one or more of the first road gear and / or the first road friction wheel 210. In an embodiment, the at least one first electric power generator 220 may be electrically connected to the power distribution unit 223 via a first electric inverter (not shown). In an exemplary embodiment, an exemplary first inverter may be configured to convert alternating current (AC) signals to direct current (DC) signals.

[0082] FIG. 4 illustrates an enlarged view of the first mechanical-energy-transfer system 202. When the vehicle is positioned proximal to the first energy converter 206, the dual clutch 116 may switch to operate in the second operational mode for enabling mechanical transferring of the stored mechanical energy within the flywheel 124. For this, the first gear and / or one first friction wheel 208 on the vehicle and the first road gear and / or one first road friction wheel 210 may mechanically couple together to enable the energy transfer. For example, the first road gear and / or the first road friction wheel 210 may move upward in a plane perpendicular to the road surface 222 to reach and engage with the first gear and / or first friction wheel 208 on the vehicle. Further, the first arm 214 may move in the plane perpendicular to road surface 222 via the first actuator 218. In an embodiment, when engaged, the rotation of the first gear and / or first friction wheel 208 causes corresponding rotations of the first road gear and / or one first road friction wheel 210, which are then transferred to the at least one first electric power generator 220 and eventually to the power distribution unit 223.

[0083] FIGS. 5 and 6 illustrates a perspective view and an enlarged view, respectively, of the first mechanical-energy-transfer component 204 installed on the vehicle. The first mechanical-energy-transfer component 204 is an example implementation of the component 112 and can include the one or more of the first gear and / or the first friction wheel 208 that is connected to the third shaft 114 of the dual clutch 116. The first gear and / or the first friction wheel 208 is configured to be in contact with the one or more of the first road gear and / or the first road friction wheel 210 while transferring the mechanical energy stored in the flywheel 124 to the first mechanical-to-electrical energy converter 206 installed the road surface 222. The first gear and / or the first friction wheel 208 may be connected to the third shaft 114 of the dual clutch 116 via a first belt 212, and the rotational 22CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014movement of third shaft 114 may be transferred to the first gear and / or the first friction wheel 208 via the first belt 212. In one example, the first gear and / or the first friction wheel 208 may be installed beneath and / or behind the vehicle.

[0084] FIGS. 7 and 8 illustrate a perspective view and a side view, respectively, of the first mechanical energy transfer system 202 including a hydraulic motor 219. In one example implementation, the hydraulic motor 219 may be connected to a point between a first end and a second end of the first arm 214 and may be configured to provide activation energy for the first arm 214. In an embodiment, the hydraulic motor 219 may be connected to the power distribution unit 223 to receive energy therefrom for moving the first arm 214 along the vertical axis 224 in the plane perpendicular to the road surface 222. The hydraulic motor 219 may be connected to a first oil tank 251 via a first pipeline 261. The first oil tank 251 may be implemented as a hydraulic reservoir for holding hydraulic fluid for operating the hydraulic motor 219.

[0085] FIG. 9 illustrates a perspective view of the first mechanical energy transfer system 202 using a gear motor 261, according to some other implementations of the present disclosure. In this example, the gear motor 261 may be connected to a second end of the first arm 214 and may be configured to provide activation energy for the first arm 214. The gear motor 261 may further be connected to the power distribution unit 223, which may act as an energy source for powering the gear motor 261 to move the first arm 214 along the vertical axis 224 in a plane perpendicular to the road surface 222.

[0086] Referring now to FIG. 10, a perspective view of a second mechanical energy transfer system 302 is illustrated, in accordance with the embodiments of the present disclosure. In this embodiment, the second mechanical energy transfer system 302 may include a second mechanical-energy-transfer component 304 (as another implementation of the component 112) and a second mechanical-to-electrical energy converter 306. The second mechanical-energy-transfer component 304 may be installed on the vehicle and the second mechanical-to-electrical energy converter 306 may be installed on the road, such as at least one of under, even, and above the road surface 222. For example, the second mechanical-energy-transfer component 304 may include at least one second arm 308, at least one second gear and / or at least one second friction wheel 307, and at least one second actuator 310. In one implementation, a first end of the second arm 308 may be mounted on an under surface the vehicle. The at least one second arm 308 may be configured move along the vertical axis 224 in a plane perpendicular to the road surface 222. Further, the at least one second gear and / or the second friction wheel 307 may be23CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014connected to a second end of the at least one second arm 308 and to the third shaft 114 of the dual clutch 116. In an embodiment, the at least one second gear and / or the second friction wheel 307 may engage with one or more of the second road gear and / or second road friction wheel 309 while transferring the mechanical energy from the second mechanical-energy-transfer component 304 to the second mechanical-to-electrical energy converter 306.

[0087] FIG. 11 illustrates a perspective view of the second mechanical-energy-transfer component 304. In an embodiment, the second mechanical-energy-transfer component 304 may include the at least one second arm 308, the one or more second gear and / or second friction wheel 307, and the at least one second actuator 310. In one example, a first end of the second arm 308 may be connected underneath the vehicle. The rotation of the third shaft 114 may be transferred to the one or more of the second gear and / or the second friction wheel 307 via pulleys and gears (as shown in FIG. 14). Further, the at least one second actuator 310 may provide activation energy for vertical movement of the second arm 308 along the vertical axis 224 to the road surface and in a plane perpendicular to the road surface 222, for example, while transferring the mechanical energy to the second mechanical-to electrical energy converter 306. The at least one second arm 308 may be configured to move along the vertical axis 224 in a plane perpendicular to the road surface 222. In an example implementation, the at least one actuator 310 may include at least one of a hydraulic motor, a gear motor, and / or a combination thereof. Further, as illustrated, the one or more of the second gear and / or the second friction wheel 307 may be connected to the second end of the second arm 308 and to the third shaft 114 of dual clutch 116. The one or more of the second gear and / or the second friction wheel 307 may further be engaged with the one or more of the second road gear and / or the second road friction wheel 309 while transferring the mechanical energy from the second mechanical-energy-transfer component 304 to the second mechanical-to-electrical energy converter 306.

[0088] FIGS. 12 and 13 illustrate a perspective view and an enlarged view, respectively, of the second mechanical-energy-transfer component 304 using a second hydraulic motor 332 as the hydraulic actuator, according to some example embodiments. As illustrated, the second hydraulic motor 332 may be connected to a second oil tank 331 via a second pipeline 334, for example. The second oil tank 331 may be implemented as a hydraulic reservoir for holding hydraulic fluid for operating the second hydraulic motor 332. In an example embodiment, the second hydraulic motor 332 may be configured to provide the activation energy for moving the second arm 308 along the vertical axis 224 in plane24CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014perpendicular to road surface 222, for example, while transferring the mechanical energy to the second mechanical-to electrical energy converter 306.

[0089] FIG. 14 illustrates an enlarged view of the second mechanical-energy-transfer component 304 using a gear motor 351 as the hydraulic actuator, in accordance with some other example embodiments. For example, the gear motor 351 may provide the activation energy for moving the second arm 308 along the vertical axis 224 in plane perpendicular to the road surface 222, for example, while transferring the mechanical energy to the second mechanical-to electrical energy converter 306. In an embodiment, one or more of the second gear and / or the second friction wheel 307 may be connected to the third shaft 114 through a first pulley 352, a second pulley 354, and a third pulley 356. The first pulley 352 and the second pulley 354 may be connected together via a first belt 352. The second pulley 354 and the third pulley 356 may be connected together via a second belt 355. The one or more of the second gear and / or the second friction wheel 307 may rotate in response to rotation of the third shaft 114, via the first pulley 352, the second pulley 354, and the third pulley 356.

[0090] FIG. 15 illustrates a perspective view of the second mechanical-to-electrical energy converter 306. In an embodiment, the second mechanical-to-electrical energy converter 306 may be installed on the road surface 222. The second mechanical-to-electrical energy converter 306 may include one or more of a second road gear and / or second road friction wheel 361 and at least one second electric power generator 362. The second mechanical-to-electrical energy converter 306 may further include a second inverter for controlling the electrical current produced in electric power generator 362 to be compatible for the power distribution unit 363. The one or more of the second road gear and / or the second road friction wheel 361 may be installed on the road surface 222 and may be configured to be in contact with the second mechanical-energy-transfer component 304 of the vehicle while transferring the mechanical energy stored in the flywheel 124 to the second mechanical-to-electrical energy converter 306. The at least one second electric power generator 362 may be connected to the one or more of the second road gear and / or second road friction wheel 361.

[0091] FIGS. 16 and 17 illustrate perspective views of a third mechanical energy transfer system 402, according to some yet other embodiments of the present disclosure. In this embodiment, the third mechanical energy transfer system 402 may include a third mechanical-to-electrical energy converter 406 and a third mechanical-energy-transfer component 404 (as a yet another implementation of the component 112). For example, the third mechanical-energy-transfer component 404 is installed on the vehicle and the third 25CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014mechanical-to-electrical energy converter 406 may include one or more of a fourth gear and / or a fourth friction wheel 410 and at least one mechanical connection 411. The one or more of the fourth gear and / or the fourth friction wheel 410 may be installed in a plane parallel to the road surface 222. In an example implementation, the at least one mechanical connection 411 may be used for connecting the third shaft 114 of the dual clutch 116 and the one or more fourth gear and / or the fourth friction wheel 410 together.

[0092] Further, the third mechanical-to-electrical energy converter 406 may include one or more third road gear and / or a third road friction wheel 412, at least one third arm 407, at least one third actuator 413, and at least one third electric power generator 408. The at least one third arm 407 may be installed on the road and / or street surface 222. For example, a first end of the third arm 407 may be connected to the third road gear and / or the third road friction wheel 412. The third actuator 413 may be connected to a second end of the third arm 407 and / or to a point between the first end and the second end of the third arm 407. In an embodiment, the at least one third actuator 413 may further be connected to a power distribution unit 409 via brush type connectors. Furthermore, the third electric power generator 408 may be connected to the one or more third road gear and / or the third road friction wheel 412 and may be electrically connected to the power distribution unit 409 via a third electric inverter (not shown). The third actuator 413 may be configured to move the third arm 407 along a plane parallel to the road and / or the street surface 222 for engaging the one or more third road gear and / or the third road friction wheel 412 with the one or more fourth gear and / or fourth friction wheel 410.

[0093] The third mechanical-energy-transfer component 404 may receive rotational movement of the third shaft 114 of the dual clutch 116. For example, the rotational movement of the third shaft 114 may be transferred to the one or more fourth gear and / or fourth friction wheel 410 via the mechanical connection 411. Further, a central shaft of the one or more fourth gear and / or the fourth friction wheel 410 may extend along the vertical axis 224 and perpendicular to the road surface 222. In an embodiment, the one or more fourth gear and / or fourth friction wheel 410 may be in contact with the one or more fourth road gear and / or the fourth road friction wheel 412. For example, when the vehicle intends to mechanically transfer the stored mechanical energy to the unit 409, the third arm 407 may move in a plane parallel to the road surface 222 for engaging the fourth friction wheel 410 and the fourth road gear and / or the fourth road friction wheel 412 together. The rotational movement of the fourth friction wheel 410 may be transferred to the fourth road gear and / or the fourth road friction wheel 412. In an embodiment, the third electric power generator 40826CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014may be configured to produce electricity in response to the rotational movement of the fourth road gear and / or the fourth road friction wheel 412.

[0094] FIG. 18 illustrates a perspective view of the third mechanical-energy-transfer component 404 that may be installed on the vehicle. In an embodiment, the third mechanical-energy-transfer component 404 may include the one or more fourth gear and / or fourth friction wheel 410 and the at least one mechanical connection 411. The one or more fourth gear and / or fourth friction wheel 410 may be installed in a plane parallel to road surface 222. The at least one mechanical connection 411 may be used for connecting the third shaft 114 of the dual clutch 116 and the one or more fourth gear and / or fourth friction wheel 410 together to enable transferring of the rotations of the third shaft 114 to the wheel 410.

[0095] FIG. 19 illustrates an enlarged view of the mechanical connection 411. In an embodiment, the at least one mechanical connection 411 may be configured to convert the horizontal rotation of the third shaft 114 of the dual clutch 116 to a vertical rotation of a shaft 441. The rotational movement of the shaft 441 may then be transferred to the one or more fourth gear and / or fourth friction wheel 410 via a first pulley 442.

[0096] FIG. 20 illustrates a perspective view of the third mechanical-to-electrical energy converter 406. The third mechanical-to-electrical energy converter 406 may include the at least one third road gear and / or the at least one third road friction wheel 412, the at least one third arm 407, the at least one third actuator 413, and the at least one third electric power generator 408. For example, the at least one third arm 407 may be installed on a road and / or street side. A first end of the third arm 407 may be connected to the at least one third road gear and / or the third road friction wheel 412. The at least one third actuator 413 may be connected to a second end of at least one third arm 407 and / or a point between the first end and the second end of third arm 407. In an embodiment, at least one third actuator 413 may be connected to the power distribution unit 409. The at least one third electric power generator 408 may be connected to at least one third road gear and / or the third road friction wheel 412. Furthermore, the at least one third electric power generator 408 may be electrically connected to the unit 409 via a third electric inverter. The at least one third actuator 413 may be used to move the at least one third arm 407 along a plane parallel to road and / or street surface 222 for engaging the at least one third road gear and / or the at least one third road friction wheel 412 with at least one fourth gear and / or the at least one fourth friction wheel 410. The at least one third electric power generator 408 may be electrically connected to the unit 409 via a first electrical connection 451.27CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014

[0097] In some additional or alternative example implementations, the stored mechanical energy within the flywheel 124 may be electrically transferred to the power distribution units for wider distribution. In an embodiment, the at least one electrical-energy-transfer system may electrically transfer stored mechanical energy within flywheel 124 via the at least one of wired transferring method and wireless transferring method. For example, the electrical-energy-transfer system for transferring electrical energy may be implemented using one or more of a first electrical-energy-transfer system (as shown in FIGS. 21 to 23) or a second electrical energy transfer system (as shown in FIGS. 24 to 30) for wirelessly transferring the energy, and as a third electrical-energy-transfer system (as shown in FIGS.31 to 33) for transferring electrical energy via a wired connection.

[0098] FIG. 21 illustrates a perspective view of the system 1102 using the first electrical-energy-transfer system 501 for electrically transferring stored kinetic energy from the flywheel 124 to the power generation system 103. In this example, the first electrical-energy-transfer system 501 may further be used for wirelessly transferring electrical energy to the power distribution unit 223. The first electrical-energy-transfer system 501 may include a first electrical-energy-transfer component 502 and electrical-energy receiver 508. For example, the first electrical-energy-transfer component 502 may be installed on the vehicle and the electrical-energy receiver 508 may be installed on the road, such as at least one of under, even, above, and on sides of the road surface 222. The electrical-energy receiver 508 may include a second flat-shaped electric winding 509 connected to the power distribution unit (similar to the power distribution unit 223). In some example implementations, the electrical-energy receiver 508 may include a plurality of second flat-shaped electric winding 509 electrically connected with each other. The electrical-energy receiver 508 may be installed at least one of under, even, above, and on sides of a road and / or street surface. In an example implementation, electrical-energy receiver 508 may be extended longitudinally along a length of the road surface 222.

[0099] FIG. 22 illustrates a perspective view of the system 1102 using the first electrical-energy-transfer component 502 for wirelessly transferring electrical energy. The first electrical-energy-transfer component 502 may include the second clutch 154, the electric power generator 156, and the at least one first flat-shaped electric winding 158. The fourth electric power generator 156 and flywheel energy storage system 126 may be placed in a vacuumed housing (not shown). A first end of the second clutch 154 may be connected to the second end of flywheel shaft 122 that is installed within the flywheel 124. The electric power generator 156 may be connected to a second end of the second clutch 154 while 28CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014electrically transferring the stored mechanical energy within the flywheel 124. The fourth electric power generator 156 may be configured to convert the mechanical energy stored within the flywheel 124 to electrical energy. Further, the at least one first flat-shaped electric winding 158 may be installed on the vehicle and may be electrically connected to the electric power generator 156. In an example embodiment, the first electrical-energy-transfer component 502 is configured to wirelessly transfer the electrical energy and may include a fourth arm 506 and the first flat-shaped electric winding 158 installed on the vehicle. A first end of the fourth arm 506 may be connected to the vehicle. The first flat-shaped electric winding 158 may be connected to a second end of the fourth arm 506. The first flat-shaped electric winding 158 may be electrically connected to the fourth electric power generator 156 via an electrical connection 503. Further, the fourth arm 506 may be connected to the vehicle and may be configured to move along the vertical axis 224 in a plane perpendicular to the road surface 222. For example, the fourth arm 506 may move along the vertical axis 224 and get close to the second flat-shaped electric winding 509 installed on the road 222, while electrically and wirelessly transferring electrical energy of the fourth electric power generator 156 to power distribution unit. In an embodiment, in order to get sufficiently close to enable the wireless transfer of energy, a distance between the first flat-shaped electric winding 158 of the vehicle and the second flat-shaped electric winding 509 on the road 222 may be in a range of 0 millimeters (mm) to 10 mm. In some example implementations, the first flat-shaped electric winding 158 and the second flat-shaped electric winding 509 may be made of at least one of aluminum, copper with or without a ferromagnetic core, and combinations thereof. In an example implementation, the second flat-shaped electric winding 509 may extend for at least 1 cm longitudinally along the length of the road, i.e., in the direction of the road.[000100] FIG. 23 illustrates an enlarged view of a portion 501 of the first electrical-energy-transfer component 502. In an embodiment, the first electrical-energy-transfer component 502 may include the first flat-shaped electric winding 158, the fourth arm 506, and the at least one fourth actuator 521. A first end of the fourth arm 506 may be connected to the vehicle. The first flat-shaped electric winding 158 may be connected to a second end of the fourth arm 506. The first flat-shaped electric winding 158 may be electrically connected to the electric power generator 156. In an example implementation, the fourth arm 506 may be configured to move along the vertical axis 224 in a plane perpendicular to the road surface 222 by the actuator 521.29CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014[000101] FIG. 24 illustrates a first perspective view of a second electrical-energy-transfer system 601. In an embodiment, the second electrical-energy-transfer system 601 may include a second electrical-energy-transfer component 605 and a second electrical energy receiver 603. The second electrical-energy-transfer component 605 may include the second clutch 154, the electric power generator 156, and a third flat-shaped electric winding 602. The third flat-shaped electric winding 602 may be electrically connected to the electric power generator 156. In an example implementation, the third flat-shaped electric winding 602 may be installed on the vehicle, such as at least one of underneath and at the rear end the vehicle.[000102] In an embodiment, the second electrical energy receiver 603 may include a fourth electric winding 604 and a fifth actuator. The fourth electric winding 604 may be configured to move upward along the vertical axis 224 to get close to the third flat-shaped electric winding 602 while electrically transferring electrical energy. In an example implementation, a distance between the third electric winding 602 and the fourth flat-shaped electric winding 604 may be in a range of 0 to 10 mm while electrically transferring electrical energy from the third electric winding 602 to the fourth flat-shaped electric winding 604. The fourth flat-shaped electric winding 604 may further be electrically connected to the power distribution unit 610.[000103] FIG. 25 illustrates a second perspective view of the second electrical-energy-transfer system 601. In an embodiment, the transferred electrical energy may be transferred to a traffic light 606 that may be installed, for example, on the road surface 222. For example, the second electrical-energy receiver 603 may be electrically connected to the traffic light 606 and configured to electrically transfer the electrical energy to the traffic lights 606.[000104] FIG. 26 illustrates a perspective view of the second electrical-energy-transfer component 605 installed on the vehicle. As illustrated, the second electrical-energy-transfer component 605 may include the third flat-shaped electric winding 602 and an electrical connection 607. In an example implementation, the electrical connection 607 may connect the third flat-shaped electric winding 602 to the electrical power generator 156. The third flatshaped electric winding 602 may be fixed on the vehicle. In an embodiment, a distance between the third flat-shaped electric winding 602 and the fourth flat-shaped electric winding 604 while transferring electrical energy is in a range of 0 mm to 10 mm. Further, the third flat-shaped electric winding 602 and the fourth flat-shaped electric winding 604 may each have a dimension of at least 10 cm2.30CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014[000105] FIG. 27 illustrates an enlarged view of the second electrical-energy-transfer system 601. As illustrated, the third flat-shaped electric winding 602 may be installed on the vehicle, whereas the fourth flat-shaped electric winding 604 of the electrical-energy receiver 603 may be installed on the road surface 222. FIG. 28 illustrates a perspective view of the second electrical-energy-transfer system 601 electrically transferring electrical energy from the third flat-shaped electric winding 602 to fourth flat-shaped electric winding 604. As shown, the electrical-energy receiver 603 may include the fourth flat-shaped electric winding 604 and a fifth actuator 631 configured to provide activation energy for moving the fourth flatshaped electric winding 604 along the vertical axis 224 in a plane parallel to road surface 222. In an example implementation, the fifth actuator 631 may include a hydraulic motor, a gear motor, and combinations thereof.[000106] FIGS. 29 and 30 illustrate perspective views of the electrical-energy receiver 603 while receiving the electrical energy from the third flat-shaped electric winding 602. As illustrated, the fourth flat-shaped electric winding 604 may move upward for engaging with and receiving electrical energy from the third flat-shaped electric winding 602 of the vehicle. In an embodiment, the fourth flat-shaped electric winding 604 may be connected to the power distribution unit 654 via an electrical connection 652. In an embodiment, the electricalenergy receiver 603 may further include a fifth inverter for modifying the produced electrical energy to be compatible for the distribution unit 654. For example, the fifth inverter may be configured to convert AC current to DC current for delivering to the distribution unit 654.[000107] FIGS. 31 and 32 illustrate a perspective view and an enlarged view, respectively, of a third electrical-energy-transfer system 701 configured to electrically transfer electrical energy from the third electrical-energy-transfer component 702 to the electrical-energy receiver 703 through wired connections. In an embodiment, the third electrical-energy-transfer system 701 may include a fourth arm 708, a fourth actuator 710, at least one electrically-conductive component 706, and at least one directional guide 712. A first end of the fourth arm 708 may be connected to and underneath the vehicle. The fourth actuator 710 may be connected to the first end of the fourth arm 708 and / or a point between the first end and the second end of the fourth arm 708. In one implementation, the fourth actuator 710 may be used to move the fourth arm 708 along the vertical axis 224 in a plane perpendicular to the road surface 222. Further, the at least one electrically conductive component 706 may be connected to a second end of the fourth arm 708. The at least one electrically-conductive component 706 may be electrically connected to the electric power generator 156. The at least one directional guide 712 may be installed on the second end of 31CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014the fourth arm 708. In an example implementation, the electrical-energy receiver 703 may include one or more electrically conductive groove 704 installed on the road surface 222 along the length of the road. The at least one electrically conductive groove 704 may be electrically connected to the power distribution unit. The at least one electrically-conductive groove 704 may be configured to permit movement of the at least one directional guide 712 along the groove 704 while transferring the electrical energy from the third electrical-energy-transfer component 702 to the electrical-energy receiver 703 through wired connections. The electrical-energy receiver 703 may be connected to the power distribution unit.[000108] Further, in some example implementations, the directional guide 712 may be made of at least one of steel with or without graphite support layers. Further, in an example implementation, the electrically-conductive component 706 may be made of at least one of graphite, steel wheel covered with bushes made of brass, phosphor bronze, or graphite, and combinations thereof. Further, the third electrical-energy receiver 703 may include the at least one electrically conductive groove 704. Further, the at least one electrically conductive groove 704 may be installed at least one of under, even, above, and on sides of the road and / or street surface along the road direction. In an embodiment, the at least one electrically conductive groove 704 may be electrically connected to the power distribution unit.[000109] FIG. 33 illustrates an enlarged view of the third electrical-energy-transfer system 701 while electrically transferring electrical energy from the third electrical-energy-transfer component 702 to the third electrical-energy receiver 703 through wired connections. In an embodiment, the at least one directional guide 712 may be placed or inserted within the at least one electrically conductive groove 704 while transferring electrical energy from the third electrical-energy-transfer component 702 to the third electrical-energy receiver 703. The third electrical-energy receiver 703 may in turn be connected to the power distribution unit for distributing power to the grids. In an example implementation, the fourth actuator 710 may include at least one of a hydraulic motor, a gear motor, and / or a combination thereof.[000110] Referring now to FIG. 34, in an embodiment, the system 100 may further include a first controlling unit 802 associated with the energy recovery system 102 (and also for the system 1102 in a similar manner) and installed on the vehicle. In an embodiment, the system 103 may include a second controlling unit 804 installed at least one of under, even, above, and on sides of the road and / street surface. The first controlling unit 802 may be electrically or operatively connected to the one or more of the flywheel energy storage system 126, the selective actuation control or the dual clutch 116, the at least one32CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014mechanical energy transfer component 112, the speed variable system 120 and the electrical energy transfer system 157. In an example implementation, the first controlling unit 802 may include a first memory 806 having processor-readable instructions stored therein and a first processor 808. The first processor 808 may be configured to access the first memory 806 and execute the processor-readable instructions, which, when executed by the first processor 808 may cause the first processor 808 to perform a first method. In an embodiment, the first method may include determining a braking time of the vehicle, instructing the dual clutch 116 to operate in the first operational mode. In this mode, the first shaft 118 and the second shaft 110 of the dual clutch 116 are engaged with the second end of the speed variable system 120, the first end of the speed variable system 120 is coupled with the first end of the flywheel shaft 122 by engaging the first clutch 121, thereby enabling transfer of the rotational movement of the drive shaft 106 to the flywheel shaft 122 during the breaking time. The first method may also include determining a fill level of the flywheel 124, determining at least one energy transfer mechanism, and transferring the stored mechanical energy in the flywheel 124 to the mechanical-energy-transfer component 112, the electrical-energy-transfer system 157, and / or a combination thereof. The at least one energy transfer mechanism may include the mechanical energy transfer method and the electrical energy transfer method. The mechanical energy transfer method may include mechanical energy transfer via one of the first mechanical-energy-transfer component 204, the second mechanical-energy-transfer component 304, and / or the third mechanical-energy-transfer component 404 as described above. Further, the electrical energy transfer may include wireless electrical transfer method and wired electrical transfer method. For example, the mechanical energy from the flywheel 124 is converted to electrical energy by the power generator 156 and subsequently transferred by the system 157 either wirelessly or via wired connections, to the energy receiver installed on the road. Transferring the stored mechanical energy in the flywheel 124 to the mechanical-energy-transfer component 112 may include coupling the third shaft 114 and the first shaft 118 of the dual clutch 116 to the at least one mechanical-energy-transfer component 112 while mechanically transferring the stored mechanical energy within the flywheel 124 to the at least one mechanical-to-electrical energy receiver and converter 105 installed on the road. Similarly, transferring the energy from the flywheel 124 to the electrical energy transfer system 157 may include coupling the second end of the flywheel shaft 122 to the electric power generator 156 by engaging the second clutch 121 and electrically transferring the stored mechanical energy within the flywheel 124 to the at least one electrical energy receiver installed on the road.33CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014[000111] In an embodiment, the second controlling unit 804 associated with the power generation and delivery system 103 may be installed on the road surface 222. The second controlling unit 804 may be electrically or operatively connected to one or more of the mechanical-to-electrical energy converter, the electrical-energy receiver, the first controlling unit 808, and combinations thereof. The second controlling unit 804 may include a second memory 812 having processor-readable instructions stored therein and a second processor 814. The second processor 814 may be used to access the second memory 812 and execute processor-readable instructions, which, when executed by the second processor 814 may cause the second processor 814 to perform a second method. In an embodiment, the second method may include receiving identification data of the vehicle, such as the identification of the vehicle user and / or a vehicle owner from the first controlling unit 802 and estimating an amount of electrical energy transferred to the power distribution unit 223 by the vehicle via the mechanical-to-electrical energy converter and / or the electrical energy receiver.[000112] In an embodiment, the system 100 may further include one or more sensors 810 installed on the vehicle, on the road surface, and / or a combination thereof. In an example implementation, the one or more sensors 810 may be configured to monitor or receive data from the mechanical energy transfer system and the electrical energy transfer system. For example, the one or more sensors 810 may provide the monitored data to one or more of the first controlling unit 802, and the second controlling unit 804. In an embodiment, the received data may include rotational speed of the gears and / or the friction wheels installed on the vehicle, rotational speed of the road gears and / or the road friction wheels installed on the road, position of the road gears and / or the road friction wheels, position of the gears and / or the friction wheels, and / or an energy level of the flywheel 124.[000113] The first controlling unit 802 and the second controlling unit 804 may also be connected to control one or more other components described in the embodiments shown and described with reference to FIGS. 3 through 33 in a similar manner.INDUSTRIAL APPLICABILITY[000114] The systems and methods described herein harness kinetic energy during the braking of vehicles and mechanically and / or electrically transfer the stored kinetic energy to power distribution units, such as grid or batteries for further distribution. The system provides significant promise, particularly for rural consumption. The flywheel energy storage system 126 captures kinetic energy during braking and store it as mechanical energy, which can 34CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014then be converted into electricity. This technology can be installed in transportation hubs, highways, and rural road networks where vehicles frequently decelerate. The generated electricity can be fed into local grids or used to power remote rural areas, thereby reducing reliance on conventional energy sources and enhancing energy security. By leveraging this innovative approach, rural communities can gain access to a sustainable and reliable electricity supply, supporting local development and improving the quality of life.[000115] While the foregoing has described what are considered to be the best mode and / or other examples, it is understood that various modifications may be made therein and that the subject matter disclosed herein may be implemented in various forms and examples, and that the teachings may be applied in numerous applications, only some of which have been described herein. It is intended by the following claims to claim any and all applications, modifications and variations that fall within the true scope of the present teachings.[000116] Unless otherwise stated, all measurements, values, ratings, positions, magnitudes, sizes, and other specifications that are set forth in this specification, including in the claims that follow, are approximate, not exact. They are intended to have a reasonable range that is consistent with the functions to which they relate and with what is customary in the art to which they pertain.[000117] The scope of protection is limited solely by the claims that now follow. That scope is intended and should be interpreted to be as broad as is consistent with the ordinary meaning of the language that is used in the claims when interpreted in light of this specification and the prosecution history that follows and to encompass all structural and functional equivalents.[000118] Except as stated immediately above, nothing that has been stated or illustrated is intended or should be interpreted to cause a dedication of any component, step, feature, object, benefit, advantage, or equivalent to the public, regardless of whether it is or is not recited in the claims.[000119] It will be understood that the terms and expressions used herein have the ordinary meaning as is accorded to such terms and expressions with respect to their corresponding respective areas of inquiry and study except where specific meanings have otherwise been set forth herein. Relational terms such as first and second and the like may be used solely to distinguish one entity or action from another without necessarily requiring or implying any actual such relationship or order between such entities or actions. The terms “comprises,” “comprising,” or any other variation thereof, are intended to cover a non- 35CPST Doc: 1384-4492-5969.1PCT Application CPST Ref: 40736 / 00014exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by “a” or “an” does not, without further constraints, preclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.[000120] The Abstract of the Disclosure is provided to allow the reader to quickly ascertain the nature of the technical disclosure. It is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. In addition, in the foregoing Detailed Description, it can be seen that various features are grouped together in various implementations. This is for purposes of streamlining the disclosure, and is not to be interpreted as reflecting an intention that the claimed implementations require more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive subject matter lies in less than all features of a single disclosed implementation. Thus, the following claims are hereby incorporated into the Detailed Description, with each claim standing on its own as a separately claimed subject matter.[000121] While various implementations have been described, the description is intended to be exemplary, rather than limiting and it will be apparent to those of ordinary skill in the art that many more implementations and implementations are possible that are within the scope of the implementations. Although many possible combinations of features are shown in the accompanying figures and discussed in this detailed description, many other combinations of the disclosed features are possible. Any feature of any implementation may be used in combination with or substituted for any other feature or element in any other implementation unless specifically restricted. Therefore, it will be understood that any of the features shown and / or discussed in the present disclosure may be implemented together in any suitable combination. Accordingly, the implementations are not to be restricted except in light of the attached claims and their equivalents. Also, various modifications and changes may be made within the scope of the appended claims.36CPST Doc: 1384-4492-5969.1

Claims

PCT Application CP ST Ref: 40736 / 00014CLAIMS1. A system for recovering kinetic energy from a vehicle for generating electrical energy, the system comprising:an energy storage system installed on the vehicle and configured to store recovered kinetic energy received from a drive shaft of the vehicle as mechanical energy;an energy transfer component configured to transfer the mechanical energy stored in the energy storage system to a power generation system installed on a road for generating electrical energy; anda selective actuation control coupled to the energy storage system, the drive shaft, and the energy transfer component, the selective actuation control being configured to operate in:a first operational mode to couple the energy storage system with the drive shaft of the vehicle, thereby enabling transfer of the recovered kinetic energy from the drive shaft to the energy storage system for storage as mechanical energy; anda second operational mode to couple the energy storage system with the power generation system via the energy transfer component, thereby enabling transfer of the stored mechanical energy from the energy storage system to the power generation system for generating electrical power.

2. The system of claim 1 , wherein the energy storage system comprising:a flywheel comprising a flywheel shaft installed therein, the flywheel being configured to store recovered kinetic energy as a mechanical energy;a first clutch having a first end thereof connected to a first end of the flywheel shaft; anda speed variable system connected at a first end thereof to a second end of the first clutch and connected at a second end thereof to the selective actuation control.

3. The system of any one of claim 1 or claim 2, wherein the selective actuation control includes a dual clutch including a first shaft, a second shaft, and a third shaft, the dual clutch being connected to a speed variable system within the energy storage system using the first 37CPST Doc: 1384-4492-5969.1PCT Application CP ST Ref: 40736 / 00014shaft, to the drive shaft of the vehicle using the second shaft, and to energy transfer component using the third shaft.

4. The system of claim 3, wherein in the first operational mode, the first shaft, and the second shaft of the dual clutch are engaged to a flywheel shaft within the energy storage device via the speed variable system, thereby enabling transfer of rotations of the drive shaft to a flywheel of the energy storage system.

5. The system of claim 3, wherein in the second operational mode, the first shaft, and the third shaft of the dual clutch are engaged to a flywheel shaft within the energy storage device via the speed variable system, thereby enabling transfer of rotations of the flywheel shaft to the energy transfer component via the speed variable system.

6. The system of any one of claims 1 to 5, wherein the energy transfer component is a mechanical energy transfer component configured to transfer mechanical energy stored within the energy storage system to a mechanical to electrical energy converter within the energy conversion system for generating electrical energy therefrom.

7. The system of any one of claims 1 to 5, wherein the energy transfer component is an electrical energy transfer component configured to:convert mechanical energy stored within the energy storage system into electrical energy; andelectrically transferring the converted electrical energy to an electrical energy receiver within the power generation system.

8. The system of any one of claims 1 to 6, wherein the energy transfer component includes a first mechanical-energy-transfer component installed on the vehicle, the first mechanical-energy-transfer component including one or more of a first gear operatively connected to the selective actuation control via a shaft, and wherein the one or more of the first gear is configured to engage with one or more of a first road gear of a first mechanical-to-electrical energy converter within the power generation system while transferring the mechanical energy stored in the energy storage system to the power generation system.38CPST Doc: 1384-4492-5969.1PCT Application CP ST Ref: 40736 / 000149. The system of any one of claims 1 to 6, wherein the energy transfer component includes a second mechanical-energy-transfer component comprising:an arm having a first end thereof connected to the vehicle, the arm being movable along an axis perpendicular to the road;one or more second gears connected to a second end of the arm and to the selective actuation control via a shaft, the one or more second gears being configured to contact with one or more second road gears of a second mechanical-to-electrical energy converter within the power generation system while transferring mechanical energy from the energy storage system to the second mechanical-to-electrical energy converter; andan actuator connected to the arm and configured to move the arm about the axis in a plane perpendicular to the road.

10. The system of any one of claims 1 to 6, wherein the energy transfer component includes a third mechanical-energy-transfer component comprising:one or more fourth gear installed in a plane parallel to the road; andat least one mechanical connection configured to connect a shaft of the selective actuation control and the one or more of the fourth gear together.

11. The system of any one of claims 1 to 5 and claim 7, wherein the energy transfer component includes the electrical-energy-transfer system installed on the vehicle, the electrical-energy-transfer system being configured to transfer the stored mechanical energy within the flywheel to the power generation system via at least one of a wired transferring method and a wireless transferring method12. The system of any one of claims 1 to 5, 7, and 11 , wherein the energy-transfer component includes a first electrical-energy-transfer system and is configured to wirelessly transfer-the electrical energy generated from the stored mechanical energy within the energy storage system to the power generation system, the first electrical-energy-transfer system comprising at least one first flat-shaped electric winding installed on the vehicle, wherein the first flat-shaped electric winding is electrically connected to the power generation system and configured to wirelessly transfer the electrical energy to a corresponding electric energy receiver within the power generation system.39CPST Doc: 1384-4492-5969.1PCT Application CP ST Ref: 40736 / 0001413. The system of any one of claims 1 to 5, 7, and 11 to 12, wherein the energy-transfer component includes a second electrical-energy-transfer system configured to transfer the electrical energy generated from the stored mechanical energy within the energy storage system to the power generation system through wired connections, the second electrical-energy-transfer system comprising:an arm having a first end thereof connected to the vehicle;an actuator connected to the arm, the actuator being configured to move the arm along an axis in a plane perpendicular to the road;an electrically-conductive component connected to the second end of the arm, the electrically-conductive component being electrically connected to the electric power generator; anda directional guide installed on the second end of the arm.

14. The system of any one of claims 1 to 13, further comprising one or more sensors installed on the vehicle-and configured to-monitor data associated with the energy transfer component, the at least one sensor comprising one or more-of position sensors, rotational speed measuring sensors, temperature sensors, Negative Temperature Coefficient (NTC) thermistors, sensors for measuring amount of the transferred energy, torque meter sensor, and proximity sensors.

15. The system of any one of claims 1 to 14, further comprising a first controlling unit installed on the vehicle, the first controlling unit being operatively connected to the energy storage system, the selective actuation control, the energy-transfer component, and one or more sensors installed on the vehicle, the first controlling unit comprising:a first memory having processor-readable instructions stored therein; and a first processor configured to access the first memory and execute the processor-readable instructions to perform a first method, the first method comprising:determining, using the one or more sensors, a braking time of the vehicle; operating the selective actuation control in the first operational mode to enable transfer of recovered kinetic energy from the drive shaft to the energy storage system for storing as mechanical energy;determining, using the one or more sensors, a fill energy level of the energy storage system;40CPST Doc: 1384-4492-5969.1PCT Application CP ST Ref: 40736 / 00014determining at least one energy transfer mechanism for the stored energy to the power generation system installed on the road for generating electrical energy, the at least one energy transfer mechanism being determined as one or more of:a mechanical energy transfer method wherein the stored energy in the energy storage system is mechanically transferred to an energy converter within the power generation system via the energy transfer component; and an electrical energy transfer method wherein the stored energy in the energy storage system is converted into electrical energy and electrically transferred to the power generation system via one or more of a wireless electrical transfer mechanism and a wired electrical transfer mechanism; and transferring the stored mechanical energy in the energy storage system to the energy transfer component based on the determined at least one energy transfer mechanism.

16. A power generation system for generating electrical energy from recovered kinetic energy of a vehicle, the power generation system being configured to be operatively connected to the system of any one of claims 1 to 15 for receiving the recovered kinetic energy therefrom, the power generation system comprising:an energy converter installed on the road at a position relative to a surface of the road, the energy converter being configured to engage with the energy transfer component installed on the vehicle and receive the mechanical energy stored in the energy storage system via the energy transfer component; andan electric power generator connected to the energy converter and configured to convert the mechanical power received by the energy converter into electrical energy, wherein the electric power generator is further connected to a power distribution unit via an inverter and is configured to transfer the generated electrical energy to the power distribution unit via the inverter.

17. The power generation system of claims 16, wherein the at least one energy converter includes a mechanical-to-electrical energy converter comprising:one or more road gear installed on the road and configured to be in contact with a mechanical-energy-transfer component installed on the vehicle while transferring mechanical energy stored in the energy storage system to the mechanical-to-electrical energy converter; and41CPST Doc: 1384-4492-5969.1PCT Application CP ST Ref: 40736 / 00014an electric power generator connected to the one or more of the second road gear and configured to convert the rotations of the one or more road gear to electrical energy, the electric power generator being electrically connected to the power distribution unit via an electric inverter for delivering the generated electrical energy to the power distribution unit.

18. The power generation system of claims 17 further comprising:an arm having a first end thereof connected to the one or more of the road gears; an actuator connected to the arm and configured to move the arm about an axis in a plane perpendicular to the surface of the road, wherein the actuator is electrically powered and connected to the power distribution unit for receiving energy to operate.

19. A power generation system for generating electrical energy from recovered kinetic energy of a vehicle, the power generation system being configured to be operatively connected to the system of any one of claims 1 to 15 for receiving the recovered kinetic energy therefrom, the power generation system comprising:an energy receiver installed on the road at a position relative to a surface of the road, the energy receiver being configured to engage with an electrical energy transfer component installed on the vehicle and receive the electrical energy via the electrical energy transfer component; andan electric power generator connected to the energy receiver and configured to provide the electrical energy to a power distribution unit via an inverter.

20. The power generation system of claim 19, wherein the energy receiver further comprising:a flat-shaped electric winding installed on the road at the position relative to the surface of the road and configured to wirelessly receive electrical energy from the electrical energy transfer component of the vehicle; andan electric inverter, the flat-shaped electric winding being electrically connected to deliver the electrical energy to the power distribution unit via the electric inverter.

21. The power generation system of claim 19, wherein the energy receiver further comprising:at least one electrically conductive groove installed on the road, the at least one electrically conductive groove being electrically connected to the power distribution unit via 42CPST Doc: 1384-4492-5969.1PCT Application CP ST Ref: 40736 / 00014an inverter, wherein the at least one electrically conductive groove is configured to permit movement of at least one directional guide of the electrical-energy-transfer component installed on the vehicle therein, thereby transferring electrical energy from the electrical energy transfer component of the vehicle to the electrically conductive groove and to the power distribution unit via the inverter.

22. The power generation system of any one of claims 16 to 19, further comprising a second controlling unit installed on the road, the second controlling unit being configured to be operatively connected to the one or more of the energy converter, the energy receiver, and a first controlling unit installed on the vehicle, the second controlling unit comprising:a second memory having processor-readable instructions stored therein; and a second processor configured to access the second memory and execute the processor-readable instructions to perform a second method, the second method comprising:receiving, from the first controlling unit, identification data associated with the vehicle; andestimating an amount of electrical energy transferred to the power distribution unit by the vehicle via one or more of the energy converter, and the energy receiver.43CPST Doc: 1384-4492-5969.1

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