Front wheel energy recovery system

• US 8,761,984 B2
• Filed: 03/15/2013
• Issued: 06/24/2014
• Est. Priority Date: 10/04/2010
• Status: Expired due to Fees

• Current Assignee: W.Morrison Consulting Group, Inc.
• Original Assignee: W.Morrison Consulting Group, Inc.
• Inventors: Ingram, Benjamin T., Yates, William M.
• Primary Examiner(s): CAMBY, RICHARD M
• Application Number:
  US13/838,989
• Publication Number:
  US 20130226381A1
• Time in Patent Office: 466 Days
• Field of Search: 701/22, 701/36, 180/65.1, 180/65.21, 180/65.245, 180/65.265, 180/65.31, 180/65.51, 310/67.A, 310/67.R, 310/83, 310/87, 310/112, 310/113, 310/114
• US Class Current: 701/22
• CPC Class Codes: B60L 15/2045 for optimising the use of energy
• CPC Class Codes: B60L 2200/12 Bikes
• CPC Class Codes: B60L 50/90 using propulsion power supplied by specific means not covered by groups B60L50/10 - B60L50/50, e.g. by direct conversion of thermal nuclear energy into electricity
• CPC Class Codes: B60L 7/18 Controlling the braking effect B60L7/12, B60L7/14, B60L7/16 take precedence
• CPC Class Codes: B62K 11/04 characterised by the engine being between front and rear wheels
• CPC Class Codes: B62K 2204/00 Adaptations for driving cycles by electric motor
• CPC Class Codes: B62M 19/00 Transmissions characterised by use of non-mechanical gearing, e.g. fluid gearing
• CPC Class Codes: B62M 23/02 characterised by the use of two or more dissimilar sources of power, e.g. transmissions for hybrid motorcycles transmissions for wheeled vehicles using rider propulsion with additional source of power B62M6/00
• CPC Class Codes: B62M 7/02 with engine between front and rear wheels
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

A kinetic energy recovery system (“KERS system”) and motorcycle equipped with the same is disclosed. The KERS system may be mechanical, hydraulic, or a combination thereof. In an embodiment, motorcycle includes a rear wheel, an electric motor, a motor shaft, and a front wheel equipped with a wheel hub that includes a sprag clutch. The motor shaft can be fitted with a motor drive sprocket that drives a jackshaft chain that in turn drives a jackshaft input sprocket that is fitted to the jackshaft. Jackshaft input sprocket may be installed in conjunction with a sprag clutch that allows the rear wheel to free wheel during coasting while the front wheel KERS system is engaged. The motor harvests kinetic energy from the front wheel without simultaneously powering the rear wheel while the use of a geared dead zone allows the front and rear wheels to not lock together to improve safety.

Claims

1. A method of regenerating energy in an electrical accumulator comprising:

collecting energy from a kinetic energy recovery system (“

KERS”

) operatively connected to a front wheel of a two-wheel or three-wheel vehicle;

transferring energy collected from the front wheel along a steering head to an electric motor by applying a load on a motor shaft;

generating electricity using the load applied on the motor shaft.

2. The method of claim 1, wherein the kinetic energy from the front wheel is mechanically transferred from the front wheel to the motor shaft.

3. The method of claim 1, wherein the kinetic energy from the front wheel is transferred from the front wheel to the motor shaft using hydraulics.

4. The method of claim 1, wherein generating electricity further comprises:

collecting data from one or more sensors on the vehicle;

determining an appropriate level of regenerative torque based on the collected information;

initiating said regenerative torque in the motor.

5. The method of claim 4, wherein collecting data further comprises at least one of:

measuring a state of charge of at least one electrical accumulator on the vehicle;

measuring a speed of at least one wheel;

measuring a tilt angle of the vehicle; and

measuring the position of the vehicle with respect to a destination.

10. The method of claim 1, wherein the transferring energy step further comprises:

applying the load on the motor shaft using a chain or gear.

11. The method of claim 10, wherein the motor shaft is substantially rigid and comprises a light weight material.

12. The method of claim 5, further comprising limiting the initiated regenerative torque based on the tilt angle of the vehicle.

13. The method of claim 1, further comprising:

detecting a charge level of the electrical accumulator; and

using a friction braking system when the detected charge level of the electrical accumulator is in a state of high charge.

14. The method of claim 13, wherein the friction braking system and the KERS simultaneously provide braking force to slow the vehicle.

15. The method of claim 13, wherein a proportion of braking force provided by the friction braking system and the KERS is determined by a control unit.

16. The method of claim 15, wherein the control unit comprises an engine control unit.

17. The method of claim 15, wherein the control unit comprises a motor controller.

18. The method of claim 13, wherein a proportion of braking force provided by the friction braking system and the KERS is determined by an operator of the vehicle.

19. The method of claim 1, further comprising:

allowing the front wheel and a rear wheel of the vehicle to spin at different speeds to thereby create a dead zone.

20. The method of claim 19, wherein the dead zone provides for a minimum gear ratio between the rear wheel and a motor, the dead zone expressed by:

(r_r/r_m)≧

(r_f/r_m)×

(R_r/R_f)_max×

((1+s_f)/(1+s_r))_max

wherein the variable “

R”

represents wheel radius, “

r”

represents effective gear pitch radius, and “

s”

represents slip ratio,

wherein the subscript “

r”

represents rear wheel, “

f”

represents front wheel, and “

m”

represents motor.

21. The method of claim 19, wherein the dead zone provides for a minimum gear ratio between the front wheel and the motor, the dead zone expressed by:

(r_f/r_m)≦

(r_r/r_m)*(R_f/R_r)_min*((1+s_r)/(1+s_f))_min

wherein the variable “

R”

represents wheel radius, “

r”

represents effective gear pitch radius, and “

s”

represents slip ratio,

wherein the subscript “

r”

represents rear wheel, “

f”

represents front wheel, and “

m”

represents motor.

22. The method of claim 19, wherein the dead zone allows the front and the rear wheels to free wheel in one direction.

23. The method of claim 19, further comprising:

the motor engaging a rear wheel sprag bearing while a front wheel sprag bearing is disengaged and overrunning during acceleration.

24. The method of claim 19, further comprising:

the motor disengaging a rear wheel sprag bearing and engaging a front wheel sprag bearing during deceleration.

25. The method of claim 19, further comprising:

disengaging a rear clutch and engaging a front clutch during braking.

28. The method of claim 3, wherein hydraulic pressure is generated by a hydraulic pump driven by the front wheel.

29. The method of claim 28, wherein the hydraulic pump is a gerotor.

30. The method of claim 28, wherein the hydraulic pressure is conveyed via tubing to a second hydraulic pump connected to the motor shaft.

31. The method of claim 30, wherein the second hydraulic pump is configured as a hydraulic motor.

32. The method of claim 11, further comprising:

controlling engagement and disengagement of the motor shaft with the KERS and rear wheel with a dual clutch pack differential.

33. The method of claim 32, wherein the dual clutch pack differential is mounted on the motor shaft.

6. A method comprising:

calculating an amount of charge current obtainable from a front wheel kinetic energy recovery system (“

KERS”

);

calculating a current level and duration for a desired duty cycle for an electrical accumulator for at least one discharge event and one energy recovery event; and

testing the electrical accumulator using the calculated current level and duration from each event.

7. The method of claim 6, further comprising:

generating a current profile based on the testing; and

limiting charging of the electrical accumulator by the KERS using the current profile via a motor controller.

8. The method of claim 7, further comprising:

limiting discharging of the electrical accumulator using the current profile via a motor controller when approaching a minimum voltage level of the electrical accumulator.

9. The method of claim 7 wherein the current profile reflects at least one of the following:

elevation, topography, route time, desired speed, and desired acceleration.

26. A method comprising:

collecting data from one or more sensors, the data including a position of a vehicle relative to an intended destination, tilt angle, and state of charge of an electrical accumulator;

determining appropriate kinetic energy recovery system (“

KERS”

) control based on at least the position of the vehicle, tilt angle, and electrical accumulator state of charge, the appropriate KERS control allowing the vehicle to reach the intended destination; and

initiating torque commands in a motor based on the determined KERS control thereby controlling the motor.

27. The method of claim 26, wherein the torque commands override at least one input received from an operator of the vehicle.