Description:The following specification particularly describes the invention and the manner in which it is to be performed.

FIELD OF THE INVENTION
[001] The present invention provides a mode shifting assembly, more preferably, a foot operated mode shifting assembly for an electric motorcycle which can be operated in a plurality of upshift driving modes and a plurality of downshift driving modes.
BACKGROUND OF THE INVENTION
[002] Currently, with increased concerns over climate change and air pollution, and industries are increasingly turning to Electric Vehicles (EVs) for reducing their carbon footprint and contribute to greener future. Innovative advancements in technology and supporting government policies lead to emergence of EVs as a viable and sustainable transportation alternative. However, more efforts are still needed to be made for the expanding EV adoption across the globe.
[003] One of the issues which significantly hinders the adoption of electric motorcycles, especially 2-wheeler electric motorcycle among daily commuters is a poor shift feel of the vehicle driving modes. Most current electric two-wheelers do not provide an easy and seamless transition between different modes. Instead requires riders to stop or significantly slow down to switch modes, which disrupts the riding experience.
[004] Briefly, all electric motorcycles currently in the market employ a shift mechanism, which is completely different than the conventional IC engines to which most of the drivers are accustomed. Most of the contemporary electric motorcycles are provided with more than two driving modes which are generally recognized with different terms such as manual pedaling mode, automatic assist modes such as ECO mode, Power Mode, Sport mode, Warp mode etc. These modes differ from each other in terms of the range of speed a vehicle can be driven in a particular mode to obtain optimum performance of the electric motorcycle. The rider is provided with a manual switch or button and/or user interface such as a screen, which receives the rider’s instruction to shift the mode, i.e. upshifting or downshifting the vehicle driving mode. However, in contrast to IC engines, such a mode shifting mechanism requires user to select desired mode from the number of modes displayed on the screen. Such a mechanism puts the rider’s safety at a higher risk, as in order to successfully shift to the right mode, he must shift his gaze temporarily away from the road onto the screen, while he is still driving and then select desired mode using often more than one hand actions. Thus, rider is provided with only visual feedback to ensure transition into correct driving mode, which requires user to take his gaze onto the screen off the road and thus, put his safety at risk.
[005] In addition to this, as mode shifting switch(s)/button(s) is generally provided on same side of the rider as vehicle throttle lever, in order to operate the mode shifting switch user must stop or slow down the vehicle firstly. Thus, existing systems employ a mode shifting mechanism which is often complex and inconvenient to use. Riders may need to interact with multiple controls or settings on the screen, which can be distracting and cumbersome. This worsens the driving experience, particularly the shift feel of the rider while increasing wear and tear of the vehicle internal components.
[006] Further, in current electric motorcycles, the electric assist mode may remain engaged even when not needed, leading to inefficient battery use. This reduces the overall range and efficiency of the electric motorcycle. Constant engagement and disengagement of the electric motor can lead to increased mechanical wear and tear on the drivetrain components. This results in higher maintenance costs and reduced longevity of the vehicle. Further, riders are provided with limited control over how and when the electric assist mode is engaged. This can be problematic on varied terrains where different levels of assistance might be required.
[007] Other issues with electric motorcycles are limited load capacity and use space. Majority of electric motorcycles currently available in market employ a large gearbox to transit between the driving modes, this led to increased weight of the entire vehicle while occupying large space. This reduces the load capacity and the use space of the vehicle. Further, Maintenance of such gearbox further adds to the cost of driving an electric motorcycle. Multiple attempts have been made to develop automatic systems that detect the throttle input and adjust the motor assistance accordingly. While these systems offer some level of automation, they often lack precision and can be unpredictable.
[008] Alternatively, efforts have been undertaken to integrate control of the electric motor with the overall vehicle control system. Although such integration has been proven to provide better coordination, but makes the system more complex and harder to use.
[009] There is a need for an improved mode shifting assembly which provides intuitive feedback of the mode shift completion to the rider and enabling smooth and precise transition between the modes without demanding any change of sight or speed deceleration.
SUMMARY
[0010] A foot operated mode shifting assembly for an electric motorcycle is provided. The electric motor cycle is configured to be operated in a plurality of upshift driving modes and a plurality of downshift driving modes. The foot operated mode shifting assembly is comprising a hand lever module provided near left hand (LH) grip on a handlebar of the electric motorcycle and pedal shift module provided on a footrest bracket of the electric motorcycle The hand lever module comprises a hand lever and a trigger switch which is configured to send a first electronic signal when activated by manipulation of the hand lever The pedal shift module is comprising a pedal shift lever which is comprising a first part having ring shape with internal threads formed therein, and is adapted to pivotably mounted on the back side of the footrest bracket a second part being a small strip extending downside from one side of first part and a third part having S-S-shape and is extending, from the opposite side of first part upwardly and then horizontally toward the front side of the foot rest bracket a slider having a cylindrical body with a mounting flange provided at its top. Here, slider is provided near the bottom of the footrest bracket pedal shift module is comprising a linkage is fixedly attached with the second part of the pedal shift lever at its first end and with slider at its second end, at an axis perpendicular to the axis of motion of linkage a first mode shifting switch and a second mode shifting switch positioned symmetrically on either side of slider and are configured to when activated, send a second electronic signal, a pedal unit attached with the third part of the pedal shift lever and is configured to support a rider’s foot to reciprocate the pedal shift lever to the upward or downward. The foot operated mode shifting assembly is comprising motor control module MCM adapted to receive and process the first electronic signal and the second electronic signal, and accordingly control the traction motor to upshift or downshift the driving mode of electric motor cycle.
[0011] Here, slider is adapted to reciprocate horizontally left or right, in correspondence with the reciprocation of the pedal shift lever upward or downward, via linkage which lead to actuation of any one of the first mode shifting switch or the second mode shifting switch to active “ON” state, which sends second electronic signal to MCM that initiates upshift or downshifting of driving mode of the electric motor cycle.
[0012] In a preferred embodiment of the present invention, the first mode shifting switch, when activated, is configured to send a second electronic signal that initiate forward acceleration or upshift driving mode and the second mode shifting switch, when activated, is configured to send a second electronic signal that initiates reverse acceleration or downshift driving mode, of electric motor cycle or vice versa. Here, each of the first mode shifting switch and second the mode shifting switch is a digital switch adapted to communicate binary information.
[0013] In a preferred embodiment of the invention, the motor control module MCM is configured to shift the driving mode of the electric motorcycle by controlling at least one of the following properties of a traction motor of the electric motor cycle: torque and speed. The electric motorcycle is adapted to be driven in at least two upshift driving modes and at least two downshift driving modes, wherein in each driving mode, torque characteristics of the traction motor differ in stages with respect to a rotational speed of the traction motor.
[0014] In an embodiment of the invention, the pedal shift lever is adapted to vertically reciprocate in up and down direction from a neutral position for a predetermined number of times in order to switch the driving mode of electric motorcycle to next stage of upshift or downshift driving mode. Here, the upward reciprocation of pedal shift lever by rider is configured to indicate upshift driving mode to MCM and downward reciprocation of the pedal shift lever by rider is configured to indicate downshift driving mode to MCM or vice versa. In a preferred embodiment of the invention, the electric motorcycle 1 is a gearless electric motorcycle. Motor control module MCM is configured to avoid the shifting of driving mode of the electric motorcycle in absence of first electronic signal.
OBJECT OF THE INVENTION
[0015] It is an object of the invention to provide a foot operated mode shifting assembly, for an electric motorcycle configured to be operated in plurality of upshift driving modes and a plurality of downshift driving modes, which enables a seamless and immediate transition between different modes without the need to stop or slow down the motor cycle while driving.
[0016] Another object of the invention is to provide a smooth and controlled transition between plurality of modes, which reduces mechanical stress on the drivetrain components leading to lower maintenance costs and increased longevity of the motorcycle.
[0017] Still another object of the invention is allowing riders to have precise control over the selection of driving mode, allowing them to choose the appropriate mode based on the terrain and their needs.
[0018] Yet another object of the invention is providing an intuitive feedback to the rider which provides clear indication of the selected mode without requiring rider to take his gaze off the road, enhancing the riding experience.
[0019] Yet another object of the invention is to provide an improved mode shifting assembly enabling an increased load capacity of an electric motorcycle.
[0020] Still another object of the invention is to provide a mode shifting assembly which can be accommodated in smaller space and hence, increase use space of the electric motor cycle.
[0021] Yet another object of the invention is to provide a mode shifting assembly which allows flexible and precise control of traction motor speed of an electric motorcycle without increasing load on the battery pack of the electric vehicle.
[0022] Still another object of the invention is to provide a foot operated mode shifting assembly which imparts an improved range to the electric motorcycle.
BRIEF DESCRIPTION OF DRAWINGS
[0023] Fig. 1 is a part exploded view of an electric motorcycle provided with a mode shifting assembly according to a preferred embodiment of the present invention. Fig. 2 shows a front view of a hand lever module of the mode shifting assembly according to the preferred embodiment of the present invention.
[0024] Figs. 3a and 3b show a back view of a hand lever module of the mode shifting assembly according to the preferred embodiment of the present invention.
[0025] Fig. 4 shows a side isometric view of pedal shift module of the mode shifting assembly according to the preferred embodiment of the present invention.
[0026] Fig. 5 shows an exploded view of pedal shift module of the mode shifting assembly according to the preferred embodiment of the present invention.
[0027] Fig. 6 shows a front view of pedal shift module of the mode shifting assembly according to the preferred embodiment of the present invention.
[0028] Fig. 7 shows a top view of pedal shift module of the mode shifting assembly according to the preferred embodiment of the present invention.
[0029] FIG. 8 is a block diagram showing a configuration of a motor control module of the mode shifting assembly according to the preferred embodiment of the present invention.
DETAILED DESCRIPTION
DEFINITIONS
[0030] The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. It should be understood that the invention can take a variety of alternative orientations, except as conversely specifically specified. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
[0031] For the purposes of the description herein, the terms "top", "bottom", "right", "left", "rear", "front", "vertical", "horizontal", and derivative terms for them shall relate to the disclosures associated in FIG. 1. Unless otherwise stated, the term "forward" refers to the surface of the device closer to the person intended to see the device, and the term "rear" is intended to see the device. It refers to the surface of the device farther away from the person.
[0032] Throughout this description, relative terms like “up”, “down”, “left”, “right”, “upper”, “lower”, “above”, “below”, “horizontal”, “vertical”, “front”, “rear”, and the like are used in reference to a vantage point of a rider of the vehicle, seated on the driver's seat and facing forward. Herein, unless specified otherwise, the term “front” means a front side of the electric motorcycle, the term “rear” means a rear side of the electric motorcycle, the term “up” means vertically upward, the term “down” means “vertically downward”, and the term “right and left” means vehicle width direction. Throughout this description, relative terms like “proximal”, “distal” are used in reference to the electric motorcycle, wherein term “proximal” denotes the close to the electric motorcycle and distal denotes away from the electric motorcycle, unless specified otherwise.
[0033] Throughout the description, the term “vehicle” is used to primarily refer to a motorcycle. The term “electric motorcycle” or “electric motorcycle” refers to all vehicle that include an electric machine, i.e. traction motor for propelling the vehicle and is operating with two or three wheels. Such two or three wheeled vehicles includes any hybrid electric vehicles, partial hybrid electric vehicles (including power split and plug-in hybrid types), and battery electric vehicles. Electric motorcycles may include an electric machine that is configured to provide traction to propel the vehicle and is also configured to convert the kinetic energy of the moving vehicle to recharge the battery of the vehicle. In addition to all types of motorcycles, the present invention may have application to other types of vehicles such as all-terrain vehicles, watercraft, utility vehicles, snowmobiles, scooters, golf carts, and mopeds or other two-wheeled vehicles.
[0034] The term “pedal” refers to any structure that allows a rider to transit between different mode of an electric motorcycle using leg power.
[0035] The term “rider” refers to the primary operator, i.e. the person who drives or controls a motorcycle, and is to be distinguished from a person who rides pillion on the motorcycle or otherwise as a passenger.
[0036] The term “processor” refers to any electronic circuit or group of circuits that perform calculations, and may include, for example, single or multicore processors, multiple processors, an ASIC (Application Specific Integrated Circuit), and dedicated circuits implemented, for example, on a reconfigurable device such as an FPGA (Field Programmable Gate Array). The processor performs the steps in the flowcharts, whether they are explicitly described as being executed by the processor or whether the execution thereby is implicit due to the steps being described as performed by code or a module. The processor, if comprised of multiple processors, may be located together or separate from each other.
[0037] FIG. 1 shows a part exploded view of the electric motorcycle 1 provided with the mode shifting assembly (A) according to a preferred embodiment of the invention. The electric motorcycle 1 has a frame and component structure similar to that of electric motorcycle known in the art. Electric motorcycle 1 has a frame structure in which main components such as battery, brakes, suspension, traction motor, handle etc. are connected together. FIG. 1 shows a relative arrangement of few components of an electric motorcycle 1 which are interacting with the mode shifting assembly (A). Electric motorcycle 1 comprises a steering assembly illustratively handlebar 10, a footrest bracket 20, a traction motor 30, a plurality of tyres or wheels 40 and a mode shifting assembly A.
[0038] Electric motorcycle 1 generally has a U-shaped handlebar 10 having right hand (RH) grip 10a and left hand (LH) grip 10b formed at the opposite distal ends thereof. Handlebar 10 may include additional operator controls, such as throttle and braking inputs, for operating motorcycle 1. The plurality of tyres 40 are configured to receive torque from the traction motor 30 in a known manner which results in propulsion of the electric motorcycle 1. In an embodiment of these invention, electric motorcycle 1 may provided with at least two tyres 40. In an alternative embodiment electric motorcycle 1 may provided with three tyres 40. Mode shifting assembly (A) is configured to control the parameters of the traction motor 30 as per the mode selected by the rider in order to control the propulsion speed of electric motorcycle 1.
[0039] Mode shifting assembly (A) comprises a hand lever module 100, pedal shift module 200 and Motor Control Module (MCM) 300. Motor Control Module (MCM) 300 is referred to as “MCM 300” for the sake of brevity. More specifically, MCM 300 is configured to control the parameters of traction motor 30 according to the signals received from the hand lever module 100 and pedal shift module 200.
[0040] In a preferred embodiment of the present invention, and as also shown in FIG. 1, hand lever module 100 is provided near the LH grip 10b.
[0041] FIG. 2, shows enlarged view of the hand lever module 100 which is comprising a hand lever 101 and a trigger switch 102. Hand lever 101 is pivotally mounted on LH grip 10b and includes a head portion and a handle portion extending away from the head portion. In an embodiment of this invention, not limited herein, the handle portion has an inner surface facing the LH grip 10b and which is concave in transverse section and an outer surface facing away from the handgrip and which is convex in transverse section. The handle portion is tapered from its proximal end to its distal end and is pivotal toward the handgrip so that the concave inner surface is moved into proximity with the curvilinear outer handgrip surface. In an alternate embodiment, hand lever 101 may have any shape which enables smooth gripping thereof.
[0042] In contrast to the conventional electric motorcycles, hand lever module 100 does not include any mechanical cables. In lieu thereof, a trigger switch 102 is provided at the distal end of hand lever 101. When the hand lever 101 is manipulated or pulled upto a certain degree, a trigger switch 102 mounted at the back of hand lever 101 will also be pressed thereby. Preferably, motion of hand lever 101 in close proximity to the LH grip 10b activates the trigger switch 102. Trigger switch 102 is adapted to be operate in two modes: active mode and inactive mode. Upon activation, trigger switch 102 sends a digital signal to MCM 300 to activate the pedal shift module 200. In a preferred embodiment of the invention, trigger switch 102 is a digital switch and is configured to be in an inactive state until the hand lever 101 is pressed. Without the signal received from a trigger switch 102 the MCM 300 will not activate the pedal shift module 200.
[0043] Referring to FIG. 3a and 3b, the handlebar 10 further comprises a spring 103 provided at the back side of the hand lever 101 beside the trigger switch 102 such that the manipulation of hand lever 101 results in activation of trigger switch 102 via spring 103. After the activation of trigger switch 102, spring 103 aid the automatic return of hand lever 101 to its initial position.
[0044] Generally, most of the conventional electric motorcycle are provided with shift manipulation means such as a switch and accelerator lever on the same side of handlebar, mostly at or near the right-hand grip 10a. This forces the rider to use same hand to accelerate the vehicle as well as to shift mode. Hence, at any time while driving, a rider is willing to shift a mode he must firstly release the accelerator lever followed by pressing the shift manipulation means. This will result in a short-time deceleration of vehicle before any shift manipulation is executed. This worsens the shift feel and affect overall driving experience of the rider and ultimately hinders EV Adoption at a large scale.
[0045] FIG. 4 shows isometric view of the pedal shift module 200 mounted, on the left side of the rider, specifically on the footrest bracket 20 of the motor cycle 1 according to a preferred embodiment of the present invention. In the preferred embodiment as shown in FIG. 4, the footrest bracket 20 has a wedge-like shape and is extending while tapering from its first end toward the second end. The pedal shift module 200 is provided near the first end of footrest bracket 20. In an alternative embodiment, the footrest bracket 20 may have any shape, which is not limited herein, adapted to support footrest 50 and such shape may or may not be similar to the footrest bracket of conventional motor cycle with IC engine. Footrest bracket 20 has been provided with a projection 21 which has threads formed at outer side thereof.
[0046] The pedal shift lever 201 is mounted at the backside of the footrest bracket 20 and is extending upto the front side of the footrest bracket 20. The pedal shift module 200 comprises a pedal shift lever 201, a linkage 202, a slider 203, a first mode shifting switch 204a and a second mode shifting switch 204b.
[0047] Fig. 5 shows an exploded view of the pedal shift module 200 according to a preferred embodiment of this invention. Pedal shift lever 201 has first part 201a, second part 201b and third part 201c. Here, the first part 201a has ring shape having internal threads formed therein, which are in correspondence with the outer threads of projection 21. First part 201a acting as a mean to pivotably mount pedal shift lever 201 upon footrest bracket 20 by fastening projection 21 and first part 201a together using known mechanical fasteners. Second part 201b being a small strip extending downside from one side of the first part 201a and comprising a slot which aid in connecting the pedal shift lever 201 with linkage 202 using known mechanical fasteners. Third part 201c having, not limited thereto, a S-S shape and is extending, from the opposite end of first part 201a, upwardly followed by extending horizontally in the width direction of the motorcycle upto the front side of the footrest bracket 20. In other words, third part 201c is extending in the right left direction of the motorcycle 1 and is adapted to receive a pedal unit 206 at the distal end thereof. In simple terms, Pedal shift lever 201 is attached with linkage 202 via second part 201b at first end thereof and with pedal unit 206 via third part 201c at the second end thereof. The first part 201a provide a means to pivotably mount the pedal shift lever 201 with footrest bracket 20. Pedal shift lever 201 has pedal unit 206 mounted at one end thereof and linkage 202 attached at the other end thereof. Mechanical fasteners useful in the present invention are selected from the group comprising, but not limited thereto, bolt, nut, ratchet, rivet, pin, screw, washers etc.
[0048] Pedal shift lever 201 is configured to reciprocate up and down via an axis extending in the right-left direction from the axis of projection 21 in a manner similar to conventional IC engines. In a preferred embodiment of the invention, pedal shift lever 201 is extending from the backside toward the frontside of the footrest bracket such that pedal unit 206, is held near footrest 50 for hooking the foot of the rider placed thereon. Pedal shift lever 201 is configured to be pushed by the rider’s foot, preferably toes, either in an upward or downward direction from a neutral position, depending on the desired driving mode, i.e., upshift or downshift driving mode. In a preferred embodiment of the present invention, upward motion of pedal shift lever 201 is associated with forward acceleration and downward motion of pedal shift lever 201 is associated with reverse acceleration. In an alternative embodiment, upward motion of pedal shift lever 201 is associated with reverse acceleration and downward motion of pedal shift lever 201 is associated with forward acceleration, that is not limited herein. Pedal unit 206 is having structure similar to those provided in IC engine vehicles and is not limited herein. Pedal unit 206 is made of any material known in the art. More preferably, pedal unit 206 is made of any one or more of rubber, foam or metal known in the art.
[0049] Linkage 202 is a flat metal bar having two holes formed at both ends thereof. Linkage 202 is mechanically fastened with pedal shift lever 201 at the first end and with slider 203 at the second end thereof. That is, linkage 202 is adapted to operatively connect the pedal shift lever 201 with slider 203.
[0050] Slider 203 is provided near the bottom of the footrest bracket 20 on axis perpendicular to the axis of motion of linkage 202. Slider 203 has a cylindrical body 203a with a mounting flange 203b provided at the top thereof. The mounting flange is attached with second end of linkage 202 such that vertical motion of pedal shift lever 201 is converted to horizontal motion of slider 203. Slider 203 is configured to slide back and forth horizontally between front and rear of the electric motorcycle in correspondence with the up or down motion of pedal shift lever 201 via linkage 202.
[0051] The first mode shifting switch 204a and second mode shifting switch 204b are positioned symmetrically on either side of slider (203) within footrest bracket 20, and are configured to send a second electronic signal, when activated. In a preferred embodiment of the invention, first mode shifting switch 204a is configured to generate a second electronic signal which initiates forward acceleration, while second mode shifting switch 204b is configured to generate a second electronic signal which initiates reverse acceleration. In an alternative embodiment of the invention, the first mode shifting switch 204a is configured to initiate reverse acceleration, while and second mode shifting switch 204b is configured to initiate forward acceleration, when activated.
[0052] First mode shifting switch 204a and second mode shifting switch 204b are operatively connected with slider 203 via spring 207. Slider 203 is sandwiched between first mode shifting switch 204a and a second mode shifting switch 204b. When pedal shift lever 201 is actuated by moving upward or downward depending upon the desired driving mode, slider 203 slides toward any one of corresponding first mode shifting switch 204a or second mode shifting switch 204b and activates the corresponding switch. That is, at a time, any one of pair of mode shift switches 204a or 204b is activated by contact with slider 203 depending upon actuation of pedal shift lever 201. In a preferred embodiment of the present invention, activation of first mode shifting switch 204a results in acceleration of the traction motor, i.e. forward acceleration and activation of second mode shifting switch 204b results in deceleration of the traction motor, reverse acceleration or vice versa, that is not limited herein.
[0053] In a preferred embodiment of the invention, each of the first mode shifting switch 204a and second mode shifting switch 204b is a digital switch. These switches are configured to communicate digital information in the binary form, i.e., zeros and ones to MCM 300. MCM 300 comprises list of binary codes, MCM 300 decode the binary signal(s) received from one of the first mode shifting switch 204a and second mode shifting switch 204b and accordingly control the rotation of traction motor 30 and thereby shift the driving mode. More preferably, MCM 300 is configured to control the torque of traction motor 30 to increase or decrease the rotation or speed of traction motor and thereby up-shift or down-shift the driving mode.
[0054] In a more preferred embodiment of the invention, upward motion of pedal shift lever 201 is associated with activation of first mode shifting switch 204a which is associated with forward acceleration. Similarly, downward motion of pedal shift lever 201 is associated with activation of the second mode shifting switch 204b which is associated with reverse acceleration. In short, upward or downward motion of pedal shift lever 201 causes corresponding forward or reverse acceleration via activation of corresponding mode shifting switch 204a or 204b. In other words, the upward reciprocation of pedal shift lever (201) by rider is configured to indicate upshift driving mode to MCM (300), and downward reciprocation of the pedal shift lever (201) by rider is configured to indicate downshift driving mode to MCM (300) or vice versa. Such an association of upshifting or downshifting of the driving mode with the upward or downward motion of pedal shift lever 201 by rider, provides him with intuitive feedback of the changed driving mode.
WORKING OF INVENTION
[0055] In a non-activated state, the pedal shift lever 201 is held at a neutral position and the motorcycle 1 is operated at a first speed in first driving mode. To operate the motorcycle 1 into the second driving mode, rider will first pull the hand lever 101 toward the LH Grip 10 up to a certain degree that presses trigger switch 102 which sends a first electronic signal to the MCM 300 to activate the pedal shift module 200. Simultaneously, rider will push the pedal unit 206 either upward or downward in order to shift into the desired driving mode and operate the motorcycle 1 at a second speed. Here, Up or down motion of pedal unit 206, i.e., pedal shift lever 201 is transferred to back or forth motion of slider 203 via linkage 202 which results in activation of any one of first mode shifting switch 204a or second mode shifting switch 204b. For example, second driving mode has speed greater than the first speed at which the motorcycle 1 is currently driven and upward motion of pedal unit 206 is associated with forward acceleration, rider will push the pedal unit 206 upward to shift to second driving mode. Accordingly, linkage 202 will drag the slider 203 toward the first mode shifting switch 204a, which sends second electronic signal to MCM 300. In an alternative exemplary embodiment, second driving mode has second speed which is lower than the first speed and downward motion of pedal unit 206 is associated with the reverse acceleration, downward motion of pedal unit 206 causes linkage 202 to move upside causing slider 203 to move toward second mode shifting switch 204b, which sends a second electronic signal to MCM 300. MCM 300 receives and process the signals received from trigger switch 102 of hand lever module 100 and first mode shifting switch 204a or second mode shifting switch 204b and accordingly determine the new driving mode the motorcycle 1 will be operated. Accordingly, MCM 300 control the torque supplied to traction motor 30 in order to control rotation thereof and thereby shift the first driving mode to second driving mode.
[0056] Motorcycle 1 can be driven in any one of a plurality of modes in which torque characteristics of the electric motor differ in stages with respect to a rotational speed of the traction motor 30. In a preferred embodiment of this invention, motorcycle 1 can be operated in at least four driving modes. In a preferred embodiment of the invention, motorcycle 1 is driven at speed of 0-35 km/hr in a first driving mode , 0-55 km/hr in a second driving mode, 0-70 km/hr in a third driving mode, and 0-maximum speed in a fourth driving mode. Rider can upshift or downshift to the desired driving mode by actuating the pedal shift lever 201 for more than one time. In a preferred embodiment of the present invention, the electric motorcycle (1) is configured to be operated in at least two upshift driving mode and at least two downshift driving mode.
[0057] Provision of hand lever module 101 on LH grip 10b, i.e. on a hand grip that is separate and away from the accelerator or throttle lever, enables user to shift the driving mode without demanding release of accelerator lever. This promotes smooth transition from one driving mode to another driving mode without experiencing any vehicle deceleration and thus, improves shift feel as well as driving experience of the rider.
[0058] Fig. 6 shows front view of pedal shift module of the mode shifting assembly according to the preferred embodiment of the present invention. Fig. 7 shows Top view of pedal shift module of the mode shifting assembly according to the preferred embodiment of the present invention.
[0059] FIG. 8 is a block diagram showing a MCM 300 of the mode shifting assembly A of an electric motorcycle 1 as shown in FIG. 1. MCM 300 includes a processor 301 and associated electronic memory 302. MCM 300 is connected with sensors 401 to 403 as inputs. Such sensor includes
a Motor rotational speed sensor 401 of the traction motor 30 and MCM 300 calculate the vehicle speed. In an alternative embodiment, electric motor cycle 1 may be provided with a vehicle speed sensor which detects a driving speed of the electric motorcycle 1, more preferably, a front wheel speed sensor for detecting a rotational speed of the front wheel 40 which is the driven wheel,
a Trigger switch sensor 402 detects whether the switch 102 is pressed or in relaxed state etc.
b. Mode shift switch sensor 403 detects the digital signal 1 or 0 to define the state of mode.
[0060] MCM 300 has sensor abnormality detecting section 303, a trigger switch detection section 304, mode shift condition detection and control section 305 The sensor abnormality detecting section 303 detects an abnormality in any of the sensors 401 to 403 for detecting input information used to control the electric motor 30. For example, the sensors 401 to 403 are provided in pairs. If values detected by each pair of sensors, among the sensors 401 to 403, are equal, the sensor abnormality detecting section 303 detects that these sensors are working normally, whereas if the detected values are different from each other, the sensor abnormality detecting section 303 detects that an abnormality has occurred in the sensor(s).
[0061] The mode shift condition detection and control section 305 determine and controls the mode shift among the plurality of driving modes as per the signals received from trigger switch 102 and any one of first mode shifting switch 204a or second mode shifting switch 204b. MCM 300 is configured to control the traction motor 30 to control the torque supplied to wheels 40 and thereby the driving mode. For increased safety and prevent accidental shift, MCM 300 is configured to control motor torque/speed only when pedal shift lever 201 is manipulated after pressing hand lever 101 of the hand lever module 100. That is, MCM 300 checks the status (or position) of hand lever 101 before changing the driving mode. Without the signal received from a trigger switch 102 the MCM 300 will not activate the pedal shift assembly 200. Shortly, MCM 300 will process the signals received from the trigger switch 102 and any of mode shifting switch 204a or 204b and decide the necessary operating mode of the traction motor 30.
[0062] MCM 300 may be provided with a notification device 306 which gives the user a notification once the driving mode has been shifted to desired driving mode. Such notification can be visible and/or audible. In a preferred embodiment, a beep or buzzing sound is emitted to indicate completion of shift of driving mode. In a more preferred embodiment, mode shift position is displayed on display screen to indicate completion of shift of driving mode.
[0063] In a preferred embodiment of the invention, the electric motorcycle 1 is adapted to be driven in manual mode as well as electric assist mode. MCM 300 is adapted to disengage the traction motor 30 while device is operated in manual mode. This will increase the battery shelf life. In a preferred embodiment of the invention, electric motorcycle 1 is devoid of a gearbox and speed of motorcycle is controlled by precise regulation of torque and rotation speed of the traction motor 30. Besides, removal of gear box further aids in increasing the load capacity and use space of the electric motorcycle 1, while reducing the need for maintenance of gearbox and its parts.
[0064] The foot operated mode shifting assembly A for an electric motorcycle 1 is adapted to vanish the difference in driving feel of operating an electric motorcycle and vehicle with IC engine by enabling rider to upshift or downshift an electric motorcycle in exactly similar manner as conventional IC engines to which they are accustomed. This will expand electric vehicle adoption among larger users and thus reduce their carbon footprint.
, C , C , C , Claims:WE CLAIM
1. A foot operated mode shifting assembly (A) for an electric motorcycle (1) which is configured to be operated in a plurality of upshift driving modes and a plurality of downshift driving modes, wherein the assembly (A) is comprising
a hand lever module (100) provided near left hand (LH) grip (10b) on a handlebar (10) of the electric motorcycle (1), wherein the hand lever module (100) comprises a hand lever (101) and a trigger switch (102), wherein trigger switch (102) is configured to send a first electronic signal when activated by manipulation of the hand lever (101);
a pedal shift module (200) provided on a footrest bracket (20) of the electric motorcycle (1), wherein the pedal shift module (200) is comprising
a pedal shift lever (201) comprising a first part (201a) having ring shape with internal threads formed therein, and is adapted to pivotably mounted on the back side of the footrest bracket (20), a second part (201b) being a small strip extending downside from one side of first part (201a), and a third part (201c) having S-S-shape and is extending, from the opposite side of first part (201a), upwardly and then horizontally toward the front side of the foot rest bracket (20);
a slider (203) having a cylindrical body (203a) with a mounting flange (203b) provided at the top thereof, wherein slider (203) is provided near the bottom of the footrest bracket (20);
a linkage (202) fixedly attached with the second part (201b) of the pedal shift lever (201) at a first end thereof, wherein linkage (202) is fixedly attached with slider (203), at a second end thereof, at an axis perpendicular to the axis of motion of linkage (202);
a first mode shifting switch (204a) and a second mode shifting switch (204b) positioned symmetrically on either side of slider (203), and are configured to when activated, send a second electronic signal;
a pedal unit (206) attached with the third part (201c) of the pedal shift lever (201) and is configured to support a rider’s foot to reciprocate the pedal shift lever (201) to the upward or downward, and
a motor control module MCM (300) adapted to receive and process the first electronic signal and the second electronic signal, and accordingly control the traction motor (30) to upshift or downshift the driving mode of electric motor cycle (1), wherein
slider (203) is adapted to reciprocate horizontally left or right, in correspondence with the reciprocation of the pedal shift lever (201) upward or downward, via linkage (202), which lead to actuation of any one of the first mode shifting switch (204a) or the second mode shifting switch (204b) to active “ON” state, which sends second electronic signal to MCM (300), that initiates upshift or downshifting of driving mode of the electric motor cycle (1).
2. The assembly as claimed in claim 2, wherein the first mode shifting switch (204a), when activated, is configured to send a second electronic signal that initiate forward acceleration or upshift driving mode and the second mode shifting switch (204b), when activated, is configured to send a second electronic signal that initiates reverse acceleration or downshift driving mode, of electric motor cycle (1) or vice versa.

3. The assembly as claimed in claim 1, wherein each of the first mode shifting switch (204a) and second the mode shifting switch (204b) is a digital switch adapted to communicate binary information.

4. The assembly as claimed in claim 1, wherein the motor control Module MCM (300) is configured to shift the driving mode of the electric motorcycle by controlling at least one of the following properties of a traction motor (30) of the electric motor cycle (1): torque and speed.

5. The system as claimed in claim 1, wherein the electric motorcycle (1) is adapted to be driven in at least two upshift driving modes and at least two downshift driving modes, wherein in each driving mode, torque characteristics of the traction motor (30) differ in stages with respect to a rotational speed of the traction motor (30).

6. The assembly as claimed in claim 1, wherein the pedal shift lever (201) is adapted to vertically reciprocate in up and down direction from a neutral position for a predetermined number of times in order to switch the driving mode of electric motorcycle (1) to next stage of upshift or downshift driving mode.

7. The system as claimed in claim 1, wherein the upward reciprocation of pedal shift lever (201) by rider is configured to indicate upshift driving mode to MCM (300), and downward reciprocation of the pedal shift lever (201) by rider is configured to indicate downshift driving mode to MCM (300) or vice versa.

8. The system as claimed in claim 1, wherein the electric motorcycle 1 is a gearless electric motorcycle.

9. The system as claimed in claim 1, wherein a motor control module MCM (300) is configured to avoid the shifting of driving mode of the electric motorcycle (1) in absence of first electronic signal.