FORM - 2
THE PATENTS ACT, 1970
(39 of 1970)
&
The Patents Rules, 2003
COMPLETE SPECIFICATION (SECTION 10 AND RULE 13)
TITLE
"AN ELECTRIC VEHICLE"
APPLICANT
We, BAJAJ AUTO LIMITED, an Indian Company, having its registered office at Akurdi, Pune—411035, State of Maharashtra, India.
The following specification describes and ascertains the nature of this invention and the manner in which it is to be performed:

Field of the Invention
[001] This invention relates to electric vehicles, in particular to front wheel drive electric
vehicles.
Background to the invention
[002] A strong trend to electric vehicle manufacture and use is now becoming evident as concerns with climate change and availability of fossil fuels become evident. Electric vehicles include a number of batteries including a large number of electric cells. The number of batteries required for an application is driven largely by the required vehicle range. At the present time, readily available batteries remain bulky and this may limit their use particularly where desired vehicle range conflicts with small vehicle size.
[003] For example, small vehicles which currently operate using liquid and gaseous hydrocarbon fuels could advantageously be shifted to electric motor prime movers to reduce emissions. An initial trend to reduced emission prime movers has involved transition from petrol-operated engines to gaseous-fuelled engines, for example of the LPG or CNG type. This has reduced emissions. However, proposed changes in regulations are driving a shift to electrically powered vehicles. The timeline for such shift is short and there are obvious difficulties in reconfiguring a vehicle fleet to operate with electric motors. Vehicle re-design and re-configuration of manufacturing plants for electric vehicle manufacture is a potentially time consuming and costly exercise. Yet it is desirable or even essential to meet directives/focus set by the government of various countries.
[004] Conventionally, two/three/four wheeled vehicles operated electrically or using engines have a rear wheel drive in which the power source i.e. engine and battery, motor-transmission and differential assembly is mounted on rear side of vehicle. In such vehicles, the passenger also sits on the rear side of the vehicle concentrating weight on the vehicle rear side. Typically, this requires a more rigid rear suspension arrangement, which increases the overall cost of the vehicle.

[005] In addition, because many vehicle components are packed on the rear side of the vehicle where little space is available once power source, passenger and other load issues are taken into account, space constraints are a major challenge. Since drive is typically provided to the two rear wheels, a differential and left and right side drive shafts have to be used which increases complexity as well as cost.
Summary of the Invention
[006] It is an object of the present invention to provide an electric vehicle, which overcomes or ameliorates one or more of the challenges of a rear wheel drive arrangement.
[007] With this object in view, the present invention provides an electric vehicle comprising:
a front wheel; and
a front wheel drive assembly comprising an electric motor and transmission
system for driving the front wheel; wherein said front wheel drive assembly is drivingly coupled to the front wheel as part of the unsprung mass of the vehicle.
[008] The front wheel drive assembly is preferably mounted above the front wheel. The front wheel drive assembly is conveniently mounted to the vehicle via a suspension system with the electric motor and transmission system being mounted so as to move with the wheel assembly during suspension movement, i.e. as part of the unsprung mass of the vehicle.
[009] Typically, though alternatives exist, the suspension system comprises a pair of telescopic suspension forks. In such case, the front wheel drive assembly, as above described, is desirably substantially mounted to and between front forks, desirably to the fork outer tube of telescopic forks. The front forks include suspension member(s), in the form of springs or dampers included within sliders of telescopic forks, the most typical fork construction. Inner sliders move within the outer tubes with the suspension members absorbing irregularities and consequential noise and vibration. The front

wheel drive assembly is mounted to the telescopic forks so as to move aiong with the suspension member(s). That is during vehicle running conditions, when the suspension member moves by distance x in vertical direction the front wheel drive assembly forming part of the unsprung mass of the vehicle - also advantageously moves by the same distance x in the same direction. In this way, centre distance from the wheel to motor output shaft would always remain constant even when the suspension members move.
[010] Preferably, the front wheel drive assembly is mounted, with suitable mounting brackets, to the outer tube of each front fork in a conventional manner. Suitable mounting brackets, conveniently as a pair, can be welded or bolted on the fork or formed integrally with a front fork, more preferably on an outer tube of a front fork. Such mounting brackets are conveniently provided with, or provide, mounting or base member(s) to form a platform or surface for mounting the front wheel drive assembly. The mounting or base rnember/s fixed on the mounting brackets are conveniently disposed to connect the two front forks. Such an arrangement should ensure that the load of front wheel drive assembly is moving along with the sliders and associated suspension members and is not acting directly on the front wheel.
[011] The electric motor and transmission system are provided with separate casings connected to each other and are packaged for compactness. Alternatively, the electric motor and transmission may each be integrated within a single casing. An output shaft of the electric motor is desirably connected to the input shaft of a transmission assembly through a suitable drive, such as a gear drive which would typically include a reduction gear mechanism. A preferred reduction gear mechanism, for example a double speed reduction gear pair, conveniently comprises meshing helical gears which have higher contact surface and smooth operation which helps in noise reduction and has higher transmission efficiency.
[012] An output shaft of the transmission assembly is connected to the axle of the front wheel by a suitable drive. Preferably, the drive is a chain drive, belt drive or gear drive.

[013] As another embodiment of the present invention; the chain drive or belt drive may suitably be replaced by a flexible shaft or a telescopic shaft. Flexible shaft or telescopic shaft may be used to transmit the power from front wheel drive assembly to the wheel. The drive assembly is mounted as an unsprung mass with similar mounting arrangement as used in case of chain drive and described above. In such a scenario, the centre distance between the output shaft of the front wheel drive assembly and the wheel axle remains constant hence a fixed length of flexible shaft or telescopic shaft may be used in said embodiment.
[014] According to yet another embodiment of the present invention wherein the flexible shaft or telescopic shaft is used, the front wheel drive assembly may also be provided as a sprung mass of the vehicle i.e. the drive assembly is mounted on a fixed part of the vehicle such as vehicle chassis or frame. In such a scenario, the centre distance between the output shaft of front wheel drive assembly and the wheel axle keeps on changing during vehicle operation and need not be maintained constant. Hence, the drive assembly may be mounted as a sprung mass of the vehicle . The length of flexible shaft or telescopic shaft is choosed such that it accommodates the variation in centre distance.
[015] To avoid transmission losses, the front wheel drive assembly must desirably be mounted in a space close to the front wheel. In three wheeled vehicles, the space available is typically very limited.
[016] Since such an arrangement places a high amount of weight on the front side of the vehicle, the centre of gravity (CG) of the front wheel drive assembly and front wheel should be balanced. This objective is expected to require even distribution of the mass of the front wheel drive assembly over the front wheel such that no excessive force acts on either side of the front wheel. To this end, the electric motor and transmission assembly is preferably mounted horizontally when viewed from a side of the vehicle though other suitable orientations for the electric motor and transmission assembly are also possible subject to the above noted CG constraint. Further, the front wheel drive assembly is configured and mounted in such way that the CG of the drive assembly is

concentrated at a point, which substantially aligns with the CG of the wheel assembly. This provides better balancing and minimises possibility of any drift or tilt of the wheel. This also avoids any requirement of including dead mass for balancing purposes thereby saving cost and reducing weight and complexity.
[017] Due to the better weight distribution the present vehicle is more efficient than conventional vehicles. The load acting on the rear suspension is also reduced which allows a lower cost design of rear suspension as compared to conventional suspensions and a consequent cost saving.
[018] As known in the art, any force is composed from its horizontal and vertical force components. In case of a chain drive, the tension side carries the power i.e. force which can be divided into vertical and horizontal components. The horizontal force component acting around the front wheel centre creates torque and causes the front wheel to rotate. The vertical force component is desirably in line with a front fork so that the fork can completely take up this vertical force. If the vertical force component is not in line with the fork then it can cause unbalanced forces acting on the wheel which can result in drift or tilt in the vehicle. Therefore, the chain tension side is desirably provided parallel, more desirably exactly parallel, to the front fork in order to avoid unbalanced forces acting on the front wheel.
[019] A front fork is preferably extended further downward from the wheel centre to compensate for a height constraints, which are caused by insufficient vertical space present in the front wheel drive vehicle such that the suspension stroke cannot be compromised. This would affect the comfort provided by the suspension. Extension of front fork length allows the stroke length of suspension to be maintained so avoiding compromises on driver comfort.
[020] Preferably, the front wheel drive assembly further comprises control unit(s) for controlling the drive/vehicle. This allows a very compact arrangement of components and avoids any long wiring harnesses and associated issues such as rupture of connectors.

[021] The vehicle front side typicaily includes body panels. During operation the electric motor, transmission assembly and other associated components heated up and require cooling to maintain efficient operation. Air-cooling is preferred and this requires a flow of air. Therefore, the body panel(s) are desirably disposed to not completely cover the front wheel drive assembly and leave sufficient space for efficient air ventilation while directing the air towards the front wheel drive assembly and cooling of the front wheel drive assembly, for example by ram cooling. However, a cover may be provided to at least partially cover and protect the front wheel drive assembly from rain, water and other environmental effects.
[022] While the vehicle is front wheel drive, vehicle components other than drive components are conveniently disposed centrally or rearward in the vehicle i.e. behind the front wheel drive assembly. Such components particularly include the electric battery module whether including one or a plurality of batteries. Preferably, the electric battery module is disposed below a front /rider seat which can be tilted/removed for positioning and removing the electric battery module. Such positioning also provides better weight balance and a ballistic barrier for the electric battery module in case of collision. Alternatively, the electric battery module can also be located below rear passenger seat(s). The electric battery module may have the features described in the Applicant's co-pending Indian Patent Application Nos 201721019563, 201721046004 and 201721045778 the contents of which are incorporated herein by reference.
[023] Similarly, the other electric power system components such as DC-DC converter, Charger can be provided below a passenger or driver seat, conveniently proximate the electric battery module location such that the wiring harness is optimised from cost and operational perspectives. A Junction box if deployed may be positioned below front seat 12. Alternatively, the electric power system components can also be placed on the rear side of the vehicle or at any other convenient location.
[024] Alternatively, the front wheel drive may be packaged at other possible locations within vehicle preferably on the chassis or on the vehicle frame using suitable linkages

or fixing means such that the centre distance between the front wheel drive assembly and the front wheel remains constant.
[025] The vehicle is intended to be a compact vehicle, which can be used for commuter applications, such vehicle at least including two, three and four-wheel vehicles including hybrid vehicles. Such compact vehicles would have similar manufacturing costs and design to hydrocarbon fuelled vehicles currently available to the marketplace.
Short Description of the Drawings
The electric vehicle of the present invention may be more fully understood from the following description of preferred embodiments thereof, made with reference to the accompanying drawings in which:
[026] Fig. 1 is a partial first front isometric view of a three-wheeled electric vehicle according to one embodiment of the present invention.
[027] Fig. 2 is a partial second front isometric view of the three-wheeled electric vehicle of Fig. 1.
[028] Fig. 3 is a right side view of the front wheel and front wheel drive assembly for an embodiment of the electric vehicle of the present invention.
[029] Fig. 4 is an isometric view of the front wheel and front wheel drive assembly of Fig. 3.
[030] Fig. 5 is a left side view of the front wheel and front wheel drive assembly of Figs. 3 and 4.
[031] Fig. 6 is a front view of the front wheel and front wheel drive assembly of Figs. 3 to 5.

[032] Fig. 7 is a right side view of the electric motor-transmission assembly shown in Figs. 1 to 6.
[033] Fig. 8 is an isometric view of the electric motor-transmission assembly shown in Fig. 7.
[034] Fig. 9 is a left side view of the electric motor-transmission assembly shown in Figs. 7 and 8.
[035] Fig. 10 is a top view of the electric motor-transmission assembly shown in Figs. 7 to 9.
[036] Fig. 11 is a schematic isometric view of the electric vehicle including the front wheel drive assembly shown with reference to Figs. 1 to 10.
[037] Fig. 12 is a detail from Fig. 11 showing the under seat location of the electric battery module and associated components.
[038] Fig. 13 is a partial isometric view of two-wheeled electric vehicle according to one of the embodiment of the present invention.
[039] Fig. 14 is a schematic side view of the front wheel and front wheel drive assembly for a first further embodiment of the electric vehicle of the present invention.
[040] Fig. 15 is a schematic side view of the front wheel and front wheel drive assembly for a second further embodiment of the electric vehicle of the present invention.
[041] Fig. 18 is a schematic side view of the front wheel and front wheel drive assembly for a third further embodiment of the electric vehicle of the present invention.

[042] Fig. 17 is a schematic side view of the front wheel and front whee! drive assembly for a fourth further embodiment of the electric vehicle of the present invention.
Detailed Description of Preferred Embodiments
[043] Referring now to Figs. 1 and 2, there is shown the front portion of a three-wheeled electric vehicle 10. A driver sits at the front of the electric vehicle 10 on front seat 12 and rear seats 13 and 14 are available for seating of passengers, rear seat 13 being rear facing in passenger compartment 188 with weather protection being provided by roof 88A. A further passenger could join the driver on the front seat 12. Both seats 12 and 14 are of bench style though other configurations could be adopted if required. The driver steers electric vehicle 10 through handlebar 15 connected to the front forks 90 and front wheel 84. The front of electric vehicle 10 is substantially formed by body panel 210 including a windscreen 215 for driver visibility. Body panel 210 is connected to roof 88A of the electric vehicle.
[044] The electric vehicle 10 includes a frame and chassis 11 with a front portion of the vehicle 10 including a pair of upwardly extending telescopic forks of conventional design comprising sliders 90 and outer tubes 92 in a conventional manner for three wheeler vehicles of internal combustion engine type as known in the art. Sliders 90 include coil springs/dampers to absorb surface irregularities and consequential noise and vibration. Alternative front fork constructions are known and it will be understood that the present invention is equally applicable to such front fork constructions.
[045] Electric vehicle 10 includes a front wheel drive assembly 110, comprising as key components, the electric motor 20 and transmission system 80 for converting electrical energy from the electric battery module 22 into tractive force from the electric motor 20 for driving the front wheel 84 and its associated rubber tyre 85. Electric motor 20 has a rating of 7kW to 10 kW (though this rating is dictated by application) and is controlled by a motor control unit 21 or vehicle control unit (VCU) 100. The other electric components including motor control unit 21 are assembled on the front wheel drive assembly to make a compact arrangement though other alternate positions are also possible.

[046] The relationship between the front wheel drive assembly 110 and front wheel 84 is conveniently shown in Figs. 1 and 2 and, in greater detail, in Figs. 3 to 6 and described further below.
[047] The front wheel drive assembly 110 is mounted to the vehicle frame above and close to the front wheel 84 and its associated tyre 85 and mudguard 89 in what is a limited space to provide a compact arrangement. This close positioning reduces or avoids transmission losses.
[048] The front wheel drive assembly 110 is mounted to the outer tubes 92 using a pair of mounting brackets 117. During vehicle running conditions, mounting of the front wheel drive assembly 110 to outer tubes 92 causes the front wheel drive assembly 110 to move along with the wheel 84 and sliders 90. That is, when sliders 90 move by distance x in vertical direction the front wheel drive assembly 110 also advantageously moves by the same distance x in the same direction. That is, the front wheel drive assembly 110 forms part of the unsprung mass of vehicle 10. !n this way, the wheel 84 to electric motor- transmission output shaft centre distance always remains constant even when the sliders 90 move.
[049] As shown in Figs. 3 to 6, mounting brackets 117 are formed integrally with the outer tubes 92. Mounting brackets 117, one placed forward and one placed rearward of the telescopic forks, provides a pair of platforms or surface for mounting the front wheel drive assembly 110 and more particularly the electric motor 20 and transmission 80 assembly. 80. Mounting brackets 117 are disposed to connect the outer tubes 92 of the two front forks. Such a mounting arrangement ensures that the front wheel drive assembly load 110 moves along with the suspension, so as not to act directly on the front wheel. This also avoids any requirement of putting dead mass for balancing purposes thereby saving cost and reducing weight and complexity.
[050] The electric motor and transmission assembly 20, 80 are shown in further detail in Figs. 7 to 10. As the placement of these key components and the front wheel drive assembly 110 generally places a high amount of weight on the front side of the vehicle

10, the centre of gravity (CG) of the front wheel drive assembly 110 and front wheel 84 should be balanced. This objective is expected to require even distribution of the mass of the front wheel drive assembly 110 over the front wheel 84 such that no excessive force acts on either side of the wheel 84 or tyre 85 for that matter
[051] To this end, the assembly of electric motor 20 and transmission system 80, is mounted horizontally when viewed from the front or side of the vehicle 10 as shown in Figs. 3 to 6. Other suitable orientations, such as inclined orientations, for the electric motor 20 and transmission system 80 are also possible subject to the above noted CG constraint. Further, the front wheel drive assembly 110 is configured and mounted in such way that the CG of the front wheel drive 110 is concentrated at a point, which substantially aligns with the CG axis of the wheel assembly in a same plane 37 as shown in Fig. 6. This provides better balancing and minimises possibility of any drift or tilt of the front wheel 84.
[052] Due to such better weight distribution, the vehicle 10 is more efficient than conventional vehicles. The load acting on the rear suspension 192, as shown in Fig. 11, is reduced which allows lower cost design of the rear suspension 192 as compared to conventional suspensions and a consequential cost saving.
[053] Tractive force is transmitted from the electric motor 20 to the front wheel axle 86 through the transmission system and drives as now described with further reference to Figs. 3 to 10. Front wheel axle 86 is rotatably mounted to the bottom of outer tubes 92 by mounting bracket 116A.
[054] An output shaft of the transmission assembly is connected to the axle 86 of the front wheel 84 by a chain drive 25 as typically used in motorcycles. Chain drive 25 is accommodated within, and protected by, chain case 25A which extends at a downward inclination. Tension of chain drive 25 may be adjusted, for transmission efficiency, in the same manner as described in the Applicant's co-pending Indian Provisional Patent Application No. 201821013901, filed, the contents of which are hereby incorporated herein by reference.

[055] The output shaft of the electric motor 20 is connected to the output sprocket 802 of transmission system 80 through a double speed reduction gear drive comprising meshing helical gears 80A which have higher contact surface and smooth operation which helps in noise reduction and have higher transmission efficiency. Output sprocket 802 is fixed and rotates with transmission system output shaft 800. As output sprocket 802 rotates, the chain drive 25 also moves transmitting torque to axle 86 and front wheel 84.
[056] As known in the art, any force is composed from its horizontal and vertical force component. !n case of chain drive 25, the tension side 25B carries the power i.e. force which can be divided into vertical and horizontal components. The horizontal force component acting around the front wheel centre 184 creates torque and causes the front wheel 84 to rotate. The vertical force component is desirably in line with an outer tube 90 and slider 92 so that these fork components can completely take up this vertical force. If the vertical force component is not in line with the fork components 90, 92 then it can cause unbalanced forces acting on the front wheel 84 which can result in drift or tilt in the vehicle 10. Therefore, the chain tension side 25B is provided parallel, more desirably exactly parallel, to the fork components 90, 92 as shown in Figs. 3 to 6 in order to avoid unbalanced forces acting on the front wheel 84.
[057] Referring to other componentry of vehicle 10 and Figs. 12 and 13, the electric motor 20, 80 is powered by an electric battery module 22. Electric battery module 22 is positioned under front seat 12 rearward of the front wheel drive assembly 110 and mounted to chassis 11 through a vibration absorbing mounting arrangement. Electric battery module 22 allows recharging or swapping of batteries when required. Electric battery module 22 may be integrated with security features. Similarly, the other electric power system components such as DC-DC converter, Charger (268) are provided below front seat 12 proximate the electric battery module 22 such that the wiring harness is optimised from cost and operational perspectives. A Junction box if deployed may be positioned below front seat 12.

[058] The vehicle front side is covered by body panel 210. During operation of the electric motor 20, the transmission system 80 and other associated components heat up and require a flow of air for cooling, i.e by ram air cooling. To this end, body panel 210 . is provided with a cut-out portion 212, as shown in Fig. 11, such that it does not completely cover the assembly, leaving sufficient space for air ventilation to cool the various parts of front wheel drive assembly 110. Additionally, body cover panel also provides protection to front wheel drive assembly from water, mud etc. during vehicle running condition. Alternately the front wheel drive assembly 110 may be provided with a separate cover (not shown) to at least partially cover the assembly from any external environmental conditions.
[059] Referring to Fig. 13, there is shown a scooter 1010 provided with a front wheel drive assembly 110 as described above. Rider seat 1012 is located above the floor 1011 of the scooter. As with the 3-wheeler vehicle 10, the front wheel drive assembly 110 is mounted to outer tubes 92 of telescopic forks using a pair of mounting brackets 117 in the same manner as described above. It is equally true for scooter 1010 that during vehicle running conditions, mounting of the front wheel drive assembly 110 to outer tubes 92 causes the front wheel drive assembly 110 to move along with the wheel 84 and sliders 90. That is, when sliders 90 move by distance x the front wheel drive assembly 110 also advantageously moves by the same distance x in the same direction. That is, the front wheel drive assembly 110 forms part of the unsprung mass of vehicle 1010. in this way, the wheel 84 to electric motor output shaft centre distance always remains constant even when the sliders 90 move.
[060] Alternatively, the front wheel drive may be packaged at other possible locations within vehicle preferably on the chassis or on the vehicle frame using suitable linkages or fixing means such that the centre distance between the drive sprocket and the driven sprocket remains constant.
[081] As a first alternative embodiment of the present invention, the chain drive 25 may be suitably replaced by other type of drives such as a flexible drive shaft or flexible telescopic shaft type drives. Referring to Fig. 14, which shows such a flexible drive shaft

977 used to connect the transmission output sprocket 802 with the wheel axle 184 in order to transmit the torque to the front wheel 84. The front wheel drive assembly 110 is mounted on the suspension system as an unsprung mass similar to previous embodiments using chain drive. The flexible drive shaft 977 which is a flexible wire type drive having its one end connected to the output sprocket 802 of the drive assembly 110 using suitable gears, preferably bevel gears, while another end is connected to the wheel axle 184 through another gear pair 985 mounted on the wheel axle 184. Gear pair 985 may be a bevel, hypoid, enveloped worm pair or crossed helical gear pair. The flexible drive shaft 977 transfers the torque produced by the front wheel drive assembly 110 to the front wheel 84. As the front drive assembly 110 is mounted as an unsprung mass of the electric vehicle 10, the centre distance between output shaft 802 of drive assembly 110 and the front drive axle 184 always remains constant and hence a fixed length of flexible or telescopic shaft may be used.
[062] Referring to Fig. 15, illustrating a second alternative embodiment, the front wheel drive assembly 110 is fixed to the vehicle body or frame as a sprung mass wherein the centre distance between the drive output shaft 802 and the wheel axle 184 need not be maintained constant during operation of vehicle as the change in centre distance is accommodated by the use of extra length of flexible drive shaft 977.
[063] Referring to Fig. 16, illustrating yet another embodiment of the present invention, the flexible shaft 977 is replaced by a telescopic shaft 950 which is used to connect the front drive assembly 110 with the wheel 84 to transmit power. The telescopic shaft 950 comprises an outer tube which is fixed to the front fork 92 using mounting brackets 925. The front drive assembly 110 is connected as an unsprung mass of the vehicle i.e. as a part of suspension then a fixed length flexible shaft or drive shaft 950 is used, as the centre distance between the output shaft of the drive assembly 110 and the wheel axle 184 remains constant. A suitable gear pair 985, as described above, is used at both the ends of the shaft for connecting and transmitting power from drive assembly 110 to the front wheel 84.

[064] According to yet another embodiment as illustrated in Fig. 17, the front wheel drive assembly 110 is connected as a sprung mass i.e. drive assembly 110 is mounted on the vehicle body part or chassis. The centre distance between the output shaft of drive assembly and wheel axle 184 does not remain constant during vehicle operation. In order to accommodate this, telescopic shaft 950 is used which provides a flexible connection between the drive assembly 110 and wheel 84. The telescopic shaft 950 is having a tube-in tube type construction in which inner tube or shaft can slide inside an outer tube thereby adjusting the shaft length due to change in centre distance between front wheel drive assembly 110 and wheel axle 184. The outer tube is fixed to the front fork 92 using mounting brackets 925.
[065] Modifications and variations to the electric vehicle described in the present specification may be apparent to skilled readers of this disclosure. Such modifications and variations are deemed within the scope of the present invention.

WE CLAIM:
1. An electric vehicle comprising:
a front wheel;
a front wheel drive assembly comprising an electric motor and transmission system for driving the front wheel;
wherein said front wheel drive assembly is drivingly coupled to the front wheel as part of the unsprung mass of the vehicle.
2. An electric vehicle as claimed in claim 1 wherein; the front wheel drive assembly is mounted above the front wheel via a suspension system with the electric motor and transmission system being mounted as part of the unsprung mass of the vehicle.
3. An electric vehicle as claimed in claim 2 wherein; the suspension system comprises a pair of telescopic suspension forks each including an inner slider moving within an outer tube; and said front wheel drive assembly, is mounted between front forks such that a centre distance from a front wheel axle to an output shaft of drive assembly always remains constant.
4. An electric vehicle as claimed in claim 3 wherein; a telescopic fork is extended further downward from the wheel centre to compensate the suspension stroke.
5. An electric vehicle as claimed in claim 3 wherein; the front wheel drive assembly is mounted to the telescopic suspension using a mounting bracket connected to the outer tube of each front fork.
6. An electric vehicle as claimed in claim 5 wherein; the mounting brackets, is welded or bolted or formed integrally with the outer tube of a front fork.

7. An electric vehicle as claimed in claim 1 wherein; the electric motor and the transmission system are provided with separate casings, connected to each other and are packaged for compactness.
8. An electric vehicle as claimed in claim 1 wherein; the electric motor and transmission are each integrated within a single casing instead of separate casings.
9. An electric vehicle as claimed in claim 1 wherein; the transmission system comprises a reduction gear mechanism with at least single stage reduction, comprising a pair of helical gears wherein; the reduction gear mechanism comprises an input shaft connected to an output shaft of the electric motor.
10. An electric vehicle as claimed in claim 1 wherein; the electric motor and the transmission system are mounted substantially horizontally such that the CG of the drive assembly is concentrated at a point, which substantially aligns with the CG of a wheel assembly.
11. An electric vehicle as claimed in claim 1 wherein; the front wheel drive assembly further comprises control unit(s) for electrically controlling the motor and vehicle.
12. An electric vehicle as claimed in claim 1 further comprising body panels disposed such as to leave sufficient space for efficient air ventilation while directing the air towards the front wheel drive assembly and also protect the front wheel drive assembly from other environmental effects.
13. An electric vehicle as claimed in claim 1 wherein; said electric motor is supplied with electric power from an electric battery module comprising at least one battery, removably disposed below either a front or rear seat of the vehicle.
14. An electric vehicle as claimed in claim 1 wherein; the vehicle comprises other electric power system components including a DC-DC convertor, Charger,

Junction box provided below a front or rear seat such that said electric components are conveniently proximate to the electric battery module location for optimising wiring harness.
15. An electric vehicle as claimed in claim 1 wherein; the front wheel drive is packaged within vehicle on the chassis such that the centre distance between the front wheel drive assembly and the front wheel remains constant.
16. An electric vehicle as claimed in claim 1 wherein; an output shaft of the transmission assembly is connected to an axle of the front wheel by any suitable drive including a chain drive, belt drives, gear drives, flexible shaft or telescopic shaft.
17. An electric vehicle as claimed in claim 16 wherein; the chain or belt drive is connected to the front wheel such that a chain or belt tension side is provided parallel to the front fork to avoid unbalanced forces acting on the front wheel.
18. An electric vehicle comprising a front wheel;
a front wheel drive assembly comprising an electric motor and transmission system for driving the front wheel;
wherein; the front drive assembly is connected with the front wheel using a flexible shaft or a telescopic shaft such that the front drive assembly is mounted as a sprung mass of the vehicle.
19. An electric vehicle as claimed in claim 18 wherein; the telescopic shaft comprises an inner tube slidably mounted inside an outer tube such that one end of telescopic shaft is connected to an output shaft of drive assembly and other end connected to an axle of front wheel using bevel gears.

20. An electric vehicle as claimed in claim 1 wherein; the vehicle is intended to be a compact vehicle, which can be used for commuter applications, including two, three and four-wheel vehicles including hybrid vehicles.