Electric vehicle with all wheel drive

Field of the invention

The present application will describe an invention related to vehicles, such as motorbikes, mopeds, scooters, golf-carts, electric wheelchairs and the like, having electric motors driving all wheels of the vehicle. The invention will also show an integrated system for, improved traction on slippery conditions, climb and terrain abilities and improved brake and stop abilities, thus improving safety for driving under all conditions.

Background of the invention

Vehicles with electric motors for personal transportation are today becoming more and more common and especially mopeds, scooters, golf-carts, wheelchairs and the like with electric motors are popular. The development of batteries, which are light, and with sufficient capacity has come a long way. Electric motors are also developed suitable for vehicles, which are light and yet powerful, such as scooters. The prior art within battery technology with the rapid development of battery capacity, and the existing electric motors of today and tomorrow provides for inventive improvements and new solutions over prior art.

Objects of the invention

An object of the invention is to provide electric driven vehicles, which climbs and moves forward regardless of slippery, muddy, wet, snowy or icy conditions, the vehicles having means for driving all the wheels of the vehicle, and having a system for traction control.

Another object of the present invention is to provide improved braking and stopping abilities with a system including anti lock braking of the wheels under slippery conditions.

Yet another object of the invention includes solutions for dealing with electrical driven vehicles under bad and inclement weather conditions, providing heating for driver/passenger and means for charging of batteries.

Yet another object of the invention is to provide the vehicle with a system and means for connecting additional motors and or trailers with motors and power sources, in order to cope with additional weight.

B r i e f s u m m a r y o f t h e i n v e n t i o n

A main aspect of the present invention is to provide solutions for small vehicles, which make them safe to ride under all road-, terrain- and weather-conditions. The present invention represents small vehicles, such as motorcycles, mopeds, scooters, wheelchairs, golf carts and the like, having an electric and electronic system with electric motors driving and or assisting each and all wheels of the vehicle. The inventive system applied on such vehicles has an electric motor/motors with drive chains and or electric motors on each wheel hub, rechargeable batteries, an anti lockable brake unit, sensors, means of computing and control units and or interface console with screen. The invention provides a vehicle safe to drive when road surface is slippery as the vehicle is fitted with an anti lock brake function and an anti wheel spin function, thus improving stopping and traction. The invention has also the option of heating of the driver or passenger. A system included taking excess heat from the motors and through pipes to the driver and or passenger. The electric power-source, as battery is rechargeable from mains power supply and from vehicle on board power supplies as dynamo and or solar cells.

The vehicle system is also prepared for connecting to extra motors and batteries or a trailer with motors and batteries.

These and other advantages of the present invention will be apparent from the attached drawings and description as follows.

Brief description of the drawings

The foregoing aspects and many of the advantages of the present invention will be more appreciated and better understood by reference to the following detailed description, when taken in conjunction with the accompanying drawings, wherein:

Fig.1 and 2 represents two-wheeled vehicles according to the invention;

Fig.3 represents a three-wheeled vehicle according to the invention;

Fig.4 represents a four-wheeled vehicle according to the invention;

Fig.5 shows a block schematic of the electrical and electronic system of present invention.

Fig.6 shows a block schematic of the electrical and electronic system of present invention with a variation of brake and traction system shown in fig 5.

Figs.7a-7c show an embodiment of brake unit for anti lock and anti spin function.

Figs.8 and 9 show solutions regarding heating and further embodiments according to the invention.

Fig.10 show alternative power transmission according to the invention.

Detailed description of the invention

Fig.1 shows an illustration of motorcycle or moped type vehicle 1 with electric motors 2, 3 being of a type which are mounted on the hubs of the wheels 4, 5. Power source 6, such as battery packs are fixed to any part of the frame 7 or inside the frame 6', the

frame being hollow and or made especially for this purpose. Fig 2 shows a scooter 8, with same set-up as for the motorcycle 1 shown in fig. 1.

The motorcycle 1 and scooter 8 is shown with discs 12, 13 and brake callipers 14, 15. Brake units 16, 17, as further described below with reference to fig. 5, 6, 7, are fixed on fork and or frame and connected on brake cables 18, 19. Brake handles, front and rear, are denoted 21, 22. Instrument panel or interface console 10 (preferably with a screen as seen on fig 5) is located on frame or handlebar frame 11. The interface console 10 is coupled to the computing means of the invention, as described below with reference to fig. 5, 6, the said two components could if space allows, preferably be within a common casing. Accelerator (electric current regulator) 30 is also located on handlebar and is preferable of type fixed to grip part of handle and works when rotating handle grip, as known from motorbikes, mopeds and scooters today. Sensors 25, 26, for example of optical or magnetic type, reads the rotation of the motors or wheels, the rotation registered by the computing means, again with reference to figs. 5, 6.

Fig. 3 shows a three wheeled scooter, which has at least all technical features shown on figs. 1 and 2 referring to motorcycle, mopeds and scooters, fig. 3 showing a scooter with hub-mounted electric motors 42, 44, 46 on wheels 41, 43 and 45. The scooter has the option of being three wheel drive assisted, thus as anyone familiar with this art knows that the rear wheels 45, 46 only can be driven at same speed when cycle moves straight forward and not when performing a curve or carving. The most logic system is to have only one of the rear motors active for example motor 46, with front motor 42, the motor 44 automatically activated when traction is lost on wheels 45 and or 41. The steering of the scooter has a detector 36, which detects turning/carving of vehicle. The following numerals denotes battery 47, solar cell 48, Main CPU (computer) 49, console/screen 49'. Brake discs are numbered 41', 43', 45', brake callipers 35, 25', 35" and brake handles 37, 37'. Anti block-brake units are denoted 34, 34', which are described below with reference to figs. 5, 6 and 7a-7c.

Fig. 4 shows a four-wheeled vehicle which work by the same principles as the vehicles described above. Four wheeled electric vehicles are often of scooter type, wheelchair

type or golf cart type, the latter often the biggest and built especially for off -road (golf green, turf, lawn etc.) driving. Traction is of the essence to get around the golf course with all the players and equipment. Fig. 4 shows wheels 50, 52, 54, 56, with hub- mounted electric motors 51, 53, 55 and 57. The vehicle has the option of being four wheel drive assisted, thus as anyone familiar with this art knows that all wheels only can be driven at same speed when vehicle moves straight forward and not when performing a curve or carving, a curve detector 36' located at steering means. As will be further explained with reference to fig. 5 there are sensors connected with computing means (CPU), which control power to the motors. One option is to make the system having default one or two of the motors active, the other motors automatically activated when traction is lost on either of the other wheels. The following numerals denote battery 58, Main CPU (computer) 59, console/screen 59'. Brake discs are numbered 51', 53', 55', 57', brake callipers 39, 39', 39", 39'" and brake pedal 40. Anti block-brake units are denoted 38-38'", which are described below with reference to figs. 5, 6 and 7a-7c.

As illustrated on the block diagram of fig 5, not only does the invention and system employ two to four motors 60, 60', 61, 61', but also offers room for more motors 63. Extra motors are intended to involve vehicles with trailers 65 with or without battery packs 64. For trailers with battery packs the system offers a power plug 64 for common power management.

Continuing with reference to fig. 5, once the power (ignition) 68 is turned on, the system inspects all motors connected to the system and registers their corresponding unique addresses in its memory 69 and main micro controller unit (main MCU) 70. By default, the system will always choose to work with the first two of all the available motors unless specified by the user. There is a switch 72 or option on the user interface console 74 by which a user can manipulate the number of active motors in the system.

At idle, the active motors are supplied with a small keep-alive current that enables no motion whatsoever, power source denoted 71 (battery). The motors are set on motion only when the user increases the current by varying the accelerator 76, which is coupled with a potentiometer located on one of the handles of the bicycle. The accelerator 76 is

connected to a micro controller unit (power MCU) 79 that control a smooth current flow to the selected motors. An automatic current control 77 which can override the accelerator 76 is also connected with the power MCU 79 when activated. Once the power MCU 79 has supplied power to the motors, it notifies the main MCU 70, which in turn prepares the rest of the system to respond to the speed sensors 80, 81 mounted to the motors 60, 61 or corresponding wheels.

When the main MCU 70 through the speed sensor 80, 81 notes a difference in wheel rotation, through counter 72 and register 73 (and memory 69), it is detected as spinning or carving. The main MCU 70 signals power MCU 79 querying for the amount of power sent to the corresponding motor. If the power MCU 79 acknowledges spinning, it in turn sends a signal to the anti-spin controller 84 that triggers a chain of reaction to ensure that a uniform speed gain is reached. As long as the power MCU 79 keeps sending power to motors and the spinning is still detected, the anti-spin controller 84 will keep the electronic current control 77 engaged and keep on reducing the speed of the spinning wheel until traction is reached. Especially regarding a three or four- wheeled vehicle, carving will occur and the wheels will have different speed. In order for the system to read the difference between carving and spinning, a curve sensor 75 (20, 36, 36') is located on forward part of vehicle frame where handlebar and or steering is located. This provides the main MCU 70 to read turning of handlebar/steering thus detecting vehicle going in to a curve, the MCU 70 will detect this as carving and not spinning. At very low speed of the vehicle, the speed being less, or the same or less than slow walking speed the main MCU 70 has a set option to not activate action for anti brake blocking or anti spin. This function anyone familiar with the art will know is dependent of the programming of the main MCU 70 and options included within and available through the interface console 74.

The lose of traction also does arises in the case of braking only that in this case one or more wheels happen to lock prematurely remaining motionless hence, skidding as other wheels are pulling. The system is equipped with an anti-block brake controller 87 that sees to it that this is avoided. Numerals 88, 89 denote brake discs.

When the brakes 85, 86 are applied to the system through using brake handles 82, the main MCU 70 besides ordering the power MCU 70 to cut supplies to the motors, it registers the rate at which the speed is reducing. If there is any difference, the wheels with rapid speed loose are reported as being subjected to blocking. The main MCU 70 then sends a signal to the anti-block brake controller 87 in which case it is activated.

The anti-block brake controller 87 alternatively applies and releases brakes through brake units 96, 97 to the subjected wheels in order to equalize the rate of speed reduction in respect to the available friction and this will go on as long as the brake are held in and speed sensors 80, 82 are reporting different speeds. In order to achieve this, the anti-block brake controller 87 works hand in hand with the main MCU 70 that in return dictates it slave Input/Output micro controller MCU 90 to open and close power to a particular relay or relays, 91, 92 responsible. The relay opens and closes sending an ON/OFF signal to the push-pull mechanism of brake units 96, 97 that allows braking and releasing in a very rapid sequence. There are a number of push-pull mechanisms, figs. 4a-4c showing an embodiment suited for this system, which is described in further detail below. Numeral 93 indicate relay for extra motors and brakes 63, numeral 95 indicate plug for connecting trailer 65. Numeral 65' indicate connection with main MCU 70 when trailer employs computing means. Such configuration, a trailer with power source, motor computing means and control means (as an interface console) allows a trailer to be hooked on to the vehicle, assisting by motor means the vehicle motion.

The anti lock brake system described can also be activated if traction is lost due to wheel spinning. If traction is to be gained without stopping the vehicle the motors on the wheels cannot stop entirely. In this situation the anti block system is to work as requested by the anti-spin controller 84.

After the power has been cut to the motors the main MCU 70 activates a feedback controller 94 and orders a power controller 98 to tap energy from the motors. The powerless motors then take advantage of the wheels in motion to serve as dynamos, hence converting motion into electricity. The feedback controller then accumulates the

energy generated, regulates it before forwarding it to the power controller 98, which then charges the power source, battery 71. Power is normally charged from the mains, but may also be taken from a generator or other dynamos as indicated by numeral 99. Power may also be generated to the system through use of solar cells 78, also indicated on fig. 8, numeral 140. The inventive vehicle will have a sensor 104 which monitor the forward or backward angle of travel of the vehicle. The rriain CPU 70 has the option of being programmed to signal the power controller 98 to boost extra power to the motors when vehicle is at an incline ascending for example a hill.

Fig. 6 shows block diagram for vehicle with two to four wheel drive system, same as shown in fig.5, the brake system is however of a different character. A brake governor 100 will in this case deliver power to the electro magnetic brake system (using Eddie current) through brake units 101, 101', 102, 102' on to metal brake discs/wheels 60, 60', 61, 61'. The Brake governor 100 is directly connected with the anti block brake controller 87, and input output MCU controller 90, which again is controlled by Main MCU 70. Signals from the speed of wheels are delivered to MCU 70 from sensors 80, 80', 81, and 81'. This make out a system where the wheels can be stopped without blocking the wheels during braking on slippery surface. The technical details round Eddie current and magnetic brakes will not be described any further as this is of prior art and therefore familiar to the experts within this art.

However a solution regarding friction brakes will be disclosed below.

Fig. 7a-7c show a brake unit used in the brake system shown above, denoted 16, 17, 34, 34', 38-38'" on figs. 1, 2, 3 and 4 and 96, 96', 97, 97' on fig. 5. It has a housing 111, which is located between the brake engager or handle cable 112 of the vehicle and brake calliper cable 113 in case of disc brakes. Type of brakes are however optional from prior art and should be regarded as within the scope of the invention. Slideable on rails 114, 115 within the housing is an electric motor 118, which has a screw rotor 119. Between one end of housing and motor is located a high-tension spring 117. A pulley 120, fixed on rails 121, 122 is in engagement with screw rotor 119. The motor is connected to brake handle cable 112, the pulley connected to calliper cable 113.

In a non-brake situation as seen on fig. 7a the pulley 120 is at an end position with a distance from motor 118. Using the brake handle pulling the brake cable (112, 113) performs callipers to engage brake pads on brake discs of the bicycle, both motor 118 and pulley 120 sliding on rails 114, 115 thus static relative each other. If skidding of wheels during braking occurs as described above relative to numerals 90, 91, 92, the motor 118 is activated pushing and pulling pulley 120 as indicated on fig 7c. Numerals 124, 125 denote connectors on rails 114, detecting position of pulley 120 in order for MCU 70 to signal motor 108 switching the direction of turn of screw rotor 119, hence moving pulley making callipers slip and brake rapidly avoiding blocking of wheels providing traction on slippery surface and terrain during braking.

Fig. 8 shows a wagon or trailer 130 connected to a three-wheeled scooter 131. If an electric motor vehicle shall pull extra load for example a trailer, extra power and or extra motors would be advantageous. Trailer 130 is shown with wheels 133, 134 which have hub mounted electric motors 135 and battery 136. The trailer motors 133, 134 and battery 136 may be connected with the vehicle as disclosed above relative to figs. 5 and 6. The trailer has computing means 137 (MCU), which manages all functions within the trailer and linkage to vehicle system and functions. The trailer brake system is the same as described on above disclosed vehicles.

As mentioned above the hub mounted motors have the ability to serve as dynamos. If the electric vehicle according to the invention does not have such motors extra dynamos could be included within the vehicle. The dynamos may also be mounted in or close to hub of wheel or on to rotating axle from wheel. The dynamo would only work when vehicle is moving downhill or when in a braking or de-accelerate situation. To secure charging of batteries a dynamo could be connected with a gasoline/diesel engine, serving as power generator for charging the batteries. This solution is only logic if vehicle is to move over great distances and there are no electric mains systems to recharge the batteries. The generator could be fixed to frame of vehicle 139 or part of a trailer 138 pulled by the vehicle as seen in fig. 8.

It is of the essence that an electric vehicle has means for recharging the batteries. This may be done as described above using dynamos or by connecting the electric system of the vehicle with a solar cell panel, as indicated by numeral 48 on fig 4 and 140 on fig 8.

The electric vehicle according to the invention is perfect for use on slippery condition as snow. It is therefore as shown on figs. 8 and 9 vehicles with solutions providing for heat to the driver and passenger. The electric motors will generate heat when operating. The motors have covers connected with tubes, which leads the heat towards the driver or passenger. The motors and wheels has fan like outer surface, which blows the heat up the tubes when the vehicle is in motion.

Fig. 8 shows as scooter, though somewhat schematically, with wheels 150, 151, 152, having hub mounted motors 153, 154, 155, the latter motors 154, 155 having means of cover and tubes 160, 161 for capturing heat from motors 154, 156 to potential passengers located on rear seat 162.

Fig. 9 shows an electric scooter with same configuration as shown in fig 2, illustrating a hub cover 170 and air canal 171. A fan 172 drives the heat from hub mounted motor 2 (as illustrated in fig 1, 2) when vehicle is in motion up through canal 171 towards driver as illustrated by arrows 174. The driver protected by cover 175 and windshield 176.

As anyone familiar with prior art would know, an electric power source, preferably motor can be used together with a more conventional 4 wheel drive systems than the 4 motor hub system of the invention disclosed above relative to figs 4-6. Fig. 10 show a schematic illustration of a vehicle 200 with means to drive all 4 wheels 201-204. An electric motor 205 is connected with a transmission or gearbox 206 which through shafts 210, 211, 212 and differentials 213, 214, powers can rotate the wheels with power from the motor 205. The motor is powered by a battery 220, which is charged by a dynamo 221 or solar cell panel 222. The brakes will be and function like brakes of prior art or as shown in figs 4 through 6. 230 denote the computer unit, which will manage the whole system similar to that shown in figs 5 and 6.