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WO1997018125A2 - Vehicules electriques - Google Patents

Vehicules electriques Download PDF

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Publication number
WO1997018125A2
WO1997018125A2 PCT/GB1996/002797 GB9602797W WO9718125A2 WO 1997018125 A2 WO1997018125 A2 WO 1997018125A2 GB 9602797 W GB9602797 W GB 9602797W WO 9718125 A2 WO9718125 A2 WO 9718125A2
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
motor
drive
scooter
electromagnets
Prior art date
Application number
PCT/GB1996/002797
Other languages
English (en)
Other versions
WO1997018125A3 (fr
Inventor
Robin Hamilton
Edward Wedderburn Kershaw
Helmut Schiller
Original Assignee
Advanced Safe Sustainable Energy Technology Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=10783922&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO1997018125(A2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Advanced Safe Sustainable Energy Technology Limited filed Critical Advanced Safe Sustainable Energy Technology Limited
Priority to AU75809/96A priority Critical patent/AU7580996A/en
Publication of WO1997018125A2 publication Critical patent/WO1997018125A2/fr
Publication of WO1997018125A3 publication Critical patent/WO1997018125A3/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M7/00—Motorcycles characterised by position of motor or engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/02—Frames
    • B62K11/10—Frames characterised by the engine being over or beside driven rear wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K19/00—Cycle frames
    • B62K19/46—Luggage carriers forming part of frame
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M7/00—Motorcycles characterised by position of motor or engine
    • B62M7/12—Motorcycles characterised by position of motor or engine with the engine beside or within the driven wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/12—Motorcycles, Trikes; Quads; Scooters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/12—Motorcycles, Trikes; Quads; Scooters
    • B60Y2200/126—Scooters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K2202/00—Motorised scooters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K2204/00—Adaptations for driving cycles by electric motor

Definitions

  • the present invention relates to electric vehicles and particularly but not exclusively to the requirement for emission (exhaust and noise) free transport having adequate range, performance and practicality for safe everyday use by a person without specialist knowledge or skills.
  • the toxic gas content is responsible for forest erosion, water pollution, ozone depletion and ill health of humans and animals, and particulate emissions are also responsible for ill health, particularly with respect to cancer development and athsma.
  • Air pollution in towns and cities caused by road vehicle emissions is reaching such levels that governments are beginning to ban the use of pollutant emitting vehicles either at specific times, when pollution levels exceed set limits or, more rarely, totally.
  • An electric vehicle has to be designed so as to operate on a small percentage of the energy normally available to a road vehicle, whilst subject to a substantial weight penalty if a reasonable range is to be achieved. For practicality, it must have a performance and range acceptable to the average user i.e. reasonable acceleration, a maximum speed of at least sixty kilometres per hour, normal load carrying capacity, a range that usually requires the battery to be recharged no more than once a day and a facility for rapidly recharging the batteries, should this be required. It is also essential that the vehicle is safe both to use and in the event of an accident.
  • a scooter having a step- through chassis, the chassis defining a battery compartment substantially wholly within the chassis and sufficiently large to house an adequate number or size of batteries to provide motive power for the scooter, at least some of the batteries being housed beneath the footplate.
  • the chassis comprises elongate structural members extending forward and backward along the scooter, the battery compartment being formed therebetween.
  • Sheet members may extend between the structural members to define the battery housings, and are preferably of metal.
  • the invention also provides a vehicle comprising a drivable axle and a transmission system operable, in use, to drivingly connect the drivable axle and an internal combustion engine, the vehicle comprising an electric motor operable to provide drive to the transmission system in place of an internal combustion engine and the vehicle being otherwise substantially unaltered.
  • the vehicle is a two wheeled vehicle, such as a scooter.
  • the electric motor may be a pancake motor.
  • the invention also provides a powered vehicle, such as a scooter, comprising a drivable axle and drive means operable to drive the drivable axle, the drive means comprising a pancake motor.
  • a powered vehicle such as a scooter
  • the drive means comprising a pancake motor.
  • the invention further provides an electric motor comprising a driven member and drive means operable to drive the driven member, the drive means comprising permanent magnets and electromagnets moveable relative to each other, and one being moveable with the driven member and the other being fixed, there being means operable to energise the electromagnets in sequence to drive the permanent magnets relative to the electromagnets, thereby driving the drivable axle, and sensor means operable to sense the relative positions of the magnets and to control the energisation of the electromagnets in accordance with the speed and/or torque required.
  • the sensor means may control the time of energisation of the electromagnets.
  • the electromagnets may be energised in pulses and the frequency and/or magnitude and/or duty cycle of the pulse train may be controlled by the sensor means.
  • the permanent magnets are carried by the driven member to move therewith, the electromagnets being fixed.
  • the driven member is driven to rotate about an axis.
  • the permanent magnets are preferably arranged in a ring around the axis.
  • the invention provides a vehicle powered by an electric motor as aforesaid.
  • the permanent magnets are carried by a driven axle to rotate therewith, the electromagnets being fixed relative to the vehicle.
  • the invention still further provides an electric vehicle comprising an electric motor, battery means which, in use, power the motor, a driven axle, and transmission means operable to drivingly connect the motor and the driven axle, and decoupling means operable to decouple the driven axle from drive and to allow the driven axle to rotate freely.
  • the decoupling means comprise a clutch arrangement, preferably automatic, such as a one way clutch, sprag clutch or the like.
  • the decoupling means may be operable to disconnect drive current to the motor, thereby allowing the motor to turn freely.
  • the invention also provides an electronic control system for an electric vehicle, comprising controls operable in response to at least one input signal to provide at least one output signal, the control means, in use, receiving at least one of the following input signals:
  • the system provides a signal indicative of the duration, frequency, amplitude and/or duty cycle of current pulses required to drive the electric motor.
  • the system may comprise a microprocessor and/or transistor based control circuits, preferably field effect transistors.
  • the invention further comprises an electric vehicle, such as a cycle or scooter, having any, all or any combination of the features set out above.
  • an electric vehicle such as a cycle or scooter, having any, all or any combination of the features set out above.
  • Fig. 1 is a schematic perspective view of a scooter embodying the invention
  • Figs. 2 and 3 are side and plan views of the chassis of the scooter in Fig. l;
  • Figs. 4A to D are partial schematic views of drive transmission arrangements for a pancake motor
  • Figs. 5A and C are side elevations of a motor arrangement for the scooter of Fig. 1 and Fig. 5B is a horizontal section at B-B in Fig. 5 A;
  • Fig. 6 shows transmission arrangements of Figs. 4A to D in more detail and incorporating a decoupling clutch
  • Fig. 7 is a side elevation, in section, of a decoupling clutch for the arrangement of Fig. 6;
  • Fig. 8 is a block diagram of a control system for use in the vehicle in Fig. 1;
  • Fig. 9 illustrates a schematic design for a control member for controlling the system of Fig. 8.
  • a chassis system has been developed such that the chassis not only forms the main structural component of the vehicle 10, to which all other components are directly or indirectly fastened, but also serves as the housing for the traction batteries 12 (Fig. 2).
  • the batteries 12 should be distributed such that the centre of gravity of the vehicle is laterally centralised and optimised both longitudinally and with respect to height to provide well balanced driving characteristics with sufficient ground clearance.
  • Existing electric scooters typically have batteries mounted in compartments in the bodywork and/or in the underseat position normally required for crash helmet storage which is far from ideal in terms of weight distribution, centre of gravity requirements or safety.
  • the chassis 14 is typically constructed using two parallel, rectangular section steel tubes 16 formed into an open 'U ⁇ converging at the front to meet the headstock 18 and extending to the rear of the vehicle 20.
  • Battery housings are then provided by metal trays or enclosures which can also form cross members between the two longitudinal members. Battery housings can also be provided by fastening mountings to the sides, top or bottom of the chassis.
  • a main chassis 14 is therefore produced which not only houses the batteries 12 without protrusions into the body of the vehicle 10, but also encloses and secures them into a structure so as to reduce the risk of their coming loose in the event of an accident, for example. Since the batteries are then housed within the chassis structure itself, normal motorcycle storage facilities remain available, such as crash helmet storage in a lockable compartment beneath the seat.
  • Such a chassis could also be constructed using formed sheet metal members joined so as to form a chassis with integral battery trays or housings, or a sheet metal monocoque into which the batteries are placed so that the monocoque used forms the housing.
  • Such integral chassis/housing assemblies could also be manufactured from plastic or composite materials, for example.
  • the vehicle 10 in Fig. 1 is a scooter having two wheels 22 and a step-through chassis allowing unimpeded movement of the user's legs through a space 24 between the seat 26 and the handlebars 28. Beneath this space 24, there is a footplate 30 on which the user may rest his feet. It is to be noted that some of the batteries 12 are located beneath the footplate 30.
  • the chassis 14 has been developed so that it can easily be adapted to accept standard suspension and body components to enable existing vehicles to be converted to electric drive as well as for the production of bespoke vehicle designs.
  • the electric drive motor used is typically a brushed DC 'pancake' configuration, i.e. of cylindrical shape with a diameter approximately twice its length of the type manufactured by The Lynch Motor Company.
  • a pancake motor comprises a rotor of electrically insulatmg material in which radial sheets of conducting material are embedded. Permanent magnets are provided in stators to either side of the rotor. Current is fed to the radial sheets through a brush system, acting as a commutator, to provide the motive force. Its small physical size, high power to weight ratio (2kw/kg peak) and high efficiency (92%) make it suitable for electric vehicle traction where performance is to be optimised.
  • the motor is of basic pancake construction but with the rotor having copper strip windings, typically 5mm wide and lmm thick, to reduce Ohmic losses.
  • the copper strips are bent and folded to form the commutator with, typically, solder joints at the periphery where centrifugal air cooling has maximum effect.
  • High energy magnets typically Neodinium Boron Iron permanent magnets, are housed in the motor casing, as is the brush assembly.
  • motor efficiency has an adverse cumulative affect on other components. For example, if motor efficiency is reduced from ninety to eighty percent, current draw must mcrease by twelve percent to compensate. Increased current draw reduces the available battery capacity which, typically, would then reduce the range by sixteen percent. Resultant increased component heating would produce further losses such that a ten percent reduction in motor efficiency can produce a range reduction in excess of twenty percent.
  • This motor can be used to drive the vehicle either via a transmission system, directly coupled to the driven road wheel or built in as part of the driven road wheel.
  • a transmission system When used with an existing scooter transmission system it can be positioned typically on the side of the redundant crankcase or in place of the crankcase, for example (Fig. 4). Directly replacing an internal combustion engine in an otherwise unmodified scooter minimises cost by maximising the number of existing components which can be used.
  • Fig. 4 shows a pancake motor 32 mounted in four positions on existing scooter transmission casing 34 with engine components removed and cylinder aperture 36 blanked off.
  • the motor 32 is mounted on the side of a redundant crankcase 38 to drive road wheel 40.
  • the motor 32 is mounted in place of crankcase 38.
  • the motor is mounted at the hub of the wheel 40 on a swinging arm.
  • the motor 32 is mounted inside the wheel hub.
  • a new direct drive motor system can also be used whereby the driven wheel or wheels typically form the rotor 50, or are fixed to the rotor, and the suspension component 52 housing the wheel forms the stator (Fig. 5).
  • a motor system has magnets 54, typically high energy permanent magnets, typically embedded into the wheel hub 56 or as part of a rotor fixed to the wheel hub, and stationary windings 58 mounted, typically, in or on the wheel mounting 52 or housing or another stationary part of the vehicle.
  • the rotational speed and angular position of the wheel 50 is sensed by a transducer, typically a magnetic or optical sensor, typically mounted at the hub 56.
  • the wheel can have more than one rotor fixed to it to increase torque, or both wheels can be rotors or have rotors attached to produce a two wheel drive motorcycle.
  • Speed and positional information are transmitted to a microprocessor controlled speed controller which pulses the current to the windings at a frequency and duty cycle appropriate to the actual speed and the required torque.
  • a microprocessor controlled speed controller which pulses the current to the windings at a frequency and duty cycle appropriate to the actual speed and the required torque.
  • An advantage of the system described above is the elimination of wearing or sliding components, such as brush or slip ring assemblies.
  • the current can be controlled by a mechanical commutator, typically mounted on the rotor, which passes current to the windings via a brushed mechanism.
  • commutation timing can be optimised to match a particular rotational speed, and torque demand as dictated by the electromc "throttle" position.
  • commutation timing adjustment can be provided using a mechanical commutator by physically varying the relationship between the brushes and the commutator by mounting the brush assembly on a bearing and rotating it according to motor speed and torque demand typically by means of a counterweight assembly.
  • the transmission system is a new combination of components configured so as to optimise efficiency. Tests have shown that vehicle efficiency in terms of distance travelled related to energy consumption can be increased if the vehicle is allowed to roll freely or 'coast' when slowing or descending hills. Not only is this due to the elimination of unwanted 'engine braking', but, in the case of battery powered vehicles, this allows the batteries increased recuperation time, i.e. off load time when the battery chemistry can regain its natural equilibrium. In urban conditions, where acceleration and stopping is frequent, this factor alone can increase available battery capacity, hence range, by over twenty percent.
  • Power is transmitted from the motor 60 to the driven wheel 62 by conventional means such as a chain, fan belt, toothed belt or gears 64 (Fig. 6).
  • Rotational resistance within the transmission system for efficient 'coasting' is minimised by the decoupling of the system at a suitable point or points, allowing the remainder of the transmission system still engaged to rotate freely.
  • Suitable decoupling can be provided by breaking the motor electrical circuit by means of a switch or solenoid thereby eliminating back EMF resistive braking forces within the motor as it rotates off load.
  • the system can also be decoupled by means of an automatic clutch system 66A,B,C,D, such as an electromagnetic clutch, or 'one way' clutch device, such as a 'sprag' clutch, placed in the system at a suitable point.
  • Fig. 6 shows several possible positions along the drive chain for a decoupling clutch.
  • the decoupling clutch is at the motor output shaft.
  • the decoupling clutch is in driving gear or sprocket or pulley.
  • the driveshaft 68 replaces crankshaft in standard scooter transmission.
  • the decoupling clutch in in driven gear or sprocket or pulley.
  • the decoupling clutch is in wheel hub.
  • FIG. 7 shows schematically a suitable one ⁇ way, or "sprag" clutch 70.
  • the clutch can be situated at the driven wheel, thus completely decoupling the road wheel from the transmission system when 'coasting'.
  • shaft 72 rotates clockwise rollers 74 lock in the converging housing, radial forces then locking the device into housing 76.
  • the clutch can be situated at the driving sprocket, pulley or gear either directly decoupling this from the motor and drive shaft or decoupling the motor itself from the rest of the transmission system thereby allowing the entire transmission system to rotate freely during 'coasting'.
  • the latter system also provides a quick and simple means of installing the motor with no fastening system required to connect the drive shaft as the sprag clutch can be this interface (Fig. 6). If the transmission system utilises a gearbox for ratio changes, the clutch or clutches could also be situated at any suitable point in the gear train.
  • This novel combination of 'pancake' motor, simple chain, belt or geared drive, and decoupling device provides an efficient and compact transmission package that is ideal both for use in bespoke designs or for conversion of existing motorcycle transmission systems whereby the internal combustion engine components are removed i.e. piston, cylinder, connecting rod and crankshaft.
  • the crankshaft is replaced with a drive shaft and the electric motor is fastened to the side of the transmission casing thereby driving the transmission system through the existing crankcase (Fig. 6).
  • a significant advantage of an electric motor over conventional internal combustion engine drive is that no drive take-up device, such as a slipping plate clutch device or torque converter, is required between the motor and transmission system as the motor can start from rest producmg high torque at low speeds. This characteristic also reduces or eliminates the requirement for ratio changes in the transmission.
  • This transmission principle can also be applied to three and four wheeled vehicles where optimisation of transmission efficiency is important.
  • the design of a multi-function electronic control system has been developed to manage all power handling aspects of the vehicle. It can control motor timing for the new type of motor described, and can provide all necessary driver information.
  • FETs Field Effect Transistors
  • a single system of integral Field Effect Transistors are used for the three functions of motor speed control, battery charging, and DC/DC conversion for obtaining direct current at lower voltages for lights and other ancillary equipment.
  • a control system 80 comprising integral micro processor receives various inputs 82, and yields various outputs 84, as will now be described.
  • the system receives positional and velocity information from a transducer housed in the motor, and torque demand information from, typically, an accelerator pedal or twist grip attached or combined with, typically, a potentiometer or other positional transducer, such as a proximity sensor.
  • a transducer 86 can be an integral component of the accelerator pedal or twist grip assembly 87 (Fig. 9A), or can be a remote device operated typically via a sleeved cable, pushrod or similar device 88 (Fig. 9B).
  • the processor can then provide the FET system with precise instructions as to the duration and timing of the individual pulses of current to the motor windings for optimum efficiency.
  • the control system also monitors battery terminal voltage and current flow by means such as, typically, an electric 'shunt' device, and processes this information into the sum of energy input and energy output.
  • This sum can be displayed on an instrument, typically a bar readout, LCD screen or needle gauge to provide driver information on energy consumption i.e. an electrical 'fuel gauge'.
  • Information on the rate of energy usage compared to time can also be displayed to the driver on a similar display device, as can approximate remaining range, to help make optimum use of the energy available.
  • the processor can be programmed so that various modes of driving style can be selected, typically either pre-dete ⁇ nined or driver selectable. Typically two or more modes can be selected providing various levels of torque response to manual accelerator input to provide, for example, a high torque availability 'sport' mode and a lower torque 'economy' mode. This would enable a driver to alter the performance of the vehicle depending upon the type of journey anticipated and would help the driver obtain maximum duration, if required.
  • the processor can be programmed to vary the rate of charge dependant upon battery condition factors, typically, battery temperature, terminal voltage, battery charge time and energy remaining when charging began. Recharges can be accomplished in shorter periods if the output of the charger matches the ideal charge characteristic required of the battery, as can be provided by this programmable system.
  • the scooter uses the latest generation lead acid batteries, constructed, typically, by means of lead deposits on glass strands with the hquid electrolyte being applied, but contained by, an absorbent matrix.
  • This system produces an available power density of forty watt hours per kilogram.
  • the system can tolerate an extensive initial period of high charge current which, if reduced by pre-programmed increments, as can be provided by the charging system described, can reduce the full recharge period from several hours to thirty minutes, or can provide a half charge in ten minutes, without significant detriment to the battery cycle life.
  • This charging system can be pre programmed to match any required battery charging characteristic or profile which will enable the next generation batteries to be used without modification, these batteries being likely to have and energy density of one hundred watt hours per kilograms
  • regenerative braking can be optimised by motor timing variation, as the motor can therefore be used more efficient in a generator mode.
  • solar panels can be used for trickle charging, using the DC/DC conversion and battery monitoring system. Solar panels can be used with the scooter, typically built into the bodywork, or as a fold-away panel.
  • axles particularly "driven axles”. It is to be understood that other mechanical equivalents are to be encompassed by this term, whether or not rotatable members are mounted by means of an axle or otherwise.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

L'invention concerne un véhicule électrique, un scooter, par exemple. Ce véhicule comporte un espace (24) sur le châssis, qu'on peut enjamber et qui est situé entre la selle (26) et les poignées (28) du guidon. La batterie (12) est située sous le repose-pied (30). D'après l'invention, un moteur électrique met ce véhicule en mouvement, à la place d'un moteur à combustion interne. Le moteur préféré est un moteur à induit hélicoïdal. Le moteur peut comporter un détecteur servant à détecter les positions relatives d'aimants et à exciter des électroaimants en fonction de la vitesse et/ou du couple nécessaires. La chaîne de transmission peut comprendre un embrayage. L'invention concerne également un système de commande électronique servant à recevoir différentes entrées et à produire différentes sorties, afin d'optimiser l'efficacité du véhicule électrique.
PCT/GB1996/002797 1995-11-16 1996-11-14 Vehicules electriques WO1997018125A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU75809/96A AU7580996A (en) 1995-11-16 1996-11-14 Electric vehicles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB9523362A GB2307218A (en) 1995-11-16 1995-11-16 Electric vehicle
GB9523362.3 1995-11-16

Publications (2)

Publication Number Publication Date
WO1997018125A2 true WO1997018125A2 (fr) 1997-05-22
WO1997018125A3 WO1997018125A3 (fr) 1997-08-07

Family

ID=10783922

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1996/002797 WO1997018125A2 (fr) 1995-11-16 1996-11-14 Vehicules electriques

Country Status (3)

Country Link
AU (1) AU7580996A (fr)
GB (1) GB2307218A (fr)
WO (1) WO1997018125A2 (fr)

Cited By (4)

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WO1998056647A1 (fr) * 1997-06-12 1998-12-17 Helmut Schiller Ensemble bras oscillant-moteur pour vehicules a voie unique ou a voies multiples, entraines par un moteur electrique
RU2440268C1 (ru) * 2010-05-31 2012-01-20 Евгений Александрович Бурмистров Электропривод для велосипеда
CN106627966A (zh) * 1999-04-21 2017-05-10 吴正德 一种电动自行车
US11866117B2 (en) 2019-01-16 2024-01-09 Livewire Ev, Llc Motorcycle with virtual braking and virtual clutch

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CN103863513A (zh) * 1997-11-17 2014-06-18 吴正德 一种电动车
EP1241088A1 (fr) * 2001-03-01 2002-09-18 Trebbi Fiorenzo (Company) Roue d'entraínement avec moteur à courant continu pour véhicule à deux ou trois roues
FR2827255A1 (fr) * 2001-07-16 2003-01-17 Thierry Clerc Un cyclo moteur a energie electrique
JP4353415B2 (ja) * 2004-01-16 2009-10-28 本田技研工業株式会社 電動車両
JP2005280656A (ja) 2004-03-31 2005-10-13 Honda Motor Co Ltd 電動車両
CN100361838C (zh) * 2004-05-18 2008-01-16 本田技研工业株式会社 电动车辆的电池搭载结构
JP2006096105A (ja) * 2004-09-28 2006-04-13 Honda Motor Co Ltd 電動車両用バッテリ保持装置
GB2427506A (en) * 2005-06-22 2006-12-27 Chienti Entpr Co Ltd Battery conducting device for motorized scooter
WO2009044418A1 (fr) * 2007-10-05 2009-04-09 Oxygen, S.P.A. Transmission destinée à des scouteurs électriques
GR1006455B (el) * 2008-06-25 2009-06-22 Αθανασιου Δημητριος Χατζηκακιδης Παραμετρικο συστημα πλαισιου για οχηματα σχηματιζομενο απο τεσσερα στοιχεια αναρτησεως με εγκαρσια ραβδο στρεψεως και ομοαξονικο συστημα αποσβεστηρα μεσα σε φατνωμα που επιτρεπει την αποθηκευση κεντρικα βαρεων στοιχειων (οπως μπαταριες)
JP5468228B2 (ja) * 2008-09-30 2014-04-09 本田技研工業株式会社 鞍乗型電動車両
JP5084685B2 (ja) 2008-09-30 2012-11-28 本田技研工業株式会社 鞍乗型電動車両
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JP5597376B2 (ja) * 2009-09-15 2014-10-01 本田技研工業株式会社 自動二輪車
CN103770612B (zh) * 2012-10-23 2016-05-25 潘世澄 电动汽车的安全保护装置
CN105000105A (zh) * 2015-07-24 2015-10-28 新昌县超燕新能源车业有限公司 新型光电电动车
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WO1997018125A3 (fr) 1997-08-07
AU7580996A (en) 1997-06-05
GB9523362D0 (en) 1996-01-17

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