WO2012164568A1

WO2012164568A1 - Electric powered motorized vehicle with a combined hybrid drive system

Info

Publication number: WO2012164568A1
Application number: PCT/IN2011/000464
Authority: WO
Inventors: Anil Ananthakrishna
Original assignee: Anil Ananthakrishna
Priority date: 2011-05-27
Filing date: 2011-07-12
Publication date: 2012-12-06

Abstract

The present invention provides an electrically powered motorized vehicle with a combined hybrid drive system. In one embodiment, an electrically powered motorized vehicle with a combined hybrid drive system includes at least one internal combustion (IG) engine having an output shaft, a freewheeling unit mounted on to the output shaft of the at least one IC engine, and at least one electric motor drivingly connected to the freewheeling unit. The at least one electric motor may be a separate electric motor connected to wheel(s) of* the vehicle via a drive train or a hub motor integrated into the wheel. The at least one IC engine via the freewheeling unit and the at least one electric motor drives the wheels of the vehicle in a parallel/series hybrid drive mode.

Description

ELECTRIC POWERED MOTORIZED VEHICLE WITH A COMBINED HYBRID

DRIVE SYSTEM FIELD OF THE INVENTION

The present invention relates to electrically powered motorized vehicles and more particularly relates to electric powered motorized vehicles with a hybrid drive system.

BACKGROUND OF THE INVENTION

In automobile vehicle industry, electric vehicles are introduced to control air pollution caused due to IC engine powered vehicles. Currently, the electric vehicles are classified into two groups, namely pure electric and extended electric vehicles (also known as hybrid vehicles). The hybrid vehicles have a primary electric drive with associated batteries and an internal combustion engine coupled to an electric motor/generator. The hybrid vehicles have distinct advantage of allowing long travel, as atleast one source is always available to drive the vehicle Hence, there is no risk of running out of fuel as it frequently happens with a traditional internal combustion powered vehicle. The hybrid vehicle can operate as an IC engine vehicle or as an electric vehicle or even as both. For example, driving on .terrain or for long distances, IC engine can be used and for shorter distances electric propulsion system can be used.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS FIG. 1 is a schematic diagram illustrating an electrically powered motorized vehicle with a combined hybrid drive system, according to one embodiment. FIG. 2 and FIG. 3 illustrate a perspective view and configuration of chassis of the electrically powered motorized vehicle, according to one embodiment.

FIG. 4 illustrates a perspective view of a front fork mounting bracket, according to one embodiment.

FIG. 6 illustrates an end view of a shock absorber, according to one embodiment.

FIG. 5 illustrates an end view of a swinging arm mounting bracket, according to one embodiment. ^~

FIG. 7 illustrates a perspective view of a foot rest mounting bracket, according to one embodiment.

FIG. 8a is a schematic diagram illustrating the components of the combined hybrid drive system, according to one embodiment.

FIG. 8b is a block diagram illustrating the components of the combined hybrid drive system, according to another embodiment.

FIG. 9 illustrates a schematic diagram illustrating a wheel assembly integrated with a hub motor, according to one embodiment.

FIG. 10 illustrates an exploded perspective view of a shell assembly, according to one embodiment.

FIG. 11 is a perspective view illustrating the shell assembly assembled to the vehicle, according to one embodiment. FIG. 12 illustrates a schematic view of an electrically powered motorized vehicle with combined hybrid drive system, according to another embodiment.

FIG. 13 is a schematic view illustrating a hub motor fixed in the rear wheel of the electrically powered motorized vehicle, according to one embodiment.

FIG. 14 is a schematic view illustrating a hub motor fixed in the front wheel of the electrically powered motorized vehicle, according, to another embodiment. FIG. 15 is a schematic view illustrating a hub motor fixed in the rear wheel and generator fixed in the front wheel of the electrically powered motorized vehicle, according to yet another embodiment.

FIG. 16 is a schematic view illustrating hub motors fixed in the front and rear wheels of the electrically powered motorized vehicle, ^, according to further another embodiment.

FIG. 17 is a schematic view illustrating hub motors fixed in the front and rear wheels of the electrically powered motorized vehicle and separate IC engines employed to drive the wheels via respective hub motors, according to still another embodiment.

DETAILED DESCRIPTION OF THE INVENTION

The present invention relates to an electrically powered motorized vehicle with a combined hybrid drive system. The preferred embodiments of the present invention will now be explained with reference to the accompanying drawings. The following description and drawings are illustrative of the invention and are not to be construed as limiting the innovation. Numerous specific details are described to provide a through understanding of the present invention. However in certain instances well- known or conventional details are not described in order not to unnecessarily obscure the present invention in detail.

FIG. 1 is a schematic diagram illustrating an electrically powered motorized vehicle 10 with combined hybrid drive system, according to one embodiment. The motorized vehicle 10 consists of an electric motor 20, an IC engine 88, a power pack 77, a microprocessor unit 78 and a battery 79.

The electric motor 20 is a Brushless DC Hub Motor or a Brush- DC Hub Motor integrated within the rear wheel 16 and is configured to be coupled to the IC engine 88 via a freewheeling unit 81. The hub motor may include single or multiple stators with the single housed rotor or inter-coupled rotor mechanisms controlled through independent commutation and control systems. In one embodiment, the electric motor 20, the IC engine 88 and the freewheeling unit 81 together form combined hybrid drive system for operating the motorized vehicle 10 in a combined hybrid drive mode of operation. Such an exemplary combined hybrid drive system is illustrated in FIG. 8a.

With reference to FIG. 1 and FIG. 8a, the IC engine 88 includes an engine shaft 89, and a freewheeling unit 81 mounted on the engine shaft 89. The freewheeling unit includes an engine sprocket 90 coupled to the engine shaft 89 and a chain 91 disposed on the engine sprocket 90. The engine sprocket 90 includes a centrifugal clutch 53 which is mechanically or electrically operated and is configured to engage or disengage the engine sprocket 90 with the engine shaft 89.

The electric motor 20 consists of a motor hub 73_jwith a motor sprocket 75 disposed thereon and the other end of the chain 91 disposed on the motor sprocket 75 as shown in FIG. 8a. An alternate combined drive system is shown in FIG. 8b. In FIG. 8b, the electric motor 20 can be an external electric motor mounted on a swing arm 48 and drivingly connected to the rear wheel 16 via a drive train 74. The drive train consists of a pivot shaft 59 with sprockets 94 and 95 mounted at either ends of the pivot shaft 59. The sprocket 94 is drivingly connected to the motor sprocket 75 via a chain 93 and the sprocket 95 is drivingly connected to the driven sprocket 92 disposed on the rear wheel 16. It is understood that pulley-belt arrangement can be used instead of sprocket-chain arrangement for qoupling the IC engine shaft 89, the electric motor 20, the drive train 74 and/or the rear wheel 16 based on the design of the vehicle 10.

Referring back to FIG. 1 , the chassis/body 12 is. a unique monocoque structure made of rust proof material and extruded in one piece to hold the other components such as the power pack 77, the batteries 79, and the microprocessor unit 78. The power pack 77 is disposed within the compartment and supplies electric power to the electric motor 20 to rotate the motor hub 73 as controlled by the microprocessor unit 78, which is also disposed within the same compartment. The electric motor 20 is electrically coupled to the microprocessor unit 78, which is electrically coupled to the power pack 77 using suitable electronic components and wiring (not shown). The power pack 77 includes one or more batteries 79 having a size or capacity depending upon the power and performance capability desired for the vehicle 10. For example, the batteries may be electrochemical batteries such as single or hybrid chemistry batteries with a single pole terminal or multi-pole terminals on each cell of the batteries.

The body 12 made as a standardized component with the compartment of a standard size allows the power pack 77 to be removed and replaced with the same or a different power pack having the same or different power capacity. In particular, the cap 45 can be removed from the body 12 establishing access to the compartment via the open upper end there of. _jThe microprocessor Unit 78 is disposed in the compartment at the junction of the forward section with the intermediate section of the body 12 and the power pack 77 extends from the microprocessor unit 78 into the forward section of the body 2. The one or more batteries 79 are preferably disposed in a sealed, water tight enclosure; and, where the power pack 77 includes more than one battery 79, all of the batteries are preferably disposed in the same enclosure for insertion of the power pack 77 and removal of the power pack 77 from the compartment as a unit. A starter or ignition switch is located to be conveniently accessible to the rider of vehicle 10 and is electrically coupled with the microprocessor unit 78 and/or the electric motor 20 to turn the electric motor 20 on and off. Suitable, conveniently located, hand operated controls are provided on the vehicle 10 for selectively controlling the speed of rotation of the motor hub 73 and therefore the vehicle speed.

Preferably, the microprocessor unit 78 is programmed to limit the maximum speed of the vehicle 10 to predetermined, safe speed, for^example 25 kms per hour, even when the vehicle 10 is traveling downhill. By decreasing the speed of rotation of the motor hub 73, the electric motor 20 acts as a brake for the vehicle 10. However, it should be appreciated that the vehicle 10 can be provided with a conventional mechanical brake in addition thereto, and such mechanical brake can be similar to the mechanical brakes found in conventional motpr bikes or bicycles. Preferably, the vehicle 10 has an instrument panel, easily visible to the rider, including ' indicators for the charge level of the one or mor,e batteries 79, a speedometer, odometer and a battery condition monitor.

Batteries 79 are rechargeable via a recharging station (not shown), separate from the vehicle 10 or via an onboard battery charger 82 disposed within the compartment as shown in dotted lines in FIG. 1. The power pack 77 can be recharged in 5 - 20 minutes, depending on the current, capable of being transmitted to the one or more batteries by the charging station or onboard battery charger 82. Typically, the vehicle 10 is capable of traveling approximately 50 to 80 Km on a single charge. Rapid charging of the power pack is possible at very high currents since efficient heat transfer from the batteries is possible due to the batteries being enclosed in the aluminum body. Battery life, motor life and microprocessor life and performance are at their peak due to efficient heat dissipation and reduced heat losses.

The entire body and the various mounting brackets Or spacers can be manufactured from heat conducting metals, composites or plastics with or without welding, bolting, riveting and /or gluing of parts, sections or components. The body and the various mounting brackets or spacers are preferably extruded, drawn, rolled, die cast or formed into the desired shapes. The body, the mounting brackets and/or other parts or components of the vehicle 0 can be painted with powder-coating in one or more colors or color combinations. The body and the mounting brackets or spacers have their corners, edges and/or ends rounded off or shaped during formation there of, to eliminate sharp edges, corners and/or ends.

The thickness of the side and base walls of the body, the height of the side walls of the body and the spacing of the side walls ^!of the body can be selected in accordance with the structural requirements of .the vehicle. Similarly, the various mounting brackets or spacers can be made of different sizes in accordance with the size of the body. In this manner, various types; and sizes of vehicles can be obtained from a single, basic component, i.e. the body. Since the body and the various mounting brackets or spacers are each formed as a single piece, with or without welding, riveting, bolting and/or gluing, production costs are greatly reduced. In addition, the body, the various mounting brackets, as well as other parts or components of the vehicle can be packaged unassembled in relatively small containers for economical shipping to distant ; assembly locations. Accordingly, indigenous structural or body components as well as power components can be used in conjunction with non/indigenous assembly. A basic body, constructed in accordance with the present invention can be designed with a compartment capable of accommodating various types of power packs and in particular, various types, numbers and sizes of the batteries as shown FIG. 2. However it should be appreciated that the aluminum extruded chassis can be designed with a compartment having a size to accommodate a specific power pack. The microprocessor unit, the electric motor and /or the on-board battery charger can be disposed within the compartment of the body or can be mounted external there of. The power pack 77, the microprocessor unit 78, the electric motor 20 and/or the on board battery charger 82 can be arranged in various ways in the compartment of the body 12. The electric motor 20 can be enclosed in a suitable housing or enclosure or mounted directly to the front wheel 1'4 or rear wheel 16 and such an arrangement is called a Direct Drive Hub Motor.? The batteries as well as other electronic parts are enclosed or sealed within a cover or enclosure 80 preferably made of aluminum, fiberglass or plastic.

Where the power pack 77 includes more than one, battery 79, the batteries can be enclosed or sealed within the same cover or enclosure for insertion in and removal from the body 12 as a unit. Electric motors of various power ratings or horsepower can be used in the vehicle 10 depending on the: power requirements. Thus, the power pack 77 and electric motor 20 for a particular vehicle can be selected to obtain desired speed and performance capabilities. The vehicle can be provided with a transmission including various primary and/or secondary gears or chain sprockets to obtain a desired ratio of motor speed to rear wheel speed. The transmission can incorporate various transmission ratios in accordance with the speed and performance capabilities desired for the vehicle 10.

To illustrate the variations in the speed and performance capabilities obtained with various different power packs and motors, the following examples are noted. In an electrically powered motorized two wheeled vehicle, according to the present invention, having a power pack comprising a single 12 volt battery and an electric motor having a 100/350 watts rating, the bike has a speed capability of 15 Kilometers per hour and a performance capability of 20 kilometers per single charge. In a bike where the battery pack comprises two 12 Volt batteries and the electric motor has a 560/750 watts rating as in the case for vehicle 10, the bike has a speed capability of 40 kilometers per hour and a performance capability of 50-80 kilometers per single charge. In a bike having three 12 volt batteries as the power pack and a 560/3000 watts rated electric motor, the bike has a speed capability of 50 kilometers per hour and performance capability of 80-100 kilometers per single charge. Where the bike has four 12 volt batteries for the power pack and a 1 kilowatt/5 kilowatt electric motor, the bike has speed capability of 80 kilometers per hour and a performance capability of 80-120 kilometers per single charge. By designing the compartment of the body to accommodate the largest sized power pack, the speed and the performance capabilities of a particular vehicle can be modified i.e. upgraded or downgraded, by removing and replacing the power pack 77 with a different sized power pack. The seat 18 is preferably soft or padded and includes a pivoted or hinged mounted cover to allow access to storage compartment. Preferably, a lock is provided on the seat for securing the cover in a closed position as shown in FIG. 1. The lock can be unlatched or released in order to permit the cover¹ to be rotated or pivoted, as shown in FIG. 1 to an open position, wherein access Ito the storage compartment is permitted. The storage compartment can be used to accommodate tools and other equipments useful for operation and/or maintenance of the vehicle.

An exemplary operation of the combined hybrid drive system is described herein with respect to FIG. 8a. When the IC engine 88 is operated above its idle speed, the centrifugal clutch 53 engages.and rotates the engine sprocket 90. When rotated, the engine sprocket 90 rotates the motor hub 73 via the chain 91. If the winding and/ or starter of the electric motor 20 are not energized, the electric motor 20 acts as a fly wheel on the IC engine 88. The engine sprocket 90 allows the IC engine 88 to drive the electric motor 20, but does not allow the electric motor 20 to drive the IC engine 88. When the IC engine 88 is powered, it causes the motor hub 73 to rotate and in turn causes the electric motor 20 act as a generator, thereby charging the battery or batteries 79. ^'

When the electric motor 20 is powered and the IC engine 88 is turned off, the electric motor drives the wheel (e.g., front wheel 14 or rear wheel 16) via the rotor. In such case, the rotation of the electric motor 20 bauses the motor sprocket 75 to rotate which in turn results in freewheeling of tne engine sprocket 90, thereby avoiding any load on the IC engine 88. Preferably, the transmission ratio of the engine sprocket 90 to the motor sprocket 75 is such that rotation of motor sprocket 75 is not more than the rated revolutions per minute of the electric motor 20.

When both the IC engine 88 and the electric motor 20 are powered, the engine sprocket 90 and the motor sprocket 75 drive the wheel and hence the vehicle 0 operates in the hybrid mode. The IC engine 88 supplies more power to the wheel than the electric motor 20. The electric motor 20 -is_;used to power the vehicle 10 by taking advantage of the high torque and low speed characteristics of the electric motor 20.

In an alternate embodiment, an operation of the combined hybrid drive system with respect to FIG. 8b is described as follows. When the IC engine 88 is operated above its idle speed, the centrifugal clutch 53 engages and rotates the engine sprocket 90. When rotated, the engine sprocket 9,0 rotates the motor shaft 73 via the chain 91. In one embodiment, if the winding and/ or starter of the electric motor 20 are not energized, the electric motor 20 acts as a fly wheel on the engine 88. The engine sprocket 90 allows the engine 88 to drive the electric motor 20, but does not allow the electric motor 20 to drive the IC engine 88. In other embodiment, the engine sprocket 90 can be provided with a centrifugal clutch 53 which is disengaged therefrom when the vehicle 10 is stopped, thereby the IC engine 88 can drive the electric motor 20 as a generator to charge the battery or batteries.

When the IC engine 88 is powered, the engine' sprocket 90 drives the motor sprocket 75. The motor sprocket 75 drives sprockets 94 and 95 via the chain 93, the sprocket 95 driving the wheel(s) via the chain 96^'. When the electric motor 20 is powered and the IC engine 88 is turned off, the motor sprocket 75 drives the sprockets 94 and 95 which in turn, drive the wheel(s) via the driven sprocket 92 and the chain 96. The motor sprocket 75 causes the engine sprocket 90 to free wheel, thereby avoiding any load on the IC engine 88. Preferably, the transmission ratio of engine sprocket 90 to the motor sprocket 75 is such that rotation of the motor sprocket 75 is not more than the rated revolutions per minute of the electric motor 20.

The vehicle 10 in combined hybrid drive system further operates in different modes namely series or parallel hybrid depending upon the power demand of the vehicle 0 and the level of charge Of the batteries.

Parallel hybrid drive system

In one embodiment, the IC engine 88 can be used to directly power the wheels 14 and 16. In another embodiment, the electric motor 20 can be used to power the wheels 14 and 16. In yet another embodiment, both the IC engine 88 and the electric motor 20 can be used together to power the! wheels 14 and 16. Series hybrid drive system

In one embodiment, the IC engine 88 can be used to power the wheels 14 and 16 with the electric motor 20 serving as a generator. The power generated is used to charge the battery pack 79. In another embodiment, the IC engine 88 can be used to power the electric motor 20 alone which functions as a generator in a stand still mode and recharge the battery pack 79.

According to the present invention, in a vehicle incorporating the combined hybrid drive system, the electric motor 20 is typically used to power the vehicle 0 away from the curb or other starting location in order to take advantage of the high torque, low speed characteristics of the electric motor 20. 'Since the engine sprocket 90 is freewheeling, the IC engine 88 places no load on the electric motor 20, regardless of whether the IC engine 88 is turned on or off. Where the IC engine 88 is turned off, the combined hybrid drive system allows the vehicle 10 to be operated in this mode as a pure electrically powered vehicle. ^■

For additional power, the IC engine 88 can be started either by locking the free wheeling engine sprocket 90 or by a separate starter motor and accelerated to add its torque to the torque of the electric motor 20. The free wheeling engine sprocket 90 allows the IC engine 88 to idle while the vehicle 10 is slowing or stopping to avoid "lugging down" the IC engine 88. The electric motor 20 is thus used as a generator under slow down conditions to provide additional vehicle braking. For cruising speed and range, the IC engine 88 is preferably used to provide the needed power. Accordingly, the IC engine 88 is sized and selected for cruising speed, permitting the IC engine 88 to be sized considerably smaller than the size required to provide both acceleration and cruising speed as in the vehicle 10 powered by the IC engine 88 only. When the IC engine 88 powers the vehicle 10 to cruising speed, the motor hub 73 turns freely, thereby the electric motor 20 acts as a flywheel. However, the windings and/or the stator of the electric motor 20 would be energized for added power to accelerate the vehicle 10 or to generate electricity to charge the battery or batteries 79 under low engine load conditions. The vehicle 10 can be provided with an electronic microprocessor control that is programmed to control and operate the operational modes of the combined Hybrid drive system in accordance with a load demand/battery condition operational map. In particular, the microprocessor unit 78 can be used to control operation of the centrifugal clutch 53 of the sprocket 94, the electric' motor 20 and the IC engine 88. Additionally, the microprocessor unit 78 converts the electric motor 20 into a generator due to which the electric motor/generator 20 functions in regenerative mode. Although, the combined hybrid drive system is described here in conjunction with a chain and sprocket drive train, it should be appreciated that the combined hybrid drive system may incorporate drive trains of various types such as those including gears and drive shafts, torque converters or any other similar type of interconnecting arrangements. The IC engine 88' may be a gas, diesel, internal combustion or vegetable oil engine or combination^ thereof. The IC engine 88 may be disposed within the compartment of the body! o chassis 2 of the vehicle O, as shown for the vehicle 10, or may be disposed outside of the body or chassis 12.

The other embodiments of the vehicle with combined hybrid drive system are explained in the following figures. FIG. 2 and FIG,. 3 illustrate a perspective view and configuration of the chassis of the electrically powered motorized vehicle 10. The body 12 is made or formed integrally, unitarily as a single piece or part. The body 12 is preferably formed of a non corrosive, rustproof material such as Aluminum and is extruded in one piece to form opposing side walls 22 and a base wall 24 extending between the side walls 22. ^' \

As shown in FIG. 3, the body 12 has a U-shaped cross- sectional configuration with side walls 22 planar and parallel to one another and base wall 24 extending perpendicularly between lower ends of side walls 22 and the base wall 24, define a receptacle or compartment 25 within the body 12. The top or upper end of the body 12 is open to provide access to the compartment 25. The base wall 24 is joined to the side walls 22 at angles with rounded or curved corners. If desired, two pairs of oppositely angled flanges 26 may extend upwardly from base wall 24 into the compartment 25 and define spaced channels or grooves 27 within compartment 25 as shown in dotted lines in FIG. 3.

A pair of vertical flanges 28 may extend perpendicularly, from base wall 24 into the compartment 25 as also shown in dotted lines in FIG. 3 with the vertical flanges 28 being parallel to one another with the channel 27 disposed there between. The corners of flanges 26 and the ends of flanges 26 and 28 are rounded or blunt without any sharp corners or edges as shown iri FIG. 1 and 2. The body 12 is angled or bent along its length (i.e. longitudinally), to define a rearward section upon which seat 18 is mounted, and intermediate section extending angularly downwardly from the rearward section at an obtuse angle and a forward section extending angularly upwardly from the intermediate section at the right angle. When the body 12 is supported by wheels 14 and 16 upon the ground or other surface, the rearward section of the body 12 is parallel or substantially parallel to the ground or other surface in FIG. 1.

A center stand 84 can be rotated or pivot mounted on the peg or foot rest. The stand 84 comprising a pair of legs (only one of which is visible in FIG. 1) connected to one another by a cross piece (not shown in FIG. 1 ). Upper ends of the legs are pivot mounted to the peg of the foot rest. The center stand 84 is movable between extended positions as shown in FIG. 1. The lower ends of the legs are in contact with the ground or other surface upon which the vehicle 10 is disposed and a retracted position where the center stand 84 is rotated in the direction of the arrow as in FIG. 1 , to be disposed alongside the body. ;ln addition an alternative to the centre stand 84, a side stand 86 can be provided on the vehicle 10 as shown in dotted lines in FIG. 1. The side stand 86 having ah end secured by pivoting to the pivot shaft 59 for the operation in a manner similar to a conventional bicycle kick stand. FIG. 4 illustrates a perspective view of a front fork mounting bracket, according to one embodiment. The front wheel 14 includes a rugged, knobby tire, is rotatable and mounted to front fork secured to the forward section of the body 12 by a front fork mounting bracket or spacer 32. The front fork, mounting bracket 32 includes a central, semi-cylindrical portion 33 having a bore 34 formed therein, a pair of flat or planar, substantially flat or planar wings 35 extending laterally form the central

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portion 33 and a pair of flanges 36 joined to and extending transversely from outer ends or sides of wings 35.

The central portion 33 of front fork mounting bracket 32 has an accurate or curved surface or side and a straight surface or side continues with surface wings 35 respectively. The front fork mounting bracket 32 isi fabricated integrally, unitarily as a single piece or part. Preferably the front fork mounting bracket32 is made of non corrosive or rustproof material such as Aluminum ajnd is extruded in one piece. The corners and edges of the front fork mounting bracket 32 are rounded, angled or ' curved so that no sharp corners or edges are presented. The front fork mounting bracket 32 is secured to the forward section of body 12, and in particular, is secured to an open forward end of the body 12. The flanges 36 are received between the side walls 22 of the body 2 and are bolted with the central portion 33 of the front fork mounting bracket 32 protruding forwardly from the body 12 as shown in FIG. 1.

A cylindrical segment or head tube, of front fork, Extends through the bore 34 and has an upper end provided with or formed as a handle bar 38, which is configured as, or provided with two handles 39, one of which is visible in FIG. 1 . A nose 40, preferably made of durable weather resistant, plastic or rubber, extending forward from the front fork mounting bracket 32 and is attached there to by screws. A head light and the rearward section of body 12, a rear wheel fender or guard is disposed over the rear wheel 6 in spaced relation there to! ahd is secured to the base wall 24 of the rearward section of body 2. The shock absorber 52 is also secured to the base wall 24 of the rearward section of body 12, the shock absorber 52 being connected to the base wall 24 via a shock absorber mounting bracket or spacer 54. Another rear swing arm 48 can be similarly sec red between opposite ends of central shaft 51 and the swing arm bracket 50, fsuch that the rear wheel 16 is rotatably disposed between- the swing arm48. Where another rear swing arm is provided, another shock absorber 52 can be connected between another rear swing arm and shock absorber mounting bracket 54.

FIG. 5 illustrates an end view of a swinging arm mounting bracket, according to one embodiment. The rear swing arm mounting bracket 50 includes a flat or planar base 56 and a pair of straight, parallel sides 58, extending perpendicularly from base 56, with the sides disposed inwardly or inside of outer edges Or sides of the base 56. The rear swing arm mounting bracket 50 is fabricated integrally, unitarily as a single piece or part, preferably made of a non-corrosive, rust proof material such as Aluminum extruded in one piece. The outer edges of the base 56, the upper ends of sides 58 and the corners at which the sides 58 iar,e connected to the base 56 are rounded, curved or blunt so as not to present any sharp edges or corners. The base 56 of rear swing arm mounting bracket 50 is secured with bolts to the base wall 24 and the intermediate section of the body 12 is shown in FIG. 1. The first end of swing arm 48 is connected to a side 58 via a pivot shaft 59 passing through the side and the first end of the swing arm 48. Where another swing arm 48 is provided, the first end of another swing arm 48 is similarly connected to other side 58 and the first end of another swing arm 48. Where another swing arm is provided, a single pivot shaft can be of sufficient length to extend through both sides 58 and both first ends of the swing arms respectively, or individually, pivot shafts can be used to connect each swing arm to the corresponding side 58. The spacing between the sides 58 corresponds to the required spacing between the swing arms 48 and the disposition of the rear wheel 16 there between.

FIG. 6 illustrates an end view of a shock absorber according to one embodiment. The shock absorber mounting bracket or spacer 54 consists of a flat or planar base 61 and a pair of straight, parallel sides 63, extending perpendicularly from base 61 , the sides 63 being disposed inwardly or inside of outer edges or sides of base 61. The shock absorber mounting bracket 54 is fabricated integrally, unitarily, as a single piece or part. Preferably, the shock absorber mounting bracket 54 is made of a non-corrosive or rust proof material such as Aluminum and is extruded in one piece without any sharp edges. The base 61 is secured by bolting to the base wall 24 of the rearward section of body 12 and an end of the shock absorber 52 is disposed between the sides 63 and is connected there. The spacing between sides 63 is therefore sufficient to accommodate the end of the shock absorber 52. An end cap, preferably made of durable, weather resistant Plastic or Rubber, is disposed over an open rearward end of body 12 and is secured there by screws. The end cap protrudes backwardly from the open rearward end of body 12 as shown in FIG. 1. A tail light and the license plate for the vehicle is mounted within or on the end cap. A foot rest 66 is secured to the base wall 24 of the forward section of the body 12 and extends laterally beyond the side walls 22 of the body 12. Foot rest 66 can have a flat cylindrical or any other desired configuration to support the feet of a rider. The foot rest 66 is secured to the body 2 by a foot rest mounting bracket or spacer 67.

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FIG. 7 illustrates a perspective view of the foot rest mounting bracket according to one embodiment. The foot rest mounting bracket 67 includes a flat or planar base 68 and a pair of straight, parallel sides 70 extending perpendicularly from outer ends or sides of base 68. The foot rest mounting bracket 67 is fabricated integrally, unitarily as a single piece or part and preferably is made of a non-corrosive, rust proof material such as Aluminum that is extruded' in one piece without any sharp corners or edges. As shown if FIG. 1, base 68 is secured to the base wall 24 of the forward section of the body 12, such that, by being bolted there to, the sides 70 extend downwardly

With the base 68 thus secured to the body 12, exterior or outside surfaces of sides 70 are coplanar or substantially coplanar with exterior or outside surfaces of side walls 22. The foot rest 66 may comprise a single member or part extending through both sides 70 to extend laterally therefrom, or the foot rest 66 may comprise two members or parts, each of which is secured to a side 70 and extends laterally therefrom. In the case of vehicle 10, the footrest 66 is a single cylindrical peg or shaft of sufficient length to extend through and laterally beyond sides 70.

FIG. 9 illustrates a schematic diagram illustrating a wheel assembly integrated with a hub motor, according to one embodiment. - The electric motor 20 herein is implemented is an out-runner, where a stator is in^! inner periphery and the rotor is on the outer periphery of the rotor. The stator is constructed such that the mounting of the stator also function as the mounting axle of the wheel 14 or 16. The rotor is constructed such that the wheel rim 7β can either be mounted on the rotor or can be part of the rotor as a single piece. This eliminates the requirement of any transmissions from the hub motor to the wheel 14 or 16. The electric motor 20 is constructed with two cover plates 93 with bearings. One motor plate 93 is constructed in such a way that the motor sprocket 7_j5 can be mounted with dampers as required. The other cover plate of the electric motor 20 is constructed such that it houses the brake drum for internally expanding drum brake mechanism or provides for mounting of a disc for a disc brake mechanism. The power from the IC engine 88 is transmitted to the wheel 14 or 16 via chain/belt to the motor sprocket 75 mounted on the motor cover plate 93. FIG. 10 illustrates an exploded perspective view illustrating a shell assembly according to one embodiment. A multi-part shell assembly 98 for being assembled to the electrically powered motor vehicle 10 is placed within the body 12, the seat 18 and the cap 45 of the vehicle 0. The shell assembly 98 includes a pair of body cover shell sections 99 and a front faring shell section 100. The body cover shell sections 99 have a size and configuration to accommodate the body 12 there between. The body cover shell sections 99 being inter fitted, interconnected or joined to one another and to seat 18 and cap 45 tp encapsulate the body 12 there

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between as shown in FIG. 11.

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FIG. 11 is a perspective view illustrating the shell assembly assembled to the vehicle according to one embodiment. The shell assembly 98 is preferably made of plastic and has an appearance, style or configuration indicative of the speed and power of the vehicle 10 in accordance with generally accepted norms. Accordingly, the physical shape, style and appearance of the shell assembly are selected correspond to the power pack 77 and the motor selected and incorporated into the vehicle 10. As an example, a relatively slow moving vehicle such as a bike can include a correspondingly indicative shell assembly while relatively faster vehicles such as mopeds, scooters and motor bikes, can include correspondingly indicative shell assemblies respectively, such that each category of vehicle has a particular shell assembly indicative of its particular vehicle characteristics. It should be appreciated that, when the power pack 77 of the vehicle 10 is removed and replaced as described above to change the power and performance capabilities of the vehicle 10, the shell assembly of the vehicle 10 can also be removed and replaced with a new shell assembly indicative of the new power and performance capabilities of the vehicle 10, The shell assembly is indicative of the new power and performance capabilities of the vehicle 10.

The combined hybrid drive system can also be a power pack consisting of a small IC engine 88 which drives either the front or rear wheel along with the electric motor , 20 which is integrated to the front wheel 14 or the rear wheel 16. The electric motor 20 is designed with or without a gear box for transmitting the power directly to the selected wheel. The present invention also provides for the design of the electric motor 20 to function as a generator when the vehicle 10 is being powered by the IC engine 88.

The microprocessor unit 78 can either provide power from the battery to the electric motor 20 or accept power generated by the same electric motor 20 when functioning as a generator and re-charge the batteries of the vehicle 20. The combined hybrid drive system also provides for a solar photovoltaic panel mounted on the rear carries and the sides of the rear carrier or the body panels can be constructed with photovoltaic cells. The solar photovoltaic cells thus connected through the microprocessor unit 78 based intelligent controller constantly recharging the batteries when the vehicle 10 is parked or driven during daytime. This combination of the IC engine 88, electric motor-generator and solar photovoltaic cells provides for the maximum levels of performance.

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FIG. 12 illustrates a schematic view of an electrically powered motorized vehicle with combined hybrid drive system, according to another embodiment. The vehicle 1 10'may a three or four-wheeled car including a standardized body 12, similar to body 1 12 (only one of which is visible in FIG. 12) except that the body 1 12 has a longitudinally straight configuration. A pair of front wheels 1 14 is connected to body 1 12 by a front fork 130. The front fork 130 has an adjustable handlebar 137. The handle bar 137 is rotatable with a pivoted or hingedj attachment to an upper end of the head tube 138. A pair of rear wheels 1 16 (only one of which is visible in FIG. 12) is connected to the body 1 12 through a pair of rear swing arms 148 respectively, one of which only being visible in FIG. 12.

The rear swing arms 148 are of increased width for, added strength, and the width of the swing arms 148 tapers from the second ends to the first ends thereof, respectively. Shock absorbers 152 are connected between the rear wheels 116 and the body 112. The seat 118 is mounted to the body, 112 by a selectively extendable, selectively retractable post allowing for the distance of seat 118 above the body 1 2 to be adjusted. A nose mounting headlight 40 is disposed at a front or forward end of the body 112 and an end cap mounting a tail light 64 is disposed at the rearward end of body 112. The electric motor 120 and the microprocessor unit 178, shown in dotted lines in FIG. 12, are disposed in the compartment 180 formed by the body 112. A power pack 177 is also disposed in the Compartment 180 formed by the body 112 includes one or more batteries 179, shown in dotted lines in FIG. 12, a cover enclosing the batteries 179 in a sealed manner.

The vehicle 110 includes a drive train such as the chain and sprocket drive train described above for the vehicle 110. Of course, the vehicle 110 can incorporate a combined hybrid drive system as described above with a direct drive electric motor 120. FIG. 13 is a schematic view illustrating a hub motor fixed in the rear wheel of the electrically powered motorized vehicle, according to one embodiment. FIG. 14 is

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a schematic view illustrating a hub motor fixed in the front wheel of the electrically powered motorized vehicle, according to another embodiment. FIG. 15 is a schematic view illustrating a hub motor fixed in the rear wheel and a generator fixed in the front wheel of the electrically powered motorized vehicle, according to yet another embodiment. FIG. 16 is a schematic view illustrating hub motors fixed in the front and rear wheels of the electrically powered motorized vehicle, according to further another embodiment. The arrangement of the hub motor in a front and rear wheel of the vehicle is illustrated in FIG. 9. When the hub motors are integrated in both front and rear wheels, the combined hybrid drive system may employ separate IC engines for driving the wheels via respective hub motors. FIG. 17 is a schematic view illustrating hub motors fixed in the front and rear wheels of the electrically

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powered motorized vehicle and separate IC engines employed to drive the wheels via respective hub motors, according to still another embodiment. It is appreciated that, a single IC engine can also be employed to drive the front and rear wheels via hub motors in the combined hybrid drive system.

It should be appreciated from the foregoing that the principles of the present invention can be incorporated in various types of vehicles including pedal bicycles, mountain bicycles, mopeds, scooters, motorcycles,) three wheeled vehicles and four wheeled vehicles. The size of the bodies and/or the various mounting brackets or

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spacers can vary from vehicle to vehicle. As an example, a two wheeled mountain bike would include mounting brackets or spacers having a width of 1 inch where as a two wheeled moped, scooter or motor bike would employ mounting brackets or spacers having a width of 6 inches, and three and four wheeled vehicles would employ mounting brackets or spacers having a width of 24 inches. The use of different sized aluminum chassis-bodies and mounting brackets or spacers allow the construction of the vehicles with various seating capacities and power packs. If desired, sections can be cut out or removed from the body or chassis in order to reduce the vehicle weight. The chassis-body arid one or more of the various mounting brackets or spacers can be formed integrally, unitarily as a single piece or part. The mounting brackets or spacers, where formed as individual components, can be bolted to the body of the vehicle.

Although the forgoing description is described with .respect to implementation of the combined hybrid drive system in a two-wheeled vehicle, one can envision that the combined hybrid drive system can also be implemented in a three-wheeled, four- wheeled and multi-wheeled vehicle.

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It should be appreciated that the subject invention is subject to various modifications, variations and changes in detail. Accordingly, the foregoing description of the preferred embodiments should be considered illustrative only and should not be taken in a limiting sense or chassis in order to reduce the vehicle weight. The chassis-body and one or more of the various mounting brackets or spacers, where formed as individual components, can be bolted to the body of the vehicle.

The foregoing description of illustrated embodiments of the present invention, including what is described in the Abstract, is not intended to be exhaustive or to limit the invention to the precise forms disclosed herein. While specific embodiments of, and examples for, the invention are described herein for illustrative purposes only, various equivalent modifications are possible within the spirit and scope of the present invention, as those skilled in the relevant art will recognize and appreciate. As indicated, these modifications may be made to the present invention in light of the foregoing description of illustrated embodiments of the present invention and are to be included within the spirit and scope of the present invention.

Thus, while the present invention has been described herein with reference to particular embodiments thereof, a latitude of modification, various changes and substitutions are intended in the foregoing disclosures, and it will be appreciated that in some instances some features of embodiments of the invention will be

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employed without a corresponding use of other features without departing from the scope and spirit of the invention as set forth. Therefore, many modifications may be made to adapt a particular situation or material to the essential scope and spirit of the present invention. It is intended that the invention not be limited to the particular terms used in following claims and/or to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include any and all embodiments and equivalents falling within the scope of the appended claims.

Claims

I Claim:

1. An electrically powered motorized vehicle with a combined hybrid drive system comprising: I

at least one internal combustion (IC) engine having an output shaft;

a freewheeling unit mounted on to the output shaft of the at least one IC engine; and .

at least one hub motor drivingly connected to the freewheeling unit, wherein the at least one hub motor is integrated into at least one wheel of the vehicle, and wherein the freewheeling unit cause the at least one hub motor to drive the at least one wheel in a hybrid mode of operation.

2. The vehicle as claimed in claim 1 , further comprising a unique monocoque chassis frame housing the at least one IC engine. : ^{'■ '}

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3. The vehicle as claimed in claim 1 , further comprising a battery pack including one or more electro-chemical batteries for providing electric power for driving the at least one hub motor.

4. The vehicle as claimed in claim 3, wherein each of the one or more electrochemical batteries is single or hybrid chemistry battery with a single pole terminal or multi-pole terminals on each of the electrochemical cells.

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5. The vehicle as claimed in claim 4, wherein the at least one hub motor act as a generator for replenishing charge of one or more batteries.

6. The vehicle as claimed in claim 1 , wherein the freewheeling unit comprises an engine sprocket mounted on to the output shaft of the at least one IC engine.

7. The vehicle as claimed in claim 6, wherein the engine sprocket comprises a centrifugal clutch for engaging/disengaging the engine sprocket with the output shaft. : I

8. The vehicle as claimed in claim 7, wherein the at least one hub motor comprises a motor hub and a motor sprocket disposed on the motor hub.

9. The vehicle as claimed in claim 8, wherein the motor sprocket and the engine sprocket are drivingly connected via a chain disposed around the motor sprocket and the engine sprocket.

10. The vehicle as claimed in claim 9, wherein the centrifugal clutch is configured to engage to cause rotation of the engine sprocket when the engine is operated above its idle speed such that the engine sprocket rotates the motor sprocket via the chain.

11. The vehicle as claimed in claim 10, wherein the at least one hub motor acts as a flywheel when the at least one hub motor is driven by the at least one IC engine

12. The vehicle as claimed in claim 11 , wherein the motor sprocket causes the engine sprocket to freewheel when the transmission ratio of the engine sprocket to the motor sprocket is such that rotation of the motor sprocket is not more than rated revolutions per minute of the at least one hub motor.

13. The vehicle as claimed in claim 2, wherein ίη freewheeling unit causes the at least one hub motor to operate in one of parallel hybrid drive mode or series hybrid drive mode based on power demand of the vehicle and level of charge of batteries.

14. The vehicle as claimed in claim 13, wherein in the parallel hybrid drive mode, the at least one IC engine powers the at least one wheel, the at least one hub motor powers the at least one wheel, or the at least one IC engine and the at least one hub motor power the at least one wheel in combination.

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15. The vehicle as claimed in claim 13, wherein in the series hybrid drive mode, the at least one IC engine powers the at least one wheel with the at least one hub motor serving as a generator or the at least one IC engine powers the at least one hub motor which functions as a generator. !

16. The vehicle as claimed in claim 1 , wherein the at least one hub motor is configured to provide high torque and low speed characteristics in driving the at least one wheel. ^' . .< 17. The vehicle as claimed in claim 1 , the at least one hub motor is configured to drive the at least one wheel in a pure electrically powered mode when the clutch is i

in disengaged position.

18. The vehicle as claimed in claim 1 , further comprising a microprocessor unit for controlling parallel/series hybrid drive mode of operation in accordance with power demand and battery condition. 9. The vehicle as claimed in claim 1 , wherein the microprocessor unit is configured to provide power from batteries to the at least one hub motor.

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20. The vehicle as claimed in claim 5, further comprising a solar photovoltaic panel mounted on the vehicle for recharging the batteries.

21. The vehicle as claimed in claim 1 , further comprising a multi-part shell assembly including a pair of body cover shell sections and a front faring shell section.

22. The vehicle as claimed in claim 1 , wherein tr body cover shell sections has a size and configuration to accommodate the body -of the vehicle, and wherein the body cover shell sections is inter-fitted to one another and the shell is encapsulated by the body.

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23. The vehicle of claim 1 , wherein the at least one hub motor is an electric motor having single or multiple stators with a single housed rotor or inter-coupled rotor mechanisms controlled through independent commutation and control systems.

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24. An electrically powered motorized vehicle with a combined hybrid drive system comprising:

an internal combustion (IC) engine having an output shaft;

a freewheeling unit mounted on to the output shaft of the at least one IC engine; at least one electric motor drivingly connected to the freewheeling unit;

a drive train connected to the at least one electric motor; and

at least one wheel drivingly coupled to the drive train, wherein at least one of the freewheeling unit and the at least one electric motor is configured to drive the at least one wheel via the drive train. >

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25. The vehicle as claimed in claim 24, wherein at east one of the freewheeling unit and the at least one electric motor is configured to drive the at least one wheel via the drive train in a hybrid mode of operation.

26. The vehicle as claimed in claim 24, further comprising a monocoque chassis frame housing the at least one IC engine. t

27. The vehicle as claimed in claim 24, further comprising a battery pack including one or more electro-chemical batteries for providing electric power for driving the at least one electric motor.

28. The vehicle as claimed in claim 27, wherein each of the one or more electrochemical batteries is single or hybrid chemistry battery with a single pole terminal or multi-pole terminals on each electrochemical cell in the one or more electro- chemical batteries.

29. The vehicle as claimed in claim 28, wherein the at least one electric motor acts as a generator for replenishing charge of one or more electro-chemical batteries.

30. The vehicle as claimed in claim 24, wherein the freewheeling unit comprises an engine sprocket mounted on to the output shaft of the at least one IC engine.

31. The vehicle as claimed in claim 30, wherein the engine sprocket comprises a centrifugal clutch for engaging/disengaging the engine sprocket with the output shaft. ^'

32. The vehicle as claimed in claim 31 , wherein^ the at least one electric motor comprises a motor shaft and a motor sprocket disposed on the motor shaft.

33. The vehicle as claimed in claim 32, wherein the motor sprocket and the engine sprocket are drivingly connected via a first chain disposed around the motor sprocket and the engine sprocket.

34. The vehicle as claimed in claim 33, wherein the drive train comprises a pivot shaft. .

35. The vehicle as claimed in claim 34, wherein the at least one wheel comprises a driven sprocket disposed on the at least one wheel.

36. The vehicle as claimed in claim 35, wherein the pivot shaft comprises a first sprocket connected to the motor sprocket via k second chain and a second sprocket connected to the driving sprocket via a third chain.

37. The vehicle as claimed in claim 36, wherein the centrifugal clutch is configured to engage to cause rotation of the engine sprocket when the engine is operated above its idle speed such that the engine sprocket rotates the motor sprocket via the chain and the motor sprocket drives the at least one wheel via the pivot shaft.

38. The vehicle as claimed in claim 37, wherein the at least one electric motor acts as a flywheel when the at least one electric motor; is driven by the at least one IC engine via the engine sprocket. ·,

39. The vehicle as claimed in claim 38, wherein the freewheeling unit and the at least one electric motor are configured to operate the vehicle in one of parallel hybrid drive mode or series hybrid drive mode based on power demand of the vehicle and level of charge of batteries.

40. The vehicle as claimed in claim 39, wherein in the parallel hybrid drive mode, the at least one IC engine powers the at least one wheel, the at least one electric motor powers the at least one wheel, or the at least one IC engine and the at least one electric motor power the at least one wheel in combination.

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41. The vehicle as claimed in claim 40, wherein in the series hybrid drive mode, the at least one IC engine powers the at least one wheel with the at least one electric motor serving as a generator or the at least one IC engine powers the at least one electric motor which functions as a generator.

42. The vehicle of claim 24, wherein the at least one electric motor comprises single or multiple stators with a single housed rotor or inter-coupled rotor mechanisms controlled through independent commutation and control systems.

43. A combined hybrid drive system for electric powered motorized vehicles comprising: ^! f at least one internal combustion (IC) engine having an output shaft;

a freewheeling unit mounted on to the output shaft of the at least one IC engine; and

at least one electric motor drivingly connected to the freewheeling unit, wherein the freewheeling unit causes the at least one electric motor to drive the at least one wheel in a parallel/series mode of operation.

44. The system as claimed in claim 43, wherein 'the at least one electric motor is a hub motor integrated into at least one wheel of the vehicle.

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45. The system as claimed in claim 43, further comprising a drive train drivingly connecting the at least one electric motor and the at least one wheel, wherein the at least one electric motor comprises an external electric motor.

46. The system as claimed in claim 43, further comprising a battery pack including one or more electro-chemical batteries for providing electric power to drive the at least one electric motor, wherein each of the one o more electro-chemical batteries is a single or hybrid chemistry battery with a single pole terminal or multi-pole terminals on each electrochemical cell in the one or more electro-chemical batteries.

47. The system as claimed in claim 43, wherein the freewheeling unit comprises an engine sprocket mounted on to the output shaft of the at least one IC engine.

48. The system as claimed in claim 47, wherein the engine sprocket comprises a centrifugal clutch for engaging/disengaging the engine sprocket with the output shaft.

49. The system as claimed in claim 48, wherein .the centrifugal clutch is configured to engage to cause rotation of the engine sprocket when the engine is operated above its idle speed such that the engine sprocket rotates the motor sprocket via the chain.

50. The system as claimed in claim 49, wherein! the at least one electric motor comprises a motor sprocket configured to be drivingly connected to the engine sprocket via a chain.

51. The system as claimed in claim 43, wherein the at least one electric motor comprises single or multiple stators with a single housed rotor or inter-coupled rotor mechanisms controlled through independent commutation and control systems.

52. A hybrid vehicle substantially as herein described particularly with reference to the drawings.