TITLE OF INVENTION

HYBRID AND ELECTRIC VEHICLES, KITS AND CONVERSION METHODS

FIELD OF THE INVENTION

This invention relates to a hybrid vehicle having more than one means of propulsion or an electric only vehicle. Invention farther covers various kits to enable conversion of a conventional fuel vehicle to a hybrid or an electric only vehicles. These kits are low cost kits easily installable by user or staff at garage / service center.

Hybrid vehicles have an internal combustion engine and an electric motor as power sources. The invention further relates to a process for converting internal combustion vehicle to a hybrid vehicle. Invention also covers the premanufacture or factory-made hybrid vehicle employing kits of this invention or employing technology disclosed in this invention.

BACKGROUND OF THE INVENTION

Electric vehicles provide a great option to non-renewable fuel vehicles such as IC engine vehicles. An Electric only vehicle is a good alternative to conventional fuel vehicles however, they are highly expensive. Electric motor employed in electrical vehicles is one of the key reasons for the high cost.

Fuel vehicles on the other hand add a lot of smoke and pollution to environment. Hybrid vehicles having more than one means of propulsion such as electricity and fuel to provide better choice in that they can suitably be driven on electricity or fuel according to a specific situation and easy switching between the two as per the need is possible. For example, driving in a traffic or a residential or commercial locality may be suitable for an electric vehicle whereas driving on highways, freeways and isolated long distances, one may choose fuel vehicle. Yet another advantage is that one can run out of battery or fuel and still able to drive the vehicle.

Yet another advantage is that one can regularly charge battery to cautiously consume less fuel, take more care of environment and consume more renewable electricity using a hybrid vehicle. Some R & D efforts by couple of companies have led to development of a hybrid vehicles however, such motorbikes are not widely commercially available and hence on road performance cannot be accessed.

If electric vehicle cost comes down, they would provide an attractive alternative for buyers.

Present inventions make an attempt to resolve both the issues by providing hybrid vehicles having electric propulsion system in addition to its existing propulsion system(s) and electric only vehicles with an economical motor which can be made abundantly available in any market of the world.

French patent FR2885328A1 relates to hybrid two-wheeler having centrifugal clutch. Patent mentions use of an electric motor to power the output member of the clutch which in turns drives the rear wheel. Beit and pulley transmission is used to transmit the power from motor to driven shaft. This patent does not mention any details about selection of an electric motor and how it is mounted on the vehicle. Further it does not provide any conversion process to convert existing vehicles into hybrid vehicles as well as kits which can enable such process.

The US patent US735I265B2 provides a hybrid drive assembly having 1C engine and an electric motor. Electric motor is conveniently a reversible type and is connected to the vehicle battery for use as a generator to charge the battery in given operating conditions. Further, this patent does not provide kits to convert existing conventional manual or fuel vehicles Into hybrid vehicles. It does not provide electric only vehicles. Removing IC engine from the drive assembly is not possible. US7255188B2 provides a hybrid two-wheeler having unidirectional power transmission. The motor has permanent magnet and not electromagnet. Motor is directly attached to the drive shaft. It does not provide ho motor can be externally added in a conventional fuel vehicle. Further, it does not provide kits and conversion processes for existing vehicles.

OBJECT OF TOE INVENTION

First object of the invention is to provide a kit comprising components to make

i) Hybrid bicycle (1 -wheel drive) having manual as well as an electric propulsion means

ii) Hybrid bicycle (1 -wheel drive) having manual as well as an electric propulsion means converted from manual bicycle

iii) Electric only bicycle (1 -wheel drive).

iv) Hybrid motorcycle (1 -wheel drive) having IC engine as well as an electric propulsion means

v) Hybrid motorcycle (1 -wheel drive) having 1C engine as well as electric propulsion means converted from only IC engine propulsion motorcycle vi) Electric only motorcycle (1 -wheel drive)

vii) Hybrid four-wheeler (2-wheel /4-wheel drive) having Conventional 1C engine as well as electric propulsion means.

viii) Hybrid four-wheeler (2-wheel /4-wheel drive) having conventional 1C engine as well as an electric propulsion means converted from conventional only 1C engine propulsion four-wheeler

ix) Electric only four-wheeler (2- wheel /4-wheel drive)

With the kit of the present invention, user can convert their conventional / conventional fuel vehicle into a hybrid vehicle / electric only vehicle. Such kits are economical and easy to install. Each kit can be supplied with a simple user man ual/instructi onal audio or audio-visual to describe clearly the sequence and details of installation. User either on bis or Iter own or with the help of garage / service center staff can install the components of the kit.

Second object of the invention is to provide a process of installing several components of electric propulsion system provided in the kits on a manual or an internal Combustion engine vehicle to convert it into a hybrid vehicle or to convert it into an electric only vehicle.

Third object of the invention s to provide

i) hybrid vehicle having at least two means of propulsion wherein at least electric means of propulsion is incorporated using components of the kits or by employing technology described in this invention. The components are incorporated either at the time of manufacturing of vehicle or into a conventional vehicle having a one or more means of propulsion i.e. IC engine or Pedal or 1C engine and Pedal

if) electric only vehicle by incorporating components of the kits or by employing technology described in this invention.

Fourth object of invention is to provide various inodes of operation in hybrid/electric vehicle for its improved performance and fuel economy.

Other objects include providing several novel components that can be integrated in manufacturing of eieetrie and hybrid vehicles of the present invention to impart greater efficiency and cost effectiveness.

Summary of the Invention

In a first aspect, the invention provides a kit comprising components that enable conversion of a conventional / a conventional fuel vehicle to a hybri vehicle or to an electric only vehicle. The conventional / conventional fuel vehicle has one or more propulsion system which can he manual, or fuel powered. Hybrid vehicle has at least two modes of propulsion such as manual and electric or fuel powered and electric. Such kit comprises I) electric multiphase field control motor either converted from an alternator or pre-man ufactured, ii) transmission system; iii) motor fixture components; iv) Main battery v) controlling and optionally monitoring and display units wherein display unit if present is separate or integrated with monitoring unit; and vi) accessories such as accelerator, charger, fasteners and wares.

The kit comes with either an instruction manual or an audio or audio-visual to assist user in installation.

In a second aspect, the invention provides a process of converting a conventional vehicle into a hybrid or an electric only vehicle. It is carried out in following steps:

1. Creating access for drive train components / components of transmission system for Putting in place drive train components / components of transmission system and fitting some of the drivetrain components with or without any additional modification in the vehicle;

2. Mounting of an electric multiphase field control motor and making essential changes for mounting remaining drive train components;

3. Installing necessary controlling and monitoring unit optionally having separate or integrated display;

4. Installing main battery and Doing necessary wiring to connect various components. Pre -ma u f actu red proces s .

Alternatively, for manufacturing of electric/hybrid vehicles, processes and parts related to propulsion system are used from this invention as described and rest of the processes like body, main parts, interior chassis, electrical and electronics manufacturing are performed as per the automobile manufacturer’s processes. Word freewheeling refers io the condition of the motor where in cogging torque is absent and due io that , motor can sustain its rotational energy without dissipating. In a third aspect, the invention provides a converted / hybrid vehicle having an electric field control multiphase motor, without a releasable transmission device and having a freewheeling facility wherein drag/cogging produced by motor can be eliminated without physically disengaging the motor from the driven wheel. Thereby making gearshift possible without use of clutch or releasable transmission device. Thus, first advantage of the electric multiphase motor of the present invention is freewheeling. It eliminates the power loss which otherwise occurs in engaging and disengaging of drive and driven shaft. Second advantage associated with the electric multiphase field control motor is that the motor employs an electromagnet instead of a permanent magnet. When the vehicle is run in either fuel or electric mode, no cogging effect / drag is produced which is usually observed if a permanent magnet motor is used. Thus, when a vehicle is in motion, irrespective of whether the vehicle is accelerated, cruised or not accelerated, no significant cogging effect / drag is produced. This electric multiphase field control motor is a low'-cost motor preferably prepared from an alternator. The abundant global availability of the alternators makes manufacturing of the electric multiphase field control motor simple and easy. Thus it enables large scale manufacturing of the motors. The hybrid vehicle of this invention has multiple other advantages such as better fuel efficiency and control over motor driving characteristics, high durability of the electric multiphase field control motor, low-cost manufacturing and low maintenance cost of the vehicle. According to the type of vehicle, one or more electric field control motors may be required. They can be of medium capacity such as 1KW or 2KW or high capacity such as 4KW, 8 KW and 12 KW etc.

In this aspect, the vehicle is either a hybrid vehicle having at least 2 means of propulsion such as IC engine and Electric or Manual and electric or an electric only vehicle. The conventional vehicles with one or more means of propulsion is converted into hybrid or electric vehicles by using a kit specifically designed to provide necessary components for such conversion. Such conversion is simple, economical, quicker and it can also he installed in a garage.

This aspect also provides a pre-manufaetured hybrid vehicle (factory made Hybrid Vehicle) or electric vehicle wherein, instead of a user, a manufacturer can make use of kits specifically designed for the conversion. Alternatively, manufacturer can make use of same technology and employ same or similar components as those provided in kits to make such convers on.

In a fourth aspect, the invention provides operation of a hybrid vehicle according to the present invention.

Hybrid vehicle can be operated in following modes

1. Operation in Electric Mode

2. Operation in Conventional Fuel powered Mode

3. Operation in Electric assist Mode

4. Operation in Fuel Assist Mode

5. Operation in Charging Mode.

6. Operation in Fuel and Electric Mode

7. Program mode for adding functionality or updates

In a fifth aspect, the invention provides several novel components that can be integrated in the electric and hybrid vehicles of the present invention and include a modular accelerator assembly, a MISO device, a modified CVT system, a kick gear assembly and most important a field control motor.

A modular accelerator assembly as provided in figure 7. This modular accelerator assembly can be added to existing IC vehicles when it is converted into a hybrid vehicle. The modular accelerator assembly can be used along with existing twist or pedal type of mechanical accelerator to obtain an electrical accelerator signal for hybrid vehicles. Also this modular accelerator can be used directly as an electric only accelerator in the form of a thumb throttle.

Under a sixth aspect, the invention provides field control wheel bub motor and the process of converting a normal wheel into a field control wheel. Once the field control wheel bub motor in form of a modified wheel is attached to any vehicle, any propulsion system including a hybrid propulsion can be used.

Either a normal wheel is converted into a field control wheel or a pre -manufactured fl led control wheel can be provided.

The normal wheel has tyre rim motor fixture points (905) as provided in figure 8 The motor with multiphase stator and outrunner field control rotor is fixed in the fixture points with the help of attachment bolts which provides a concentric arrangement of the field control motor in the wheels of the vehicle. As per the size, diameter and any applicable ratings of the wheel size of field control motor, particularly size of the rotor of the field control motor can be adjusted.

Additionally, a motor cover is provided which provides additional fixture means for sprocket, pulley or other transmission means which can be adopted as per requirements.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. I Provides components of a kit according to one embodiment of the present invention which is used to convert conventional fuel vehicle into a hybrid vehicle preferably a two -wheeler.

Fig. 2 provides a side elevation of two-wheeled hybrid vehicle converted from a conventional two-wheeler by installing components of a kit so designed. Fig. 3 Provides Variations of transmission case such as unmodified (to be modified), modified and premanufactured transmission cases. It also provides a motor protection case/ cover.

Fig. 4 Provides block diagram enumerating various components of electric system and their interconnectivity / connection between various components.

Fig. 5 provides a kick gear shaft assembly in its original form and modified / premanufactured versions. In modified or premanufactured version, lock-nut stopper and return spring are absent to enable it to rotate through complete 360 degrees.

Fig. 6 provides arrangement of Multi Input Single Output (MISO) device. The arrangement of multiple belts and pulley, each taking output of one or more motor/motors; and alternatively, arrangement of multiple gears each taking output of one or more motor/motors to combine it into single output shaft is shown.

Fig. 7 provides a Modular accelerator assembly having accelerator Body 800, spring loaded Pulley 801, accelerator String 802, attachment I-look/clip 803 and a a Linear hall effect sensor 806 and a north pole magnet 804 and a south pole magnet 805. The accelerator Body 800 is connected to the vehicle and the clip 803 is attached to the rotating part of the accelerator.

Fig. 8 provides Normal Wheel CON VERTED into FIELD CONTROL Wheel HUB MOTOR. It is done by replacing the inner hub of the wheel with Field Control Hub Motor. The normal wheel has multiple tyre rim motor fixture point (905) such that field control wheel 901 can be mounted concentrically Inside normal wheel 900 by means of multiple fasteners such as Attachment Bolt 904, forming field control wheel hub motor 901.

Fig. 9 provides a modified CVT system and a conventional CYT (920) CYT. The modified CVT system has CVT Transmission Belt 921, Drive CVT Variator Pulley Unmodified 922, Centrifugal dutch housing 923, Centrifugal clutch or wheel gearbox driveshaft 924, IC Engine Crankshaft 925, Drive Variator Pulley (Half side) 930, Variator Sliding Sleeve 931 , Modified CVT Drive INPUT pulley 932 CVT Fan 933, Motor shaft coupling 934 and a one Way Mechanism like clutch, freewheel, sprag clutch, releasable transmission etc. 935.

Figures 10 A, 10B and IOC provide Comparison between vehicle having a field control motor with freewheeling and permanent magnet vehicle with cogging torque over same distance travelled and wherein speed of the two vehicles is kept same. Figure 10A provides comparison of power consumption in Watt-hour, figure 10B provides comparison of vehicle speed in km/hr and figure IOC provides elapsed travel time.

DETAILED DESCRIPTION OF THE INVENTION

The invention covers kits and conversion methods io convert conventional vehicle into a hybrid or electric only vehicle. Further the invention covers such modified vehicles and mode of operations.

Both hybrid and electric only vehicles have at least an electric means of propulsion. To convert a conventional manual (as in bicycle) or fuel (as in two / four wheeler), vehicle into a hybrid or electric only vehicle presented multiple challenges.

First challenge was to select or make suitable motor for adding electric means of propulsion. The suitable motor should be easily available cost effective and it shall suit variety of vehicles. Second challenge faced is finding suitable connection point for external motor connection. One more challenging job was to add external components In the vehicles having limited space for such addition.

Further challenging tasks were

1.making operational electric propulsion means by adding suitable connections between various components:

2. maintaining aesthetics and performance of vehicle;

3. finding and using low cost components to build a reliable system

4. managing heat dissipation of motor

5. adding an external motor because of the magnetic drag present inside the motor without affecting vehicle performance adversely and also eliminating any undesirable effect which may be produced due to externally added electric motor wherein undesirable effects may include one or more adverse effects on gear shifting, working of IC engine, driving or handling performance:

6. arriving at conversion method and taking care that such conversion method does not affect environment or cause pollution;

7. selecting suitable motor which can be employed to cater variety of vehicles or producing such suitable motors; 8. designing compact high-power motor of suitable characteristics;

9. difficulty in finding / designing suitable motor having wider range of torque and speed configuration for universal application and difficulty in finding suitable embodiment which is convertible into motor with high power output characteristics;

First phase of the invention - In initial experiments, motor was connected to drive wheel using transmission means like chain drive. However, this experiment felled as drive ratio of transmission had resulted in overdrive leading to higher output speed than input speed and resulting in lower torque and further it w'as not possible to either increase sprocket size to reduce drive ratio or to employ high torque motor which are expensive, and which would increase the cost of conversion. Because of the space constraint in the vehicles of various types, it is essential to employ high pow'er compact motor.

Second option was attaching a motor to the 1C engine. However, it is noted that modification of IC engine is very complex and if not done correctly engine performance may get adversely effected and since IC engine varies with make and model of a vehicle, such modification further adds to complexity.

Third option thought was engine freewheeling where a transmission mechanism is added at the output of the engine while the rest of the vehicle transmission was freewheeling. The ma _j or challenge was to integrate a freewheeling device into engine output shaft due to lack of space and specific arrangement of components. Also, this method could not work for each vehicle type and hence this option is also discarded. After huge experimentation the best method found was using vehicle ^' s internal transmission mechanism for motor connection. For CYT vehicles, motor shaft coupling to Internal CVT system input and for two- wheeler having centrifugal clutch, motor shaft coupling to Centrifugal clutch shaft is found most suitable. In manual clutch two wheeler, motor shaft coupling to modified kick gear assembly shaft is found most suitable. Second phase of the invention - After arriving at suitable locations to connect the motors, second phase comprised of selecting suitable motors. Suitable motor should be a low cost motor with abundant availability and iis production should not be a concern for the environment. Field Control Motor more specifically, with electromagnetic rotor was found to be the best option amongst all. This had provided free wheeling and there was no cogging effect. Manufacturing of electromagnetic motors front alternators while enhancing vehicle performance was a further breakthrough of this invention which resolved all issues related to costing, availability, pollution, and it also eliminates a need of using rare earth permanent magnets

Third phase of the invention - This phase involved fine tuning and redesigning several components to achieve better efficiency. Vehicle testing provided some insightful data to further design and develop very reliable systems for end users. Hits phase also involved JOT to provide better experience to users speed and torque tuning of vehicle by adjusting field power resulted in higher drive efficiency and enhanced top speed

Aspects of the inventions

In the first aspect, the invention provides a kit comprising components that enable conversion of a conventional vehicle to a hybrid vehicle or to an electric vehicle. The conventional vehicle is preferably a fuel vehicle. However, it can be manually driven bicycle also. A conventional vehicle has a one or more propulsion system which can be manual, or fuel powered. Hybrid vehicle has at least two modes of propulsion such as manual and electric or fuel powered and electric or manual and electric and fuel. Such kit comprises i) an electric motor converted from an alternator, /an electric Multiphase field control motor or multiple of such motors or premanufaetured electric multiphase field control motor or multiple of such motors or ii) transmission system and ill) one or more motor fixture components and iv) main battery v) motor controller and optionally monitoring and display unit having separate or integrated display and vi) accessories such as charger, fasteners and wires etc.

When a kit is designed to make a manual, electric and fuel powered vehicle as a hybrid vehicle, kit contains additional IC engine and its associated components which is otherwise absent when conventional (manual bicycle) or conventional fuel vehicle is converted into a hybrid vehicle.

The electric multiphase field control motor employs an electromagnet (field winding) instead of a permanent magnet preferably in the rotor. This electric multiphase field control motor is a low-cost motor preferably prepared from an alternator. The abundant global availability of the alternators makes manufacturing of the electric multiphase field control motor simple easy, economical and it also enables mass production of the motors.

A Kit for bicycle comprises i) electric motor 100 preferably, an electric multiphase field control motor ii) coupler or Transmission medium or transmission system formed by motor drive puiley/sprocket, motor driven pulley/sprocket and belt/ehain; ill) motor fixture bracket; iv) motor fixture screw; v) motor power wires, which is optional and not used if motor controller is integrated with motor vi) optionally bracket screws, vii) optionally a tensioner assembly viii) motor controller, ix) optionally battery x) charger xi) DC -DC Converter; xii) Motor Protection Case xiii) Screws and xiv) a hybrid or an electric accelerator. The battery can be supplied in a kit or it can be sourced from a third party.

These components when installed in a conventional human powered bicycle will convert it to a hybrid bicycle.

In an embodiment, a kit converts conventional two- wheelers such as motorbike / moped or a gearless scooter into a hybrid two-wheeler such as hybrid motorbike or moped or scooter. The kit is almost similar to the one which is used to convert human powered bicycle to hybrid bicycle. The components of the kit are presented in figure I. In an embodiment as provided in figure 1 , the Kit for two-wheeler comprises i) electric motor 100 preferably, an electric multiphase field control motor ii) coupler or Transmission medium or transmission system formed by motor drive pul le /sprocket, motor driven pulley/sprocket and belt/chain; in) motor fixture bracket 101 iv ) motor fixture screw 104, v) motor power wires 108, which is optional and not used if motor controller is integrated with motor vi) bracket screw's 1 11, v ii ) optionally a tensioner assembly 200, viii) motor controller 302 with separate or integrated field controller, lx) optionally main battery 300 x) charger 3 i 0 xi) DC-DC Converter 308; xii) Motor Protection Case 404 (not shown in figure 1 but shown in figure 3) xiii) Screws 405 and xiv) a hybrid or an electric accelerator. The hybrid accelerator 305 prepared by adding one or more sensors or modifying one or more existing sensors or by adding a novel modular accelerator assembly and few additional components.

Additionally, xvii) a pre-manufaetured transmission case 406 (shown in figure 3) is provided or suggested modification instructions are provided to convert existing transmission case into a suitable modified transmission case (shown in figure 3)

In yet another embodiment, kit converts conventional four-wheeler (2 -wheel /4 -wheel drive) such as ears, buses, SUVs into a hybrid four-wheeler. The kit is almost similar to the one which is used to convert conventional two-wheeler into a hybrid two-wheeler with few/ changes. Instead of medium capacity electric motor for hybrid two-wheeler, a high capacity electric motor preferably electric multiphase field control motor is employed or alternatively, multiple medium capacity motors are used.

When a single high capacity motor is directly attached to the gearbox shaft, an additional component such as a coupler is required. When multiple motors are used, Multi Input Single Output (MISO) device as shown in figure 6 or any other suitable mechanism can he employed. Other additional components include additional motor mounting component for additional motors, and one or more differential with differential mounting components. Motor mounting component of a four-wheeler is different from the Motor mounting component of two-wheeler. The other difference is in the transmission case. No pre manufactured transmission ease is provided. Modification of an existing transmission ease as per model of four-wheeler (2- wheel /4-wheel drive) may be required.

A kit to convert conventional vehicle to an electric only vehicle comprises an electric accelerator instead of a hybrid accelerator. All other components are same as that of a kit to convert conventional vehicle to a hybrid vehicle.

Conversion from a conventional vehicle to a hybrid or an electric only vehicle from a bicycle to a four-wheeler additionally employ certain variations

A kit to convert four-wheeler {2-wheel /4-wheel drive) to a hybrid or an electric only four-wheeler may employ multiple multiphase field control motors instead of a single motor. Although high capacity multiphase field control motor such as 12KW also can be used. In an embodiment, 6 motors of 2KW each, are employed in yet another embodiment as shown in figure 6, 3 motors of 4KW each, are employed.

In an experiment, conventional fuel four-wheeler was converted into an electric only vehicle comprising M1SO device fabricated from 6 belt drives. In a test drive of 5 km. the converted car was comfortably driven at the speed of 30 - 120 Kmpli using 6 motors, each of 2KW multiple multiphase field control motors converted from 120 Ampere alternators.

Variations in the kit components 1, Variations doe to motor mounting

Motor mounting is one of the key areas of development. Motor mounting in a bicycle requires a motor mounting bracket. The kit for the bicycle is not provided with a transmission case. The same is the case with a four-wheeler. In a four-wheeler, motor mounting can be done at multiple locations and in multiple ways and accordingly certain accessories are required to bold the motor at desired location. In case of two- wheelers, where a pre-manufactured transmission case is provided, motor fixture point can be present on the transmission case itself which serves as an alternative to motormounting bracket. In a conventional fuel vehicle (two- wheeler) where it is possible to modify the existing transmission case, an opening is made in the transmission case to access clutch shaft, and motor fixture bracket provides the necessary means to attach motor to the two-wheeler body. Alternatively, motor 100 can be directly welded to the vehicle body using appropriate means or by welding, without use of any of the motor mounting provisions described earlier.

2. Variations in drive train components

The drivetrain is comprised of a collection of components in a vehicle that transfer power from propulsion source like the motor to the drive wheels. These components can include the driveshaft, various couplings, the differential, gear, chain, belt drives. Hie transmission system comprising drive train components may vary from a bicycle to a four-wheeler. In a bicycle and CVT transmission, pulley and belt assembly is preferred as it is more economical and less noisy, although sprocket and chain assembly are commonly used. In a two- wheeler, a sprocket and chain assembly are preferred.

In a four-wheeler, M1SO device is preferred. In an embodiment, Multi Input Single Output (MISQ) gearbox is used. MISO (Multi input single output) device is a mechanical device comprising multiple mechanical inputs and single combined output. Through MISO device it is possible to combine rotational power of multiple medium power motors to get a single high-power output for connecting to the drive shaft. Such MISO device can be fabricated by sets of various transmission means such as gears, belt drives, chain drives, various couplings, etc. When multiple motors are used, each motor may have a sensor. Alternatively, motor controller can be used to diagnose motor failure. An advantage of MISO device is that failure of a one or two motors will not make vehicle undrivable if at least minimum required motors for propulsion are operational. Due to failure detection mechanism, it is easy to locate a problem and replace the non-functional motor or parts. Multiphase field control motor provides a wide range of torque and speed configurations and eliminates cogging torque therefore it can be adopted to a wide range of vehicles from bicycle to four wheeler without need of having extremely specific design of transmission drive ratio for each vehicle. Direct coupling of field control motor to vehicle driveshaft is the most prefered way. The required amount of mechanical advantage may be introduced in between. Also the use of one way mechanism, clutch, disengaging mechanism is only done for the purpose of isolating IC engine and not for motor coupling.

In a second aspect the invention provides a process of converting a conventional vehicle into a hybrid or electric vehicle. This process involves several novel process steps. In case of a two-wheeler having centrifugal clutch / CVT, both modification of existing transmission case as well as providing pre-manufaetured transmission case with designed access point are novel features. Pre-manufactured transmission case with motor mounting provision is another novel feature. In case of manual clutch two- wheeler. modification of kick shaft or providing a pre-manufactured kick shaft is a novel feature. The present invention provides multiple ways of powering and propelling the four-wheeler. In ease of a two -wheel drive four-wheeler, it is possible to convert two- wheel drive four-wheeler into a four-wheel drive four-wheeler. Employing multiple motors for powering four-wheeler with the help of MISO device is yet another novel feature. This arrangement is cost effective and works even in case of failure of one or more motors if at least those many motors required to propel the vehicle are functioning. Employing electric multiphase field control motor converted from an alternator to propel vehicle in an electric mode is yet another novel feature of the invention that is employed in all types of vehicles in this invention. Process for converting/nianufael rlng hybrid/eSectrk vehicle is carried out in following steps:

1. Creating access for drive train components / accessing componenis of transmission system for installing drive train components / componenis of transmission system and some of the drivetrain components:

2. Mounting of an electric multiphase field control motor either converted from an alternator or premanufaetured and making essential changes for mounting remaining drive train components; The electric multiphase field control motor can be a single medium capacity motor, a single high capacity motor or multiple medium capacity motors.

3. Installing necessary controlling and monitoring unit optionally having separate or integrated display.

4. Installing main battery and doing necessary wiring to connect various electronic components.

Various embodiments to describe process of converting a conventional vehicle into a hybrid or an electric only vehicle are as provided in table 1 below.

Table 1, One Wheel Drive Vehicle

Manufacturing of Vehicle No, I from table I

Process for converting a bicycle into a hybrid bicycle (Pedal + Electric). 1.Dismantling rear wheel assembly and installing driven pulley/sprocket on rear wheel axle of the bicycle and refitting rear wheel assembly to the bicycle body. Alternatively, adding transmission means like pulley/sprocket externally to the rear wheel axle is also possible which does not require dismantling rear wheel assembly. An alternative approach involves use of mid drive mounted field control motor wherein an additional ratcheting Pedal having at least two sprocket is installed (or such existing pedal is used), one sprocket adopts chain to power rear wheel via pedal, whereas other sprocket is connected via chain to motor for electric propulsion.

2. Fixing an electric multiphase field control motor to either the bicycle body with the help of motor fixture or alternatively motor can be directly welded to the vehicle body using appropriate means;

3. Installing drive pul ley /sprocket to motor shaft and install the connecting belt over driven and drive pulley grooves/secure the chain over drive shaft sprocket teeth and driven shaft sprocket teeth to enable transmission of power from motor to the rear wheel of bicycle or alternatively by directly coupling the motor shaft to the bicycle wheel using any of the mechanical couplings;

4. Connecting the tensioner assembly and ad _j usting the tension in the transmission system;

5. Replacing one handle grip of bicycle with an electric acceleration handle or connecting acceleration sensor to appropriate location on the handlebar of the bicycle as per convenience;

6. Connecting the electric multiphase field control motor to the main battery through motor controller which is connected to DCU, VCU and accelerator.

7. Doing other necessary wiring connections as per requirement to power vehicle accessories such as horn or lights etc.

In an embodiment motor integrated with rear wheel / multiphase field control hub motor can be used.

Manufacturing of Vehicle No, II from table 1

Process for converting conventional bicycle into an electric only vehicle. The process is like the process of converting into a hybrid vehicle described earlier under Vehicle No. I from table 1. The only difference between the two processes is removal of all unnecessary components of manual pedal and its propulsion system as a step before conversion. This involves removing components such as pedals and optionally its drivetrain to reduce the weight of the vehicle.

Process for converting conventional Vehicle into an Electric only vehicle.

Converting Conventional human powered bicycle to an electric only bicycle.

1. Making bicycle pedal idle by dropping out the connection between driven wheel/rear wheel and pedal shaft. The pedal can be used as a footrest and adding transmission means such as new pulley/sprocket to the rear wheel/driven shaft. Alternatively, an existing pulley/sprocket can be used;

In an embodiment the pedal can be removed and replaced with prefabricated foot rest.

2. Repeating steps 2-7 of the process as described for conversion of bicycle into hybrid vehicle i.e. vehicle no I from table 1.

Manufacturing of Vehicle No. Ill from first type iron? table 1

Process for converting a Manuai(bieyde) into a hybrid two-wheeier (having additional Electric -r IC engine propulsion)

1. First step is adding 1C engine along with its necessary components to the vehicle for establishing fixture of 1C engine propulsion system. This can be done by adding supporting members to IC engine and its associated components;

2. Second step is modifying drivetrain of vehicle, so that all three propulsion systems can drive the vehicle drivesliaft for drive wheel connection. This step can be executed by installing a clutch / releasable transmission device between the electric motor and 1C engine. Pedal propulsion remains unmodified. The output shaft of clutch device is connected to the driveshaft of vehicle so that power from electric motor to drivesliaft, 1C engine to driveshaft and pedal propulsion to driveshaft can be transmitted. This can be done by placrag/mounring driven pulley 106 /sprocket /gear on the driveshaft of vehicle and the clutch device output shaft at its appropriate location or direct coupling motor 100 and IC engine propulsion through use of clutch device output shaft coupled the to driveshaft of vehicle;

3. Mounting electric multiphase field control motor 100 to the vehicle body by using appropriate mounting (fixture) from transmission case variations or alternatively motor 100 can he directly welded to the vehicle body using appropriate means;

4. Inserting necessary transmission means (such as bell or chain) between drive pulley 105 / sprocket and the driven pulley 106/sprocket to enable the supply of motor power to driven member clutch housing 107. or by direct coupling motor 100 to driven member (clutch housing) 107;

5. Adjustment of tensioner assembly 200 for setting appropriate belt / chain tension if belt/ chain drive is used;

6. Installing motor protection case 404 to the vehicle which covers motor and other rotating parts so that motor will not come in direct contact with water or other contaminants:

7. Making necessary electrical connections which may include

^Installing motor controller and either a hybrid accelerator or an accelerator sensor device at appropriate location and further optionally installing either a Display Control Unit (hereinafter DCU) or a / Vehicle control unit (hereinafter VCU) "or both;

ii) Connecting the electric motor 100 to the main battery 300 through motor controller 302 and DCU 309 and VCU 301 afterwards if installed. This step is followed by doing other necessary wiring for other components such as headlight and brake connections and optionally any other electric connection if required.

Manufacturing of Vehicle No, III from second type from table 1

Process for converting a Moped vehicle (IC engine -rpedal propulsion vehicle) Into a hybrid two-wheeler (having additional Electric propulsion) 1. First step is modifying drivetrain of vehicle which involves removal of drive wheel, to enable, all three propulsion systems to drive the vehicle driveshaft for vehicle propulsion. This is done by coupling electric motor shaft to driveshaft, by placing/iuounting driven pulley 106 /sprocket /gear on the driveshaft of vehicle and on to the motor 100 and coupling both using appropriate transmission means at its appropriate location. Alternatively, the motor is directly coupled to driveshaft which is followed by refitting the drive w'heel. Yet alternatively, this step can be executed by installing a cluteh/releasable transmission device between electric motor and IC engine output shaft. Pedal propulsion remains unmodified;

2. Installing electric multiphase field control motor 100 to the vehicle body by using appropriate mounting (fixture) from transmission case variations or alternatively motor 100 can be directly welded to the vehicle body using appropriate means;

3. Repeating steps 4 -7 of the process as described for process for converting a rnanual(bicycle) into a hybrid two-wheeler (having additional Electrics- 1C engine propulsion) (Vehicle No. Ill first type from table 1 ).

Manufacturing of Vehicle No. Ill from third type from table 1

Process for converting an IC engine vehicle into a hybrid two-wheeler (having additional Electric + Pedal propulsion)

1. First step is adding Pedal propulsion along with its necessary components to the vehicle to the vehicle for establishing a working pedal propulsion system. This can be done by adding supporting members for pedal and its assembly and its drivetrain:

2. Second step is modifying drivetrain of vehicle may involve removal of drive wheel, so that ail three propulsion systems can drive the vehicle driveshaft for drive wheel connection and power from electric motor to driveshaft ,IC engine to driveshaft and pedal propulsion to driveshaft can be enabled for transmission or alternatively this step can be executed by installing an one way transmission device between drive wheel and pedal propulsion; 3. Placing/mouniing driven pulley 106 /sprocket /gear on the driveshaft of vehicle and on to the Electric -i- Pedal propulsion via using separate transmission means at its appropriate location or alternatively this step can be executed by installing an one way transmission device between drive wheel and pedal propulsion, so that both pedal and motor can propel the vehicle and IC engine propulsion works normally;

4. Installing electric multiphase field control motor 100 to the vehicle body by using appropriate mounting (fixture) from transmission case variations or alternatively motor 100 can be directly welded to the vehicle body using appropriate means;

5. Repeating processes of steps 4 - 7 as stated under process for converting a Manual(bieycle) into a hybrid two-wheeler (having additional Electric + IC engine propulsion) (Vehicle No. ID first type from table 1 ).

Manufacturing of Vehicle No. IV from table 1

Process for converting a conventional fuel Two- wheeler into a hybrid t o- wheeler (having centrifugal clutch / CVT arrangement)

1. In a first step, transmission ease is modified, or it is simply removed and replaced by a new premanufactured transmission case provided in a kit. When the existing transmission case is modified, it is modified mainly to create access point for drive wheel shaft / clutch shaft. Figure 3 provides unmodified (400), modified (102) and premanufactured (406) transmission cases. Access point in modified transmission case is created by drilling the top cover (402) of the clutch cover/transmission case 400. Alternatively, it is possible to directly create access point by drilling without removing the transmission ease. In yet another alternative, a pre-manufactured transmission ease with the access point is provided along with the kit. User can opt for a kit with or without premanufactured transmission case;

Preferably, when access point is created it is advisable to follow the instructions provided in the user manual/instructional video provided with the kit. 2. Second step is placing/mounting driven pulley 106 /sprocket/gear on the clutch shaft / drive wheel shaft / input member shaft and refitting transmission case;

3. Third step is installation of motor mounting (fixture) bracket 101. This step can be eliminated if premanufactured case 406 having motor mounting provision is used. Alternatively, a hole can be made in the clutch cover/transmission case 400 or modified transmission case (102) to fit motor fixture screw 104 and to avoid use of the motor fixture bracket 101. In yet another alternative, one can simply fix the motor 100 to vehicle body by welding it to a desired location:

4. Configuring / Attaching / Mounting motor 100 to the motor mounting(fixture) bracket 101 or any one of the transmission case, motor mounting is carried out attaching/securing motor with fasteners to the vehicle;

5. Inserting necessary transmission means (such as belt or chain) between drive pulley 105 / sprocket and the driven pulley 106/sprocket to enable the supply of motor power to driven member clutch housing 107. or by direct coupling motor 100 to driven member (clutch housing) 107;

6. Adjusting tensioner assembly 200 for setting appropriate belt / chain tension if belt'' chain drive is used;

7. Installing motor protection case 404 to the vehicle which covers motor and other rotating parts so that motor will not come in direct contact with water or other contaminants:

8. Making necessary electrical connections which may include

i) Installing motor controller and either a hybrid accelerator or an accelerator sensor device at appropriate location and further optionally installing either a Display Control Unit (hereinafter DCU) or a / Vehicle control unit (hereinafter VCU) "or both;

ii) Connecting the electric motor 100 to the main battery 300 through motor controller 302 and DCU 309 and VCU 301 afterwards. This step is followed by doing other necessary wiring for other components such as headlight and brake connections and optionally any other electric connection if required. Manufacturing of Vehicle No. V from table 1

Process for converting conventional two~whe er (moped / CVT / motorbike) into an electric only vehicle,

The process is similar to the process of converting into hybrid vehicle described earlier under process for convening a conventional fuel Two-wheeler into a hybrid two-wheeler (having centrifugal clutch / CVT Arrangement) (Vehicle No. IV from table 1 ). The only difference between the two processes is removal of all unnecessary components of I€ engine and its propulsion system as a step before conversion. This involves removing components such as engine block, piston, cylinder, connecting rod, camshaft, valves, clutch, carburettor, fuel tank etc. to reduce the weight of the vehicle. Another change is replacing I€ engine with electric Motor and coupling it with described input shaft of CVT' Input pulley.

Manufacturing of Vehicle No. VI from table 1

Process for converting a conventional fuel motor bike / (manual dutch type) into a hybrid two-wheeler (motor hike / manual clutch type)

1. First step is accessing vehicle clutch cover for removing kick gear shaft 500 (gearbox input shaft);

2. Second step is modifying kick gear shaft assembly to enable it to rotate through full 360 degrees. Figure 5 provides original and modified kick gear shaft. Modification involves removal of lock- nut/stopper 502, and removal of return spring 503 attached to this shaft. Further step involves direct coupling or welding (coupling / mounting etc.) of the gear 501 to the kick gear shaft 500 which also enables regenerative braking. Alternatively, a pre -manufactured kick gear shaft assembly 504 can be directly used. Modified / Premanufactured kick gear shaft assembly 504 allows gear 501 to rotate through full 360 degrees of rotation which provides direct drive ability along with regenerative braking functionality through motor 100; 3. Placing/mounting driven pulley 106 /sprocket /gear on the Modified / Premanufaecured kick gear shaft assembly 504 and installing Modified / Premanufactured kick shaft assembly 504 at its appropriate location or direct coupling motor 100 shaft to Modified / Premanufactured kick gear shaft assembly 504;

4. Installing electric multiphase field control motor 100 to die vehicle body by using appropriate mounting {fixture) from transmission case variations shown in figure 3 or alternatively motor 100 can be directly welded to the vehicle body using appropriate means followed by installing clutch control actuator near any apparatus of clutch such as clutch lever, clutch wire or clutch housing;

5. Repeating processes of steps 5 - 8 as stated under process of converting 2-wheeler (having centrifugal clutch/C VT) into hybrid vehicle.

Manufacturing of Vehicle No. VII from table 1

Process for converting conventional two-wheeler (manna! clutch type) into a hybrid vehicle.

The process is similar to the process of converting into a hybrid vehicle described earlier under process for converting a conventional fuel motor bike (manual clutch type,) into a hybrid two-wheeler (motor bike/manual clutch type) (Vehicle No. VI from table 1). The only change is in motor shaft coupling location which is changed to IC engine output shaft.

Manufacturing of Vehicle No. VIII, IX and X from table 1

Process for converting conventional two-wheeler (manual clutch type) into an electric only vehicle.

The process is similar to the process of converting into a hybrid vehicle described earlier for Vehicle No. I V from table 1. The only difference between the two processes is removal of all unnecessary components of IC engine and its propulsion system as a step before conversion. This involves removing components such as engine block. piston, cylinder connecting rod, camshaft, valves clutch, carburettor, fuel tank etc. to reduce the weight of the vehicle. Another change is replacing 1C engine with electric Motor and coupling it with described input shaft as described according to variation of each embodiment shown in Vehicle Nos. VIII, IX and X from Table 1 .

Various embodiments to describe process of converting a conventional two-w'heel drive four-wheeler vehicle into a hybrid or an electric onl vehicle are as provided In table 2 below. Conventional 2 wheel drive four-wheeler includes both front wheel and rear wheel drive vehicles.

Manufacturing of Vehicle No. XI from table 1

Process for converting a conventional fuel Two- wheeler into a hybrid two- wheeler (having centrifugal clutch / CVT arrangement)

i. In a first step, transmission case is modified, or it is simply removed and replaced by a new premanufactured transmission case provided in a kit. When the existing transmission case is modified, it is modified mainly to create access point for drive wheel shaft / CVT Pulley Input shaft. Figure 3 provides unmodified (400), modified (102) and premanufactured (406) transmission cases. Access point in modified transmission case is created by drilling the top cover (402) of the Clutch cover/ CVT cover /transmission case 400. Hole to the transmission case needs to be on the CVT Input pulley side to access the drivetrain.

In yet another alternative, a pre- manufactured transmission case with the access point is provided along with the kit. User can opt for a kit with or without premanufactured transmission ease;

Preferably, when access point is created, it is advisable to follow the instructions provided in the user manual/instmctional video provided with the kit.

2 Seeond step involves coupling of CVT input pulley shaft to motor, this step requires specially designed CVT input pulley having ratcheting (one way coupling) on its inner periphery whereas outer circumference has means for coupling of electric motor drive shaft, th s arrangement allows both powertrains to work together or separately without any adverse effect, for installation of motor and access of drive shaft,

3. Third step is the installation of motor mounting (fixture) bracket 101. This step can be eliminated if premanufactured case 406 having motor mounting provision is used. Alternatively, a hole can be made in the clutch cover/transmission ease 400 or modified transmission case (102) to fit motor fixture screw 104 and to avoid use of the motor fixture bracket 101. In yet another alternative, one can simply fix the motor 100 to the vehicle body by welding it to a desired location or nut boh fitting;and refitting the transmi ssion case

4. Configuring / Attaching / Mounting motor 100 to the motor mounting(fixture) bracket 101 or any one of the transmission case, motor mounting is carried out attaching/securing motor with fasteners to the vehicle;

5. Inserting necessary transmission means (such as belt or chain) between drive pulley 105 / sprocket and the driven pulley 106/sprocket to enable the supply of motor power to driven member CVT Input pulley or by direct coupling motor KM) to driven member (CVT Input pulley )932 through motor shaft coupling 934

6. Adjusting tensioner assembly 200 for setting appropriate belt / chain tension if belt/ chain drive is used;

7. Installing motor protection case 404 to the vehicle which covers motor and other rotating parts so that motor will not come in direct contact with water or other contaminants:

8. Making necessary electrical connections which may include

11 Installing motor controller and either a hybrid accelerator or an accelerator sensor device at appropriate location and further optionally installing cither a Display Control Unit (hereinafter DCU) or a / Vehicle control unit (hereinafter VCU) ^' or both;

ii) Connecting the electric motor 100 to the main battery 300 through motor controller 302 and DCU 309 and VCU 301 afterwards. This step is followed by doing other necessary wiring for other components such as headlight and brake connections and optionally any other electric connection if required.

Modified Input CVT Starter Gear Drive pulley 932

CVT Variator Drive Pulley is an unmodified CVT pulley and can be used only for 1C engine vehicles. Alternatively, type XI hybrid vehicle from table 1 can be manufactured using a modified Input CVT Starter Gear Drive pulley 932, hereinafter a modified CVT pulley, to suit both IC engine and electric propulsion.

As provided in figure 9, CVT' pulley is modified. In this modification, instead of a direct coupling between CVT pulley with the crankshaft of IC engine, a one-way mechanism ( 935) ia added between modified CVT pulley (932) and IC engine crankshaft (925). This enables isolation of power and pulley can be rotated by motor shaft coupling 934 freely without load on IC engine crankshaft. Thus, power flow' from the electric motor is prevented from going back to the engine crankshaft.

The unmodified CVTpulley is converted into the modified CVT pulley by adding at its center the one way mechanism (935). The outer surface of the modified pulley (932) is connected with motor shaft coupling (934). The one way mechanism can be a clutch, a sprag clutch, a freewheel, a releasable transmission etc.

Thus modified CVT pulley can be either provided or unmodified CVT pulley can be converted into the modified CVT pulley. The modified CVT system with modified CVT pulley has following components:

a) CVT ^' Transmission Belt 921

b) Drive CVT Variator Pulley Unmodified 922

c) Centrifugal dutch housing 923

d) Centrifugal clutch or wheel gearbox driveshafi 924

e) IC Engine Crankshaft 925 f) Drive Variator Pulley (Half side) 930

g) Variator Sliding Sleeve 931

h) Modified Input CVT Starter Gear Drive pulley 932

i) CVT Fan 933

j) Motor shaft coupling 934

k) One Way Mechanism like clutch, freewheel, sprag clutch, releasable transmission etc. 935.

Figure 9 provides an exploded view of modified CVT drive pulley having components 930 - 935. Hie figure also provides unmodified CVT system 920 and unmodified CVT drive pulley 922.

Working of modified CVT pulley in Hybrid vehicle

IC engine mode - In this mode power from engine crankshaft is transferred to the one way mechanism then to CVT input pulley then to CVT output pulley and from there to centrifugal clutch and to wheel gearbox and finally to drive wheel.

Electric mode - In an electric mode power from the motor shaft is transferred to the motor shaft coupler attached to CVT input pulley then to CVT’ output pulley then to centrifugal clutch and then to wheel gearbox and finally to drive wheel. In this mode power flow of electric motor to IC engine crankshaft is not transmitted due to one way mechanism of CVT input pulley (935).

Motor shaft coupler 934 is connected either concentrically using a direct coupler or parallel to the driveshaft by using matching pinion gear coupling meshing with teeths of Modified Input CVT Starter Gear Drive pulley 932.

In the hybrid mode, both powertrains described above work simultaneou ly.

Conversion from IC engine vehicle to a hybrid vehicle

i opening transmission case to access CVT drive pulley for replacement or modification; 2. either replacing existing CVT pulley with a modified CVT pulley or modifying existing CVT pulley by adding one way rotation mechanism 935 at its center;

3. adding Motor shaft coupling 934 to outer surface of the pulley to provide a detachable motor coupling provision;

4. refitting the modified pulley back to its position;

5. fitting motor shaft coupling to the refitted modified CVT Input pulley or newly replaced pulley;

6. refitting of transmission case and coupling of motor shaft to motor shaft coupling 934 and if required to the motor protection case;

7. executing wiring connections and making other electrical installations.

Table 2. Two Wheel Drive Vehicle

Manufacturing of Vehicles from table 2

Vehicle Nos I-V are hybrid four-wheeler having more than one means of propulsion; Vehicle Nos. VI- IX are electric only vehicles.

Process for converting / manufacturing hybrid / electric vehicle is carried ont in following steps:

1. The first step of the process comprises motor mounting at appropriate location. A single high capacity Motor or multiple medium capacity motors along with MISO device is attached to vehicle body at an appropriate location by using fixture bracket or any other mounting means;

2. Second step comprises installing of drive train components to enable supply of motor power to a driven element. The driven element can be differential input shaft or gearbox input shaft or wheel i self;

3. Third step is making necessary electric changes to effect conversion.

Table 2 provides a detailed summary of conventional IC engine four-wheeler which is converted into either a hybrid vehicle or an electric only vehicle employing different driven elements coupled to motor shaft. It is understood that neither the driven element nor the modification is limiting to the scope of the invention. A four-wheeler may have a different structural arrangements of components, however, the table provides the insights into modification which can be adopted as it is or along with some oilier modification for the conversion.

Manufacturing of Vehicle No. I from table 2

Process of Converting conventional two-wheel drive four-wheder into a hybrid vehicle having externally added rear wheel drive in an electric mode by adding rear differential is as follows:

1. Attaching Single high capacity Motor or multiple medium capacity motors along with MISO device to vehicle body by using fixture bracket or other mounting means at a required location and taking out motor wires for further connections;

2. Making arrangement for transmitting the motor power to rear wheel by adding differential externally (rear differential). This differential assembly is fitted to the vehicle body using appropriate mounting medium or by directly welding it;

3. Installing drive train components like belt and pulley/sprocket and chain/gear trains to transmit power from motors to the rear wheel differential. For a motor either single high-power for example of 12 KW motor or multiple medium capacity motors for example six units of 2KW motors with MISO device is attached to rear differential input. The 1C engine powertrain connected to front wheels is unmodified and works as normal;

4. Making electric changes or vehicle wiring changes which include following.

Electrical changes for Power steering and Power brake the existing vacuum pump and brake booster of 1C engine vehicle should be modified in such a way that they work in both electric and fuel mode. This can be achieved either by replacing the mechanical pump by electric pump which can be powered by 12V battery 307, or by linking existing mechanical accessories (pumps, brake booster etc.) with motor shaft by physical linkage. Further, other necessary common wiring changes mentioned in the document are carried out.

In Case of vehicle where differential already exists, the same process as described above is used but with appropriate changes for converting conventional rear wheel drive four-wheeler into a hybrid vehicle.

Manufacturing of Vehicle No. II from table 2

Process for converting conventional rear wheel drive four-wheeler into a hybrid vehicle having externally added front wheel drive in an electric us ode by adding front differential.

The process is same as process described under manufacturing of vehicle no. i from Table 2. The only changes include changes in locations of differential and 1C engine.

Manufacturing of Vehicle No. ill from table 2

Process for converting conventional front wheel drive four-wheeler into a hybrid vehicle having rear wheel drive in an electric mode with separate electric wheel propulsion without use of rear differential

1. Placing motors at appropriate location by using fixture bracket or other mounting means and talcing out motor wires for further connections;

2. Powering two rear wheels separately by one or more electrical motors in which either the same motor is attached to two rear wheels or two separate motors are attached to each rear wheel by using drive train;

3. Making electric changes or vehicle wiring changes as provided under manufacturing of Vehicle No. I from table 2

Manufacturing of Vehicle No. IV from table 2 Process for converting conventional rear wheel drive four-wheeler into a hybrid vehicle having front wheel drive in an electric mode with separate electric wheel propulsion without use of rear differential

The process is same as process described above in manufacturing of vehicle no. 1P from table 2 with changes in location of separate electric wheel of propulsion and IC engine.

Manufacturing of Vehicle No. V from table 2

(External IC front engine -t Front Electric Motor) to front gearbox,

Process for converting conventional front wheel drive four-wheeler into a two- wheel drive hvbrid vehicle having externa! tv added clutch to integrate both electric and IC engine propulsion in same front wheels.

The conversion process described above under manufacturing of Vehicle No. II from table 2 can be followed. However for the purpose of integrating propulsion power of both sources into from wheels, a releasable transmission device is fitted between IC Engine Output and Motor output.

Manufacturing of Vehicle No. VI to IX from table 2

Process for conversion of two-wheel drive vehicle to an electric only vehicle,

The process is similar to Manufacturing of Vehicle No, I from table 2 with minor changes as follows:

1. first It i s necessary to remove al \ the unnecessary part of IC engine propiil sion system such as 1C engine block, piston cylinder arrangement, valves and its timing mechanism, inlet and exhaust ports, fuel injection system along with fuel tank etc. to reduce the weight of the vehicle and to make space for attaching components of Electrical propulsion system:

2. Another change includes Motor shaft eouphng to the particular location as described under vehicles numbers VI to IX from table 2; 3. Further, different variations like MISO or single high-power motor can be selected as per requirement.

Manufacturing of Vehicle No. X from table 2

Process for converting conventional rear wheel drive four-wheeler into a two- wheel drive hvhrid vehicle having externallv added dutch to integrate both electric and f€ engine propulsion m same front wheels

The same conversion process as described under manufacturing of Vehicle No. 1 from Table 2 is followed, however for the purpose of integrating propulsion power of both sources into rear wheels, a releasable transmission device is fitted between IC Engine Output and Motor output.

Various embodiments to describe process of converting a conventional four-wheel drive four-wheeler vehicle into a hybrid or an electric only vehicle are as provided in table 3 below.

Table 3. Four Wheel Drive Vehicles

Manufacturing of Vehicles from table 3

Vehicle Nos. I-IV are hybrid four-wheeler having more than one means of propulsion; Vehicle Nos. V- IX are electric only vehicles.

Manufacturing of Vehicle No. I from table 3

Process of Converting conventional four-wheel drive four-wheeler into a hybrid vehicle having rear wheel drive In an electric mode by adding electric propulsion to rear differential

Tire process is similar to manufacturing of Vehicle No. I from table 2.

The only difference between the two processes is that the differential is already present, and the existing IC engine is also used for four-wheel drive propulsion, through use of clutch or releasable transmission device installed between motor shaft and IC engine shaft.

Manufacturing of Vehicle No. II from table 3 Process of converting conventional four-wheel drive four-wheeler into a hybrid vehicle having front wheel drive in an electric Mode by adding electric propulsion to front differential

The process is similar to manufacturing of Vehicle No. II from table 2. The only difference between the two processes is that the differential is already present, and the existing 1C engine is also used for four-wheel drive propulsion, through use of clutch or releasable transmission device installed between motor shaft and 1C engine shaft.

Manufacturing of Vehicle No. Ill front table 3

Process for converting a conventional four-wheel drive four-wheeler into a hybrid vehicle having rear wheels drive in an electric mode hy separate drive trains and IC engine powers front wheels by differential,

The process is similar to manufacturing of vehicle no. IV from table 3 with some changes in location of component installation as follows. Since rear differential is already existing, it is removed, and motor power is transmitted to rear wheel by installing separate drive train for each wheel. Either one single motor or two separate motors may power the wheel.

Manufacturing of Vehicle No. Ill from table 3

Process for converting conventional four-wheel drive four-wheeler into a hybrid vebie!e having rear wheels drive hi an electric mode fey separate drivetrains and IC engine powers front wheels by differential

The process of conversion is as follows:

1. Placing one or two motors at appropriate location by using fixture bracket or any other mounting means and taking out motor wires for further connections;

2. Powering rear wheels by attaching separate drive train from single or two motors;

3. Making common electric changes or vehicle wiring changes. Manufacturing of Vehicle No, IV from table 3

Process for converting conventional front wheel drive four-wheeler into a hybrid vehicle having front wheels drive in an electric mode by separate drivetrains and IC engine powers rear wheels by differential.

The process is similar to manufacturing of Vehicle No. Ill from table 3 with some changes in location of component installation. Since front differential is already exists, it is removed, and motor power is transmitted to front wheel by installing separate drive train for each wheel. Either one single motor or two separate motors may power each wheel.

Manufacturing of Vehicle No. V from table 3

Process of converting conventional 4-wheei drive four-wheeier into Electric only four-wheeler having Front Gearbox + Rear Wheels separate Drivetrain driven in electric mode.

The process of conversion is as follows:

1. Placing motors at appropriate location by using fixture bracket or any other mounting means and talcing out motor wires for further connections;

2. Powering two front wheels by supplying power from the motor to gearbox input shaft by using drive train;

3. Making common electric changes or vehicle wiring changes.

Manufacturing of Vehicle No, VI IX from table 3

Process of converting conventional 2-wheel drive or 4-wheei drive four-wheeler into Electric only four-wheeler.

The process is similar to the process of converting into a hybrid vehicle described earlier in manufacturing of vehicles no. I V from table 3. The only difference between the two processes is removal of all unnecessary components of IC engine and its propulsion system as a step before conversion. This involves removing components such as piston cylinder arrangement. valves and its timing mechanism, inlet and exhaust ports, fuel injection system along with fuel tank etc. to reduce the weight of the vehicle / to make space to attach components of Electrical propulsion system. Another change is Motor shaft coupling to the particular location or multiple combination of motor shaft couplings are described in table 3 for each of the embodiments VI to IX.

Common Electric changes or vehicle wiring changes for conversion into a hvbrid vehicle or electric only vehicle.

a.) Connecting Headlight in electric mode - Headlights of the vehicle should be operable in an electric mode in addition to fuel mode and hence the process involves configuring wiring to make headlights operable in electric mode of vehicle;

b.) Integration of brakes signals with electrical system - The process involves integrating brake input (304) with motor controller 302. When vehicle is run in an electric or fuel mode and when brakes are pressed. It activates regenerative braking system. The same system is used for backlight;

c.) Charging / Powering 12V batter - 12 V battery powers electrical accessories like headlight, backlight, door lock, alarm system etc. In an electric mode, when internal combustion engine is off or not available, charging of 12V battery 307 is through a DC- DC converter 308. This DC-DC converter takes high voltage DC input from main battery 300 via relay circuit of VCU 301 to charge 12V Battery 307;

d.) Installation of motor controller 302- Suitable motor controller for selected motor type is connected to motor power wires and to the VCU 301. Motor controller 302 is placed suitably to avoid any direct contact with water. It is possible to integrate motor controller with the motor:

e.) Installation of intermediate high-power switching device - An intermediate high- power switching device such as relay circuit is installed between Main battery 300 And VCU 301 and thereby between main battery 300 and motor controller 302. Alternately, tills high-power switching device is integrated in VCU 301. This switching device is either mechanical relay or may be a soft switch implemented by use of a semiconductor device. Its suitable placement is done to prevent direct contact of water or this device can be incorporated inside motor controller 302;

f.) Installation of vehicle control unit 301 and display control unit 309 - Vehicle control unit 301 is a hardware device responsible for power management and control of vehicle functions. Display control unit 309 is a display device providing a graphical user interface for display of important information. Both Vehicle control unit and display control unit are separate, or they can be integrated into one device. In some embodiments VCU 301 may include subsystems like measurement circuit, processing circuit, relay circuit, wireless/wired data I/O circuit, display and DC-DC convertor 308 etc. ;

g) Electrical changes for Power steering and Power brake - For Hybrid vehicle the existing vacuum pump and brake booster of 1C engine vehicle is required to be modified in such a way that it can work in both electric and fuel mode. Tills can be achieved either by replacing the mechanical pump by electric pump which can be powered by 12V battery 307, or by linking these existing mechanical accessories (pumps, brake booster etc.) with motor shaft by physical linkage;

h.) Main high voltage battery 300 is installed safely inside the vehicle such as in carriage space or under seat storage where battery is not exposed directly to moisture, water or other environmental elements;

i.) Modification or replacement of throttle / accelerator - Mechanical throttle /accelerator is either replaced or modified to suit operation of Hybrid vehicle. Mechanical throttle / accelerator is replaced by a hybrid mechanical plus electric signal type of throttle. Alternatively, in modification, an electric sensor like lineal magnetic hail effect switch or potentiometer is installed onto the throttle cable to sense acceleration input provided by user. Yet alternatively, a modular accelerator as shown in figure 7 is manufactured and installed on the mechanical accelerator to make it a hybrid accelerator.

In a third aspect, the Invention provides a hybrid vehicle and electric only vehicle. Both hybrid and electric only vehicles are either factory made pre-marmfactured vehicles or converted from the conventional vehicles. Ah vehicles according to the present Invention employ an electric multiphase field control motor with a freewheeling facility. In the freewheeling facility, drag/cogging effect produced by the motor is eliminated without physically disengaging the motor from the driven wheel thereby making gear shift possible without using clutch or releasable transmission device.

Since mechanism to disengage motor and driven element does not exist, power losses which otherwise occur in engaging and disengaging drive and driven element are eliminated. Another advantage with the electric multiphase field control motor is employing of an electromagnet instead of a permanent magnet. When the vehicle Is ran in either fuel or electric mode, no cogging effect / drag is produced while field pow er is deactivated, while this drag is usually observed if a permanent magnet motor is used. This electric multiphase field control motor is a low-cost motor preferably prepared from an alternator. The abundant global availability of the alternators makes manufacturing of the electric multiphase field control motor is simple and easy and it also enables large scale manufacturing of the motors. Thus, this hybrid vehicle has multiple advantages such as better fuel efficiency and control over motor driving characteristics high durability of the electric multiphase field control motor, low-cost manufacturing and low maintenance cost of the vehicle.

The conventional vehicles with one or more means of propulsion is converted into hybrid or electric vehicles by using a kit specifically designed to provide necessary components for such conversion. Such conversion is simple, economical, quicker and it can be earned out with or without a garage. This aspect also provides a pre manufactured hybrid vehicle (factory made Hybrid Vehicle) or premanufactured electric vehicle (factory made Vehicle) wherein, instead of a user, manufacturer can make use of kits specifically designed for the conversion. Alternatively, manufacturer can make use of same components as those provided in kits to make such conversion.

Tire hybrid and electric vehicles manufactured according to this invention may incorporate several variations based on motor fixture, drivetrain components, number of motors (single or multiple: and if multiple, type of Miso device) and component to which motor shaft is coupled.

In an embodiment of a two-wheeler, the motor fixture assembly has been used. Transmission case has been modified by drilling a hole to access drive train components.

In yet another embodiment of a two-wheeler, a premanufactured transmission case having in built motor fixture provision has been used.

In one more embodiment of a two-wheeler, a hybrid two-wheeler is manufactured wherein kick gear assembly Is modified and motor Is coupled to such modified kick gear shaft.

In an embodiment of a hybrid four-wheel drive four-wheeler converted from a front wheel drive, a rear differential input shaft is added and coupled with a motor to make it a four-wheel drive hybrid vehicle.

Yet another embodiment represents an electric only four-wheeler. It employs multiple motors for powering and a corresponding MISO device. Multiple motors through a MISO device attach to gearbox input shaft. Miso device may have multiple set of drivetrain configured from pulleys or sprockets or gears.

Important variations

Some of the variation present in the vehicles of the present invention are as follows: i) Variations due to Motor fixture methods 1. Fixture bracket + existing modified transmission case

2. Motor fixture transmission case

3. Fixture bracket + pretnanufactured transmission case

4. Direct fixing motor on to the particular component of vehicle body without need of any mentioned above motor fixture means.

ii) Variations due to transmission devices for mechanical motion coupling

1. Chain drive

2. Belt drive

3. Gear drive

4. CV {Constant Velocity) joint

5. Direct coupling

6. Oldham coupling

7. Schmidt coupling

8. Differential Dr ve

9. Flexible coupling ill) V aviations due to arrangement of motors/ motor

1. Single high-power motor

2. Multiple medium power motors with a Miso device

3. Single medium power motor

It should be noted that using any of the combinations of above mechanical motion coupling with multiple motors can be used to fabricate MISO device. iv) V ariations due to input drive shaft for motor shaft coupling to vehicle drivetraln Following are the different locations for coupling of motor shaft in the conversion processes.

CVT clutch output member connected to internal gear train of vehicle 2. CVT system input member he input pulley of CVT

3. Modified or preman ufaetured kick gear assembly

4. Existing or externally added front or rear vehicle differential

5. Either front or rear or both pairs of wheels Separately driven or a driven wheel

6. 1C engine output shaft

7. Existing or externally added vehicle differential -i- Gear + MISO Device

8. Existing or externally added vehicle Gear + MISO Device

9. adding external drivetrain to mechanically couple drive wheel shaft connection ii) transmission device variation along with iv) Variations due to input drive shaft for motor shaft coupling forms a new vehicle conversion method.

In a fourth aspect, the invention provides operation of a hybrid vehicle and electric vehicle according to the present invention in various modes.

Operation in hyferid/electric mode:

When a vehicle is run in an electric mode, electric circuit as provided in figure 4 is operational. Figure 4 provides block diagram enumerating various components of the electric system and interconneetivity / connection between various components. Vehicle control unit is the central intelligence of the electric system and it is one of the most important part. Vehicle control unit is in communication with and has control on a) main battery 300;

b) DC -DC Converter 308;

c) Main power switch 306;

d) Motor controller 302:

e) Display and control unit 309;

f) Charger 310. And many such components of vehicle electric system.

In a hybrid vehicle, when user inserts key into main power switch 306, VCU 301 is activated. Upon activation, it first cheeks main battery 300 status (state of charge SOC), If battery status is acceptable which can be seen i display and control unit, user can select Electric Vehicle (EV) mode. Else, user can select other available mode. Alternatively, display unit may prompt user to select other mode in case the selected mode is not available.

In an electric vehicle, user must charge the battery if status of charge Is below acceptable limit.

If battery charge is within defined range and if user select EV mode from DCU 309, Vehicle control unit derives power from the main battery 300 and supplies it to motor controller 302. Motor controller becomes active and by use of an accelerator, the motor controller 302 can provide proportional power to motor 100. and thereby, rotational power to drive wheel. This transmission happens through transmission medium such as drive pulley 105, driven pulley 106 and belt 1 10 connecting the two or any other suitable mechanical transmission mechanism.

Operation in IC engine mode / Fuel rn ode:

User can directly select the fuel mode from DCU 309 whenever user desires or particularly when charge of battery Is not sufficient. Alternatively, the VCU 301 will directly select fuel mode when status of charge is below acceptable limit. In this mode VCU 301 instruct starter to self-start engine. Either user can also turn ON / OFF the engine as per requirement.

In the fuel mode, when brakes are applied gently by user through brake Input 304, the motor controller 302 applies motor regenerative brake and provide charging energy from motor 100 to battery 300. Regenerative braise function can help to save braking energy and reduce wear on hardware brakes present on vehicle. If user presses brakes with more force, normal drum/disc braking function Is carried out without involving any electrical system.

Operation in Electric Assist Mode: In this mode of operation VCU 301 instructs starter to self-start engine, alternatively user can also control engine on / off as normally done in any 1C Engine vehicle. When user applies accelerator 305, it transmits signal to motor controller 302. The motor controller controls the power supplied to the electric motor 100 which provides quick acceleration to the vehicle. Upon reaching certain transition speed, electric motor is deactivated, and vehicle is propelled by internal combustion engine power. Whenever vehicle speed goes below the transition speed, motor is reactivated, and vehicle is propelled by the electric motor 100. This selection of transition speed is adjustable by user through setting provided on DCU 309. This mode helps to save fuel considerably when the vehicle is driven in traffic over period of time. For enhanced operation of this mode, some design changes in construction of CVT centrifugal clutch assembly can be done, particularly changes in dimension or weight of variator roller assembly or changes in weight of centrifugal clutch weight, or clutch spring tension for desired setting of transition speed.

Operation in Fuel Assist Mode:

In this mode of operation, VCU 301 instructs motor controller to become active, alternatively user can also control motor control state (on/off) as normally done in any electric vehicle. When user accelerates using the accelerator 305, it transmits a signal to IC Engine. IC engine then provides starting torque to the vehicle. Upon reaching a certain level of transition speed, IC engine is deactivated, and vehicle is mainly driven on Electric motor power. When vehicle speed is reached under transition speed 1C engine is reactivated and motor 100 is deactivated therefore vehicle is propelled by only IC engine. This selection of transition speed is adjustable by user through setting provided on DCU 309.

Both electric and fuel assist modes help user to drive hybrid vehicle in both modes by setting a transition speed. This allows user to use a particular mode in a specific situation. For example, first advantage is while driving in traffic, user can use an electric mode to save fuel. When state of charge is low and vehicle is on a highway or freeway without much traffic, user can drive in IC engine mode at high speed such 60 -120 kmpb.

Operation in Fuel and Electric combined mode:

In this mode both fuel and electric power are combined to propel the vehicle. As user selects this combined mode, VCU 301 instructs to self-start the engine and at the same time It activates motor controller 302 Motor controller 302 provides power to the electric motor 100 and electric motor 100 and IC engine work simultaneously to propel the vehicle.

Charging Mode:

In this mode AC output power is used to charge the vehicle’s main battery. When vehicle is plugged in to the charger 310 or charging station, this mode is automatically selected. VCU 301 detects the state of charge of the battery, if charge is less than 100 %, charging process is initiated and stops automatically as it reaches to 100% Alternatively, user can charge the main battery 300 by taking it out from the vehicle and connecting it to charger 310.

In a fifth aspect, the invention provides several novel components that can be integrated in the electric and hybrid vehicles of the present invention and include a modular accelerator assembly, a MISO device, a modified CVT system, a kick gear assembly and most important a field control motor.

Under the fifth aspect, a modular accelerator assembly is provided. This modular accelerator assembly can be connected to a conventional mechanical twist or pedal accelerator to provide both a mechanical and electrical throttle for the hybrid vehicle or it can be used directly as electric only accelerator. The Modular accelerator assembly has following components:

l) Accelerator Body 800

m) Spring loaded Pulley 801

n) Accelerator String 802

o) Attachment Hook/clip 803

p) Position sensor preferably linear hall effect sensor 806

wherein when linear hall effect sensor is used as a position sensor. North pole facing magnet 804 and South pole facing magnet 805 are also used.

As shown in figure 7, an accelerator body 800 has space inside it for fixing Spring loaded Pulley 801. A pretensioned spring is attached inside the pulley. The pulley is fixed inside the accelerator body. As show in figure 7, an accelerator string 802 is provided which at one end is connected with the circumferential grooves of the pulley and the remaining portion of the string is wrapped around the spring loaded pulley.

This arrangement provides a retractable spring loaded tensioner with an ability to extend out die remaining portion of siring while maintaining a constant tension. TWO position sensing elements in the form of magnets 804 and 805 are fixed on spring loaded pulley 801. The magnets 804 and 805 are preferably respectively north pole and south pole facing magnets. The distance between 804 and 805 is adjustable so that a full range of throttle movement for a 100 % acceleration is possible. On the other side of magnets, a linear hall effect sensor 806 is attached. This hall effect sensor 806 detects the position of Spring loaded Pulley 801 by sensing flux intensity and pole of magnets 804 and 805 and provides electronic signal for vehicle acceleration.

The linear motion of the string is transmitted to the attached position sensor elements (magnets 804 and 805) through the movement of Spring loaded Pulley 801 .

A detachable two part clip 803 is provided as shown in figure 7. it is also called an attachment clip. This clip attaches modulator accelerator assembly to the existing throttle, particularly to the moving part of the existing mechanical accelerator. When accelerator Body 800 is fixed to a convenient location in the vehicle and the attachment clip 803 is particularly detachably attached to the moving part of mechanical throttle so that either angular twist, or linear push-pull motion or any other type of physical motion from user can be sensed as throttle input for electronic control or alternatively clip 803 can be used to attach to the thumb or finger of driver for direct acceleration control .

in place of hall effect sensor, any sensor from the category of position sensor such as any type of ratiometric sensor like photoelectric sensor, pressure sensor, rotation sensor, light sensor, angle sensor, touch sensor to sense throttle Input by physical means can be used.

The modulator accelerator assembly offers several advantages such as adjustable deadband, adjustable throttle response, ability to install In convenient locations etc.

Other novel components are also described in details under the specification.

Field Control Wheel Hub Motor

The sixth aspect provides a field control wheel. The field control wheel is either manufactured and provided or it can be manufactured from a normal wheel by carrying out certain modifications. As shown in figure 8, field control wheel is so called due to having a field control motor in it. The field control motor has a multiple stator coils (902), an out runner field control Rotor (9031 having electromagnetic coil for magnetization and wires are taken out by pair of slip ring contacts(Not shown in figure).

When normal wheel is modified into a Field Control Wheel it is done by replacing the inner hub of the wheel with Field Control Hub Motor. The normal wheel has multiple tyre rim motor fixture point (905) such that field control wheel 901 can be mounted concentrically inside normal wheel 900 by means of multiple fasteners such as Attachment Bolt 904 , forming field control wheel hub motor 901.

The process of conversion of a normal wheel to a field control wheel Is as follows:

1. Selecting a front wheel or a rear wheel for modification;

2. removing the Inner hub of the wheel

3. manufacturing and / or installing a field control hub motor to form an electric propul si on system;

4. optionally installing necessary transmission means like sprocket / pulley onto motor cover {909) for additional hybrid propulsion.

Attachments of field control wheel hub motor

1. In electric vehicle - Any front or rear wheel can be replaced by field control wheel.

2. In a hybrid vehicle - a. Rear wheel Is modified into field control wheel and transmission means is directly coupled for IC engine propulsion;

h. Front wheel is modified into field control wheel keeping the rear wheel IC engine propulsion unmodified;

c. Front wheel is modified into field control wheel keeping rear wheel in direct coupling with either transmission means of 1C engine propulsion and electric propulsion

Process of conversion into an electric vehicle

1. Front or rear normal wheel Is either replaced by or modified into a field control wheel;

2. Modification is done by replacing the inner hub of the normal wheel with FIELD CONTROL. HUB Motor to form an electric propulsion system:

3. wiring connections and other electrical installation are made. Process of conversion into a hybrid vehicle

1. Front or rear normal wheel is either replaced by or modified into a field control wheel ;

2. Modification is done by replacing the inner bub of the normal wheel with FIELD CONTROL HUB Motor to form an electric propulsion system;

3. whenever necessary, a parallel transmission means like sprocket or pulley is installed onto Motor cover 909 to enable IC engine propulsion along with electric propulsion.

4. wiring connections and other electrical installation are made.

Advantages of using field control wheel hub motor

i. This motor has ability to control cogging torque or drag;

2. It does not require one way transmission means such as free wheel or a clutch.

3. Torque generated during engagement / disengagement of motor is controlled via rotor field coil

4. It is possible to dispense away with permanent magnet and therefore its drag and noise of ratcheting device for freewheeling and also disengagement device and its noise by using field control wheel hub motor.

Detailed Description of Kit Components: 1. An Electric multiphase field control motor 100

An Electric multiphase field control motor 100 and i s

A. manufacturing / conversion / construction;

B. modes of operation; C. achieving motor characteristics by electrical and mechanical variation;

D. Advantages of Electric multiphase field control motor 100

One of the preferred electric motors used in this invention is a converted motor from a conventionally available automotive alternator which is configured into a 3-phase motor. This motor is named as an Electric Multiphase field control motor. There are several advantages of using this type of motor construction. First, alternators are globally available which plays a big role in mass production of such motors. Second,motor produced from such alternators are extremely sturdy and robust as compared to permanent magnet motors and, third, these motors have high power to weight ratio and thus good efficiency.

Normally Multiphase field control motor preferred to have rotor with field winding and 3 phase stator construction.

A. Process of Conversion of automotive alternator into Multiphase field control motor.

This conversion requires following steps

Al. Selection of an alternator according to required parameters;

A2. Accessing stator winding wires for reconfiguration;

A3. Removing one or more components from the alternator which are unnecessary for converted electric motor functioning; such as rectifier, voltage regulator etc ;

A4. Applying any of the configurations such as star configuration or delta configuration or any other configuration of stator windings; and wire connection from stator coils are taken out for external control:

A5. External excitation of rotor field coil is achieved by supplying an electric current through slip rings and commutators, Thus, already existing slip rings are used to access rotor field coils and taken out for external control. l, Selection of an alternator To convert an alternator into an electric multiphase field control motor alternators should have some minimum output rating so that it becomes suitable for propelling the vehicle.

Alternator output rating is the amount of current that a unit is capable of producing at a specific rotational speed. More particularly rated output of an alternator is the amount of current that it can produce at 6,000 RPM in accordance with standard like ISO 8854 and SAE .156.

In an embodiment at least 2 HP (equivalent to 1491.4 Watts) motor was required for a two-wheeler application. Therefore, 120 Amp, 14.2V alternator was selected to convert into motor which produces 1704 watts of mechanical work output. Alternatively, the same motor can be driven on higher supply voltage like 72 V and 23 666 Amperes for achieving higher efficiency due to less current consumption.

A2„ Accessing stator winding wires

To modify/reconfigure an alternator into an electric Multiphase field control motor, first it is necessary to access the stator winding wires for reconfiguration which is achieved by opening the alternator casing.

A3. Removing one or more unnecessary components

Alternator consists of certain components which are unnecessary when it functions as an electric motor. One or more of such components can be removed from the alternator. For example, an alternator consists of a 3-phase bridge rectifier to convert 3-Phase AC voltage into DC since this component is no more required for functioning of an electric motor, it is taken out from the alternator. This component can be reused as a part of regenerative braking system and/or field power control system.

Another unnecessary component is Alternator voltage regulator which also can he removed or alternatively, alternator voltage regulator (avr)can be kept connected as part of the field power controller by taking its output wares for further emulation and control .

A4. Applying any of the configurations

At this stage motor phase windings are configured into any one of the configurations such as WYE configuration (star configuration) or Delta configuration (A).

WYE configuration - In this configuration each one of the phase wires is commonly connected forming a neutral point and remaining 3 wires act as motor power wires. In figure 1. Motor power wires connected to stator coils are shown as 108. The star configuration produces less RPM, more torque, smooth start and it provides optimised power consumption which reduces the power losses and enhances the efficiency.

Delta Configuration (D) - In this configuration phase wires are configured in such a way that Motor produce higher RPM compared to star configuration, as each phase gets the total of line voltage. The motor on delta connection provides higher rotational power output at same voltage.

Any other configurations may also be used.

AS. Providing external excitation by supplying an electric current to achieve magnetization of the rotor coil or reconfiguring AYR with slip ring contactors as Field controller

An electric multiphase field control motor 100 either converted or pre -manufactured does not contain permanent magnet inside the rotor, Tims, it needs external excitation for magnetisation of the rotor. The rotor field coil is supplied by an electric current through use of slip rings present on the rotor and taken out for electrical connection through use of commutators, electrically connected to motor power wires 108, Alternatively, the existing alternator voltage regulator(avr) is reconfigured for excitation of the rotor coil by supplying an emulation and control signal to achieve magnetization thereby enabling avr to act as field controller itself. Such reconfiguration of avr can be done by keeping avr unmodified while talcing its wires out for control via emulation and control signal provided by logic controllers like DCU or VC!J or any sensor or electronic circuit.

Strategy for Using Alternator voltage regulator avr as Held controller/ field power controller

In conventional Automotive alternator main function is charging vehicle battery , Avr has feedback controlled loop to control power generation .this mechanism works by sensing the battery voltage and as alternator is rotated by external rotation for power generation, avr controls current of rotor cod in order to maintain battery voltage to 14.4 volts, once voltage starts going above 14.4v avr decreases current flow of rotor coil thereby decreasing power generation inversely when battery voltage is less than 10 volts avr Increases current flow of rotor coil thereby increasing power generation it Is possible to use this loop for controlling field power ,by emulating battery voltages hereinafter referred as emulation and control signal

After executing steps for (A5). reconfiguring avr as Field controller from( A. Process of Conversion of automotive alternator into Multiphase field control motor.) emulation and control signal is provided to avr for controlling field power, Considering example above, maximum control voltage of 14.4v is supplied to avr to set field power to lowest leveLwhereas minimum control voltage of lGv is supplied to avr to set field power to highest level, and any value set between minimum and maximum controls field power linearly.Control voltage levels may vary as per embodiment. such signal for emulation and control can be provided by logic controllers like DCU or VCU or any sensor or electronic circuit.

AA, Process of manufacturing a Multiphase field control motor ,

This conversion requires following steps

j) designing an Multiphase field control motor according to desired output rating; ii) Forming selected number of turns of stator windings and installing such coils on stator core or reusing stator assembly from automotive alternator;

iii) Forming selected number of turns of rotor windings on rotor core;or reusing rotor assembly from automotive alternator, and optionally introducing partial magnetism on rotor

iv) applying any of the configurations such as star configuration or delta configuration or any other configuration of stator windings: and wire connection from stator coils are taken out for external control;

v) installing pair of slip ring contactors for achieving external excitation of rotor field coil by supplying an electric current or reconfiguring alternator voltage regulator with slip ring contactors and as Field controller to achieve magnetization of the rotor coil and thus achieving field control motor manufacturing.

To control speed and torque tuning of the motor:

Mechanical power Output of motor can be realized as output torque at certain Motor RPM. Torque generated by motor is due to continuous opposition force of rotor magnetism on stator magnetism , as stator is stationary total output power can be seen on rotor shaft, The Mechanical power output and electrical power input to the motor are directly proportional quantities, considering this conventional multiphase pm motors only have control over stator magnetism ,but field control motor additionally has rotor magnetism control and therefore speed or torque can be solely controlled by rotor magnetism control. This control is especially advantageous in cases where higher speed or torque ratings are required than rated ratings.

The torque generation from motor is net result of opposition offered by stator magnetism to rotor magnetism. If any one or both of the fields are strengthened ,the number of flux lines increases and therefore the magnetic field and interaction of both magnetism increases, therefore higher torque at a lower speed can be obtained and conversely if magnetic interaction decreases lower torque at a higher speed can be obtained .

if any one or both of the fields are weakened , number of flux lines decreases and therefore the magnetic field and interaction of both magnetism decreases, therefore lower torque at higher speed can be obtained.

Power provided to the field coil is directly proportional to torque and inversely proportional to the speed of rotor. According to the mechanical requirements of torque and speed, field power can control the torque and speed speciality of this type of motor construction is that rotor magnetization can be completely removed to achieve zero magnetic drag (Cogging effect) due to use of electromagnetic rotor,“This phenomenon of controlled magnetization or demagnetization of rotor is referred to as freewheeling of motor”. This effect reduces drag to drive wheel of the vehicle and thereby increases fuel economy in both electric and internal combustion engine driving of hybrid/electric vehicle this advantage of freewheeling does not exist in permanent magnet type motors.

For control of field power, it is possible to use DC-DC converter or pulse width modulation (PWM) DC Converter or any alternative type of power control circuit. Rotor coil may require forward and back emf suppression circuit, such induced emf can be suppressed by transient voltage suppression devices like TVS diode, MOV (metal oxide varistor) etc. to suppress emf produced by 3 phase coils of motor.

B. Motor operation modes: Following modes provide control of field power for desired motor control.

Freewheeling can be obtained by controlling stator rotor interactions. Following principles can be adopted for partial or full control on rotor stator interactions.

1. User input - User can select a particular mode provided to begin driving ; 2. User’s input in the form of a signal generated by a sensor is received by CPU which in turn selects mode to control field power. User’s input can be one or more of acceleration, torque, speed, orientation wherein said input is sensed by one of the switch sensors, hall sensor, torque sensor, speed sensor potentiometer, photometric sensor or likes;

3. by logic - this mode does not require sensor or user’s input. CPU uses logic to determine field power control.

4. physical phenomenon such as centrifugal force, electromagnetism, temperature, distance or magnetic field of stator or rotor or other element of motor can change field power control;

5. physical phenomenon such as centrifugal force, electromagnetism, temperature, distance or magnetic field of stator or rotor or other element of motor, controls a component which in turn can change field power control;

6. introduction of a device or component between stator or rotor to control field power;

7. changing arrangement of motor elements to control field power;

8. replacing or switching motor elements to control field power;

9. modifying motor elements to control field power;

10. adding component to facilitate routing, rerouting, guiding, dispensing or dissipating magnetic field from inside to outside or from outside to inside;

11. adding an electrical or mechanical component to control field power.

Practical methods employing the above principles for controlling stator rotor interactions include

1. magnetic shielding of rotor or stator or both;

2. changing location of (stator or rotor or both)

3. introducing a component or arrangement of component either on stator or on rotor or on both or in between stator and rotor having controllable permeability; 4. introducing a component or arrangement of components either on stator or on rotor or on both or in between stator and rotor having ability to dissipate magnetic fields

5. introducing a component or arrangement of components either on stator or on rotor or on both or in between stator and rotor having ability to generate magnetic field

6. introducing component or arrangement of components on stator or on rotor or on both or in between stator and rotor for generating or controlling magnetic field;

7. axially separating either rotor from stator, or stator from rotor.

8. controlling linear distance of magnets in rotor or stator

9. axially separating either rotor from stator, or stator from rotor by a third automatically occurring phenomenon such as centrifugal force, speed of rotation;

10. Heating / cooling rotor or stator to cause magnetization or demagnetization for controlling rotor stator interactions;

11. Routing (dispensing) magnetic field out from rotor or stator for controlling rotor stator interactions;

12. Inducing magnetic field externally into rotor or stator for controlling rotor stator interactions;

13. Powering field magnetism by stator power.

Effect of rotor stator interaction control on vehicles

1. Better handling of vehicles and improved vehicle performance with respect to torque , speed, motor drive (drag) control, smooth driving etc.;

2. Extremely low torque ripple even at low motor rpm;

3. Sensorless motor implementation in multiphase field control motor - In multiphase field control motor, because cogging torque can be controlled in field control motor, it enables sensorless motor; and therefore sensor for sensing speed or position of rotor need not be installed. As cogging torque can be controlled to obtain the required amount of back emf, attached sensorless motor controller can sense rotor position by back emf. 4. Extended range and reduced power consumption - due to elimination of cogging torque ,once vehicle is accelerated energy stored in momentum of vehicle and it can be sustained for longer distance as cogging torque while deceleration is eliminated and other losses like bearing friction , windage loss, aerodynamics of vehicle are the only limitations. This action reduces the need to accelerate the vehicle speed for a longer duration or very frequently.

5. Controlling motor speed without complex commutation sequence is possible.

Modern motor and control implementation uses a dedicated motor speed controller that executes a commutation sequence to obtain speed control , wherein frequency , time period and sequence of motor power to each phase of stator is controlled. In multiphase field control motors, one can completely eliminate the use of such control sequence of stator by implementing novel speed control by dynamically changing rotor field power and constant sinusoidal power is supplied to each phase of the stator.

Specific cases where freewheeling control shows optimum results

Non frequent acceleration style of driving(in short bursts), and use vehicle momentum along with freewheeling for sustaining vehicle speed while traveling, accelerating for longer durations causes loss of vehicle speed by cogging(therefore continuous acceleration is not suited)

1. Vehicle where the motor is directly coupled to vehicle drivetrain rather than using physical clutch, due to elimination of drivetrain losses of clutch, freewheeling shows optimum results.

2. Implementation of suitable field control mechanism forming field control motor along with suitable control algorithm

3. This cogging control method particularly , beneficial in embodiments where physical separation for motor drive and driven shaft is not done ,no clutch mechanism is used , clutch mechanism is not required for freewheeling of motor, whereas pm motor needs means of disengagement due to the backward flow of vehicle’s drive energy (from wheels to motor shaft through drive ratio of transmission)therefore motor rpm is significantly higher than wheel rpm, this arrangement proportionally increases the cogging losses as rpm’s increases.

4. Phenomenon relies on embodiment , where in design of vehicle is done in such a way that optimum top speed of vehicle can be easily achieved , after that as soon as user stops accelerating vehicle , field power is adjusted to demagnetize the rotor ,to avoid effect of cogging torque and vehicle can retain its speed without losing it back into motor cogging and thus higher freewheeling performance(higher average speed), less power consumption (due to non frequent activation of motor) and lower travel duration is achieved

Bl. Drive mode (engaged mode) - In this mode, field power controller provides a defined maximum field power to energize rotor field coil thereby causing activation of motor, Then motor stator coils produce opposing rotating magnetic field with intensity proportional to users acceleration and the overall motor is operated similar to an ordinary permanent magnet brushless dc motor after rotor field energization.

Following methods show techniques for controlling field power.

i) Dynamic Control: In this field power is controlled in such a way that we can achieve higher efficiency with high degree of speed and torque tuning. Close loop feedback system is implemented to detect the vehicle speed, torque, and this will vary the field coil power accordingly.

e.g. to start the vehicle from rest it required higher torque thus, maximum power is supplied to field coil (rotor winding) and as vehicle gains higher speed, field power goes on decreasing proportionally

ii) Throttle controlled field coil power switching: this mode uses closed loop feedback system to detect the value of acceleration input provided by the user. As input value reaches to certain threshold value, field coil is supplied with maximum set power and when user decelerates and, Power supplied to rotor field coil is switched OFF as acceleration input reaches under certain the threshold value.

In this method, field power is switched on or off to obtain higher drive efficiency with less complexity and cost effectively, as field power is switched on or off rather than dynamically controlling it.

The example below shows practical implementation of Throttle controlled field coil power switching system. In the system 5% dead-hand is introduced in the total accelerator range of 0 to 100%. In the dead-hand range accelerator input will not control the motor controller, when vehicle is starting from stationary state, user will gradually accelerate the vehicle, first field power is activated at 2% and when acceleration input goes above 6%, motor controller can accelerate the vehicle ,and when acceleration goes below 2%, field power supplied to the field coil is shut off. ranges mentioned in the example are only for illustration. Same example can be used for dynamic control method shown above

The embodiment field switching technique mentioned above can be implemented by connecting a 3 phase rectifier to stator phase coils of motor and dc output of rectifier is connected to input of field power controller, in this setup when 3 phase power is provided to stator coils connected rectifier will power field power controller along with the motor and automatically disconnect field power when 3 phase power is not provided to the motor.

B2. Freewheel mode (disengaged mode)

Freewheeling of Motor 100

For shifting the gears in any modern synchromesh transmission gearbox, clutch is required to isolate power shaft from driven shaft to have smooth synchronisation of gears for shifting. Smooth engagement of gears can be achieved if meshing gears are rotating at same speed. In a conventional vehicle, Freewheeling or Isolation is achieved by clutch/releasable transmission device. Clutch has limited life as it uses friction plates which experience wear with its use. Clutch needs frequent maintenance or timely replacement.

In the present invention this requirement of releasable transmission device or clutch is eliminated as motor 100 provides freewheeling.

In freewheeling, field power controller deactivates field power i.e. it cuts off the power supply to rotor winding, which demagnetise the rotor. Thus, drag force due to magnetic field becomes zero, in this state gear shifting is possible even though motor is physically engaged with driven shaft. Here, motor acts like a flywheel energy storage device which will preserve rotational energy thereby making gear shift possible as freewheeling helps to speed matching of shifting gears.

In freewheeling mode, the field power controller deactivates field power i.e. provides no field power to energize rotor field coil thereby causing deactivation of motor, thus drag created by interaction between rotor magnetism and stator is completely eliminated thereby allowing rotor to act like a flywheel energy storage device which will preserve rotational energy and also prevent loss of rotational energy.

In this state, vehicle can perform a gear change without use of any releasable transmission device, as a proper gear change requires matching between rpm of gearbox input gear and next gear shaft speed so that no rotational energy is transferred from (input to next gear) or (next gear to input gear shaft). In modern manual transmission this speed matching is done through use of synchronizers to achieve smoother gear shift this speed matching is closely achieved by freewheeling mechanism above but to get further smoothest gear shift, but a precise speed matching can be done through addition of electronic feedback loop to control motor rpm’s according to required matching speed of next gear can be done right before a gear shift is being carried out. In the case of automatic transmission such as CVT, this freewheeling technique helps to preserve vehicle speed without any physical separation of motor’s rotor and vehicle gear train.

C. Achieving different motor characteristics

Cl. Achieving different motor characteristics by changing Electrical Operation method of rotor field coil.

Motor 100 Made from alternator/ Multiphase field control motor can be operated with various characteristics by controlling rotor winding or field coil power and by operating field coil electrically in different ways. By operating field coil power in various different manner, different motor characteristics can be achieved. Some are listed as follows: s) Multiphase field control motor as induction motor-

Multiphase field control motor can be operated as like conventional induction motor by short circuiting rotor field coils. In this mode no voltage is provided to rotor field coil externally, only stator coil is energized for motor operation. si) Multiphase field control motor as multiphase permanent magnet DC motor (PMDC) Multiphase field control motor can be operated as similar to PMDC motor by providing some desired amount of power to rotor field coil for its energization and thereby rotor produce magnetic field similar to permanent magnet rotor

iii) Multiphase field control motor as Hybrid PMDC motor

Multiphase field control motor can be operated as similar to PMDC motor by providing some desired amount of power to rotor field coil for its energization and thereby rotor produce magnetic field similar to permanent magnet rotor but advancing upon previous technique this motor has partial magnetic rotor construction to reduce power consumption via field coil and achieve freewheeling ability through rotor field coil as well. This rotor includes medium capacity permanent magnets which helps to energize field coil while producing negligible cogging effect

C2. Achieving different motor characteristics by Changing Mechanical Operation methods or varying stator to rotor field interaction control through mechanical means.

In previous methods, motor characteristics are varied due to electrical variations following method shows mechanical variations to achieve different motor characteristics. Mechanical parameters such as magnetic interaction between stator and rotor are changed in order to achieve field control of motor, particularly permanent magnet motors can take advantages of following techniques for achieving freewheeling and characteristics like torque and speed control. i) Rotor to stator field interaction control by rotor pulling:

Motor have a provision so that rotor can move axially with respect to stator whereas stator is kept stationary. While operation pulling rotor away from the stator, reduces the interaction between stator and rotor and hence weakens the rotor magnetic field interaction which reduces the torque of the motor and increases speed of the rotor. Pushing rotor inside stator magnetic field causes stronger interaction between rotor and stator and thereby produce higher torque and medium speed. ii) Rotor to stator field interaction control by stator pulling:

Motor has provision so that stator can move axially with respect to rotor which is secured inside motor case via bearings. Pulling the stator out (from the rotor axially), reduces the interaction between stator and rotor magnetic field and hence weakens the rotor magnetic field which reduces the torque of the motor and increases the speed and pushing rotor inside stator magnetic field causes stronger interaction of rotor and stator and thereby produce higher torque and medium speed. iii) Rotor to stator field interaction control by introducing permeability controllable material/ means

For control of rotor to stator magnetic field, permeability controllable materials are introduced in either stator or rotor construction , through which rotor or stator magnetism i.e stator to rotor interaction can be controlled for example a multiphase field control motor having electromagnetic rotor with permeability control material, where rotor magnetic field can be linearly controlled in with external means like proportional amount of voltage or other mechanical parameter to change permeability of material in order to control field interaction inside motor . iv) Rotor to stator field interaction control by introducing latching magnetic material/ means

For control of rotor to stator magnetic field interaction, latching magnetic materials/ means are introduced in the rotor construction motor through which motor magnetism i.e. stator to rotor interaction can be controlled in either latched on / latched off state for example, a multiphase field control motor having latching electromagnetic rotor, where rotor magnetic field can be latched in on or off state with external means like momentary directional flow of power, this latching action reduces continuous power consumption of rotor field coil.

D. Advantages of Motor made from alternator/ Electric Multiphase field control motor over permanent magnet motor.

i. The uniqueness of the electric motor employed in the present invention is that the motor does not contain a permanent magnet in the rotor bnt instead it has field windings, which generate magnetic field upon excitation by an electric current. A unique feature of this type of motor construction is that rotor magnetization can be completely demagnetized to achieve zero magnetic drag or cogging effect., This magnetic drag is produced by magnetic interaction between stator and rotor magnetism. This phenomenon of controlled demagnetization of rotor is referred to as freewheeling of motor. This freewheeling effect reduces drag on drive wheel of the vehicle and thereby increase feel efficiency in both electric and interna] combustion engine driving of hybrid vehicle. This advantage of freewheeling does not exist in permanent magnet type motors.

2. Motors with permanent magnets in the rotor, may get demagnetize at high temperature or magnets can break due to mechanical impact thereby causing permanent damage to motor.

3. Permanent magnet motors require special tools such as puller for rotor pulling, otherwise Rotor and stator may get damaged if such special de vices are not used while dismantling for the purpose of repair. In case of an electric multiphase field coil motor, magnetization is removed electrically thus motor can be dismantled without use of such special tools.

4. Permanent magnets are made from costly materials like rare earth neodymium. This increases the cost of motor. An electric field cod motors on the other hand utilize materials such as copper, aluminum, steel, carbon which are abundantly available and inexpensive compare to rare earth neodymium.

5. Any foreign ferromagnetic material entering inside permanent magnet motor may cause damage to the magnet due to friction and grinding.

6. The multiphase field control motor of the present invention has more control over the torque and speed tuning as per requirement due to use of field coil in rotor. In permanent magnet motor torque and speed characteristics are not variable.

7. Since global availability of the alternators that are configured to make these motors is very good, the raw materials can be sourced through any local dealer and in large quantities. Tills will play a big role in mass production of such motors. Also, if an electric motor converted from alternator multiphase field control motor gets damaged, the damaged part can be easily replaced due to good availability of raw materials makes repairs and maintenance of these motors simple and affordable unlike in case of permanent magnet motors where it is necessary to replace entire motor since replacement parts are not commonly available.

8. This type of motor has open vent design and fan blades connected to rotor shaft therefore has more air cooling and hence motor temperature does not exceed beyond limits to get damaged, where as Permanent magnet motors need to be sealed and hence do not have such open vent design. Therefore, for those motors, expensive and comple heatsink cooling or external liquid cooling is required.

9. This type of motor may be used in high duty cycle application due to excellent air- cooling construction and internal cooling inn. Tims, these motors converted from alternators are sturdy, robust, easy to use, easy to maintain and repair and economically as well.

10. In the case of modern synchromesh manual gearbox, speed matching between gearbox input and next gear shaft is necessary for proper working. This speed matching is very hard to meet by default in permanent magnet motor as rotor’s magnetic drag causes unnecessary loss of rotational energy thereby a physical separation of motor’s rotor and vehicle gear train is required and thereby use of clutch is essential if permanent magnet motors are used in Hybrid / Electric vehicles.

11. Conventional electric vehicles employ brushless or induction motor having permanent magnet. The permanent magnet brushless motor provides higher initial torque due to permanent magnet rotor but lacks smoothness in drive due to heavy Cogging torque produced by stator to permanent magnet rotor interaction. The electric and hybrid vehicles of the present invention have high initial torque, smoothness in drive as well as high speed drive ability. 2, Vehicle Control Unit 301

VCU 301 is the main controlling and monitoring unit responsible for power management and control of vehicle systems. Vehicle control unit plays key role in following functions: Low battery cutoff, over charge protection, over discharge protection, vehicle ignition, vehicle main power control, power usage monitor , vehicle mode selection, remote control functions etc. VCU 301 is integrated with some following sub circuits to perform above mentioned functions.

A. Measurement circuits: It converts an analog signal to appropriate voltage signal or may convert it to digital form for further processing. Measurement circuits convert analog voltage values from various sensory signal inputs to appropriate voltage levels and may change nature of signal from analog to digital during this process and provides this signal to processing circuit for further processing.

B. Processing circuit- this circuit contains a processor to process input data from measurement circuits and upon processing, controls appropriate relay circuits.

C. Relay circuits: The logic control signal output from processing circuit controls relay circuit and accordingly, controls the power flow to the specified electrical subsystem or component of vehicle using various electrical /electronic components.

D. Wireless or Wired data I/O Circuit- this circuit contains network I/O providing data connectivity of processing circuit of VCU 301 to any external device, Such as Wi Fi or Bluetooth data communication between user’s smartphone and vehicle cpu.

E. Display and control circuit DCU 309- The DCU 309 may exist as a separate component or i can be a part of V€U 301. This circuit contains a display unit interfaced to processing circuit of VCU 301 to display various parameters along with real time status of vehicle systems. arious keys and touch inputs are provided to control various displayed functions to user. Essentially DCU 309 is communication medium between user and VCU 301. F. DC-DC converter 308- This may exist as a separate component or it is integrated with VCU 301. This circuit contains a voltage step down converter for charging the 12V battery 307 from high voltage main battery 300.

G. Battery management system with features like over/under charge protection, over discharge protection can be present inside VCU-301.

The above circuits represent various elements of VCU-301. VClI-30! is designed as per the need of the vehicle and may not contain every element described above. It is understood by the person skilled in the art to use various combination of above elements as per need. Some elements may be merged into one another. Additionally, some new elements may he incorporated to achieve same outcome. Inventors do not wish to restrict construction of VCU-301 in terms of any specific elements or their combinations to limit scope of the invention in anyway.

In an embodiment, only relay circuit, measurement circuit and processing circuit are used to achieve basic function of control and monitor.

3. Motor Controller 3112

Motor controller 302 is used to control speed of the motor by transmitting proportional power to the stator and rotor windings of motor according to accelerator input 305 provided by user. For controlling rotor field power, field power controller can be preferably integrated inside motor controller 302. Alternatively, a separate field power controller or field controller can be used. Field controller controls magnetism of field control arrangement in a field control motor .most preferably by using electrical means such as an electronic control circuit .

In figures 1 and 4, Motor controller is shown as component 302. 4, Brake Input 304

Brake input is an electrical sensor connected to the brake lever to sense user input upo activation of the brake. This brake signal 304 can be acquired from existing brake lever switch present on vehicle and to acquire this signal, pair of wires from brake lever switch are connected to motor controller 302 to detect the change in signal or external sensor can be used to detect physical activity of brake lever by placing it at near the brake lever/brake wire. In an embodiment hall effect sensor is used to detect the brake lever activity.

In figure 4, brake input is shown as component 304.

5. Accelerator (hybrid /electric only) 3115

Accelerator input is provided by an electronic sensor connected in combination with existing mechanical accelerator to replicate user ^’ s physical accelerator input in the form of digital or analog signal when accelerator pedal Is pressed or throttle is twisted Hall effect sensor /potentiometer or any other sensor can be used detect the electrical signal according to the position of acceleration pedal/ accelerator throttle. Which send this signal to motor controller 302 to and accordingly speed up the motor or to reduce the motor RPM some vehicles are already equipped with electric and mechanical throttle position sensors which can he used as hybrid accelerator or electric accelerator. In figures 1 and 4, hybrid accelerator is shown as component 305

6. Main Power Switch 306

Main power switch 306 is an authenticated key switch to control vehicles only from authenticated users. This authentication can be done by a key, RFID, magnetic key, security id cards, NFC key, fingerprint, facial recognition or any other biometric type of identification through use of the VCU 301.

In figure 4, the main power switch is shown as component 306. 7. Mam Battery 300

It is the main power supply for the electric propulsion mode, which can be fabricated from lithium-ion, lead acid or any other suitable combination / type. Battery capacity is selected as per users ^’ requirements such as, speed, acceleration, range of travel etc. Battery Management System (BMS) is integrated with Main Battery which is required for over voltage protection, over charging protection and overcurrent protection and many similar activities,

A. Over / Under voltage protection: While charging the main battery if supply voltage is above or below' than desire safe voltage input limit, BMS will stops the charging process and will not start it unless input voltage is recovered to desired value if charging voltage is above desired voltage limit is detected, charge process is stopped and not continued still fault state remains same. Also, while discharge if voltage goes below desired voltage, limit Is detected, and battery cannot be discharged any further.

B. Over Current Protection: This is to ensure the safe state of main battery by means of BMS, if the current consumption from battery is found to he more than the desired maximum current limit, BMS will simply cut-off the power supplied to the vehicle unless the current consumption range recovers within stated limits

C. Baiance charging: this function balances each cell voltage of series connected battery pack to same voltage and try to charge and discharge each battery cell In balanced approach.

D. Overtemperature Protection: BMS continuously monitors the battery temperature, it will isolate the battery from the other system as temperature increases beyond desired safe operating value and keeps battery isolated until temperature drops down within specified range at any state over temperature in battery pack is detected user is notified and battery is completely isolated from system until fault state remains same. In some embodiments, active temperature control of battery can be implemented. In figures 1 and 4 Main battery is shown as component 300. 8, 12V Battery 307

The 12V battery is internally present inside any vehicle for supplying power to accessories such as headlights, horn, starter, motor etc. In figure 4, battery is shown as component 307.

9, DC-DC Converter 308

This part of circuit converts high voltage dc input from main battery 300 to charge 12v Battery 307, it maintains 12v battery in charged state although onboard vehicle generator may not charge the 12 V battery in an electric mode. It may be integrated with VCU301 or motor controller 302.

In figure 4, DC-DC convertor is shown as component 308.

10, Display & Control Unit 309

This unit provides graphical user interface to the user for controlling VCtJ 301 with means of display as indications showing parameters such as trip, GPS maps, mileage, speed, krnph, power, battery level, mode of operation etc, also provides various keys or touch keys so that user can operate various functions. For additional authentication facial recognition camera can be incorporated along this element In figures 1 and 4, display and control unit shown as component 309.

11, Charger 310

The charger 310 can offer setting like charging speed, charge monitoring.

In figures 1 and 4, charger is shown as component 310.

12, Motor Fixture Bracket 101

Motor fixture bracket gives the provision for mounting an electric multiphase field control motor 100 to vehicle body.it is intermediate connection medium between motor and vehicle body. In an embodiment, when we modify the clutch cover/ transmission ease we attach this bracket with help of bracket screw 111. And dais gives the support for installing the motor.

In figures 1 and 2, motor fixture bracket is shown as component 101.

13. Tensioner Assembly 200

After securing motor 100 through one point and belt 1 10 is installed in system, tensioner assembly 200 adjustments need to be done for setting appropriate belt/ chain tension for proper working of system this tensioning can be done through tensioner assembly 200, which secures the second fixture point of motor 100 the motor fixture bracket 101. The way tensioner assembly 200 works is that while adjustments are being done technician unscrews the tensioner bolt to recommended value so that distance between motor drive pulley 105 and driven pulley 106 Increases , thereby belt tension increases, similarly screwing the tensioner bolt loosens tension on the belt, after tension Is set successfully bolt Is locked in the state to prevent change in tension.

In figures 1 and 2. tensioner assembly is shown as component 200.

14. Kick gear shaft assembly

In Original kick gear shaft assembly, combination of various parts, such as lock-nut stopper 502, drive gear 501 , return spring 503, shaft 500 are present. In modified or premanufactured version of kick gear shaft lock-nut stopper 502 and return spring 503 are absent to enable it to rotate through complete 360 degrees. Kick gear shaft enables ability to transfer torque bidirectionally from kick gear shaft to vehicle drive wheel via internal gearbox.

15. MISO Device

Multi Input Single Output (MISO) device is a mechanical assembly which enables to combine outputs from multiple mechanical inputs to provide single combined mechanical output. In an embodiment this device combines the power from multiple medium capacity (power) motor and provides single high-power output. In case of belts and pulleys, MISO comprises of a single output line shaft 700 having multiple driven pulleys 704, 705, 706 aligned on counter shaft each driven through pulley 701 ,702,703 respectively by transmission means like drive belt 707,708,709 connecting each belt drive in synchronized manner thus combining torque of all three medium power motors attached to pulleys 701, 702, 703 respectively.

In ease of gears trains, MISO comprises a single output gear 600 which is driven through input gears 601, 602, 603 In synchronized manner thus combining torque of all three medium power motors attached to input gears 601 , 602, 603. Internal ring gear can be introduced on the outer side of input gears to provide higher torque driving capability

Single output shaft from MISO device can be used to provide propulsion power to the vehicle. The arrangement of Multi Input Single Output (MISO) device includes multiple arrangement of belt and pulleys, each taking output of one or more motor/motors; and alternatively, arrangement of multiple gears each taking output of or more motor/motors to combine It into single output shaft

Particular advantage of this system is that, many medium sized motors are very cost effective and easy to manufacture, transport and install. In case of one or two motors failed In the system, other motors can still drive the vehicle thus no towing of vehicle is required making the overall system very robust to use, usually in a single high-power embodiment if motor failure is occurred there is no way to drive vehicle fo reach nearby repair shop.

16, Clutch control actuator

Vehicles with manual type of clutch requires installing clutch control actuator near any apparatus of clutch such as clutch lever, clutch wire, or clutch housing to obtain control of existing vehicle’s clutch apparatus so that in an electric mode or in a hybrid mode, the IC engine shaft can be isolated from vehicle driveshafl for preventing unnecessary flow of driveshaft torque going back and dissipating into IC engine. The clutch control actuator assembly involves mechanism to control and latch clutch in a disenage state for electric propulsion or in an engaged state for Fuel or Hybrid vehicle propulsion. One embodiment of manual clutch control actuator involves lock screw on clutch wire to latch the stale manually. Another embodiment of electric clutch control actuator involves use of an electric push pull type motor installed near die clutch apparatus.

Compatibility of Vehicles

Various described conversion methods for hybrid and electric only vehicle are applicable for any vehicle that offers means for connection of electric drive train to at least one drive wheel of vehicle. This system can be adopted to automatic, manual type transmission vehicles including bus, bike, scooter, motorcycle, moped, rickshaw, car, sedan ear, truck, SUVs, tram.

Accordingly, kits and conversion methods described herein can be adopted to future man ufactured vehicles.

Various kit components can be incorporated through the means of accessible (Input Member) drivetrain component of conventional fuel vehicle to drive at least one wheel. These drivetrain components are normally located between internal combustion engine and drive wheel of vehicle.

In one embodiment of CVT vehicle centrifugal clutch is taken as means for transferring power to vehicle drivetrain (Input Member). In other embodiments, other accessible drivetrain components such as drive wheel, gearbox/gear train, dutch, can be the means of power transfer.

IOT scopes

1. IOT serves great use for connection of vehicle to the internet and thereby providing many services to user, some of the IOT scopes are mentioned below. The user can access vehicle data through smartphone or desktop application or through visual display unit (VDU). The connection medium can be widely used Wi-Fi, Bluetooth etc.

2. Vehicle tracking - This feature can locate vehicle through GPS data and provide real time location of vehicle, and thereby giving more security to vehicle.

3. GPS Navigation - Through use of GPS, user can locate any destination easily.

4. Vehicle Usage monitor- This feature can provide data related to vehicle power, km/h, charging power etc to user via wired or wireless medium.

5. Vehicle control- This feature enables user to control vehicle parameters like, vehicle horn (to locate the vehicle), lights, wireless ignition key, some features may be locked for user to ensure security of user and vehicle.

6. Vehicle monitoring - This feature keeps overall track of vehicle through various sensors and GPS etc., such as vehicle speed, how user drives, which vehicle part has problem. This data can be later used to analyse vehicle behaviour and incorporate certain changes for better efficiency. These changes can be done wirelessly through internet (via smartphone app using), OTA Updates, or firmware upgrade. This data can be also provided to insurance companies, crash test facilities to accurately judge reasons to vehicle damage.

7. OTA updates - This feature provides user new range of features wirelessly through internet (via smartphone app using) OTA Updates, or firmware upgrade.

8.Accident detection- If there is a sudden interruption in vehicle location or if connection with the vehicle is lost, an accident emergency services may be called to last available location of vehicle.

9. Vehicle theft lock- When an attempt of theft is detected, Vehicle can get locked by either locking steering/handle and locking wheels of the vehicle and the VCU will restrict power to motor controller and additionally it may provide image of person in the vicinity of vehicle through means such as facial recognition camera. Field control motors provide many advantages to the hybrid vehicles and electric only vehicles manufactured according to the present invention.

Due to structural limitations, field control in permanent magnet motors is not possible. However, in field control motors, rotor field power can be controlled by controlling rotor magnetism and stator rotor interaction.

Multiphase motor is one of the most preferred field control motors ;ho we ver, even a single phase DC motor can be used to achieve same results.

In a multiphase motor, rotating part can be a rotating rotor and a stationary stator or a rotating stator and a stationary rotor.

Advantage of the Field control motor

1. Regenerative braking - Field control motor has provision for controlling ruta magnetism which allows it to control the excitation or interaction between stator and rotor. Due to these, vehicles rotational energy can be regenerated back into electrical energy and stored at the instance of applying break or By user activation. The process of activating regenerative braking in field control motor involves setting power in the range of higher levels so that maximum rotational energy can be extracted into electrical energy. Most important thing is that no electrical changes are needed for addition of this feature as motor controller uses inbuilt freewheeling diodes. The same arrangement of diodes rectifiers and transfer the energy back into the main high voltage battery from which motor is powered

It is also possible to control the regeneration percentage and braking force by simply adjusting the field power. The efficiency of converted energy is high as no intermediate converter is used and power losses are very low.

Permanent magnet Motors and induction motors require complex circuit for regenerative braking. Also the efficiency of energy conversion of such systems is not very high compared to field control motor. In an embodiment, a brake lever sensor is employed for activation of regenerative braking mode. It sets the field voltage to a maximum set level or the field voltage is set as per required strength of braking. So when a user starts to press the brake lever, first it activates regenerative braking, and if lever is pressed further, the vehicle's existing brake hardware (disc ,drum brake) is activated.

As alternator is best suited for energy generation purpose. It is possible to generate electrical energy to charge vehicle batteries while brakes are applied. Also one can charge vehicles while running on IC engine to eliminate or reduce need of charging battery via external means.

2. Mechanical drivetrain - Two or more Multiphase field control motors are connected electrically to form mechanical drivetrain. This offers an electric clutch and variable change of drive ratio between driveshafts and driven shafts by controlling field power. This mechanical drive train is employed in several embodiments where there is less space available for a proper drive train or in embodiments where requirement of physical isolation exists between drive shaft and driven shaft (vacuum, sealed space, large distance , obstacle ) In such embodiments, drivetrain like meshed gears system, chain and sprocket, belt and pulley can not be implemented. In such situations, two or more Multiphase field control motors connected electrically to form mechanical drivetrain provides a successful alternative. In such a mechanical drivetrain speed of each motor can be controlled by controlling field power. If physical rotation is provided to the drive motor, electrically associated driven motor also produces proportional amount of rotation, thereby torque and speed is transmitted from drive shaft to driven shaft.

It is possible to convert front wheel drive or rear wheel drive vehicles into front and rear wheel drive(4WD or 2WD) by using a mechanical drivetrain. . The drive train can be used for coupling one or many drive shafts together with one or many driven shafts in a variable drive ratio to obtain dynamic speed or torque control. It is also possible to obtain obtain changed direction of rotation between them. It provides a means of mechanical power transmission with variable drive ratio to obtain dynamic speed or torque control between one or more drive shafts.

Process to form mechanical drive chain

Stator wires of two multiphase field control motors are connected either directly or optionally through an electronic controller. The rotor field wires are supplied with either same or variable power source / field controller to get same or variable drive ratio respectively The stator connection generates similar amount of flux between the two motors and therefore, the RMF (Rotating magnetic field) followed by both of the motors is identical or proportional. Deenergization of field power creates an effect of disengagement/ isolation between shafts of connected motors.Two or many motors can be used for one or many shaft couplings with variable rotation transmission ratio.

If rotor RMF is same ,the drive ratio between the motors can be changed by

1. Changing rotor field power level of each motor by required amount while having shared stator connections;

2. Changing stator power level of each motor by required amount while having shared rotor field power connections;

3. Having different stator wiring configurations like star, delta between two motors.

Following examples provide several embodiments of the invention without limiting the scope of the invention in any way.

Example 1 provides comparison of the two vehicles in terms of following three parameters which are power consumption by the vehicles in Watt-hour, speed of the vehicles where the first vehicle is a freewheeling and second is having drag due to the presence of permanent magnet and third is freewheeling time and drag time.

Example 1 The two identical IC engine gearless two wheeler vehicles are chosen. Each of the vehicles is converted into a hybrid vehicle by adopting a method for vehicle no. IV of table 1. This process of convening a conventional vehicle into a hybrid vehicle is described in specification. By retrofitting 2.3KW multiphase field control motor in one vehicle or permanent magnet motor in another vehicle. Other associated components such as motor controller, control unit, battery etc. are added. The battery used is 76V, 20Ah lithium ion battery. The two motors viz. the field control motor and the permanent magnet motor have the same construction, size, stator coils ratings etc. User’s acceleration acts as an input for the field control motor wherein the acceleration energises the rotor field coil and activates rotor magnetism. In the absence of acceleration, rotor is demagnetised and not energised.

Road is chosen to run both vehicles over a stretch of at least 1 km. The road is chosen to simulate real driving situations such as traffic, speed breakers etc.

During the vehicles run, various parameters are monitored such as

1. Consumption of power;

2. Speed in km/h

3. Time in seconds required for the run.

The speeds of the two vehicles throughout the run are consciously kept the same. Since the distance (road chosen for run) and speed are same for both the runs, the real comparison is of power consumption and time taken by each vehicle to cover the distance.

Further other parameters compared include smoothness or resistance experienced during driving, cogging torque experienced during driving, rate of reduction of speed due to drag etc.

The data on consumption of power, speed of vehicles, time taken by vehicles to travel a certain distance is tabulated and presented under table 4. Table 4. Comparison between freewheeling vehicle with field control motor and permanent magnet motor vehicle

Observation

1. It is seen from table 4 that the power consumption of a freewheeling vehicle is only 81.55 % (32.262 Watt-hr as against 39.559 Watt-hr). This comparison is only over

1.18 km distance. This difference in consumption of power is very significant for large distances.

2. It is seen from table 4 that over the same distance and even when comparable speeds are maintained between two vehicles, time taken by freewheeling vehicle is 158 seconds as against 164 seconds taken by permanent magnet motor vehicle.

3. Driving a freewheeling vehicle with field control motor provided smooth driving experience with minimum cogging torque much better than the vehicle with permanent magnet motor.

4. Power consumption and time taken to finish a specific distance are inversely related. However, it is surprisingly found that the freewheeling vehicle with the field control motor achieved both viz. lower power consumption and less time to finish distance.

5. Rate of reduction of speed due to cogging torque is much lower in the vehicle with field control motor when compared with permanent magnet vehicle.

Example 2 In yet another experiment, a two wheeler with only IC engine propulsion is converted into a hybrid vehicle by using a field control motor. This process of conversion is done by adopting a method for vehicle no. IV from table 1 of the specification. The vehicle is driven for few kilometers in electric only mode and then in hybrid mode by switching between electric propulsion and IC engine. The data is tabulated in table 5.

Table 5: Power consumption for a converted hybrid vehicle in electric only mode and in hybrid mode.

Therefore, users can switch into a suitable mode of driving depending upon availability of charged battery or fuel. Example 3: Comparison of electric four wheeler according to the invention with electric car in the market.

Tesla, an electric car is chosen for comparison. Tesla is a sedan car and is quite similar in size and weight to a Sedan car chosen for experiment.

It is reported (refer reference 1) that Tesla S model consumes 181 Watt-hour per kilometer.

Motortrend.com (refer reference 2) reports that Tesla S with 85 kWh battery travelled 234 miles on a single charge. Tesla S also became“2013 Motor Trend Car of the Year” The reported 234 miles correspond to 377 kms. This means power consumed per km is 85,000/377 = 225 Watt-hour.

In 2019, Tesla announced that they are going to sell electric cars (S model )with 370 miles of range (around 595 km) with 100 kWh batteries. Although the exact cost of this vehicle is not known, 250 mile model X will be sold at USD 83000 which is around INR60 lacs.

A four wheeler sedan car with IC engine is converted into an electric only car. The conversion is effected by adopting a method for Vehicle No. VI to IX from table 2 by installing 6 multiphase field control motors each of 2.3KW capacity. The sedan car carried two passengers and travelled around 1 km in 2 mins. The battery used is Lead Acid Battery with 6.4KWH. The average calculated speed was around 28kmph (28.125 kmph). The speed can be enhanced by using a higher capacity battery such as Lithium Ion battery of 50kWh.

It is noted that the power consumed in 1 km is only 159 Watt -hour including power losses.

The latest“Tesla S” travels on an average 595 km on a single charge using lOOkWh. The power consumption (assuming no losses) is 100,000/ 595 = 168 Watt-hour. This car will also be sold at a very exorbitant price whereas an IC engine Sedan car is converted into an electric car at a negligible cost as compared to cost of Tesla S 2019 (refer reference 3).

Thus, the hybrid or electric only vehicles of the present invention are going to be extremely competitive in the international market. They provide affordable cost hybrid or electric vehicles that consume considerably low power and thus can provide great mileage on a single charge.

Other advantages • Field control motor enables dynamic adjustment of the field power to maintain optimum slip ratio, smooth torque even at high RPM which cannot be achieved in a permanent magnet motor where physical construction of the motor cannot be changed.

• cogging torque can be optimized in running condition while accelerating by adjustment of field power, resulting in higher energy efficiency even if acceleration is continuous or in intervals;

• When lowest possible field power is maintained along with maintaining required torque and when motor is not accelerated, complete demagnetization of the motor coil occurs which reduces losses due to cogging;

• In multiphase field control motor, because cogging torque can be controlled in field control motor, it enables sensorless motor; and therefore sensor for sensing speed or position of rotor need not be installed. As cogging torque can be controlled to obtain the required amount of back emf, attached sensorless motor controller can sense rotor position by back emf.

• Dynamic control of field magnetism is highly prefered in field control motor vehicles for obtaining best driving performance;

• Overall, smoother driving experience, high torque, increased travel range, eliminated frequent need of acceleration and thereby higher overall efficiency are some of the key features of the field control motor vehicles.

• Rotor weight acting as energy storage device to contribute in freewheeling

- The field control motor has electromagnetic coil wound on rotor preferably made from copper. It adds a significant amount of weight onto rotor shaft. When rotor rotates its rotational energy is mechanically stored in the form of rotating flywheel weight (flywheel effect) and stored energy can be determined by rotor weight, diameter and rpm. While driving vehicle, this flywheel effect helps stabilize motor torque ripple and maintains vehicle speed while providing added gyroscopic stability to the vehicle. References

1. from webpage of tesla.com titled“Here 's how clean a Model S is in Singapore (and elsewhere)”

2. from webpage of motortrend.com titled “2013 TESLA MODEL-S MODEL OVERVIEW”

3. from webpage of theverge.com titled“Tesla now sells electric cars with 370 miles of range