WO2020065658A1

WO2020065658A1 - Two wheel drive hybrid powertrain for scooters

Info

Publication number: WO2020065658A1
Application number: PCT/IN2019/000030
Authority: WO
Inventors: Lakhapamu GNAN SANDEEP
Original assignee: Gnan Sandeep Lakhapamu
Priority date: 2018-09-25
Filing date: 2019-09-04
Publication date: 2020-04-02

Abstract

This invention relates to a hybrid two-wheeler where a hub motor and a DC motor are connected to the front wheel and rear wheel respectively in which an IC engine is already connected in the two-wheeler conventionally wherein a mechanism is introduced to regulate the rotation of the actuation of the motors with respect to the wheels in such a way that rotation of the actuation by the IC engine is restricted to the other actuators and vice versa where an electronic control unit is fixed which controls all the motors in plurality of operating modes.

Description

Title: TWO WHEEL DRIVE HYBRID POWERTRAIN FOR SCOOTERS

Applicant: LAKHAPAMU GNAN SANDEEP

FIELD OF INVENTION

The present invention relates more particularly to provide a hybrid motorcycle with a DC motor at the rear wheel, a Hub motor at the front wheel and combinational switching modes to control the motors along with a conventional 1C engine that can easily convert a conventional two-wheeler into a hybrid-type two-wheeler.

BACKGROUND OF THE INVENTION

Generally, a two-wheeled vehicle such as a scooter or a motorcycle is a type in which a gasoline engine used as a driving source. Electric scooters are available in India from a long time. Many companies tried to educate the public about the benefits of electric scooters, but most of the struggle went as vain.

People are still buying conventional gasoline-powered scooters even though they cause pollution. Only a few people in cities are using electric scooters. The only reason is poor range and they can't charge the battery quickly like a conventional scooter refueling.

OBJECT OF THE INVENTION

The object of the present invention is to construct a hybrid type two-wheeler with a combination of the conventional and electric drive trains. We can achieve this by a Hybrid drive train Mechanism to have a two-wheel drive in a scooter and can use both conventional gasoline engine and battery operable motors.

The other object of the present invention is to provide a hybrid two-wheeler with a combinational mechanism of combining an Internal Combustion engine and a DC motor operatively connected to the rear wheel and a hub motor connected to the front wheel.

Another object of the present invention is to provide a hybrid two-wheeler with the combinational mechanism of combining an Internal Combustion engine and a DC motor operatively connected to the rear wheel and a hub motor connected to the front wheel and combinational or logical control switch that can exhibit a plurality of switching modes and parallel control the motors.

Further, the object of the present invention is to construct a mechanism to provide a hybrid two-wheeler with the combinational mechanism of combining an Internal Combustion engine and a DC motor operatively connected to the rear wheel and a hub motor connected to the front wheel and combinational control switching exhibiting a plurality of switching modes that can control the motors. SUMMARY

The present invention gives a mechanism by combining the conventional and electric drive trains to achieve a hybrid drive train that can be applicable for conventional gasoline engine and a battery drive mechanism. A hub motor is connected to the front wheel of a two-wheeler with a control switch. The batteries are placed at the foot-well of the two-wheelers. At the rear, another motor connected to a variator by a belt. Also, the normal drive train remains undisturbed except for the variator. The variator is modified in such a way to connect two belts. One belt to rotate the wheel and other belt is connected to the conventional motor for actuating the variator (Figure 5). Both the DC motor and hub motor are connected to ECU which is coupled to the throttle (accelerator) of the vehicle. And we use a switch to change the driving modes. Front hub motor can be turned on or off as per requirement. Here primary driven wheel is rear wheel. And the power to the front wheel can be given as per our requirement. With the above-proposed hybrid technology, we can have a plurality of different drive modes/ switching modes in single scooter controlled by a combination of switches. The battery can be charged by a plug-in charger form wall socket to the vehicle directly or we can remove the battery from the scooter and can charge it separately.

DETAILED DESCRIPTION OF THE DRAWING

Figure 1 illustrates the layout structure of parts in the drive train.

Figure 2 illustrates the connection of motors and engine to ECU.

Figure 3 illustrates the construction of a conventional CVT of two-wheelers.

Figure 4 illustrates the conventional drivetrain construction of CVT to Crankshaft

Figure 5 illustrates the concept of connecting the DC motor to variator assembly by the belt.

Figure 6 illustrates the

view of the present invention hybrid drive train.

Figure 7 illustrates the exploded view of the present invention hybrid drive train.

Figure 8 illustrates the construction of a modified crankshaft of the present invention.

Figure 9 illustrates the comparison between the modified crankshaft of the present invention and a conventional crankshaft.

Figure 10 illustrates the exploded view of the unidirectional power transfer shaft.

Figure 11 illustrates a cut section of the unidirectional power transfer shaft.

Figure 12 explains the working of the unidirectional power transfer shaft.

Figure 13 illustrates the construction of the output shaft.

Figure 14 illustrates the construction of the spacer.

Figure 15 illustrates the exploded view of the one-way rotational pulley.

Figure 16 illustrates the cut section of unidirectional power transfer pulley.

Figure 17 illustrates the working of unidirectional power transfer pulley.

DETAILED DESCRIPTION OF THE INVENTION

According to the two-wheeled vehicle electric drive assembly of the present invention having figure 1 the structure is shown, can be easily made to motorcycles of the conventional engine drive system, and by configuring the two-wheeled vehicle of the conventional engine-driven. It can be easily converted into a hybrid of the two-wheeler.

At the rear side of the vehicle, in figure 5, a DC motor is connected to variator by using a belt where this is also possible to a person skilled in the art to use a sprocket chain or timing chain so that coupling the motor with a variator is enormous. Also, the normal drive train remains undisturbed except for the variator. Here we have to add a mechanism to connect a dc motor with the variator such that it can hold two belts connected one with 1C engine and one with the DC motor.

In fig2, it illustrates the connection mechanism of motors and ECU where the hub motor 3, is compactly fixed in the front wheel. The hub motor may be an actuator with lesser efficiency may be used for riding comfort otherwise a high torque potential actuator may also be used by the person skilled in the art. The ECU is the controller which controls the activity of the hub motor 3, with respect to the accelerator input to the ECU. Therefore, it provides better-gripping conditions for the front wheel as instead of running freely now the front wheel also exerts some force on the road, thereby improving grip and it gives us confidence while cornering at high speeds and provides better drivability and also provides more comfort while riding.

Figure 3, 4 illustrate the norma! conventional CVT transmission of the two-wheelers and the construction of the drive train respectively, i.e. connection of CVT transmission to the crankshaft in a conventional manner.

In one aspect the present invention figure 5 shows that the variator is included with a mechanism to hold two belts for connecting the variator with a conventional 1C engine and a DC motor.

It is another aspect of the present invention to provide an electric DC motor at rear wheel such that it can perform actuating the rear wheel without altering the connection between the engine and rear wheel.

Therefore in order to achieve this, an embodiment in the present invention wherein the figure 7 shows a modified crankshaft 2 is designed such that, the variator side of the shaft is cut and a groove is made into it to accommodate a connecting shaft. Figure 8 and 9 shows a comparison between the conventional and modified crankshaft. The connectable shaft is another embodiment of the invention where the shaft is a unidirectional power transfer shaft 3 which fits into the groove of the modified crankshaft. Connecting to it is an output shaft 4, which is another embodiment, which is connected with foolproof components such as screws through provided threaded holes. To this arrangement, the variator of the CVT 5 is connected which remains undisturbed. After the variator, a unidirectional pulley 8 is attached with a spacer 6. The spacer provides sufficient space between the variator 5 and the unidirectional pulley 8. The pulley 8 is included further with a belt 9 that makes the connection between the pulley 8 and a DC motor 1. A washer and nut (9, 10) are foolproof components used for providing rigid connections to the components.

It is one aspect of the present invention that the crankshaft is rotated in one direction the unidirectional power transfer shaft 2 and output shaft 3 make the variator 4 to rotate in the same direction thereby the engine actuates the rear wheel conventionally. In the case of the pulley, the outer part of it stays stationary and so the DC motor stays stationary. Where the IC engine is ON state and DC motor is in OFF state.

It is one aspect of the present invention; if DC motor is turned ON then it rotates the pulley in the direction crank rotates and makes the variator to rotate in the same direction. The variator rotates the belt connected to it and causing the rear wheel to rotate thereby the vehicle moves wherein the IC engine is in OFF state.

Fig 8 shows the modified crankshaft 1 in multiple views to understand the structure of the shaft that has internal grooves to include the power transfer shaft insertion and a threaded hole for a foolproof connection.

In fig 10, another embodiment in the invention that in order to achieve the above aspect the unidirectional shaft is made in a way that it consisting of an inner shaft 1 insertably connected to the outer shaft 4 of the unidirectional power transfer shaft. The inner shaft has roller support base on which roller supports are inserted and rollers are placed above which rotatable in one direction with outer shaft 4. Here if the inner shaft rotates in one direction the rollers inside the outer shaft 4 rotates in opposite direction. The free rotation of the roller is restricted by ridges on the inner shaft by locking it to the outer shaft. Thus the inner shaft and outer shaft rotate in the same direction. Thereby, the power will be transferred to the outer shaft. Yet, when the outer shaft makes the rotation in a direction, these rollers move towards the spring support side of roller support and exert free rotation, such that, the rotation of the outer shaft will not be carried to the inner shaft 1. In brief, the power transfer, in this case, will be in the direction from the crankshaft to variator only (outer shaft of unidirectional power transfer shaft). The reverse will not be done. Thus the crankshaft remains stationary even when the outer shaft of the unidirectional power transfer shaft is rotated.

Here in this mechanism, rollers always maintain contact with both the shafts i.e., inner and outer. Such that, when the inner shaft makes a rotation in a direction, the free rotation of the roller is restricted by ridges on the inner shaft by locking it to the outer shaft. Thereby, the power will be transferred to the outer shaft. Yet, when the outer shaft makes the rotation in the same direction, these rollers move towards the spring support side and exert free rotation, Such that, the rotation of the outer shaft will not be carried to the inner shaft.

Figure 10 and 11 show the construction and multiple views of the unidirectional power transfer shaft to understand the structure of the shaft. Figure12 illustrates the working of the unidirectional power transfer shaft. Figure 13 illustrates the construction of an output shaft where couple groves are made at the crank side of the output shaft, which makes it fit with the unidirectional power transfer shaft. Further the joint will be much stronger with screws.

In figure 14 the spacer is used which helps in maintaining constant space between the variator and pulley and also prevents the belt in getting contact with the variator.

Another embodiment in the present invention, in fig 15, the pulley is shown in exploded view where the outer shaft 1 has roller support base on which roller supports are insertably connected above which rollers are fixed rotatable with outer shaft 1. The inner shaft is placed inside of the outer shaft 1 and closing plate on both sides of the pulley are connected for fool proofing.

The working mechanism of this one-way rotational pulley or unidirectional pulley is similar to the unidirectional power transfer shaft but in the reverse action. Here, when the outer shaft makes a rotation in one direction, the rollers get locked at the ridges and the rotation is transferred to the inner shaft as desired. But when the inner shaft rotates, these rollers exert a free rotation and do not transfer power.

In brief, the power transfer, in this case, will be in the direction from DC motor to output shaft only. The reverse will not be done. Thus the rotation of the pulley does not disturb the crank action.

While in Engine mode, the piston movement is transferred as crank rotation, and this crank rotates the inner shaft of unidirectional power transfer shaft which then rotates the outer shaft, and the outer shaft rotates the output shaft which rotates the variator which causes the momentum of the vehicle. But here the unidirectional rotational pulley does not rotate and thereby the motor doesn’t rotate. Thus load on the engine is reduced and we can get a bit more range. While in electric mode, the motor rotates the unidirectional rotational pulley which rotates the output shaft and the output shaft rotates the variator assembly causing momentum of the vehicle. Now when the output shaft is rotated it rotates the outer shaft of unidirectional power transfer shaft but due to its construction, the inner shaft doesn’t rotate and thus crank stays stationary and it reduces the load on the motor and gives us an increased range and increased life of motor and battery.

With the above proposed Hybrid technology, we can have seven different drive modes in single scooter controlled by the combination of three switches but this will not limit the scope of the invention. The four modes of the combination are as follows:

MODE 1 :

This mode allows us to use the scooter as a conventional scooter giving you maximum range possible for long rides. All the work is done by the engine itself and power is transmitted to rear wheel only.

MODE 2:

This is a hybrid mode, where we can use both engine and battery power at the same time. Here in this mode both the engine and conventional DC motor are used to power the rear wheel only, the front hub motor stays in off position. This mode provides more power and torque for better acceleration and a higher top speed. This helps in carrying heavy loads with less effort.

MODE 3:

This mode is one of the Hybrid modes giving you the power to utilize the engine as well as battery power too. Here the rear wheel is driven by the engine and the front wheel is driven by the motor using battery power. In this mode, you’ll get more power when required and at the same time, more mileage from the same engine while in economy speeds as the engine needs to do a bit lesser work to go at the same speed as it is shared by front wheel also, giving you more power and more mileage. Also, it provides better-gripping conditions for the front wheel as instead of running freely now the front wheel also exerts some force on the road, thereby improving grip and it gives us confidence while cornering at high speeds and provides better drivability and also provides more comfort while riding. MODE 4:

This is the hybrid mode where we can get maximum output at any given time. This mode utilizes both the engine and battery sources to propel both the wheels using both motors and the engine at the same time i.e., the battery powers both the front hub motor and the rear DC motor and engine powers the rear wheel. This mode provides all the benefits of previous modes 2 and 3 but the range is compromised due to the quick discharge of the battery as it powers both the motors at the same time.

MODE 5:

Here in this mode, only rear DC motor is turned on. The engine and the front hub motor are in off position. This mode gives you the ability to run the vehicle as a fully electric vehicle and gives you maximum range from the available battery. It is both eco-friendly and is much cheaper to run when compared to a conventional engine.

MODE 6:

This mode is also fully electric like mode 5 and gives you the benefits of mode 3 on just battery power itself. But here we compromise range for better power and drivability.

MODE 7:

Here in this mode, only front hub motor stays on and rear DC motor and Engine are in off position. Here the vehicle is powered by front wheel only. This mode is useful for low-speed city driving, which provides better handling in low-speed heavy traffic condition.

Thus a conventional petrol engine for long drives and always has some power at the reserve whenever required. And converting a conventional two-wheeler into hybrid two- wheeler. This will change the people to commute daily and are also eco-friendly.

Table 1

In accordance with the provisions of the patent statutes, it should be understood that while in the foregoing the best mode of practice of the invention now known to the inventor has been fully disclosed, numerous inventions and developments will be made during further development of the hybrid electric vehicle of the invention. Therefore, inasmuch as the present invention is subject to many variations, modifications, and changes in detail, it is intended that all subject matter discussed above or shown in the accompanying drawings be interpreted as illustrative only and not be taken in a limiting sense.

Claims

1 . A hybrid two-wheeler vehicle having a hub motor at the front wheel and a DC motor at rear wheel connected with a conventional CVT connected to a conventional IC engine wherein the hybrid vehicle consisting of

- an electronic control unit (ECU),

-a modified crankshaft which is connected to a piston conventionally and one shaft end is having grooves,

-a unidirectional power transfer shaft consisting of an inner shaft and outer shaft, -an output shaft,

- one-directional rotating pulley or a unidirectional pulley,

- a spacer,

-a combinational switching unit for controlling actuation of the front wheel hub motor, the DC motor at rear wheel and Conventional IC engine.

- a belt that connects the unidirectional pulley and the DC motor

Wherein the crankshaft is rotatably connected in one direction subsequently it rotates the unidirectional power transfer shaft, the output shaft, and the variator to rotate in the same direction and pulley stays stationary due to its construction, and wherein the pulley is rotatably connected to the output shaft subsequently it rotates the variator thereby moving the rear wheel of the two-wheeler and crankshaft stays stationary due to use of uni-directional power transfer shaft.

2. The hybrid two-wheeler as claimed in claim 1 , wherein the said unidirectional power transfer shaft is characterized with a set of rollers and roller supports for connecting the said inner shaft and said outer shaft.

3. The unidirectional power transfer shaft as claimed in claim 2, wherein the inner shaft rotates the outer shaft in one direction and the said rollers get locked in- between the said output shaft and the said ridges of input shaft thereby transferring the power from inner shaft to outer shaft of the uni-directional power transfer shaft.

4. The unidirectional power transfer shaft as claimed in claim 2, wherein the outer shaft rotates in one direction the rotational power transfer is restricted to the said inner shaft in such a way that the rollers exert free rotational motion, whereby the outer shaft’s rotational power transfer is not carried to the said inner shaft.

5. The hybrid two-wheeler as claimed in claim 1 , wherein the said unidirectional pulley includes a set of rollers and roller supports for allowing direction of rotation of the said inner shaft and outer shaft of the pulley in such a way that the outer shaft rotates the inner shaft and rotating power from the inner shaft is restricted to the outer shaft.

6. The hybrid two-wheeler as claimed in claim 1 , wherein the said unidirectional pulley rotates in a such a way that if the outer shaft rotates the inner shaft and if the said inner shaft is rotated then the power transfer is restricted to the said outer shaft by the free movement of rollers in opposite direction of rotation and by the roller support at the ridges.

7. The hybrid two-wheeler as claimed in claim 1 , wherein the DC motor is rotating the pulley, the said variator connected to the IC engine rotates the rear wheel.

8. The hybrid two-wheeler as claimed in claim 1 , wherein the IC engine rotates the rear wheel the rotation is restricted to the pulley by the roller movement and roller support at ridges of the said outer shaft.

9. The hybrid two-wheeler as claimed in claim 1 , wherein the said ECU controls the said DC motor, IC engine and hub motor in such a way that the said motors and engine can be turned on and off individually or in a combination by using the said combinational switches in real time thereby exhibiting combinational operating modes of the vehicle.