Stepless speed change middle motor, control method and electric vehicle

Abstract

The invention provides a stepless speed change middle motor, a control method and an electric vehicle. The stepless speed change middle motor comprises a first motor, a second motor, a first speed reduction assembly, a second speed reduction assembly, a planetary speed change assembly and a controller. The second motor sleeves a middle shaft of the planetary speed change assembly and is in driving connection with the input end of the planetary speed change assembly through a second speed reduction assembly; the first motor is located outside the middle shaft and is in driving connection with the output end of the planetary speed change assembly through the first speed reduction assembly. The controller is electrically connected with the first motor and the second motor and used for controlling output of the first motor and the second motor. By changing the rotating speed of the second motor, stepless speed change of the speed ratio of the output shaft and the middle shaft is achieved, and riding is free of pause. The current and the rotating speed of the second motor and the rotating speed of the center shaft are collected through the controller, the treading torque of the center shaft is obtained through comprehensive calculation, then the function of a torque sensor is achieved, and the structure is simpler and more reliable.

Description

Technical Field

[0001] This invention relates to the field of motor technology, specifically to a continuously variable transmission (CVT) mid-mounted motor and an electric vehicle. Background Technology

[0002] With the increasing popularity of electric-assist bicycles, their convenience and low-carbon characteristics are irreplaceable by other modes of transportation. The motor on an electric-assist bicycle provides riders with additional pedal assistance, making riding more effortless. The mid-drive motor, the core component of the electric-assist bicycle, is located in the bottom bracket between the central pedals, and the crank is directly connected to the mid-drive motor. The mid-drive motor is integrated into the frame of the electric bicycle and provides power to the rear wheel via the chain.

[0003] During cycling, the output requirements of the mid-drive motor vary depending on the stage of the ride. Therefore, patent document CN115675722A provides a three-speed chainring system for a mid-drive motor and its mid-drive motor, enabling the mid-drive motor to output torque in three levels: high, medium, and low. However, this three-speed design has the following drawbacks: (1) It requires an additional torque sensor to detect torque and control gear switching based on torque. (2) The gears are difficult to precisely match the current torque demand. For example, during uphill riding, the mid-drive motor needs to operate in a low gear to output torque, but the slope varies in different scenarios; steeper slopes require a larger torque output from the mid-drive motor. Therefore, the patent document does not effectively improve the assisted riding experience. In conclusion, providing a continuously variable transmission (CVT) mid-drive motor is essential. Summary of the Invention

[0004] In view of the deficiencies in the prior art, the purpose of this invention is to provide a continuously variable transmission (CVT) mid-mounted motor, a control method, and an electric vehicle.

[0005] A continuously variable transmission (CVT) motor with a central drive according to the present invention includes: a first motor, a second motor, a first reduction gear assembly, a second reduction gear assembly, a planetary transmission assembly, and a controller;

[0006] The second motor is mounted on the central shaft of the planetary gear transmission assembly and is driven by the input end of the planetary gear transmission assembly through the second reduction assembly.

[0007] The first motor is located outside the central shaft and is driven by the output end of the planetary gear transmission assembly through the first reduction assembly;

[0008] The controller is electrically connected to the first motor and the second motor, and is used to control the output of the first motor and the second motor.

[0009] Furthermore, the continuously variable transmission (CVT) mid-mounted motor includes multiple operating modes, which include any one or more of the following:

[0010] Pure electric mode: The first motor drives the output end of the planetary gear transmission assembly through the first reduction assembly, and the second motor drives the input end of the planetary gear transmission assembly through the second reduction assembly;

[0011] First assist mode: The second motor is driven by human foot pedaling the central shaft. The second motor is in power generation state and acts as a torque sensor. The controller calculates the torque of pedaling the central shaft by detecting the power generation current of the second motor, the speed of the second motor, the speed of the central shaft, and the speed of the first motor, and controls the output of the first motor according to the torque.

[0012] Second assist mode: When the central shaft is manually stepped on, the controller detects the rotational speed of the central shaft and controls the rotational speed of the second motor to adjust the output speed of the planetary gear transmission assembly. The second motor drives the input end of the planetary gear transmission assembly through the second reduction assembly, and the planetary gear transmission assembly is in a gear shifting state.

[0013] Manual pedaling mode: The first planetary support of the planetary gear transmission assembly is driven by manually pedaling the central shaft, and the planetary gear transmission assembly is in a constant reduction ratio state.

[0014] Furthermore, the planetary transmission assembly includes: an output shaft, a central shaft, a first planetary support, a first planetary gear, and a pedal clutch;

[0015] The first planetary carrier is movably mounted on the central shaft, the first planetary gear is connected to one side of the first planetary carrier, the two ends of the central shaft are used to connect the pedal crank, the pedal clutch is fixedly connected to the central shaft and can engage / disengage with the other side of the first planetary carrier, the output shaft is rotatably connected to the central shaft through the second bearing, and the inner wall of the output shaft is provided with a second internal gear ring that meshes with the first planetary gear.

[0016] In the manual pedaling mode, the first assist mode, and the second assist mode, the pedaling clutch engages with the first planetary support.

[0017] In the pure electric mode, the pedal clutch is disengaged from the first planetary support.

[0018] Furthermore, the first reduction assembly includes: a gear set and a motor clutch;

[0019] The input end of the gear set is driven to the output end of the first motor, and the motor clutch is connected to the output shaft, which can engage / disengage with the output end of the gear set;

[0020] In the pure electric mode, the first power assist mode, and the second power assist mode, the motor clutch engages with the gear set;

[0021] In the manual pedaling mode, the motor clutch disengages from the gear set.

[0022] Furthermore, the second reduction assembly includes: a second planetary carrier, a second planetary gear, and a first internal gear ring;

[0023] The second planetary gear is rotatably connected to one side of the second planetary support via a third bearing, and the first internal gear ring is fixedly connected to the housing assembly of the continuously variable transmission motor and meshes with the second planetary gear.

[0024] The second planetary support is movably mounted on the central shaft, and the other side of the second planetary support has a first central gear, which meshes with the planetary transmission assembly.

[0025] Furthermore, the first motor includes: a first motor shaft, a seventh bearing, and an eighth bearing;

[0026] The first rotor core of the first motor is connected to the first motor shaft. The first motor shaft is rotatably connected to the housing assembly of the continuously variable transmission motor via the seventh bearing and the eighth bearing. One end of the first motor shaft is engaged with the first reduction assembly.

[0027] Furthermore, the second motor includes: a second motor shaft, a fourth bearing, and a fifth bearing;

[0028] The second rotor core of the second motor is connected to the second motor shaft, the second motor shaft is rotatably connected to the housing assembly of the continuously variable transmission central motor through the fourth bearing, and the second motor shaft is rotatably connected to the central shaft through the fifth bearing;

[0029] The end of the second motor shaft is connected to a second central gear, which meshes with the second reduction assembly.

[0030] Furthermore, it also includes a chainring connected to the output of the planetary gear assembly for driving the chain.

[0031] A control method for the continuously variable transmission (CVT) motor with a central drive, according to the present invention, includes:

[0032] The controller acquires a control signal and controls the continuously variable transmission (CVT) motor to switch between pure electric mode, first assist mode, second assist mode and manual pedaling mode according to the control signal.

[0033] An electric vehicle according to the present invention includes the continuously variable transmission (CVT) mid-mounted motor.

[0034] Compared with the prior art, the present invention has the following beneficial effects:

[0035] This invention achieves stepless speed regulation of the output shaft (chainring) and bottom bracket by changing the speed of the second motor, resulting in a smooth riding experience. The controller collects the current and speed of the second motor, as well as the speed of the bottom bracket, and calculates the pedaling torque of the bottom bracket, thus acting as a torque sensor. This eliminates the need for a torque sensor in conventional bottom bracket motors, resulting in a simpler and more reliable structure. Attached Figure Description

[0036] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0037] Figure 1 This is a cross-sectional view of the present invention;

[0038] In the picture:

[0039] 1-Left housing, 2-First winding, 3-First stator core, 4-Controller, 5-Baffle, 6-Right housing, 7-First gear, 8-Second gear, 9-First motor shaft, 10-Third gear, 11-Output gear, 12-Motor clutch, 13-First bearing, 14-Output shaft, 1401-Second internal gear ring, 15-Crankset, 16-Second bearing, 17-Lower shaft, 18-Pedal clutch, 19-First planetary support, 20-First planetary gear, 21-Second planetary support, 210 1-First central gear, 22-Third bearing, 23-Second planetary gear, 24-First internal gear ring, 25-Tread frequency sensor, 26-Fourth bearing, 27-Second motor shaft, 2701-Second central gear, 28-Second rotor core, 29-Second stator core, 30-Second magnet, 31-Second winding, 32-Fifth bearing, 33-Sixth bearing, 34-Bearing retaining ring, 35-Seventh bearing, 36-Eighth bearing, 37-First rotor core, 38-First magnet, 39-Rear cover. Detailed Implementation

[0040] The present invention will now be described in detail with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the present invention, but do not limit the invention in any way. It should be noted that those skilled in the art can make several changes and improvements without departing from the concept of the present invention. These all fall within the scope of protection of the present invention.

[0041] like Figure 1 As shown, this embodiment provides a continuously variable transmission (CVT) mid-drive motor, including: a first motor, a second motor, a first reduction gear assembly, a second reduction gear assembly, a planetary transmission assembly, and a controller 4. The second motor is mounted on the central shaft 17 of the planetary transmission assembly, serving as an on-axis motor and driven by the input terminal of the planetary transmission assembly via the second reduction gear assembly. The first motor is located outside the central shaft 17, serving as an off-axis motor and driven by the output terminal of the planetary transmission assembly via the first reduction gear assembly. The controller 4 is electrically connected to the first and second motors and is used to control the outputs of the first and second motors.

[0042] The continuously variable transmission (CVT) motor of the present invention includes the following multiple operating modes:

[0043] Pure electric mode: The first motor drives the output of the planetary gear set through the first reduction gear assembly, and the second motor drives the input of the planetary gear set through the second reduction gear assembly. The output of the planetary gear set has a pressure plate 15, which drives the electric-assist bicycle forward via the pressure plate 15 and the chain. In pure electric mode, the electric-assist bicycle with the continuously variable transmission (CVT) mid-drive motor is equivalent to a traditional electric bicycle, the rider's cadence is 0, and the planetary gear set is in a constant speed ratio state.

[0044] First Assist Mode: The rider manually pedals the bottom bracket 17 (via pedals and crank mechanism) to drive the second motor. The second motor is in generator mode and also acts as a torque sensor. The controller calculates the torque required to pedal the bottom bracket 17 by detecting the generator current of the second motor, the speed of the second motor, the speed of the bottom bracket, and the speed of the first motor. The output of the first motor is then controlled based on the torque. The bottom bracket 17 drives the chainring 15, which in turn propels the electric-assisted bicycle forward via the chain on the chainring 15.

[0045] The formula for calculating the pedaling torque is as follows:

[0046] T = I * K * (Z2 / Z1 + 1) * n1 / n2

[0047] Where T is the pedaling torque, I is the phase current of the second motor, K is the torque constant of the second motor, Z2 is the number of teeth of the first internal gear ring 24, Z1 is the number of teeth of the second central gear 2701 integrated on the second motor shaft 27, n1 is the speed of the second motor, and n2 is the pedaling speed of the central shaft 17.

[0048] The formula for calculating the rotational speed of chainring 15 is as follows:

[0049] n3=((1+Z4 / Z3)*n2-n1) / (Z4 / Z3)

[0050] Where n3 is the crankset speed, Z4 is the number of teeth on the second internal gear ring 1401, n1 is the speed of the second motor, and n2 is the pedaling speed of the central shaft 17.

[0051] Second assist mode: The rider manually pedals the bottom bracket 17 (via pedals and crank mechanism). The controller detects the rotation speed of the bottom bracket 17 and controls the rotation speed of the second motor to adjust the output speed of the planetary gear assembly. The second motor drives the input of the planetary gear assembly through the second reduction component. The planetary gear assembly is in a shifting state. At this time, the rider's cadence is not 0.

[0052] The formula for calculating the rotational speed of chainring 15 is as follows:

[0053] n3=((1+Z4 / Z3)*n2-n1) / (Z4 / Z3)

[0054] Where n3 is the crankset speed, Z4 is the number of teeth on the second internal gear ring 1401, n1 is the speed of the second motor, and n2 is the pedaling speed of the central shaft 17.

[0055] Manual pedaling mode: The rider manually pedals the central shaft 17 via pedals and crank mechanism, driving the first planetary support 19 of the planetary gear assembly. The planetary gear assembly is in a constant reduction ratio state. In manual pedaling mode, the electric-assist bicycle with the continuously variable transmission (CVT) centrally mounted motor is equivalent to a traditional bicycle. At this time, the speed of the second motor n1 = 0, and the planetary gear assembly is in a constant reduction ratio state.

[0056] In this embodiment, the planetary gearbox assembly includes: an output shaft 14, a central shaft 17, a first planetary carrier 19, a first planetary gear 20, and a pedal clutch 18. The first planetary carrier 19 is movably mounted on the central shaft 17. The first planetary gear 20 is connected to one side of the first planetary carrier 19. The two ends of the central shaft 17 are used to connect to the pedal cranks. The pedal clutch 18 is fixedly connected to the central shaft 17 and can engage / disengage with the other side of the first planetary carrier 19. The output shaft 14 is rotatably connected to the central shaft 17 via a second bearing 16, and the inner wall of the output shaft 14 is provided with a second internal gear ring 1401 that meshes with the first planetary gear 20. In manual pedaling mode, first assist mode, and second assist mode, the pedal clutch 18 engages with the first planetary carrier 19. Manual pedaling drives the central shaft 17, which in turn drives the first planetary carrier 19 synchronously via the pedal clutch 18. The rotation of the first planetary carrier 19 drives the output shaft 14 through the first planetary gear 20, thereby driving the pressure plate 15. In pure electric mode, the pedal clutch 18 is disengaged from the first planetary support 19. At this time, the manual pedal drive of the central shaft 17 is in an unattended state, which can effectively avoid the danger caused by the central shaft 17 being driven by the motor during driving.

[0057] The first reduction assembly includes a gear set and a motor clutch 12. The input end of the gear set is driven and connected to the output end of the first motor. The motor clutch 12 is connected to the output shaft 14 and can engage / disengage with the output end of the gear set. In pure electric mode, first assist mode, and second assist mode, the motor clutch 12 engages with the gear set, allowing the output of the first motor to be transmitted to the output shaft 14 through the first reduction assembly. In manual pedaling mode, the motor clutch 12 disengages from the gear set, avoiding pedaling resistance caused by the first reduction assembly and the first motor during manual pedaling.

[0058] The gear set includes: a first gear 7, a second gear 8, a third gear 10, and an output gear 11. The first gear 7 meshes with the output end of the first motor, the first gear 7 is coaxially connected with the second gear 8, the second gear 8 meshes with the third gear 10, and the third gear 10 meshes with the output gear 11. The third gear 10 is an idler gear, and the motor clutch 12 can engage / disengage with the output gear 11.

[0059] The second reduction assembly includes a second planetary carrier 21, a second planetary gear 23, and a first internal gear ring 24. The second planetary gear 23 is rotatably connected to one side of the second planetary carrier 21 via a third bearing 22. The first internal gear ring 24 is fixedly connected to the housing assembly of the continuously variable transmission (CVT) motor and meshes with the second planetary gear 23. The second planetary carrier 21 is movably mounted on the central shaft 17. The other side of the second planetary carrier 21 has a first central gear 2101, which meshes with the planetary transmission assembly.

[0060] The first motor includes a first motor shaft 9, a seventh bearing 35, and an eighth bearing 36. A first rotor core 37 of the first motor is connected to the first motor shaft 9. The first motor shaft 9 is rotatably connected to the housing assembly of a continuously variable transmission (CVT) motor via the seventh bearing 35 and the eighth bearing 36, and one end of the first motor shaft 9 meshes with a first reduction gear assembly. The first motor also includes conventionally configured components such as a first stator core 3, a first rotor core 37, a first magnet 38, and a first winding 2, which will not be described in detail here. The first motor functions as an auxiliary drive motor, providing auxiliary drive during the starting or climbing phases of the electric-assisted bicycle.

[0061] The second motor includes a second motor shaft 27, a fourth bearing 26, and a fifth bearing 32. The second rotor core 28 of the second motor is connected to the second motor shaft 27. The second motor shaft 27 is rotatably connected to the housing assembly of the continuously variable transmission (CVT) motor via the fourth bearing 26, and rotatably connected to the central shaft 17 via the fifth bearing 32. A second central gear 2701 is connected to the end of the second motor shaft 27, and the second central gear 2701 meshes with the second reduction assembly. The fourth bearing 26 is a one-way bearing, thus solving the problem that manually pedaling the central shaft 17 cannot drive the chainring 15 to move the vehicle when there is no power, but this invention is not limited to this. The second motor also includes conventionally configured components such as a second stator core 29, a second rotor core 28, a second magnet 30, and a second winding 31, which will not be described in detail in this invention. The second motor is used as a speed-changing motor, main drive motor, and torque sensor. Adjusting the speed of the second motor can change the speed ratio of the planetary gear system, thereby changing the speed ratio of the bottom bracket 17 and chainring 15 when pedaling. This allows the bottom bracket 17 to maintain a comfortable cadence when the bike is climbing hills or riding at high speeds on flat roads, thus improving riding comfort.

[0062] The continuously variable transmission (CVT) mid-drive motor also includes a housing assembly. The housing assembly includes a left housing 1 and a right housing 6 connected to each other, and a partition 5 located between the left housing 1 and the right housing 6. The partition 5 separates the first motor, the second motor, the first reduction gear assembly, the second reduction gear assembly, and the planetary gear transmission assembly. In this embodiment, the first motor and the second motor are located between the left housing 1 and the partition 5, and the first reduction gear assembly, the second reduction gear assembly, and the planetary gear transmission assembly are located between the partition 5 and the right housing 6. The first internal gear ring 24 is fixedly connected to the partition 5. In other embodiments, the partition 5 can be integrally formed with the left housing 1, etc., and this invention does not limit this.

[0063] In this embodiment, the cadence sensor 25 is electrically connected to the controller 4. The cadence sensor 25 is connected to the bottom bracket 17 and is used to detect the cadence of the bottom bracket 17. The controller 4 can be installed independently outside the left housing 1 and then sealed between the left housing 1 and the bottom bracket 39 by the rear cover 39. However, the present invention is not limited to this installation structure.

[0064] The aforementioned continuously variable transmission (CVT) mid-drive motor can be used in electric vehicles. During use, riders send control signals via buttons, touchscreens, etc. The controller controls the CVT mid-drive motor to switch between pure electric mode, first assist mode, second assist mode, and manual pedaling mode based on the control signals.

[0065] In the description of this application, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0066] Specific embodiments of the present invention have been described above. It should be understood that the present invention is not limited to the specific embodiments described above, and those skilled in the art can make various changes or modifications within the scope of the claims, which do not affect the essence of the present invention. Unless otherwise specified, the embodiments and features described in this application can be arbitrarily combined with each other.

Claims

1. A continuously variable transmission (CVT) mid-mounted motor, characterized in that, include: The system comprises a first motor, a second motor, a first reduction gear assembly, a second reduction gear assembly, a planetary gear transmission assembly, and a controller. The second motor is mounted on the central shaft (17) of the planetary gear transmission assembly and is driven to the input end of the planetary gear transmission assembly through the second reduction assembly; The first motor is located outside the central shaft (17) and is driven to the output end of the planetary gear transmission assembly through the first reduction assembly; The controller is electrically connected to the first motor and the second motor, and is used to control the output of the first motor and the second motor.

2. The continuously variable transmission (CVT) motor with a central drive according to claim 1, characterized in that, The continuously variable transmission (CVT) mid-mounted motor includes multiple operating modes, which include any one or more of the following: Pure electric mode: The first motor drives the output end of the planetary gear transmission assembly through the first reduction assembly, and the second motor drives the input end of the planetary gear transmission assembly through the second reduction assembly; First assist mode: The second motor is driven by manually stepping on the central shaft (17). The second motor is in the power generation state and acts as a torque sensor. The controller calculates the torque of stepping on the central shaft (17) by detecting the power generation current of the second motor, the speed of the second motor, the speed of the central shaft, and the speed of the first motor, and controls the output of the first motor according to the torque. Second assist mode: By manually stepping on the central shaft (17), the controller detects the rotational speed of the central shaft and controls the rotational speed of the second motor to adjust the output speed of the planetary gear transmission assembly. The second motor drives the input end of the planetary gear transmission assembly through the second deceleration assembly, and the planetary gear transmission assembly is in a gear shifting state. Human-powered pedaling mode: The first planetary support (19) of the planetary gear transmission assembly is driven by human pedaling the central shaft (17), and the planetary gear transmission assembly is in a constant reduction ratio state.

3. The continuously variable transmission (CVT) motor with a central drive according to claim 2, characterized in that, The planetary transmission assembly includes: an output shaft (14), a central shaft (17), a first planetary carrier (19), a first planetary gear (20), and a pedal clutch (18); The first planetary carrier (19) is movably mounted on the central shaft (17), the first planetary gear (20) is connected to one side of the first planetary carrier (19), the two ends of the central shaft (17) are used to connect the pedal crank, the pedal clutch (18) is fixedly connected to the central shaft (17) and can engage / disengage with the other side of the first planetary carrier (19), the output shaft (14) is rotatably connected to the central shaft (17) through the second bearing (16), and the inner wall of the output shaft (14) is provided with a second internal gear ring (1401) that meshes with the first planetary gear (20); In the manual pedaling mode, the first assist mode and the second assist mode, the pedaling clutch (18) engages with the first planetary support (19); In the pure electric mode, the pedal clutch (18) is disengaged from the first planetary support (19).

4. The continuously variable transmission (CVT) motor with a central drive according to claim 3, characterized in that, The first reduction assembly includes: a gear set and a motor clutch (12); The input end of the gear set is driven to the output end of the first motor, and the motor clutch (12) is connected to the output shaft (14) and can engage / disengage with the output end of the gear set; In the pure electric mode, the first power assist mode, and the second power assist mode, the motor clutch (12) engages with the gear set; In the manual pedaling mode, the motor clutch (12) is disengaged from the gear set.

5. The continuously variable transmission (CVT) motor with a central drive according to claim 1, characterized in that, The second reduction assembly includes: a second planetary carrier (21), a second planetary gear (23), and a first internal gear ring (24); The second planetary gear (23) is rotatably connected to one side of the second planetary support (21) via the third bearing (22), and the first internal gear ring (24) is fixedly connected to the housing assembly of the continuously variable transmission motor and meshes with the second planetary gear (23). The second planetary support (21) is movably mounted on the central shaft (17), and the other side of the second planetary support (21) has a first central gear (2101), which meshes with the planetary transmission assembly.

6. The continuously variable transmission (CVT) motor with a central drive according to claim 1, characterized in that, The first motor includes: a first motor shaft (9), a seventh bearing (35), and an eighth bearing (36); The first rotor core (37) of the first motor is connected to the first motor shaft (9). The first motor shaft (9) is rotatably connected to the housing assembly of the continuously variable transmission motor via the seventh bearing (35) and the eighth bearing (36). One end of the first motor shaft (9) meshes with the first reduction assembly.

7. The continuously variable transmission (CVT) motor with a central drive according to claim 1, characterized in that, The second motor includes: a second motor shaft (27), a fourth bearing (26), and a fifth bearing (32); The second rotor core (28) of the second motor is connected to the second motor shaft (27), the second motor shaft (27) is rotatably connected to the housing assembly of the continuously variable transmission motor via the fourth bearing (26), and the second motor shaft (27) is rotatably connected to the central shaft (17) via the fifth bearing (32); The end of the second motor shaft (27) is connected to a second central gear (2701), which meshes with the second reduction assembly.

8. The continuously variable transmission (CVT) motor with a central drive according to claim 1, characterized in that, It also includes a chainring (15) connected to the output of the planetary gear assembly for driving the chain.

9. A control method for a continuously variable transmission (CVT) motor with a mid-mounted motor as described in any one of claims 1-8, characterized in that, include: The controller acquires a control signal and controls the continuously variable transmission (CVT) motor to switch between pure electric mode, first assist mode, second assist mode and manual pedaling mode according to the control signal.

10. An electric vehicle, characterized in that, Including the continuously variable transmission (CVT) motor with a central drive as described in any one of claims 1-8.

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