Front wheel energy recovery system

• US 8,973,690 B2
• Filed: 10/04/2010
• Issued: 03/10/2015
• Est. Priority Date: 10/04/2010
• Status: Expired due to Fees

• Current Assignee: W.Morrison Consulting Group, Inc.
• Original Assignee: W Morrision Consulting Group Incorporated
• Inventors: Yates, William M. III, Ingram, Benjamin T.
• Primary Examiner(s): Phan, Hau
• Assistant Examiner(s): MEYER, JACOB B
• Application Number:
  US12/897,534
• Publication Number:
  US 20120080249A1
• Time in Patent Office: 1,618 Days
• Field of Search: 180/65.1, 180/65.31, 180/65.51, 180/65.6, 180/65.21
• US Class Current: 180/65.31
• 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 for driving electrically assisted bicycles B62M6/00
• 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 vehicle powered at least partially by at least one electric motor comprising:

an electrical accumulator to store and provide electricity to the at least one electric motor;

a front wheel and at least one rear wheel;

a handlebar;

a front wheel kinetic energy recovery system capable of transmitting energy from said front wheel through a steering head to an electricity generating device located separately from said front wheel;

whereby electricity may be transmitted from said electricity generating device to said electrical accumulator during vehicle operation.

2. The vehicle of claim 1, wherein the front wheel energy recovery system is a mechanical system.

3. The vehicle of claim 1, further comprising a control to engage the kinetic energy recovery system.

4. The vehicle of claim 3, wherein the control is a kinetic energy recovery system lever located on the handlebar.

5. The vehicle of claim 1, further comprising an engine control unit, a motor controller, and at least one chassis sensor.

6. The vehicle of claim 5, wherein the engine control unit and the motor controller are a single device.

7. The vehicle of claim 5, further comprising a GPS system.

8. The vehicle of claim 5, further comprising at least one inertial sensor.

9. The vehicle of claim 1, further comprising:

a series of sprockets and gears, having a front wheel gear ratio, operatively engaging a motor shaft to the front wheel; and

a series of sprockets, having a rear wheel gear ratio, operatively engaging the motor shaft to the rear wheel.

10. The vehicle of claim 9, wherein for a known rear wheel gear ratio, the front wheel gear ratio is determined by the following equation:

(r_f/r_m)≦

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

wherein “

r”

represents an effective gear pitch radius, “

R”

represents a wheel radius, “

s”

represents a slip ratio;

subscript “

f”

represents front, subscript “

r”

represents rear, subscript “

m”

represents motor, and subscript “

min”

stands for minimum.

11. The vehicle of claim 9, wherein for a known front wheel gear ratio, the rear wheel gear ratio is determined by the following equation:

(r_r/r_m)≧

(r_f/r_m)×

(R_r/R_f)_max×

((1+s_f)/(1−

s_r))_max

wherein “

r”

represents an effective gear pitch radius, “

R”

represents a wheel radius, “

s”

represents a slip ratio;

subscript “

f”

represents front, subscript “

r”

represents rear, subscript “

m”

represents motor, and subscript “

max”

stands for maximum.

12. The vehicle of claim 1, further comprising a front wheel hub that includes a brake rotor placed in between a front fork and an assembly having a drive hub and a one-way clutch.

13. The vehicle of claim 12, wherein the one-way clutch in the front wheel hub is configured to engage at least one front shaft to transmit energy to the electricity generating device.

14. The vehicle of claim 13, wherein the at least one front shaft extends vertically along the front fork and engages a second shaft through a set of gears.

15. The vehicle of claim 14, wherein the second shaft extends inside a vehicle frame and connects to a chain through a gear box.

16. The vehicle of claim 15, wherein the chain ultimately engages a motor shaft via a sprocket and is adapted to apply a load to the motor shaft.

17. The vehicle of claim 16, further comprising a clutch pack differential mounted on the motor shaft.

18. The vehicle of claim 12, wherein the one-way clutch includes a sprag clutch.

19. The vehicle of claim 1, wherein the front wheel kinetic energy recovery system is capable of transmitting energy from said front wheel along a front fork to the electricity generating device located separately from said front wheel.

20. The vehicle of claim 19, wherein the front fork slideably engages the front wheel relative to the handlebar.

21. The vehicle of claim 1 wherein the front wheel kinetic energy recovery system is capable of transmitting energy from said front wheel along a front suspension apparatus to the electricity generating device located separately from said front wheel.

22. A vehicle powered at least partially by at least one electric motor comprising:

an electrical accumulator to store and provide electricity to the at least one electric motor;

a front wheel and at least one rear wheel;

a handlebar;

a front wheel kinetic energy recovery system capable of transmitting energy from said front wheel through a steering head to the electric motor located separately from said front wheel;

whereby electricity may be transmitted from said electric motor to said electrical accumulator during vehicle operation.

23. The vehicle of claim 22, further comprising:

a series of sprockets and gears, having a front wheel gear ratio, operatively engaging a motor shaft to the front wheel; and

a series of sprockets, having a rear wheel gear ratio, operatively engaging the motor shaft to the rear wheel.

24. The vehicle of claim 23, wherein for a known rear wheel gear ratio, the front wheel gear ratio is determined by the following equation:

(r_f/r_m)≦

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

wherein “

r”

represents an effective gear pitch radius, “

R”

represents a wheel radius, “

s”

represents a slip ratio;

subscript “

f”

represents front, subscript “

r”

represents rear, subscript “

m”

represents motor, and subscript “

min”

stands for minimum.

25. The vehicle of claim 23, wherein for a known front wheel gear ratio, the rear wheel gear ratio is determined by the following equation:

(r_r/r_m)≧

(r_f/r_m)×

(R_r/R_f)_max×

((1+s_f)/(1−

s_r))_max

wherein “

r”

represents an effective gear pitch radius, “

R”

represents a wheel radius, “

s”

represents a slip ratio;

subscript “

f”

represents front, subscript “

r”

represents rear, subscript “

m”

represents motor, and subscript “

max”

stands for maximum.

26. The vehicle of claim 22, further comprising a jackshaft operatively connected to a motor shaft and the at least one rear wheel.

27. The vehicle of claim 26, wherein the motor shaft is fitted with a sprocket operatively connected to the jackshaft.

28. The vehicle of claim 27, wherein the sprocket drives a jackshaft chain operatively connected to a jackshaft input sprocket fitted to the jackshaft.

29. The vehicle of claim 28, further comprising a one-way clutch operatively connected to the motor shaft and the at least one rear wheel.

30. The vehicle of claim 29, wherein the jackshaft rotates within jackshaft bearings and is fitted with a jackshaft output sprocket.

31. The vehicle of claim 30, wherein the jackshaft output sprocket drives a rear wheel chain that is connected to a rear wheel sprocket attached to the at least one rear wheel.

32. The vehicle of claim 31, wherein a drive shaft transfers power from the motor shaft to the at least one rear wheel.

33. The vehicle of claim 32, wherein the motor shaft is fitted with a motor drive sprocket operatively connected to the jackshaft.

34. The vehicle of claim 26, wherein a drive shaft transfers power from the motor shaft to the at least one rear wheel.