JMU AFV Lab Blog

These two items from gizmag and AutoblogGreen came to my attention recently.

The first, immediately below, from gizmag, introduces a novel system for an electric bicycle that uses both a hub mounted motor and a separate hub mounted battery on the other wheel.  This struck me as quite an interesting idea.  Having never ridden an electric bicycle of any kind, I can only speak from what I suppose to be the case.  With that caveat, I have always thought that the battery pack on any electric bicycle I have seen heretofore was mounted much too high for stability.  It seemed to me they were all mounted up on the top frame tube or on the down tube coming down from the fork bearing tube.  Of necessity, they had to be high so not to interfere with the riders legs when pedaling.  Having the battery mounted in the hub would seem to me to make for a lower center of gravity and, thus, a more stable bike.  Having the probable weight distribution close to 50/50 would have to make for a better handling bike, too.

Even though it’s dated earlier, the second item, from AutoblogGreen, initially fascinated me, as it combines motor, battery, control system, and charger in one hub.  It also adds a Bluetooth wireless throttle control, too.  Talk about state of the art, this concept has all the bells and whistles.  Then I started really analyzing it and I kind of lost my initial enthusiasm.  I can’t help but think that all that weight biased to one end or the other would negatively affect handling.  I also can’t see how they are going to get a big enough battery in that hub to deliver the performance they claim.  I suppose the bluetooth solves the problem of wiring a control on the handlebar to the wheel, but I can’t help but think it’s overkill.  It appears to me to be a solution in search of a problem.

Sources:  http://www.gizmag.com/e-electric-bicycle-electric-motion/11059/ and http://www.autobloggreen.com/2009/02/19/mit-greenwheel-simply-an-electric-bicycle-revolution/

February 23, 2009 With the increasing popularity of the electrically assisted pushbike we are starting to see some innovative designs hit the market. While hub motors are the number one solution for mounting the electric motor within a bike frame, either in the front or rear wheel, mounting the battery pack and motor drive electronics has remained a challenge when taking into consideration practically and aesthetics. The folks at Electric Motion Systems think they have the answer with a combination of a 750 watt rear wheel mounted hub motor with built-in motor drive electronics paired with a battery pack mounted in the front wheel hub.

e-electric bicycle

The E+ Electric Bike is available in six styles of bike that are all a variation on a hard-tail mountain bike. The E+ comes standard with a 750 watt BLDC rear hub motor but there is a high torque 85 Nm 1kw hub motor as an upgrade option. Both hub motors have built in inverters so there’s one less box to find mounting space on the bike frame for. The front hub mounted battery pack is something we’ve never seen before on an e-bike. The internal layout is very similar to a hub motor with the stationary inner structure (called the stator) attached to the axle while the outer housing is attached to the rim via spokes and rotates as part of the wheel. Thirty NiMH battery cells are arranged in six groups of five cells arranged in a polygon layout parallel to the axle and mounted on the stator. The battery pack puts out 36 volts at 9 amp hour giving a battery capacity of 324 watt hour. (0.324kw/hr). No electric only range is quoted as this is very dependent on terrain, how much you pedal and the amount of regeneration possible but each battery charge should give between 20 and 40 miles (32 – 64 km). A full charge from a 110v wall socket will take four to six hours and cost about $0.03.

The E+ has a handlbar mounted LCD display where the rider can select 19 different cycling modes that range from full electric to pedal only modes. One of the E+ modes offers to let you set the cycling mode for increased resistance to give you a greater workout even if there are no hills in sight. While this could well be a useful feature, it also highlights one of the side effects of BLDC hub motors - they do not freewheel. Because a BLDC hub motor contains permanent magnets even when no power is applied there is still magnetic attraction between the magnets and the poles on the stator meaning there is always cogging resistance. The company says this should only be a problem with a flat battery on extended flat surface riding, as with any kind of undulation the motor will regenerate on the down hills just enough to provide power assistance up the next hill.

The LCD-display also shows speed, distance traveled, battery capacity, cruise control option, and 19 cycling modes. It also displays trip-specific data such as distance of trip, duration, and average speeds. Pocket-sized and removable for safe and easy storage, when the display is removed, the battery is disabled and the motor is put into full resistance mode, making pedaling virtually impossible. This unit has backlighting (0-100%) and automatically adjusts the contrast of display depending on outdoor conditions.

The Electric Motion Systems E+ Cruiser and E+ Mountain Bike cost USD$3,495.

One definition of the word elegant is “to be gracefully concise and simple.” In the future, the dictionary just might include the GreenWheel as a product that illustrates this principle perfectly. From the MIT Smartcities team that gave us the stackable cars concept and the RoboScooter (still a go), comes a wheel that can turn an ordinary bicycle into a very desirable electric one in an easy, cost effective manner. Enclosing a motor, A123 Systems batteries and a generator into a small aluminum pancake hub, the GreenWheel can give you up to 25 miles of propulsion, or much more if you don’t mind pedaling. Unlike conversions kits from the past, it forgoes running wires the length of your bike by incorporating the magic of bluetooth to control the twist-throttle.

Over a dozen different configurations of the GreenWheel are scheduled to be tried and tested by a variety of cyclists this spring. Once the the team analyzes their feedback, an ultimate configuration of power, speed and cost will be settled on and mass production will get under way. With an estimated cost of “several hundred dollars,” they better plan on making a lot of them since not only are they a wonderful “solution” for several cities and ridesharing programs already showing interest, but in a world-economy that can’t afford to buy cars the way they used to, the GreenWheel should have a bright future.

[Source: MSNBC]

This article was on the Gizmag blog this morning. KTM has applied for patents on a hybrid dirt bike that has conventional drive to the rear wheel as its other bikes, but adds in-wheel electric motors to both front and rear wheels for, in effect, a hybrid, all wheel drive motorcycle. KTM announced a hydraulic AWD motorcycle earlier, but I like this idea better. After all, wire is lighter than hoses with hydraulic fluid, and with the small, powerful hub mounted motors now being used in electric bikes, an electric motor is probably substantially lighter than a hydraulic motor. However, I am still concerned about the effect of the substantial increase in unsprung weight and its effect on handling. In addition, I would think tires, rims, wheels and bearings would have to be heftier to handle the increased inertia of the motor assembly, further increasing the unsprung to sprung weight ratio with its attendant adverse effect on handling. We’ll wait and see.

Source: http://www.gizmag.com/ktm-2wd-hybrid-dirt-bike/10348/
(Be sure to check out the 4 images of the patent application drawings)

KTM 2WD hybrid dirt bike

November 12, 2008 Patents lodged by Austrian Competition Motorcycle Manufacturer KTM indicate that a hybrid 2WD dirt bike is not far away. Common sense dictates that a motorcycle with both wheels driven (2WD) will go around corners faster and with greater surety than one equipped only with the motorcycle’s traditional rear-wheel drive, much the same as 4WD cars offer superior traction to their rear or front wheel drive brethren. A lot of interesting development work has been done over the last decade with YamahaOhlins 2WD system on selected enduro bikes in Europe, Christini developing mechanical AWD (aka 2WD) kits for Honda and KTM dirt bikes and KTM talking publicly about its hydraulic 2WD development. Now it appears KTM is to employ a small electric motor on each wheel to supply additional torque when it’s needed. A recently filed set of patent applications heralds some exciting prospects. http://en.wikipedia.org/wiki/Motorcycle#Dirt_Bike/Trials_Bike offering http://en.wikipedia.org/wiki/Bicycle Honda

Back in 2004, we wrote about KTM’s prototype hydraulic 2WD system which project leader Wolfgang Felber described as having a pre-set torque distribution between the front and rear wheel. He also commented, that although the system was already fairly well developed, it could “definitely be improved upon.”

Having both wheels driven on road, trail or competition two-wheeled machinery offers many advantages. On almost any surface, 2WD offers better traction and stability, but it offers a greater advantage for slippery, wet or loose surfaces, on larger machines and is particularly useful for inexperienced and non-expert riders.

Interestingly, Kurt Nicol of KTM described the 2wd advantages extremely well here, and there’s an excellent account of testing the Yamaha 2wd system on MCNews.com.au – our take is that existing 2WD systems don’t quite offer enough advantage for the expert rider to be worth their additional weight – yet!

The additional weight of a hydraulic system makes it only a marginal advantage for an expert rider, and it’s only a matter of time before a suitable light weight electric motor is available that will offer far more sophisticated, (most likely computer-controlled) power delivery from the front wheel. http://en.wikipedia.org/wiki/Electric_motor

The bike pictured in the patent images has the shape of a desert racer - KTM has dominated desert racing for a decade - a desert racer will also be one of the most obvious beneficiaries of the design as 2WD offers much greater stability and better steering in deep sand. http://en.wikipedia.org/wiki/Patent

Perhaps most significantly, this is the first time that a motorcycle manufacturer with genuine race credibility has moved into the electric/petrol engine hybrid area and if KTM does bring the 2WD hybrid to market, it will be entirely to gain a competitive advantage. KTM’s ethos is to deliver “ready to race” motorcycles, which guarantees that if it don’t work, it won’t be on its motorcycles. http://en.wikipedia.org/wiki/Gasoline http://en.wikipedia.org/wiki/Ethos

Almost certainly we’ll see a lot more 2WD motorcycles in the next few years as electric motors develop and proliferate to accommodate the growing electric bike industry. One likely technology contributor to the field of 2WD via electrically powered front wheels will be the motor suppliers to the burgeoning electric bicycle industry which demands very lightweight in-wheel motors. Given that the front wheel of a motorcycle with 2WD needs roughly 15 % of total power, the power output needs for the front wheel electric motor are not that great.

Even more intriguing is the use of an electric motor in the rear wheel and the advantages this offers in delivering predicatable, linear torque at low speeds (perfect for KTM’s strength, it’s core dirt bike clientele) as well as the brutal horsepower of KTM’s entire dirt bike range.

Source: http://www.gizmag.com/ktm-2wd-hybrid-dirt-bike/10348/

Came across this article on the AutoBlogGreen.com blog this morning. It’s an interesting concept. The “soleckshaw” driver simply exchanges his spent battery at a solar powered charging station for a freshly recharged battery and then goes on his way. Go to http://www.autobloggreen.com/2008/10/22/solar-powered-rickshaws-to-run-around-the-streets-of-delhi/ for the entry.

Meet the soleckshaw, the solar-powered rickshaws running in Delhi

Posted Oct 22nd 2008 at 4:36PM by Jeremy Korzeniewski

The pedal-powered rickshaw is a time-honored method of getting around in many countries where not every citizen has the means to drive a car. Of course, time marches on, and the classic rickshaws are definitely a step or two behind the times. Still, there is a market for zero emission people carriers, especially in developing countries that don’t already have other mass-transit solutions in place. Plus, while it may not seem like everybody’s cup of tea, there are a large number of people that make their living pedaling rickshaws. Enter the soleckshaw, a hybrid human- and solar-powered rickshaw that was recently shown off in Delhi. The project also includes solar charging stations where used-up batteries can be swapped for fresh ones.

The soleckshaw is powered by a 350-Watt, 36-volt brushless DC motor driving the rear wheels through a differential. There’s room for two passengers out back and the vehicle can reach 12 miles per hour or so. The battery is good for about 45 miles of range, which equates to about six hours of service. Each soleckshaw is expected to cost around $450.

[Source: India Press Inormation Bureau via Wired]

Source: http://www.autobloggreen.com/2008/10/22/solar-powered-rickshaws-to-run-around-the-streets-of-delhi/

This item was on the GreenCarCongress.com blog. It introduces a concept for an electric bicycle that has motor and battery inside the hub! A very elegant concept, I think. I do wonder if the motor heat will have an adverse effect on battery life. It uses Lithium Ion batteries, which have a heat problem, anyway. Go to http://www.greencarcongress.com/2008/10/mit-bringing-sm.html#more to read more about it. Be sure to read the comments at the bottom of the article, too.

MIT Bringing Smart Biking Project to Copenhagen; Prototype Hybrid Bicycle

12 October 2008

MIT researchers at its SENSEable City Laboratory have unveiled a project in Copenhagen aimed at transforming bicycle use, promoting urban sustainability and building new connections between the city’s cyclists. The project, called SmartBiking, will utilize a novel self-organizing smart-tag system that will allow the city’s residents to exchange basic information and share their relative positioning with each other.

As part of the project, a prototype of a smart bicycle is being developed in collaboration with the MIT Media Lab’s Smart Cities Group. This hybrid bicycle harvests the energy created when braking and releases it while cycling. All hybrid-drive elements, including the battery, are packed in the rear wheel, which becomes a self-contained component that could be retrofitted on most existing bicycles.

A considerable fraction of [Copenhagen’s] energy comes from renewable sources and, unlike a few decades ago, 30 to 40 percent of its citizens use bicycles as their primary method of transportation. So our challenge was, ‘How can we enhance these dynamics of sustainability? And how can we use technology to make them more widespread?’

The smart tags will allow individuals to monitor the distance they travel while cycling as part of a citywide “green mileage” initiative, which is similar to a frequent-flyer program. Ultimately, fine-grained monitoring of urban activities could allow cities such as Copenhagen to enter carbon-trading schemes. Cities could obtain funding for sustainable city services in exchange for their efforts to cut carbon dioxide emissions. The impact could be considerable, as cities account for approximately half of the world population, but are responsible for a much larger share of carbon emissions.

Beyond encouraging Copenhagen’s citizens to ride more often, the program aims to help them interact as well. A Facebook application called “I crossed your path” creates a social network for cyclists, allowing them to link up with people they may have ridden past during the day and potentially establish new connections, according to Christine Outram, the principal research assistant on the project.

The project will be implemented citywide in time for the November 2009 UN Climate Change Conference, which Copenhagen will host.

The Smart Biking Project is developed by the SENSEable City Laboratory, an MIT research group focused on technology and urban planning that is a part of the MIT Department of Urban Studies and Planning, together with the MIT Design Lab. In addition to professors Ratti and Mitchell, the team comprises Assaf Biderman, Francesco Calabrese, Michael Lin, Mauro Martino and Outram.

Among the MIT Smart Cities Group’s projects is the CityCar, a stackable electric two-passenger city vehicle. The CityCar utilizes fully integrated in-wheel electric motors, energy storage integrated in the axle, and suspension systems called “Wheel Robots.” This technology is patented-pending and under design development at the MIT Media Lab.

source: http://www.greencarcongress.com/2008/10/mit-bringing-sm.html#more

Saw this interesting article on the autobloggreen blog this morning.  It’s an interesting concept; use solar panels to recharge a vehicle.  The one observation I would like to make is that this concept could not be applied to a daily runner, unless the vehicle driver worked second or third shift, without some kind of energy storage system.  Could this be an extension of the electric scooter project, Peter?

AltCar 2008: Prometheus’ solar-powered electric motorcycle

Posted Sep 29th 2008 at 8:44AM by Sebastian Blanco

Filed under: EV/Plug-in, Solar, AutoblogGreen Exclusive, Santa Monica Alt Car Expo, Green Daily

Jim Corning had an idea. Wouldn’t it be cool if you could put four solar panels on your house, and then be able to power a vehicle with the energy created with them? Corning, who founded Prometheus Solar LLC, didn’t have a vehicle he could powere with sunlight, but he did have a wife with a Ninja 250 that wasn’t getting much use.

Today, Corning has a proof-of-concept electric motorcycle. At the Santa Monica AltCar Expo, Corning was talking with curious visitors all weekend, but was happy to tell AutoblogGreen about the bike. The four panels behind Corning in the picture above offer 800 watts, enough to recharge the bike. During testing, he’s blown up the batteries twice, and those accidents helped him realize the benefits of a more aerodynamic bike. Inspired by Craig Vetter’s fuel efficiency contests of the 1980s, Corning designed the Prometheus research vehicle to be quite slippery (note the front wheel cover and the extended back end to give the air somewhere to go). He also wanted to keep the upright seating of a motorcycle, which influenced the desighn. Currently, the bike uses lithium-ion phosphate batteries from Thundersky that have a 4.6 kWh capacity connected to a 10 HP Perm PMG 132 motor. That means he can go up to 70 mph and has a range of about 50 miles. The bike is not for sale, but there has been no lack of interest, both at the show and on the street. Corning said he had to buy an open face helmet to talk to all of the people who chat him up at stop lights….

Source: http://www.autobloggreen.com/2008/09/29/altcar-2008-prometheus-solar-powered-electric-motorcycle/

I came across this article on the “Wired” blog this morning and thought it was especially relevant to our own “electric scooter” project in the AFV Lab. It’s quite an elegant electric motorcycle! To save bandwidth, I didn’t put up all the article, go to http://blog.wired.com/cars/2008/08/two-wheels-zero.html to see the rest of the article, especially the pictures at the bottom. For more information, check out the company webpage, http://www.zeromotorcycles.com/.

Two Wheels, Zero Emissions and Loads of Fun

By Chuck Squatriglia August 20, 2008 | 4:07:09 PMCategories: Electric Vehicles, Motorcycles

Saiki started developing the Zero X five years ago after participating in a NASA round table analyzing transportation technology. He became convinced electric drivetrains are the best way forward and motorcycles the logical place to develop them. They’re smaller and less complex than cars, and the regulatory hurdles to getting them on the road aren’t as high.

Off-road bikes lend themselves to electric power because they’re typically ridden short distances, so range isn’t that big an issue. Electric motors also provide gobs or torque, a big plus in motocross riding. The Zero X produces power instantaneously, and it’ll catch you off guard because the bike is all but silent. Snap the throttle too hard and you’ll lift the front wheel. “The throttle is like a light switch,” Saiki says. “It’s on or it’s off.”

A low-speed mode limits the bike to about 30 mph and is good for tooling around. Switch to high-speed mode and you get unfettered acceleration to about 57 mph. The Zero X will hit 30 mph in under two seconds and 57 in about twice that. Juice comes from a proprietary li-ion battery that weighs 40 pounds and provides about two hours of riding time. It recharges in about two hours using any household socket, and you can get a spare for $2,950.

The Zero X has hydraulic disc brakes and fully adjustable suspension with about 8 inches of travel. It looks a bit like a big mountain bike, which isn’t a coincidence. Saiki, who holds a degree in aerospace engineering, has designed bicycles for Santa Cruz, Haro and Mountain Cycles.

He worked through seven prototypes and designed most of the 300 or so components himself. The bikes are built in a factory near Santa Cruz, and Saiki hopes to turn out 300 a month by next summer. He’s sold 127 since April (Google’s Larry Page bought three) and has a waiting list of 77 people, including two guys who signed up after seeing the bike outside our office.

Saiki says about 75 percent of buyers are seasoned motocross riders, which speaks to the bike’s dirt cred. Saiki had motocross hall-of-famer Jeff Emig flog a prototype at a track in Las Vegas last year, and Emig says it’s the real deal. “I’m expecting the production version to have a huge impact on the motor sports industry,” he says. We probably won’t see James Stewart or Ryan Villopoto racing them anytime soon (although Saiki says the AMA is interested in racing e-bikes) but the guys at Dirt Rider (.pdf) called an early prototype of the Zero X “the inevitable sound of the future of off-road motorcycle riding.”

As for Zero Motorcycle’s future, it includes a street version good for 70 mph and a range of 60 miles. Look for it in January with a sticker price of $9,000.

Photos by Emily Lang / wired.com

Source: http://blog.wired.com/cars/2008/08/two-wheels-zero.html

Here is an interesting electric vehicle conversion that may be considered for a future AFV Lab project or provide ideas for existing ones. Go to http://www.autobloggreen.com/2008/07/07/honda-vfr-conversion-to-electric-power-now-complete/ to see the full article.  Comments?

Honda VFR conversion to electric power

evfr-honda-conversion

…The first question out of everyone’s mouth was “How far does it go”… to which I replied “15-20 miles on crappy used UPS batteries I got for free”. I initially wanted to go with larger lead [acid batteries], but since these were free, I wanted to develop/test the mechanical first, and then upgrade to lithium in the fall. Its all working and now I can shop for alternatives to lead. Most people scoffed a little, I didn’t care, Its quite a feat in a motorcycle, especially keeping it stock looking. I know what the end result will be…. LiFePo and AC will eventually find their way into that bike. It will perform well, and range will be 30-40 miles….

…ABG: Tell us about the process of developing the conversion.

Gintz: I saw the Tesla last year, and decided I wanted to look into building an EV myself. I have an electrical engineering background, and LOVE gadgets, so it came naturally. I looked into cars, but for 10 grand, and lots of work, it might be over my budget. I’m a single guy living alone, so I don’t have 10 grand sitting around, just to get 30-50 miles for commuting. I drive a Dodge Durango, and gas is starting to hurt. I needed a cheap commuter solution. I looked at a popular site called EVAlbum. They had some other vehicles, and the more I looked into motorcycles, the more I was sold on the idea. I started looking for bikes, and found someone on Craigslist that had a roller with bad engine and donated it to me. Then I ran into some guys at a new startup company called Synkromotive, in Portland, OR. They wanted to help the conversion, and in exchange for a controller, I would do testing/assmembly and R&D. Its been a great relationship with Synkromotive. A few weeks later, while looking for parts for the free bike, I found one in Florida that had a bad engine, but was in pristine shape. I bought it, shipped it here, and parted out the engine, electrical and exhaust. I almost broke even. Very shortly after this, I found a guy up near Seattle that had tons of batteries he wasn’t using for his motorcycle, and another rolling chassis, it was well worth $60 in gas to go get it. So I had a good roller and batteries and a controller. Found a motor on a surplus website. Assembly began in February. Another VFR guy wanted to help, and had fabrication background. We welded up a battery tray and made a motor mount. A month ago, we threw everything together and took it out for its first few runs. It was a great feeling. After 8 months of getting parts, designing and building… it all paid off….

…Quick statistics:
1986 Honda VFR700F
Series wound Advanced DC motor
156V 600A Synkromotive controller
12 12V 18Ah batteries running in 2-72V strings. Capable of 144V. Switching to Lifepo soon
4:1 gear ratio, will be moving to ~5:1
Range: 15-20 on used batteries
Top speed: 65mph, one gear, no clutch
Charging system is custom…