WO2005112235A1

WO2005112235A1 - Hybrid propulsion system

Info

Publication number: WO2005112235A1
Application number: PCT/AU2005/000709
Authority: WO
Inventors: Donald Alexander Sands
Original assignee: SYNERGETIC ENGINEERING Pty Ltd
Current assignee: SYNERGETIC ENGINEERING Pty Ltd
Priority date: 2004-05-18
Filing date: 2005-05-17
Publication date: 2005-11-24
Anticipated expiration: 2006-11-18

Abstract

A hybrid propulsion system having a drive device (110) and a first rotatable component (140) attached to a drive shaft of the drive device (110) and being rotatable by the drive device. The system has a second rotatable component (150) in magnetic association with the first rotatable component (140) and a power take off (120) attached to the second rotatable component (150) for rotation with the second rotatable component. The second rotatable component (150) is rotated by a reactionary torque generated by rotation of the first rotatable component (140) in a field magnet provided by the second rotatable component and hence the power take off (120) is operatively rotated by the reactionary torque generated by rotation of the first rotatable component.

Description

"HYBRID PROPULSION SYSTEM" FIELD OF THE INVENTION The invention relates to a hybrid propulsion system. In particular, although not exclusively, the invention relates to an improved hybrid propulsion system for motor vehicles and the like. BACKGROUND TO THE INVENTION Traditionally, automotive propulsion systems have transmitted energy mechanically and hydraulically. Fuel tanks supply petrol to a combustion engine which turns a transmission which then drives the wheels of the car. However, carbon based energy sources have a significant impact on the environment coupled with the fact that there exists only a finite amount of oil reserves. Hence, the current trend in the automotive industry is towards the development and sale of hybrid cars that utilise a combination of traditional carbon based energy sources and an electrical energy source in order to provide motive force to the cars wheels. Hybrid drive systems employ either a parallel or serial operation. Serial operation utilises the combustion engine to turn an electrical generator and the electrical generator either charges batteries or powers electrical motors that either drive the transmission of the car or drive the wheels directly. Hence, the combustion engine never directly provides motive force to the wheels and all the energy transmission is provided electrically. Parallel operation generally involves a conventional mechanical transmission system between the combustion engine and the wheels with an electric generator connected to the combustion engine and an electric motor connected to the wheels directly or via the mechanical transmission system running in parallel with the mechanical drive system. Hence, a proportion of the motive energy is supplied mechanically and a proportion of the motive energy is supplied electrically. In parallel operation the combustion engine rotates a rotor within a stator located in the electrical generator creating electricity which is then transmitted to either electric motors connected directly to the wheels or to the transmission. Hold down bolts prevent the stator of the electrical generator from spinning with the shaft of the combustion engine and additional hold down bolts prevent the combustion engine from spinning with the shaft. It is desirable to provide for an improved and/or alternative hybrid propulsion system that provides for a more efficient transmission of energy to propel a vehicle. OBJECT OF THE INVENTION It is an object of the invention is to overcome or at least alleviate one or more of the above problems and/or provide the consumer with a useful or commercial choice. DISCLOSURE OF THE INVENTION In one form, although it need not be the only or indeed the broadest form, the invention resides in a hybrid propulsion system comprising: a drive device; a first rotatable component rotatable by said drive device; a second rotatable component in association with said first rotatable component; at least one power take off operatively attached to said second rotatable component to rotate with said second rotatable component; whereby, said second rotatable component is rotated by a reactionary torque generated by rotation of said first rotatable component. Further features of the present invention will become apparent from the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS To assist in understanding the invention and to enable a person skilled in the art to put the invention into practical effect preferred embodiments of the invention will be described by way of example only with reference to the accompanying drawings, wherein: FIG 1 shows a sectional block diagram of a hybrid propulsion system according to an embodiment of the present invention; FIG 2A shows an energy transfer diagram for the hybrid propulsion system shown in FIG 1 whilst the hybrid propulsion system is operating in cruise mode using a drive device; FIG 2B shows an energy transfer diagram for the hybrid propulsion system shown in FIG 1 whilst the hybrid propulsion system is operating in cruise mode using electrical power; FIG 2C shows an energy transfer diagram for the hybrid propulsion system shown in FIG 1 whilst the hybrid propulsion system is decelerating; FIG 3 show a sectional block diagram of a hybrid propulsion system according to a further embodiment of the present invention; FIG 4A shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 whilst the hybrid propulsion system is operating in cruise mode using a drive device; FIG 4B shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 whilst the hybrid propulsion system is decelerating; FIG 5A shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in a cruise mode without battery recharge; FIG 5B shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in a cruise mode with battery recharge; FIG 5C shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in a cruise mode with battery discharge; FIG 5D shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in a braking mode; FIG 5E shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in an aggressive braking mode; FIG 5F shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in an acceleration mode with battery discharge; FIG 5G shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in an aggressive acceleration mode; FIG 6 shows a partial exploded perspective view of the hybrid propulsion system shown in schematic in FIG 3 implemented in an automobile; FIG 7 shows a partial perspective view of the hybrid propulsion system shown in the exploded view of FIG 6; FIG 8 shows a partial exploded perspective view of the hybrid propulsion system shown in schematic in FIG 3 implemented in an automobile; and FIG 9 shows a partial perspective view of the hybrid propulsion system shown in the exploded view of FIG 8. DETAILED DESCRIPTION OF THE INVENTION The below description of the invention is based on an electrical machine

(motors, generators and batteries/capacitors) implementation of the invention but can equally apply to fluid machines (motors, pumps and accumulators). The invention relates to transferring energy via a working medium (electricy or fluid) which provides control for a separate reaction mechanical energy transfer. The energy transferred through the working medium can be stored for later use or utilized to provide additional mechanical energy. The invention will be described in relation to use of electromagnetic interaction with electricity used as the working fluid. FIG 1 shows a sectional block diagram of a hybrid propulsion system 200 according to an embodiment of the present invention. Hybrid propulsion system 200 comprises a drive device 110, an energy takeoff 120 and a casing 130. Hybrid propulsion system 200 further comprises a first rotatable component 140 and a second rotatable component 150 both located within an inner area of casing 130. Casing 130 is formed from a rigid material and is located on a fixed structure in order that it is unable to move rotationally relative to this fixed structure. Preferably, casing 130 is securely fixed to a chassis of a car. Casing 131 has an electro-magnetized portion 131 , a hollow inner cavity 132 and apertures 133 and 134 extending from an outer surface of casing 130 to hollow inner cavity 132. Preferably, casing 130 is located within the energy take off 120 as will be discussed in greater detail below. Drive device 110 is preferably in the form of an internal combustion engine for converting chemical energy to mechanical energy as is known in the art. Optionally, drive device 110 may be in the form of any known device for the production of mechanical energy such as a wind, gas, steam or water turbine or the like. A drive shaft 111 extends from drive device 110 and protrudes through aperture 133 in casing 130 to inner cavity 132 of casing 130. Drive shaft 111 is rotated by drive device 110. First rotatable component 140 is located at an end of drive shaft 111 and rotates with drive shaft 111. First rotatable component 140 is preferably formed from an electromagnetized material. Hybrid propulsion system 200 further comprises a second rotatable component 150 located within an inner cavity 132 of casing 130. Second rotatable component 150 comprises a hollow cylindrical portion 151 and a block portion 152. Preferably, hollow cylindrical portion 151 is integrally formed with block portion 152. However, it will be appreciated that block portion 152 and hollow cylindrical portion 151 may be securely fixed to each other. Second rotatable component 150 further comprises an energy take off shaft 153 which extends out of inner cavity 131 of casing 130 from the block portion 152 through aperture 134. Hollow cylindrical portion 151 and block portion 152 of second rotatable component 150 are each formed from a magnetized material producing a field magnet for first rotatable component 140 and a field magnet for magnetized portion 131 respectively. Optionally, first rotatable component 140 and magnetized portion 131 may be field magnets for hollow cylindrical portion 151 and block portion 152 respectively. Hollow cylindrical portion 151 of second rotatable component 150 encompasses first rotatable component 140 as shown in FIG 1. It will be appreciated that the FIG 1 is a sectional block diagram view, as such first rotatable component 140 is preferably cylindrical in shape and hollow cylindrical portion 151 of second rotatable component 150 is preferably circular in transverse cross section. Energy take off 120 is attached to and located at an end of take off shaft 153 and is able to rotate with second rotatable component 150. Preferably, energy take off 120 is in the form of a car wheel in contact with a surface. As such, a resistive force is applied to the energy take off 120 in order to prevent the energy take off 120 from freely rotating with second rotatable component 150. As previously discussed, casing 130 is preferably located within an inner cavity of energy take off 120 in the form of a wheel. However, casing 130 does not rotate with energy take off 120 and as such is suitably mounted on a chassis of an automobile upon which energy take off 120 in the form of a car wheel forms a part. In one application, hybrid propulsion system 200 is utilized to propel a car forward. As such, a hybrid propulsion system 200 is suitably located at each rear wheel of the car with each hybrid propulsion system sharing the drive device 110 in the form of an internal combustion engine. Alternatively, a hybrid propulsion system 200 may be located at each front wheel of the car. In order to start hybrid propulsion system 200, drive device 110 rotates drive shaft 111 and hence operatively rotates first rotatable component 140. The rotation of first rotatable component 140 within a field magnet provided by hollow cylindrical portion 151 induces an electromagnetic field and electrical energy within first rotatable component 140 and hence induces a reactionary torque in hollow cylindrical portion 151 of second rotatable component 150. This reactionary torque causes second rotatable component to rotate and hence operatively rotates power take off 120 in the form of a car wheel and thus provides motive force to the car. Hence, first rotatable component 140 is in magnetic association with second rotatable component 150. Electrical energy is generated at first rotatable component 140 whilst the hollow cylindrical portion 151 is rotating at a speed less than rotatable component 140 as the first rotatable component 140 is rotating within the field magnetism provided by hollow cylindrical portion 151. This electrical energy can be captured using conventional slip rings and static wiring located on first rotatable component 140 as is known in the art. Hence, this electrical energy is available for further work such as exciting magnetic portion 131 in order to generate further reactionary torque at block portion 152 of second rotatable component. Optionally, such work may involve charging electrical batteries or be used to drive electrical motors to assist in propelling the car forward. Hence, when hybrid propulsion system 200 is acting in this mode, the interaction between hollow cylindrical portion 151 of second rotatatable component 150 and the rotation of first rotatable component 140 operates similar to an electrical generator as is known in the art. Furthermore, the interaction between the dynamic magnetized portion 131 of casing 130 and the field magnetized block portion 152 of second rotatable component 150 acts similar to an electrical motor as is known in the art with the electro-magnetized portion 131 acting as a stator and the field magnetized block portion 152 acting similar to a rotor generating mechanical torque to second rotating component 150. Hence, torque to the second rotatable component 150 is made up of the reactionary torque generated as a result of generating electrical energy from rotatable component 140 plus the torque provided by electrical energy supplied to the electro-magnetized portion 131 of casing 130. Furthermore when the car, for example, is moving at a constant high speed, the hollow cylindrical portion 151 of the second rotatable component 150 can be made to rotate at the same speed as the first rotatable component 140 by inducing a magnetism in the first rotating component 140 stong enough to align the field magnetism provided by the hollow cyclindrical portion 151. As such, no electrical energy is generated from the first rotatable component 140 and all of the energy supplied by drive device 110 via the rotation of first rotatable component 140 is converted to reactionary torque to rotate second rotatable component 150 and hence operatively rotate the energy take off 120. In this mode losses are minimized as all the energy from the drive device 110 is being transferred mechanically and magnetically and the hybrid propulsion system 200 is magnetically locked (i.e. the first rotatable component 140 is rotating at the same speed as the second rotatable component 150). Furthermore during braking, as block portion 152 of second rotatable component 150 is rotating with respect to magnetized portion 131 of casing 130, an electrical energy is induced in magnetized portion 131 of casing 130. This energy may be drained from the system using static electrical wiring and hence the energy drain is used as a dynamic brake on second rotatable component 150 with the electrical energy generated from slowing the second rotating component 150 being captured and stored for future use. During heavy braking, the drive device 110 may be turned off and locked in order that the drive shaft 111 does not rotate first rotatable component 140. This may be achieved internally within the drive device 110. Optionally, this may be achieved externally from drive device 110 utilizing a mechanical lock located on drive shaft 111. As such, second rotatable component 150 continues to rotate due to the connection with the energy take off 120 in the form of a wheel via the energy take off shaft 153. Due to the relative rotation of block portion 152 of second rotatable component 150 with respect to magnetized portion 131 of casing 130 and due to the relative rotation of hollow cylindrical portion 151 of second rotatable component 150 with repect to first rotatable component 140 of the first rotating component, regenerative braking creates electrical energy at magnetized portion 131 as well as magnetised portion 140 which may be captured and stored for future use. During heavy acceleration using stored electrical energy only, the drive device 110 may be left off and locked in order that the drive shaft 111 does not rotate first rotatable component 140. As such, second rotatable component 150 can be forced to rotate by providing electrical energy to magnetized portion 131 and first rotatable component 140. This creates a reaction torque to second rotating component 150 through the field magnetism provided by hollow cylindrical portion 151 and block portion 152 which operatively drive the energy take off 120 and hence provides motive force to propell the car. This provides for large amounts of electrcial energy to be converted to mechanical energy to accelerate the car rapidly. Storage battery 170 may be used to start the drive device 110 when the car is a rest. In this situation, the energy take off 120 is locked due to the contact of the energy take off with, for example, a surface. Hence, second rotatable component 150 is operatively locked. Electrical energy is then supplied from the battery 170 to the first rotating component 140 and the electro magnetism created by the electrical energy being supplied to first rotating component 140 reacts against the field magnetism provided by the hollow cylindrical portion 151 causing first rotatable component 140 to rotate. Consequently, drive shaft 111 of drive device 110 rotates causing the drive device 110 in the form of a combustion engine to fire and hence start. Once this occurs, a reactionary torque is induced in second rotatable component 150 causing it to rotate and hence operatively rotate power take off 120 and the hybrid propulsion system 200 operates as described above. To start the drive device when the car is moving, electrical energy is supplied to magnetized portion 131 from storage battery 170 which increases the torque on second rotating component 150. As the second rotatable component 150 is rotating due to the the car moving and the first rotatable component 140 is stationary as the drive device 110 is stopped, torque is transferred from the second rotatable component 150 to the first rotatable component 140 when electrical energy is drawn off first rotatable component 140. Consequently, drive shaft 111 of drive device rotates causing the drive device 110 in the form of a combustion engine to fire and hence start. Once this occurs, the electrical energy transfer is adjusted to allow the hybrid propulsion system 200 to operate as described above. If the amount of electricial energy supplied to magnetized portion 131 is equal to the amount of energy drawn off the first rotatable component 140 plus the amount of energy necessary to start the drive device 110 plus any losses, then a seamless starting of drive device 110 is possible whilst the car is moving. To reverse the car, energy from storage battery 170 is applied to 131 with reverse polarity. This in effect drives the block portion 152 in reverse and drives the car in reverse. Preferably, drive device 110 is not operating during the reverse mode. FIGs 2A-2C show energy transfer diagrams for various operating modes of the hybrid propulsion system 200. FIG 2A shows an energy transfer diagram for the hybrid propulsion system shown in FIG 1 whilst the hybrid propulsion system 200 is operating in cruise mode using a drive device. The drive device 110 operatively turns the first rotatable component 140 and hence induces a reactionary torque in the second rotatable component 150. The second rotatable component 150 operatively rotates the power take off 120. Furthermore, electrical energy is generated from first rotatable component 140 as a result of the relative rotational speeds between first rotatable component 140 and the hollow cylindrical portion 151 of second rotatable component 150. Preferably, this electrical energy can be used to charge batteries 170 for future work. Optionally, the electrical energy can be used to provide additional motive force to power take off 120 by providing the electrical energy to the magnetized portion 131 of casing 130. FIG 2B shows an energy transfer diagram for the hybrid propulsion system shown in FIG 1 whilst the hybrid propulsion system is operating in cruise mode using electrical power. Electrical power is supplied from batteries 170 to excite first rotatable component 140 and thus inducing a reactionary torque in hollow cylindrical portion 151 of second rotatable component 150. Hence, second rotatable component 150 is caused to rotate, operatively rotating power take off 120. Suitably, in this embodiment, first rotatable component is locked in order that it cannot rotate. FIG 2C shows an energy transfer diagram for the hybrid propulsion system shown in FIG 1 whilst the hybrid propulsion system is decelerating. The first rotatable component 140 is locked in order that it cannot rotate and the power take off 120 continues to rotate. Thus second rotatable component 150 rotates with respect to magnetized portion 131 of casing 130 and first rotatable component 140. Thus, electrical energy is induced at magnetized portion 131 and first rotatable component 140 which may be used to recharge batteries 170. FIG 3 shows a sectional block diagram of a hybrid propulsion system 300 according to a further embodiment of the present invention. In this embodiment of the invention, the hybrid propulsion system 300 is utilized in an all wheel drive manner for motor cars. The view provided in FIG 3 is a split rear schematic view when viewing the automobile from a front view. In the embodiment shown in FIG 3, the power take off 120 in the form of a car wheel, has been split between a rear wheel 120A and a front wheel 120B. Furthermore, the second rotatable component 150 has been split between the front wheel 120B and the rear wheel 120A. As such, hollow cylindrical portion 151 is in mechanical communication with rear wheel 120A and rotates with rear wheel 120A and block portion 152 is located on front wheel 120B and rotates with front wheel 120B. Similar to the embodiment shown in FIG 1 , the magnetized portion 131 of casing 130 is firmly attached to the chassis 160 of the car in order that the magnetized portion 131 is stationary with respect to the rotation of the block portion 152 of the second rotatable component 150. As such, the magnetic interaction between the first rotatable component 140 and the hollow cylindrical portion 151 of the second rotatable component 150 acts in a manner similar to an electrical generator and the magnetic interaction between the dynamic magnetized portion 131 and the field magnetized block portion 152 of the second rotatable component acts in a manner similar to an electrical motor. As before, the drive device 110 in the form of an internal combustion engine 110 rotates first rotatable component 140 via drive shaft 111. This induces a current in first rotatable component 140 which is electrically communicated to dynamic magnetized portion 131. Additionally, a reactionary torque is generated between first rotatable component 140 and hollow cylindrical portion 151 of second rotatable component causing rear wheel 120A to operatively rotate. Optionally, the electrical energy captured at first rotatable component 140 may be used to charge battery 170. The electrical energy is then used to excite dynamic magnetized portion 131 and thus induce a reactionary torque in block portion 152 of second rotatable component 150. This reactionary torque causes the block portion 152 to rotate and hence front wheel 120B operatively rotates. As both front wheel 120B and rear wheel 120A are connected to the same automobile and are mechanically connected via the road surface, when front wheel 120B rotates, rear wheel 120A similarly rotates and the hybrid propulsion system operates as previously described. Various operating modes of the hybrid propulsion system of the present invention are discussed in more detail below. FIGs 4A - 4B show energy transfer diagrams of the hybrid propulsion system 300 shown in FIG 3 whilst the hybrid propulsion system 300 is operating without a battery 170. FIG 4A shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 whilst the hybrid propulsion system 300 is operating in cruise mode using a drive device. First rotatable component 140 is rotated by drive device 110 creating a reactionary torque in hollow cylindrical portion 151 of second rotatable component 151. This relative rotation induces electrical energy at first rotatable component 140 which is then supplied to magnetized portion 131 of casing 130. This in turn induces a reactionary torque in block portion 152 of second rotatable component which operatively turns front wheels 120B. Similarly, the reactionary torque generated between first rotatable component 140 and hub portion 151 causes the rear wheels 120A to operatively rotate. Hence, the energy supplied by drive device 110 is split between rear wheels 120A and front wheels 120B. Hence, the energy is more efficiently transmitted to wheels 120A and 120B than is possible for a mechanical transmission propulsion system. FIG 4B shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 whilst the hybrid propulsion system 300 is decelerating without battery storage. In this mode, first rotatable component 140 is mechanically or magnetically coupled with hollow cylindrical portion 151 and drive device 110 does not supply positive mechanical energy to the system. Hence, as hollow cylindrical portion 151 is coupled to first rotatable component 140, a mechanical resistance is offered to the system through engine braking of the drive device 110 causing the power take offs to slow. Additional braking is possible by added electrical resistance banks and passing the electrical energy from 131 through these electrical resistance banks. FIGs 5A - 5G show energy transfer diagrams of the hybrid propulsion system 300 shown in FIG 3 whilst the hybrid propulsion system 300 is operating with battery 170. FIG 5A shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in a cruise mode without battery recharge. In this mode, hybrid propulsion system 300 operates identical to the mode discussed in relation to FIG 4A above. FIG 5B shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in a cruise mode with battery recharge. In this mode, hybrid propulsion system operates in a similar manner to FIG 5A but some of the electrical energy generated by the rotation of first rotatable component 140 with respect to the hollow cylindrical portion 151 of second rotatable component 150 is used to charge battery 170 and a portion of the energy is used to drive front wheels 120B as previously described. FIG 5C shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in a cruise mode with battery discharge. In this mode, the drive device 110 does not rotate first rotatable component 140 and hence no reactionary torque is induced between first rotatable component and hollow cylindrical portion 151 of second rotatable component. Rather, electrical energy stored in battery 170 is provided to magnetized portion 131 in order to induce a reactionary torque in block portion 152 of second rotatable component 150 and thus cause front wheels 120A to operatively rotate. FIG 5D shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in a braking mode. In this mode, drive device 110 does not rotate first rotatable component 140 nor does battery 170 provide electrical energy to magnetized portion 131. Rather, a mild frictional braking occurs due to the resistance offered by the contact of the wheels 120 with the road surface. Furthermore, the relative rotation of block portion 152 with respect to magnetized portion 131 induces electrical energy at magnetized portion 131 which is then used to recharge batteries 170. hence, there is a net energy drain from the system causing braking as is known in the art. FIG 5E shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in an aggressive braking mode. In this mode, the drive device 110 is locked and, as such, first rotatable component 140 is stationary with respect to the rotation of the hollow cylindrical portion 151 of the first rotatable component 150. Hence, electrical energy is generated at first rotatable component 140 due to the relative rotation of hollow cylindrical portion 151 with respect to first rotatable component 140. This energy is used to recharge battery 170 and to regeneratively brake the car Additionally, electricity is generated at magnetized portion 131 as previously described with respect to FIG 5D. FIG 5F shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in an acceleration mode with battery discharge. The mode shown in FIG 5F is similar to the cruise mode described with respect to FIG 5C. However, in the mode shown in FIG 5F, the hybrid propulsion system 300 is accelerating and consequently the drain on battery 170 is greater than that experienced when operating in the mode described with respect to FIG 5C. FIG 5G shows an energy transfer diagram for the hybrid propulsion system shown in FIG 3 having a battery whilst the hybrid propulsion system is operating in an aggressive acceleration mode. In this mode, the drive device 110 is locked in order that first rotatable component 140 is prevented from rotating. Battery 170 provides electrical energy to first rotatable component 140 inducing a reactionary torque between first rotatable component 140 and hollow cylindrical portion 151 thus causing hollow cylindrical portion 151 to rotate with respect to first rotatable component. Consequently, rear wheels 120A operatively rotate. Additionally, battery 170 provides electrical energy to magnetized portion 131 causing front wheels 120B to operatively rotate as previously described. The energy transfer diagrams shown in FIGs 5A-G are equally applicable to the hybrid propulsion system 200 shown in FIG 1. FIG 6 shows a partial exploded perspective view of the hybrid propulsion system shown in schematic in FIG 3 implemented in an automobile and FIG 7 shows a perspective view of FIG 6 with the components assembled. As shown, drive shaft 111 extends through a chassis 160 of the automobile and has attached at an end first rotatable component 140. Hollow cylindrical portion 151 encompasses first rotatable component 140 and is permanently mounted to an inner rim of rear wheel 120A in order that hollow cylindrical portion 151 is able to rotate with power take off in the form of rear wheel 120A. A skilled person will appreciate that utilizing suitable bearings and the like, wheel 120B may be rotatably mounted to chassis 160 in a similar manner to current art for driven wheels where the wheel is attached to an axle or chassis through a bearing /hub arrangement to allow rotational mounting to the chassis and a drive axle is attached to the hub but does to take the thrust and axial loading that operate between a wheel and a chassis. In this case power take off 120 is rotatably mounted to the chassis 160 and a drive axle is attached to first rotatable element 140. FIG 8 shows a partial exploded perspective view of the hybrid propulsion system shown in schematic in FIG 3 implemented in an automobile and FIG 9 shows a partial perspective view of the hybrid propulsion system shown in the exploded view of FIG 8. As shown, block portion 152 of second rotatable component 150 is securely mounted to an inner rim of front wheel 120B in order that second rotatable component is able to rotate with front wheel 120B. Magnetized portion 131 is securely mounted on chassis 160. A person skilled in the art will appreciate that there is a large number of implementation configurations for the hybrid propulsion system of the present invention the operation of which has been previously described with reference to block schematics and that the actual implementation of said system is not limited to the specific embodiments shown in FIGs 6-9. Furthermore, it will be appreciated by a skilled person that a control device may suitably be used to switch the operation of the hybrid propulsion system of the present invention between the various operating modes described above and to control and regulate the flow of electrical energy between the various components of the system. The hybrid propulsion system of the present invention provides a higher efficiency than prior art hybrid systems in that energy is being supplied electrically and through mechanical reactionary torque, with minimal mechanical losses. For example, the reactionary torque generated between the relative rotation of first rotatable component 140 with respect to the hollow cylindrical portion 151 of second rotatable component 150 operatively drives a power take off 120. Hence, whilst this toque is being supplied mechanically, there exists minimal mechanical losses due to the transmission of this torque. Furthermore, the relative rotation of these two components supply electrical energy that may be made available for further work or storage. Furthermore, there exists advantageous benefits in relation to cost and weight of the components that comprise the hybrid propulsion system of the present invention when comparing to prior art hybrid drive systems. Modern control systems provide a mechanism to monitor and adjust the various operating modes providing a seamless operation that can be tuned for performance, efficiency or comfort in a dynamic manner. The flexibilty and controllabilty of the system provide for infinite varibility between the power take off 120 and the the drive device 110 and the large number of operating modes provides an opportunity to optimize the modes to suit the driver requirements and the prevailing operating conditions. Furthermore, the hybrid propulsion system of the present invention does not require conventional flywheels, starter motors or alternators from the drive device as starting and electrical energy generation is provided directly via the operation of the hybrid propulsion system of the present invention. The flywheels are not required as first rotatable component 140 is permanently attached to drive shaft 111 of drive device 110. Hence, the hybrid propulsion system offers a significant reduction in complexity from prior art propulsion systems. Additionally, electrical energy may be provided by locking second rotatable component (i.e. by preventing power the take off from rotating) and rotating the first rotatable component as described above. In this way, the electrical energy generated at the first rotatable component may be utilized for further work. Throughout the specification the aim has been to describe the invention without limiting the invention to any one embodiment or specific collection of features. Persons skilled in the relevant art may realize variations from the specific embodiments that will nonetheless fall within the scope of the invention. It will be appreciated that various other changes and modifications may be made to the embodiment described without departing from the spirit and scope of the invention.

Claims

1. A hybrid propulsion system comprising: a drive device; a first rotatable component rotatable by said drive device; a second rotatable component in association with said first rotatable component; at least one power take off operatively attached to said second rotatable component to rotate with said second rotatable component; whereby, said second rotatable component is rotated by a reactionary torque generated by rotation of said first rotatable component.

2. The hybrid propulsion system of claim 1 , wherein said second rotatable component is in magnetic association with said first rotatable component.

3. The hybrid propulsion system of claim 1 , wherein said second rotatable component is in fluid association with said first rotatable component.

4. The hybrid propulsion system of claim 1 , wherein said first rotatable component is formed from an electro-magnetized material.

5. The hybrid propulsion system of claim 1 , wherein said second rotatable component is formed from a magnetic material producing a field magnet for said first rotatable component.

6. The hybrid propulsion system of claim 1 , whereby electrical energy is generated at said first rotatable component due to rotation of said first rotatable component with respect to said second rotatable component.

7. The hybrid propulsion system according to claim 6, wherein said hybrid propulsion system further comprises an electrical contact for capturing said electrical energy generated.

8. The hybrid propulsion system of claim 7, wherein said electrical energy is communicated from said electrical contact away from said first rotatable component.

9. The hybrid propulsion system of claim 1 , wherein said second rotatable component comprises a hollow cylindrical portion in magnetic association with said first rotatable component and a block portion in magnetic association with an electro-magnetized portion of a casing.

10. The hybrid propulsion system of claim 9, wherein said block portion of said second rotatable component is a field magnet for said electro-magnetized portion of said casing.

11. The hybrid propulsion system of claim 9 further comprising an electrical connection between said first rotatable component and said electro-magnetized portion of said casing for communicating electrical energy generated at said first rotatable component to said electro-magnetized portion of said casing.

12. The hybrid propulsion system of claim 9 wherein said hollow cylindrical portion of said second rotatable component is operatively attached to a first power take off and said block portion of said second rotatable component is operatively attached to a second power take off.

13. The hybrid propulsion system of claim 12, wherein said system further comprises an electrical connection between said first rotatable component and said electro-magnetized portion of said casing for communicating electrical energy generated at said first rotatable component to said electro-magnetized portion of said casing.

14. A method of transmitting energy, said method including the step of rotating a first rotatable component in a field magnet provided by a second rotatable component, whereby said second rotatable component is rotated by a reactionary torque generated by said rotation of said first rotatable component.

15. The method of transmitting energy of claim 14, whereby electrical energy is generated at said first rotatable component due to the rotation of said first rotatable component in the field magnet provided by said second rotatable component, said method further including the step of: communicating said electrical energy from said first rotatable component to a magnetized portion of a casing in magnetic association with a portion of said second rotatable component providing additional reactionary torque to said second rotatable component.

6. The method of transmitting energy of claim 14, whereby electrical energy is generated at said first rotatable component due to the rotation of said first rotatable component in the field magnet provided by said second rotatable component, said method further including the step of: communicating said electrical energy from said first rotatable component to a battery for storage.