GB2621548A

GB2621548A - Vehicle generator

Info

Publication number: GB2621548A
Application number: GB2211082.9A
Authority: GB
Inventors: John Anthony Coman Christopher
Original assignee: Individual
Current assignee: Individual
Priority date: 2022-07-29
Filing date: 2022-07-29
Publication date: 2024-02-21
Anticipated expiration: 2042-07-29
Also published as: GB2621548B; GB202211082D0; WO2024023481A1

Abstract

A transportation means 10 comprises at least one motor 12 arranged to propel the vehicle 10, a fluid inlet 14, a first duct 20, and at least one generator 16. The fluid inlet 14 is arranged to direct fluid into the first duct 20, so directing the fluid flow to the generator 16. The generator 16 is mounted transverse to a direction of travel of the transportation means 10 and arranged to generate energy from a passage of fluid from the fluid inlet 14 through or over the generator 16 and to drive the or each motor 12. The generator 16 comprises a fluid flow capture mechanism comprising one or more blades extending from a central hub. The fluid flow capture mechanism is arranged to extract energy and drive the generator 16 from movement of the vehicle 10 through the surrounding fluid.

Description

VEHICLE GENERATOR

This invention relates to an apparatus and method of generating, storing and using energy derived from relative movement, including from renewable natural flow sources This invention is particularly concerned with generating, storing and using energy generated by natural flow sources in a means of transportation.

Background

There is an increasing demand for the use of alternative renewable energy to supply the world's energy demands. As transportation develops there is an increasing demand for the use of emission free power in order to comply with increasingly rigorous IS emission requirements.

Description of the Invention

According to a first aspect of the invention there is provided a means of transportation comprising at least one motor arranged to propel the vehicle, a fluid inlet and at least one generator, the generator being arranged to generate energy from a passage of fluid from the fluid inlet through or over the generator and to drive the or each motor.

The or each motor may be described as a propulsion motor as it is arranged to propel the vehicle.

The fluid may be air, and the fluid inlet may therefore be an air inlet. Therefore there is provided a means of transportation comprising at least one motor arranged to propel the vehicle, an air inlet and at least one generator, the generator being arranged to generate energy from a passage of air from the air inlet through or over the generator and to drive the or each motor.

Alternatively, the fluid may be water.

It will be appreciated that any relative movement between the transportation means (e.g. a vehicle) and any surrounding fluid (e.g. air of the atmosphere, or water through which the vehicle is travelling) may be used to drive the generator, so generating power Preferably the generator comprises a generator array.

The vehicle may comprise an electrical system.

Multiple inlets may be provided in some embodiments.

The generator array may comprise a plurality of individual generators. In preferred embodiments one or more of the plurality of generators can be switched on or off in accordance with energy load requirements of the system, and/or other parameters of the system and/or its surroundings. It will be appreciated that this enables the generator array to vary the power being generated. Additionally, the energy required I5 to turn the array at low speeds of airflow (or other fluid flow) or at start up may vary.

Preferably the switching on or off of individual generators may be controlled by an on-board control system.

Desirably the generator is arranged to convert fluid flow energy to electrical energy.

In a preferred embodiment the generator comprises an air flow capture mechanism. Air flow energy is derivable from the flow of gases over the air flow capture mechanism. The flow of gases is provided by movement of the vehicle through the atmosphere. The air flow capture mechanism is arranged to extract energy from the movement of the vehicle through the atmosphere in a manner that is analogous to a wind turbine capturing wind energy from a flow of wind over the turbine. The flow of air over and through the air flow capture mechanism provides the energy that is converted to electrical energy.

In other embodiments, the role of the atmosphere through which the vehicle travels may be fulfilled by any surrounding fluid (surrounding all or part of the vehicle), e.g. by water of an ocean, river, lake, or similar when the fluid used to drive the generator is water.

The air flow capture mechanism does not comprise a powered turbine engine.

In some embodiments the air flow capture mechanism may comprise one or more blades.

The generator array may comprise an array of curved blades.

The generator array may comprise an electric motor.

The transportation means may comprise a fluid flow capture mechanism (e.g. an air flow capture mechanism) with a central hub having a rotation axis around which the central hub and blades extending therefrom are driven to rotate by the flow. This rotation axis, which may be described as a rotation axis of the generator, may be perpendicular to the direction of travel of the transportation means, and may be parallel to a width of the transportation means. The axis may therefore extend along a width of a vehicle providing the transportation means. The blades may extend along at least a portion of the width of vehicle, in the axial direction, as well as extending away from the axis, in a radial direction. The blades may be curved. In embodiments with multiple generators, each may share the same fluid flow capture mechanism, or each may have its own fluid flow capture mechanism, optionally located on the same rotation axis (or alternatively on a separate rotation axis parallel thereto).

According to an aspect of the invention there is provided a transportation means comprising at least one motor arranged to propel the transportation means, an air inlet and at least one generator, the generator being arranged to generate energy from a passage of air from the air inlet through or over the generator and to drive the or each motor, the generator comprising an air flow capture mechanism arranged to extract energy from movement of the vehicle through the atmosphere and comprising one or more blades extending from a central hub.

It will be appreciated that other fluids, e.g. water, may be used in place of air.

According to another aspect of the invention there is provided a transportation means comprising at least one motor arranged to propel the transportation means and a generator array comprising one or more curved blades mounted on a generator and an electric motor.

In any of the aspects described herein, the generator may comprise a generator array.

The generator array may be mounted transversally or vertically. The generator array may be mounted in or on the front or rear of the transportation means The generator (or each generator of the array) may be mounted transverse to a direction of travel of the transportation means, A (first) duct may be used to guide air-flow (or other fluid flow, as applicable) to a generator which is oriented transverse (perpendicular) to the vehicle's direction of movement, such that the rotation axis of the generator is perpendicular to the airflow, and parallel to a width of the vehicle (and therefore horizontal in typical vehicle IS orientations) Multiple ducts may be used in some embodiments.

The transportation means may further comprise a second duct. The same fluid inlet may be arranged to direct air into the first and second ducts. Alternatively, a separate fluid inlet may be provided for each.

The first duct may have an outlet directing air flow towards a lower portion of the blades of the generator so as to lift the blades, and air from the second duct may be delivered to an upper portion of the blades of the generator, substantially above a central hub of the generator.

The second duct may be provided above the first duct. The second duct may be narrower than the first duct.

The transportation means may comprise a vehicle, such as a car.

The or each blade may be curved. The or each blade may be arranged to extend from a central hub. The central hub may be rotatable. Energy from the flow of air may be captured by the air flow capture mechanism and converted to rotational energy. The central hub may be arranged to be connected to a drive mechanism. The drive mechanism may be arranged to convert rotational movement to electrical energy.

In some embodiments the generator comprises an array of individual generators, and may incorporate the concepts of the inventor's granted UK patent 0B2543395B.

Desirably each individual generator is mounted on a support shaft. Each individual generator may be mounted on the support shaft and connected to the air flow capture mechanism. In some embodiments the individual generators are linked together. The individual generators may be linked by ties or may be linked together by other means.

The ties may be rigid Desirably once secured together the individual generators form a rigid generator array.

I5 it will be appreciated that the individual generators may be individually turned on or off by an on-board system.

Desirably each individual generator comprises at least one curved blade forming an air flow capture mechanism. In some arrangements each curved blade may be arranged to be connected to the or each adjacent curved blade such that the adjacent blades form a continuous or semi continuous single blade. In other embodiments each blade may be separated and the individual generators may be linked by a series of rigid ties, In some embodiments each individual generator may be arranged to comprise a plurality of curved blades which together form the air flow capture mechanism. The plurality of curved blades may be arranged around a central axis of the individual generator. A central hub may be provided from which the or each blade extends. The central hub may be arranged to be connected to the support shaft. The plurality of curved blades arranged around the central hub may comprise a turbine. Where adjacent curved blades are connected together the combined structure may be regarded as being a composite turbine.

The air flow capture mechanism is preferably a part of the generator or generator array. The generator or generator array may be arranged to drive an electric motor.

The generator or generator array may be arranged to be driven by an electric motor.

The generator or generator array may be switchable between a mode in which it drives a motor, and a mode in which it is driven by a motor. The generator or generator array may be arranged to drive or be driven by the same motor, depending on operation mode, or multiple motors may be used -for example an electric motor arranged to drive the vehicle (i.e. an electric propulsion drive motor) may be driven by the generator, and a separate generator array drive motor may be used to drive the generator. In embodiments with multiple motors, the generator or generator array may be arranged to be driven by one motor whilst driving the other motor. Energy stored in a supercapacitor bank, as described below, may be utilised to drive the electric propulsion drive motor(s) or the generator array drive motor(s) Preferably the or each electric motor is integrated within the generator or generator array.

The generator or generator array may be arranged to be mounted transverse to a direction of travel of the transportation means. The air inlet is desirably arranged to direct air to a duct directing the air flow to the air flow capture mechanism of the generator or generator array. The air may flow through the generator or over the generator or generator array. Desirably the air flow from the duct is directed to the or each curved blade of the air capture mechanism and forces the blade or blades and the central hub to rotate such that energy is generated. In one arrangement the duct narrows as it directs air from the air inlet to the air capture mechanism so increasing the speed of flow of the air as it collides with the or each blade.

The air exiting the duct onto the or each blade forces the blade to turn and to rotate the central hub of the air flow capture mechanism and so rotating the capture mechanism and driving the generator or generator array.

A plurality of grills may be provided at the front of the vehicle. The grills may be arranged to be in communication with a plurality of air ducts directing the flow of air from the front of the vehicle to the air flow capture mechanism comprising blades.

It will be appreciated that, as the vehicle gains momentum, air at the front of the vehicle is forced into a duct which narrows to compress the air at an exit from the duct. In some embodiments as the air exits from the duct it is directed to the curved blade(s) and forces the array to turn generating electricity.

In one embodiment a first duct is provided having a duct intake from a first side to a second side. The first duct can be arranged to extend from a first side of the vehicle to a second side of the vehicle. The first duct may be arranged to have an outlet directing airflow towards a lower portion of the air flow capture mechanism. Air flow from the first duct may therefore be effective to lift the blade. In a preferred embodiment a second duct may be further provided above the first duct. The second duct may have a relatively narrower second intake from a first side to a second side thereof. The second duct is preferably also arranged to transfer air from the second intake to the air flow capture mechanism. The air from the second intake may be delivered to an upper portion of the turbine such that the air from the second intake provides additional rotational force to the turbine. Air flow from an outlet of the second duct may be arranged to be directed at a face of the blade as it rotates so that a maximum force from the air flowing from the outlet of the second duct is transmitted to the air flow capture mechanism. The air flow from the second intake can be described as flowing I5 over the air flow capture mechanism as the direction of flow is substantially over the central hub of the air flow capture mechanism.

Rotation of the central hub of the air flow capture mechanism drives the generator and may be arranged to drive the integrated electric motor within the generator array and which may be arranged to generate electricity.

In a preferred arrangement the generated electricity may be utilised to drive one or more electric drive motors attached to an axle, drive shaft or within the wheel, propelling the transportation means. These electric drive motors may therefore be described as electric propulsion drive motors.

In a preferred arrangement the means of transportation further comprises an energy storage system Preferably some or all of the generated electricity may be stored in the energy storage system. Energy from the energy storage system may be utilised to power the electric drive motors and propel the transportation means.

As the array turns, electricity is produced and is diverted to the energy storage system or to the electric motor driving the vehicle. As the array turns the electricity may be directed to the on-board energy storage system or to the electric drive motors or to a combination of the two.

Energy may be stored in the energy storage system. The energy storage system may then be used to feed the electric drive motors located within the vehicle wheels or on the axles or on drive shafts that are arranged to drive the wheels.

Energy from the generator or generator array or from the energy storage means may in addition be utilised to power other devices such as heaters, air conditioning, power windows, on-board computers, electronic aids or a multitude of other devices that will be familiar to the skilled person.

In some embodiments an electric motor, such as the propulsive electric motor or a dedicated generator array drive motor, can be engaged to drive the generator or generator array. Either or both such motors may be integrated into the array. It will be appreciated that in some conditions there may not be sufficient air force from air I5 channelled through the duct to turn the generator.

In such conditions it may be desirable to engage the integrated electric motor (or other generator array drive motor) in order to drive the generator or generator array. The energy storage system may comprise a plurality of banks. In a preferred arrangement the energy storage system comprises a first and a second main energy storage bank.

The stored energy may be used from the first bank in preference to the second bank. In some embodiments if the first energy storage bank is depleted below a predetermined level then energy from the second energy storage bank may be utilised to raise the energy storage level in the first bank.

It may be desirable to utilise energy from the second energy storage bank to drive the integrated electric motor and thus the generator. Energy from the generator may then be utilised to recharge the first energy storage bank or to drive the vehicle drive motors.

In some embodiments the energy storage system may comprise multiple banks which may be arranged for long-term and for short-term energy storage.

The first energy storage bank may comprise short-term energy storage banks. The short-term energy storage banks may comprise one or more supercapacitor cells. A plurality of supercapacitor cells may be configured to form two or more supercapacitor banks that can be arranged to hold short-term energy storage. The supercapacitor banks may be arranged to be charged by the generator army or by energy stored in the long-term energy system when required. The energy stored in the supercapacitor bank may be utilised to drive the electric drive motors, e.g. to drive the propulsion motor(s) and/or the generator array drive motor(s). The electric drive propulsion motors may be arranged to propel the vehicle as required.

The second energy storage banks may comprise long-term energy storage banks. The long-term energy storage bank may comprise one or more high energy capacity batteries. Such batteries may be conventional high energy capacity batteries. The batteries may comprise lithium ion cells configured to form a larger capacity battery. The supercapacitor banks may be arranged to be charged by the generator array or by energy stored in the long-term energy system when required. Once the supercapacitor banks have been charged by the long-term energy system the energy in the short-term energy storage system may be utilised to the drive the electric drive motors and propel the vehicle as required.

Desirably a controller is provided as part of the system and the controller is arranged to maintain the energy levels within the storage banks at optimum levels, In some embodiments as the energy in this first supercapacitor bank is depleted to a certain point, the system may be arranged to switch over to the second supercapacitor bank and the energy supply is continued to the vehicle drive system without interruption In some embodiments the first short-term energy storage bank may be charged by energy supplied by the generator array and/or the long-term storage system. This process is repeated as necessary to ensure a continued supply of energy to the vehicle drive system. The long-term and short-term energy storage systems may comprise several modules. The first and the second energy storage modules may be connected in series or parallel. In some embodiments the first and second energy storage systems may comprise a combination of series and parallel arrangements in order to increase the energy outputs of the storage systems.

It may be arranged that the energy requirement for driving the integrated electric motor is less than the power output from the generator array. For example, the vehicle may be operated in an environment where there is insufficient air force being channelled to the blades in order to rotate the generator array i.e. when the vehicle is driven forward below a certain speed. An integrated electric motor within the array (optionally a dedicated generator drive motor) may be arranged to engage to drive the generator array in order to recharge the short-term energy storage system. When the generator array is being driven by the integrated array electric motor the airflow capture blade mechanism may be disengaged from the generator array, optionally via an electromagnetic coupler. The blade mechanism may be disengaged in order to increase the efficiency of the electric motor integrated within the generator array.

The energy to drive the integrated array motor may draw a low amount of energy from the energy storage system. The energy storage system may then be replenished by the higher energy output produced by the generator array.

IS in some embodiments energy may be produced from a regenerative braking system.

An apparatus as described herein may be used for regenerative braking -the generator may be activated as a vehicle is braking, assisting in slowing the vehicle and generating energy as the vehicle's momentum is lost.

in some embodiments solar panels may be incorporated into a vehicle. Solar panels may be incorporated into bodywork of a vehicle. In some embodiments the solar panels may be incorporated into a roof, boot (trunk) or bonnet (hood) portion of the vehicle. Energy from the or each solar panel may be fed into the vehicle's long term energy storage system or may be fed into the vehicle's short term energy storage system The system may be arranged to maintain the energy storage system at optimal levels.

In some embodiments the transportation means and specifically a vehicle may comprise means for connecting the vehicle to a national grid and may be arranged to be chargeable from the grid.

In some embodiments the energy storage banks may be connectable to an electric grid, such as at a charging point. Energy in the energy storage banks may be fed into the electric grid if desired. In some embodiments it may be desirable to draw energy from the connected electricity grid to operate the integrated motor, driving the generator array in order to provide electrical energy to devices in the transportation means and charging the energy storage banks. Any excess electrical energy generated may be returned to the connected electrical grid. In some embodiments the electric motor may be engageable to run the generator array and to recharge the first and/or second storage systems. In some embodiments the electric motor may continue to run the generator array and to feed energy into the grid. The generator array may be arranged to draw energy from the grid to drive the integrated array motor to drive the generator array which will then feed energy back to the grid at a higher capacity than is drawn.

This may be achieved via an AC step-up transformer or converter, or by a DC type step-up transformer or converter.

In some embodiments energy generated via the generator array may be stepped up via several transformers and then converted to DC to supply the vehicle's energy requirements. In some embodiments DC to DC converters may be installed to step-up or step-down voltages as required by the vehicles drive systems. In some embodiments DC energy may be converted to AC via an inverter when energy is supplied from the vehicle to the grid. An inverter may be installed within the vehicle.

As an example of the vehicle to grid output; if 10% of the UK's current DVLA registered vehicles (38.4m) were to adopt this technology, connect to the grid and export only 2000W each, a total of 76,800MW of energy could be exported to the grid. Exported energy could be metered at a tariff and credited to the vehicle owner in order to incentivise ownership and offset any additional costs with this technology. The vehicle could also be utilised as an off-grid energy supply to power grid rated appliances.

In preferred embodiments the controller is arranged to receive data relative to energy storage levels, air speed at the entrance to and exit from the duct, generator or generator array speed, direction of energy flow, integrated electric motor on/off switch, voltage and current of energy flow, integrated motor, energy feed to the grid or energy flow from the grid and from temperature and other data sensors. The controller may be arranged to output control signals and/or commands to the integrated motor, at least first and second energy banks, devices in the transportation means, the electric drive means, and sensors The controller may be an onboard computer.

The means of transportation may be a passenger or freight transportation means. The transportation means may be an aircraft or a train (e.g. for use on railways) or a vehicle (such as a road vehicle) or a waterborne vessel.

The invention will be further described in relation to a vehicle in particular but it will be appreciated that the principles described could be applied to alternative means of transportation without deviating from the inventive concept.

The invention will now be described by way of example only with reference to the accompanying drawings in which: I5 Figure 1 is a schematic view of a prior art generator (see granted UK patent GB2543395B) Figure 2 is a schematic illustration of a vehicle in accordance with an aspect of the invention; Figure 3 is a schematic view of a generator for use in a transportation means in accordance with an aspect of the invention; Figure 4 is a schematic view of a turbine air foil assembly; Figure 5 is a partial schematic of a section of a vehicle in accordance with an aspect of the invention; and Figure 6 is a schematic layout of the electrical system.

Figure 1 is an illustration of a prior art generator 1 of the applicant illustrating the concept of utilising natural flows of energy to generate power. The prior art generator 1 is also an invention of the current applicant and is based on the concept of utilising natural flows of energy for the production of electrical energy for a number of applications. In the embodiments described herein, wind (or another fluid flow) around the vehicle may drive the generator(s) even when the vehicle is stationary, and may contribute to (and potentially dominate in cases of slow movement or strong wind) flows when the vehicle is in motion. It will be appreciated that any relative movement between the fluid surrounding the vehicle and the vehicle may be used to drive the generator, potentially combining natural and "artificial" flows caused by an engine or motor of the vehicle itself Further, if a vehicle is moving downhill, the relative movement may be partially or completely due to gravity, so allowing some of the released gravitational potential energy to be captured. If the generator is used as part of a regenerative braking system, whilst the initial movement of the vehicle with respect to its surroundings may have been created using fossil fuels or on-board stored energy, that work has already been done and the ongoing air-flow is a natural result of the vehicle's momentum -that momentum can be captured to generate power.

Similarly, wave motion or river currents may be used to drive a water-driven generator in some vehicles.

Particular benefits may be obtained in certain situations, for example, when wind speed and direction are favourable, that natural flow within the atmosphere, not resulting from the vehicle's movement, can be used to generate power. Indeed, if a user parks a car in alignment with wind direction, energy may be generated and stored (e.g. using one or more energy storage banks as described herein) whilst the vehicle is parked for later use in powering the motor (the relative movement of the car and atmosphere being provided by the captured wind energy alone in this case). In addition, when the vehicle is braking or, in the case of a land vehicle and in particular road vehicles, seeking not to accelerate when driving downhill, the flow rate of air through or over the generator may well be higher than the desired velocity of the vehicle -the technology described herein may be used as part of a braking system, providing regenerative braking.

As described elsewhere herein, the generator(s) may be switched off at some points in vehicle operation, and only switched on when a control system identifies that it is worthwhile to do so. This selective enabling and disabling of the generator(s) may allow for improved efficiency.

One concept utilised by the prior art generator is that of utilising a number of smaller generators 2 that are linked together to provide a generator array 3. The inventor has developed the applications of the generator array to arrive at the present invention.

Figure 2 illustrates a transportation means 10 in accordance with the present invention. The transportation means 10 comprises a vehicle having an electric drive 20 motor 12, an air inlet 14 and a generator 16. The air inlet 14 is arranged at a first end 18 of the vehicle 10. In use the first end of the vehicle is the front 18 of the vehicle 10 in the direction of normal travel. Air entering the air inlet 14 is contained within an air duct 20 and directed towards the air flow capture mechanism of the generator 16. The generator 16 is arranged to generate energy from a passage of air from the air inlet 14 through or over the air flow capture mechanism of the generator 16.

It will be appreciated that whilst the embodiments currently being described use air as the fluid to drive the generator 16, any suitable fluid may be used -for example, boats, submarines, and other water-borne vehicles or vehicles moving through water may use water as the fluid to drive the generator in place of air. References to the use of air herein are therefore not to be taken as limiting, but rather mentioned by way of example.

The air flow capture mechanism of the generator 16 will now be described in more detail with reference to Figures 3 and 4.

Figure 3 represents a turbine 22 of the generator 16 and comprises a number of curved blades 24 arranged to extend from a central hub 26. Each blade 24 has a substantially aerofoil configuration and extends outwardly from the central hub 26. Each blade 24 further extends from a first side wall 28 to a second side wall 30. Air from the inlet is forced into a space 32 between a first blade 34 and a second blade 36 and the force of the air in the space 32 acts on the first blade 34 exerting a rotational force on the turbine 22. The air flow capture mechanism comprises the arrangement of the blades and the central hub. Rotation of the central hub drives the generator converting air flow kinetic energy to electrical energy.

As illustrated by way of example in Figure 4 the central hub 26 is connected to a support shaft 38. In some embodiments the central hub 26 is arranged to be discngagably connected to the support shaft 38. The support shaft 38 can be directly or indirectly connected to an electrical energy generator. The electrical energy generator can be conventional and will not be further described here as various alternative arrangements are well known to the skilled person.

It will be appreciated by the skilled person that it is possible to utilise the generator array arrangement of the invention of granted UK patent GB2543395B. It will be appreciated that in some embodiments the generator comprises an array of individual generators. Desirably each individual generator is mounted on a support shaft and is connected to the airflow capture mechanism. The individual generators are linked together by rigid ties or by other means such that the individual generators link together to form a rigid generator array. It will be appreciated that other aspects of the generator are same whether the generator is a single unitary generator or comprises a generator array.

The electrical energy generator can be arranged to incorporate an electric motor and in a preferred embodiment the electric motor is integral with the generator, i.e it is provided as a part of the generator.

An arrangement of the generator or generator array in the vehicle is illustrated in more detail in Figure 5.

Desirably the electrical generator array comprises an array of a plurality of individual generators. Desirably one or more of the plurality of generators can be switched on or off, for example in accordance with energy load requirements of the electrical system and/or in accordance with fluid flow and vehicle motion conditions. It will be appreciated that control of the switching on or off of the individual generators can be controlled by an on board computer.

The generator or generator array is arranged to be mounted transverse to a direction of travel of the vehicle 10. The generator or generator array is arranged to be at a first end 18 of the vehicle, that is, a front of the vehicle in the course of normal direction of travel of the vehicle. A plurality of grills 14 are provided at the front of the vehicle and the grills 14 arc in fluid communication with a plurality of air ducts 20, 40 directing the flow of air from the front of the vehicle to the air flow capture mechanism of the generator 16. A first duct 40 is provided having a duct intake from a first side to a second side. The first duct can be arranged to extend from a first side of the vehicle to a second side of the vehicle. A second duct 20 is further provided which in this embodiment is located relatively above the first duct 40. The second duct 20 has a relatively narrower second intake 42 from a first side 44 to a second side 46 thereof. The second duct 20 is arranged to transfer air from the second intake to the generator. The air flow from the second intake can be described as flowing over the turbine 22 as the direction of flow is substantially over the central hub of the air flow capture mechanism. The air from the second intake is delivered to an upper portion of the turbine such that the air from the second intake provides additional rotational force to the turbine as the air from the second duct is arranged to collide with the face of the blade as it rotates over the central hub.

In this embodiment the generator is mounted transversally in the front of the vehicle.

In other embodiments the generator may be mounted transversally in a rear of the vehicle.

This transverse mounting, with the rotation axis of the generator(s) oriented across the width of the vehicle, allows air to be directed towards the blades of the generator(s) 16 from below, so pushing them upwards to rotate them (e.g. from the first duct 40 as described above, which may be relatively low down on the vehicle -in particular below the axis of rotation of the generator(s) 16 -and may have an inlet extending across all, or a large park of the width of the vehicle).

This transverse mounting may also allow a second duct 20, optionally located above the first duct 40, to direct air, optionally from a separate inlet, to an upper part of the blades, pushing them backwards to assist the first air flow from the first air duct with the rotation.

Locating the generators 16 within the vehicle 10, spaced from the air inlet(s) by ducts 20, 40 arranged to direct air flow to where it is desired, may protect the blades from any turbulent flow around the vehicle, so improving operation and efficiency.

Generated electricity is utilised to drive one or more electric drive motors 50 propelling the vehicle. One or more electric drive motors 50 arc arranged to drive axles or wheels of the vehicle. Each wheel may be driven individually or drive motors may be arranged to drive a rear or front wheel axle of the vehicle.

As the vehicle gains momentum air pushes against the front of the vehicle and is forced into the duct. The duct narrows from the intake to an outlet in order to compress air. As the air exits from the duct it is directed to the curved blade and forces the array to rotate. Rotation of the array produces electricity. The electricity may be directed to the electric drive motor.

The vehicle further comprises an energy storage system 60. The system is arranged such that some or all of the generated electricity can be stored in the energy storage system. in some embodiments the energy from the array may be directed to the energy storage system or to the electric drive motors or to both. In some arrangements energy from the energy storage system 60 can be utilised to drive the electric drive motors in order to propel the transportation means. Energy directly from the generator array or from the energy storage system may be used to drive the electric drive motors. The electric drive motors can be arranged to be in the vehicle wheels or can be provided on the or each axle or on drive shafts in order to drive the wheels of the vehicle.

Energy from the energy storage system can be used in addition to or instead of energy direct from the generator array. In some conditions there may not be sufficient air force from air channelled through the duct to turn the generator.

In such conditions it may be desirable to engage the electric motor integrated within the generator array (the generator drive motor) in order to drive the generator.

It will be appreciated that energy from the generator array or from the energy storage means may in addition be utilised to power other devices such as heaters, air conditioning, power windows, on-board computers, electronic aids or a multitude of other devices that will be familiar to the skilled person.

The energy storage system may comprise a plurality of energy storage banks In this embodiment the energy storage system comprises a first and a second main energy storage bank. Stored energy may be used from the first energy storage bank in preference to energy from the second energy storage bank.

The energy storage system comprises long-term and short-term energy storage. The first energy storage bank comprises short-term energy storage. The second energy storage bank comprises long-term energy storage. The energy storage system can be arranged to comprise banks of long-term storage and short-term storage The first energy storage bank can comprise several supercapacitor cells configured to form at least a first and a second supercapacitor banks that can hold short-term energy storage. The supercapacitor banks can be charged by the generator array or energy stored in the long-term energy system when required, the energy stored in the first supercapacitor bank can be utilised to drive the electric drive motors that in turn propel the vehicle as required.

The second energy storage system comprises long-term energy storage bank and may comprise several conventional high energy capacity batteries; for example, lithium ion cells configured to form a larger capacity battery.

As the energy in this first supercapacitor bank is depleted to a certain point, the system switches over to the second supercapacitor bank and the energy supply is continued to the vehicle drive system without interruption. The first short-term energy storage bank is then rapidly charged by energy supplied by the generator array and/or from the long-term storage system. This process is repeated as necessary to ensure a continued supply of energy to the vehicle drive system.

The long term and short-term energy storage systems can comprise several modules that can be connected in series or parallel or a combination of series 84: parallel in order to increase the energy outputs of the storage systems.

A controller (not shown) is provided as part of the system and the controller arranged to maintain the energy levels at optimum levels.

The controller may be arranged to control use of energy such that if the first energy storage bank is depleted below a predetermined level then energy from the second energy storage bank may be utilised to raise the energy storage level in the first bank.

It may be desirable to utilise energy from the second energy storage bank to drive the integrated electric motor of the generator array. Energy from the generator may then be utilised to recharge the first energy storage bank or to drive the vehicle drive motors.

In some embodiments the energy requirement for driving the generator's integrated electric motor is less than the power output from the generator array, e.g. when assisted by an airflow that would not be able to drive the generator alone, but which contributes some energy.

In some embodiments the energy requirement for driving the drive electric motor(s) arranged to propel the vehicle is less than the power output from the generator array. In such cases, the excess energy may be stored for later use.

Should the vehicle be operated in an environment where there is insufficient air force being channelled to the blades in order to rotate the generator array e.g. when the vehicle is driven forward below a certain speed. The integrated electric motor within the array can be engaged to maintain the rotation of the generator array in order to recharge the short-term energy storage system. When the generator array is being driven by the integrated electric motor the airflow capture blade mechanism can be arranged to be disengaged from the generator array via an electromagnetic coupler.

The blade mechanism is disengaged in order to increase the efficiency of the electric motor integrated within the generator array, by maintaining the inertia of the generator array substantially less energy is required to drive the integrated electric motor.

The energy to drive the integrated array motor is a significantly low draw from the energy storage system. The energy storage system can be replenished by the higher energy output produced by the generator array.

It will be appreciated that energy may additionally be produced from a regenerative braking system as well as from solar panels. Further, a generator 16 as described herein may be used as, or as part of, a regenerative braking system -the blades being driven by airflow around the vehicle as it slows. Solar panels can be incorporated into the bodywork design of the vehicle, roof, boot (trunk) and bonnet (hood) can be fed to the vehicle's long or to the short-term energy storage system.

The controller is arranged to maintain energy levels in the energy storage system at optimal levels.

The energy storage banks are arranged to be connectable to an electric grid, such as at a charging point. It will be appreciated that excess energy in the energy storage banks can be fed into the electric grid if desired. Alternatively it may be desirable to draw energy from the connected electricity grid to operate the integrated motor, driving the generator array in order to provide electrical energy to devices in the transportation means and charging the energy storage banks. Any excess electrical energy generated may be returned to the connected electrical grid. The connection to the electric grid may also be arranged to charge the energy storage banks.

Energy generated via the generator array is stepped up via several transformers and then converted to DC to supply the vehicles energy requirements, DC to DC converters are installed to step-up or step-down voltages as required by the vehicle's drive systcms. The DC energy can be converted to AC via an inverter, installed within the vehicle, when energy is supplied from the vehicle to the grid. I5

As an example of the vehicle to grid output; if 10% of the UK's current DVLA registered vehicles (38.4m) were to adopt this technology, connect to the grid and export only 2000W each, a total of 76,8001VIW of energy could be exported to the grid.

Exported energy could be metered at a tariff and credited to the vehicle owner in order to incentivise ownership and offset any additional costs with this technology. The vehicle could also be utilised as an off-grid energy supply to power grid rated appliances.

The skilled person will appreciate that in the normal way the controller is arranged to receive data relative to energy storage levels, switching of energy storage banks, air speed at the entrance to and exit from the duct, generator or generator array speed, direction of energy flow, integrated electric motor switch on/off, voltage and current of energy flow, integrated motor, energy feed to the grid or energy flow from the grid and from temperature and other data sensors. The controller is arranged to output control signals and/or commands to the integrated motor, at least first and second energy banks, devices in the transportation means the electric drive mean and sensors. The controller can be an on-board computer.

A schematic diagram of the system is set out in Figure 6 of the Figures.

The invention has been described specifically in relation to a car. It will be appreciated that the vehicle may be another passenger or freight transportation means (e.g. lorry (truck), train or boat). The transportation means may be an aircraft or a train or a vehicle. It will be appreciated that the principles described could be applied to alternative means of transportation without deviating from the inventive concept

Claims

CLAIMS1. A transportation means comprising at least one motor arranged to propel the vehicle, a fluid inlet, a first duct, and at least one generator, wherein the fluid inlet is arranged to direct fluid into the first duct, so directing the fluid flow to the generator, the generator being mounted transverse to a direction of travel of the transportation means and arranged to generate energy from a passage of fluid from the fluid inlet through or over the generator and to drive the or each motor, the generator comprising a fluid flow capture mechanism comprising one or more blades extending from a central hub, the fluid flow capture mechanism being arranged to extract energy and drive the generator from movement of the vehicle through the surrounding fluid.
2. A transportation means in accordance with claim 1 wherein the fluid is air of an atmosphere surrounding the transportation means. I5
3. A transportation means in accordance with claim 1 or claim 2 wherein the central hub is connected to a drive mechanism.
4. A transportation means in accordance with any preceding claim wherein the generator comprises an array of individual generators.
5. A transportation means in accordance with claim 4 wherein the array of individual generators comprises a plurality of individual generators and wherein one or more of the plurality of generators can be switched on or off.
6. A transportation means in accordance with any preceding claim wherein the fluid flow capture mechanism is connected to the one or more generators.
7. A transportation means in accordance with any preceding claim wherein the first duct narrows as it directs fluid from the fluid inlet to the generator.
8. A transportation means in accordance with any preceding claim further comprising an energy storage system.
9. A transportation means in accordance with claim 8 wherein energy from the electric motor or from the energy storage means is utilised to power other devices such as heaters, air conditioning, windows, on-board computers, electronic aids or other devices.
10. A transportation means in accordance with any one of claims 8 or 9 wherein the electric motor arranged to propel the vehicle, or a separate motor, is engageable to drive the one or more generators.
11. A transportation means in accordance with any one of claims 8 to 10 wherein the energy storage system comprises a plurality of energy storage banks.
12. A transportation means in accordance with claim 11 wherein the energy storage system comprises a first and a second energy storage bank. I5
13. A transportation means in accordance with claim 12 wherein stored energy is used from the first energy storage bank in preference to the second energy storage bank.
14. A transportation means in accordance with claim 12 or claim 13 wherein the first energy storage bank comprises a bank of supercapacitor cells and optionally the second energy bank comprises one or more larger capacity batteries.
15. A transportation means in accordance with any of claims 12 to 14 wherein if the first energy storage bank is depleted below a predetermined level then energy from the second energy storage bank is utilised to raise the energy storage level in the first energy storage bank.
16. A transportation means in accordance with any one of claims 11 to 15 further comprising a controller and wherein the controller is arranged to maintain energy levels in the or each energy storage bank at optimum levels.
17. A transportation means in accordance with ally one of claim 11 to 16 wherein the energy storage banks are connectable to an electric grid, such as at a charging point.
18. A transportation means in accordance with claim 16 wherein energy in the energy storage banks may be fed into the electric grid and/or energy is withdrawn from the connected electricity grid.
19. A transportation means in accordance with claim 18 wherein the transportation means comprises a motor arranged to drive the generator, and wherein energy withdrawn from the connected electricity grid operates the generator drive motor, driving the one or more generators, and wherein optionally the electric motor arranged to propel the vehicle is the generator drive motor.
20. A transportation means in accordance with any one of claims 16 to 19 wherein the controller is arranged to receive data relative to at least one of energy storage levels, fluid speed at the entrance to and exit from the first duct, generator speed, direction of energy flow, voltage and current of energy flow, integrated motor, energy feed to the I5 grid or energy flow from the grid, temperature data and other data sensors.
21. A transportation means in accordance with claim 20 wherein the controller is further arranged to output control signals and/or commands to one or more of the integrated electric motor, at least first and second energy banks, devices in the transportation means, the electric drive mean, and sensors.
22. A transportation means in accordance with any preceding claim further comprising a second duct, the fluid inlet being arranged to direct fluid into the first and second ducts, and wherein the first duct has an outlet directing fluid flow towards a lower portion of the blades of the generator so as to lift the blades, and fluid from the second duct is delivered to an upper portion of the blades of the generator, substantially over the central hub.
23. A transportation means in accordance with claim 22 wherein the second duct is provided above the first duct, and is narrower than the first duct.
24. A transportation means in accordance with any preceding claim wherein the central hub has a rotation axis around which the central hub and the blades extending therefrom are arranged to rotate, and wherein the rotation axis is perpendicular to the direction of travel of the transportation means and parallel to a width of the transportation means, and wherein optionally the blades extend along at least a portion of the width of the transportation means.
25. A transportation means in accordance with any preceding claim wherein the transportation means is a car.