Compact ground vehicles using electric propulsion.

Abstract

The bi-wheel has large left (1) and right (2) main wheels supported by suspension assemblies (7) acting between the rims of each main wheel, and a payload supporting a cockpit (3) suspended above the ground between the wheels. The arrangement facilitates access to the cockpit payload space through the wheels. Each wheel tilts to inhibit pitching motion of the cockpit within the wheel. A rear jockey wheel (61) is provided to further inhibit pitching. Propulsion to the wheels is provided using electric motors incorporated in drive wheels (16) mounted on the suspension assemblies (7). Torque applied to the electric motors is controlled by a digital control system in response to sensors such as a cockpit attitude sensor to further inhibit pitching motion of the cockpit. Propulsion may also be delivered by a manual propulsion system assisted by the electric motors.

Description

[Technical field]

[0001] The present invention relates to a two-wheeled ground vehicle for electric propulsion for transporting cargo up to the size of a few suitcases and a small number of passengers (1-4 people). For the purposes of this specification, the at least two-wheeled vehicle has a pair of large separated main wheels, each of which rotates about a single common axis. The vehicle may be provided with additional stabilizing jockey wheels. The payload is suspended above the ground and between the main wheels. The payload may be a driver, a passenger, or some combination of the two, and also includes cargo up to the maximum size of suitcases allowed as passenger aircraft luggage, 77cm x 50cm x 27cm, together with space for two pieces of cabin luggage passenger aircraft carry-on luggage, usually 56cm x 40cm x 25cm, under the seats. [Background technology]

[0002] A recent known prior art example is the die wheel, as shown in French Patent Application Publication No. 3037314. The die wheel comprises two large separate wheels arranged to rotate on a common axis. A chassis is suspended between the wheels and supports a cockpit for human and / or cargo payloads. The mechanism is configured to apply equal torque to the axis of each wheel to propel the vehicle parallel to the ground and substantially perpendicular to the axis of rotation of the wheels. The mechanism can be motorized, or mechanically driven by manually operated pedals. To steer the die wheel, unequal torques are applied to each wheel, accelerating one wheel to arc on the ground. In some cases, one wheel can be braked or torqued in a relative opposite direction to achieve a steering effect. The application of torque to the wheels naturally applies an equal and opposite torque to the cockpit, which pitches up in the opposite direction, confusing any driver or passengers. For manually operated die wheels, it is extremely difficult to apply a smooth and uniform torque, so application of uneven torque will cause the cockpit to rock back and forth and, in extreme cases, rotate completely (360°) around the wheel axis. This action is known as jarring (due to its resemblance to the way a mouse runs on a wheel) and is undesirable in any practical application of a vehicle. Conventional mechanisms for overcoming this include applying torque to the wheel using electric motors, the motors being controlled using a controller configured to minimize jarring.

[0003] Known wheels are conventionally manufactured from a hub supporting a circular rim via tensioned spokes. The drive to the wheel is via a single motor that applies a torque to the wheel axle. This creates problems with access to the cockpit, which is conventionally done via a gangway or hatch at the front or preferably the rear of the vehicle. Providing a front entrance is prevented by any control system such as a steering means. The entrance to the vehicle necessarily becomes a somewhat impractical gymnastic maneuver, and the space required for the entry and exit gangway minimizes the usable cockpit space. As a result, die wheels are either limited to one seating or are excessively wide, making it impossible to provide a practical luggage space.

[0004] Wheels require tires to provide traction on the road surface. Traditionally, pneumatic tires also provide some degree of suspension. Providing suspension to provide passenger comfort, ride quality, steering direction, and traction is also a challenge. However, pneumatic tires are vulnerable to punctures, which is necessary for any die wheel such as a vehicle, and particular challenges arise when mounted on such large rims. These challenges are exacerbated when roadside puncture repairs are necessary. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] French Patent Application Publication No. 3037314 Summary of the Invention [Problem to be solved by the invention]

[0006] There is a demand for compact, low carbon emission vehicles that are capable of carrying passengers and cargo, providing some degree of weather and crash protection, and that use minimal road space when in use and parked. [Means for solving the problem]

[0007] According to a first aspect of the present invention, there is provided a bi-wheel comprising a pair of ground contactable separated main wheels arranged parallel relative to each other to suspend a cockpit between the main wheels, the cockpit being capable of accommodating a payload, and a power transmission configured to apply a torque to each wheel to propel the bi-wheel across the ground, each wheel being supported at its rim and torque being applied to each wheel simply at its rim, such that any rim support does not extend between the axle and the rim and access to the cockpit is easily achieved through a space inside the wheel rim, each main wheel being supported by a plurality of suspension assemblies arranged separately around the circumference of each main wheel to act between the inside of the wheel rim and the cockpit, each suspension assembly comprising a spring supporting at least one of the idler or drive wheels to absorb shocks applied to the main wheel due to movement between the main wheels and the cockpit, the springs being leaf springs.

[0008] Preferably, each wheel is supported on the chassis by a combination of idler and drive wheels spaced circumferentially around the rim. Preferably, the idler and drive wheels engage the radially inward side of the rim. A wheel may be supported by at least two idler wheels and one drive wheel, although preferred embodiments may use more idler wheels, for example five (3-5) idler wheels, and a single drive wheel. Using two or more drive wheels may reduce maintenance by increasing traction between the drive wheels and the main wheels, reducing the wear rate of each drive wheel.

[0009] Each of the idler and drive wheels supports the cockpit with a suspension assembly that allows for spring and damped relative movement between the main wheels and the cockpit. The suspension is provided by a leaf spring. The leaf spring may be supported as a cantilever, with one end fixed to the cockpit and the other end supporting the drive or idler wheel. Alternatively, the leaf spring may be mounted in the middle of the cockpit and one or both of the idler and drive wheels may be mounted at each end and engage the inside of the main wheel rim. The leaf spring is preferably arcuate when installed and at rest. The suspension is configured such that when at rest on a horizontal surface, the cockpit rests concentrically with respect to the axis of each main wheel. Preferably, each main wheel is tilted, i.e. suspended such that when at rest on a horizontal surface, the axis of each main wheel is tilted downwards, such that the distance between the apexes of each main wheel is less than the distance between the bottoms of each main wheel. Preferably the inclination of each axis measured perpendicular to the horizontal ground is less than 90°, preferably between 85° and 89.5°, more preferably between 88° and 89°, most preferably 88.5. At rest, the main wheel axes intersect on a central plane that bisectes the bi-wheel from front to rear. The camber mechanically stops jarring.

[0010] Preferably, the suspension assemblies of each of the idler and drive wheels are positioned to maximize the suspension assemblies off the ground to minimize fouling. Also, the drive idler wheel assemblies are positioned to move the cockpit center of gravity closer to the ground. For example, when turning at high speed, it is desirable to have the vehicle center of gravity closer to the ground to minimize any risk of the vehicle rolling over. To optimize these conflicting requirements, it is preferred to have more idler drive wheel assemblies below the wheel axle than there are above the wheel axle. It is preferred to have each drive wheel assembly below the wheel axle because the drive wheel assemblies are heavier than the idler wheel assemblies.

[0011] Each wheel is preferably formed from a single tube formed into a circle. The tube is machined to produce a convex radially inner surface and a concave outer surface. A solid tire of polymeric material is applied by molding directly onto the concave outer surface. Polyurethane tires can be molded directly onto a metal rim or bonded polyurethane extrusion.

[0012] Preferably, the rear jockey wheel is deployed from the rear of the cockpit, normally contacts the ground, and provides stability to the tricycle by preventing the bi-wheel from pitching backwards under heavy loads such as suitcase cargo. The rear jockey wheel is preferably sized to fit within the length of the vehicle equivalent to the diameter of the main wheels. This means that the diameter of the rear jockey wheel is 1 / 10 to 1 / 6 of the diameter of the main wheels, and preferably 1 / 8 of the diameter of the main wheels.

[0013] Propulsion may be generated using motors, particularly electric motors only, more preferably two electric motors coupled to each wheel. Preferably, the electric motors are driven independently of the battery system and deliver torque according to the output of a controller in response to either an autopilot or a manual control such as a joystick. The torque may be controlled to change direction by running the wheels at different speeds. The controller may further be responsive to sensors that detect relative motion of the cockpit, such as accelerometers to stabilize the cockpit's attitude.

[0014] In a preferred embodiment, the bi-wheel is a manual hybrid electric vehicle using propulsion power from a combination of manually actuated sources, such as foot pedals or pedals assisted by one or more electric motors. Preferably, the cockpit includes at least one seat supporting a driver. Preferably, a second seat can be provided substantially adjacent to the nominal driver's seat for a passenger. A driver's foot mechanism using two pedals is supported in the cockpit and arranged to be presented at the driver's feet. Importantly, the foot mechanism converts linear oscillatory motion of the pedals actuated by the driver into rotary motion with a crank arm located below the pedal. The crank arm is coupled to a driver's side drive shaft that spans the cockpit space in front of and below the driver's feet and legs, and transmits torque to a centrally mounted rotary drive. The drive shaft is coupled to a drive ring via a freewheel. The passenger foot mechanism is a mirror image of the passenger's driver foot mechanism and is coupled to the drive ring via a freewheel, so that the passenger and driver pedals are no longer coupled and do not operate independently. A rotary drive is coupled to each main wheel via a transmission. Preferably, the rotary drive is provided by a belt ring which transmits torque via an endless belt to a final drive mechanism. The final drive mechanism preferably further includes a differential coupled to each of two half shaft assemblies which are respectively coupled to each drive wheel of each main wheel. Preferably, the half shaft assemblies incorporate extendable universal joints to accommodate relative movement of the wheels and the cockpit. Thus, application of any pedal thrust applies an equal amount of torque to each main wheel. A hub gearbox may be provided to provide various gears operating between the drive ring and the differential. Preferably, the gears are automatically selected.

[0015] The torque applied to the wheels from the manual propulsion system may be assisted by torque applied from one or more electric motors. Preferably, two electric motors are provided, one associated with each half shaft. Preferably, each electric motor is integrated into each drive wheel and is capable of drawing power from a battery storage system. The battery storage system is preferably provided by one or more batteries. The by-wheel control system may include a CPU and memory and control the delivery of torque assistance to each half shaft according to a control algorithm. The algorithm drives the control system in response to a predefined assistance level and signals from the sensors. The sensors are sensitive to any or all of the thrust applied to any pedal, the cadence of any pedal, the ground speed, the main wheel speed, the cockpit attitude, the ground inclination, and the road camber. The predefined assistance level may be set by the driver through manual selection. By controlling the assistance level in response to the applied torque and the cockpit attitude, the control system acts to stabilize the cockpit attitude for any thrust applied to the pedal. The motor may also be used for regenerative braking to restore charge to the battery system. Preferably, the pedal assist is only activated by the driver's pedal for safety.

[0016] Brakes are provided for braking the drive wheels, and therefore the main wheels, preferably disc brakes mounted respectively on each motor.

[0017] The steering is preferably responsive to a manual control, which is preferably a joystick. The manual control may be mounted in the center of a central control console between the driver and passenger seats, or on the outside of the driver's seat arm. Thus, the vehicle may be controlled from either seat, as desired for international use on either side of the road, and the driver does not bump into the joystick when riding. The control system is configured to asymmetrically torque or brake each wheel in response to joystick movement to rotate the bi-wheel left or right when in operation. When stationary, joystick actuation may drive the control system to apply opposing torques to each motor to rotate the bi-wheel at its own length, or to apply counter torque.

[0018] The large size of the main wheel necessarily creates frictional and inertial forces that are difficult to overcome at start-up. Therefore, the bi-wheel control system of a manual hybrid electric vehicle may apply power assistance to the main wheel at start-up in response to a sensor, such as a speed sensor, indicating that the bi-wheel is stationary to assist the force applied to the pedal by the driver.

[0019] By positioning the joystick in the center, any one seat can serve as the driver's seat, with the adjacent seat serving as the passenger seat.

[0020] The motors and brakes are controlled to move forward in response to pedal movement. A left turn is performed when the joystick is moved left, a right turn when the joystick is moved right, and backing up when the joystick button is pressed. The turning radius is preferably proportional to the degree of joystick movement. When the joystick is tilted left at rest, the resulting spin command causes the vehicle to move instantly counterclockwise, and when the joystick is tilted right at rest, the vehicle to move instantly clockwise. When turning instantly, the wheel speed may be limited by the controller. In response to the spin command, the controller may activate warning lights visible from outside the vehicle and an audible warning indicating that a turn is being made.

[0021] In operation, the bi-wheel rests on the two main wheels and the rear jockey wheel. The wheel camber interacts with the rigid chassis and / or monocoque to resist pitch movement and stop jarring.

[0022] Gurbing is further prevented by the arrangement of the bi-wheel's cockpit-mounted components, including the seats, motors, and most of the suspension assemblies, resulting in a neutral center of gravity with no payload. This arrangement minimizes the stabilizing action required by each of the drive motors and control systems, thus increasing the overall energy efficiency of the bi-wheel.

[0023] The bi-wheel is designed with a center of gravity such that it does not roll forward at all with normal passenger and / or driver movements when the passenger or driver stands up from or sits down in the seat.

[0024] However, if someone pulls the front of the vehicle to get on or if someone leans forward in the vehicle, the bi-wheel cockpit may rock forward. To mitigate this effect, the bi-wheel preferably has a front jockey wheel that is movable from a rest position that contacts the ground when stationary to a raised, moving position when the vehicle is in motion. Movement of the front jockey wheel from the rest position to the moving position is preferably accomplished with a foot pedal that is located inside the cockpit and accessible by the driver. A parking brake may be provided on the front and / or rear jockey wheel to prevent movement of the bi-wheel when stationary. A "hand brake" may be provided on the control console for actuating the parking brake.

[0025] Each seat can be mounted to move from an in-use position to a load position when vacant, for access to the luggage space behind the seats (the "trunk" area) and for placing or retrieving luggage in the luggage space before returning the seat to the in-use position. Seat positions can be adjusted to accommodate differently sized individuals and to reach pedals. Passengers can move the passenger seat relatively adjacent and behind the driver's seat to achieve a perceived and actual increase in personal space.

[0026] The cockpit may include a volumetric frame manufactured from tubular elements to which the aforementioned components are attached. Conveniently, any selection of front windscreen panel, rear windscreen panel, canopy panel, and floor molding may be attached to the volumetric frame to provide protection from natural forces and improve the aerodynamic performance of the bi-wheel. The panels may be structural elements to strengthen the volumetric frame as well as provide protection from natural forces and collisions. In a bi-wheel variant, the panels are integrated into the monocoque to which the volumetric frame is replaced.

[0027] The bi-wheel variant may be provided without any or part of the weather-resistant body panels or moldings to reduce weight, relying solely on a space frame fabricated from tubular elements to support the main wheel suspension, propulsion system, seating, and control systems.

[0028] Preferably, the canopy panel contains or supports a flexible solar panel array or solar cells embedded directly into the resin in the composite molded roof (canopy) to provide charging to the battery storage system.

[0029] Preferably, the battery storage system includes a removable rechargeable main battery pack that can be removed and transported for charging from a mains power source, or from a standard mains charging socket. The system also facilitates replacement of a first discharged main battery with a replacement rechargeable battery, obviating delays that would otherwise be required to charge the batteries. The system also includes a second fixed auxiliary battery that captures charge from the solar panel when the removable battery is removed, and together with the battery management and motor control system ensures the provision of power to the power steering. The fixed auxiliary battery is mounted to the battery housing. Running lights, brake lights, and direction indicator lights can be mounted directly to the front and rear windscreens and powered from the battery storage system.

[0030] According to a second aspect of the present invention, there is provided a bi-wheel comprising a pair of separated main wheels supported on a payload supporting a chassis (or monocoque) for rotation, each main wheel rotating about a different intersecting axis, each axis lying in a common plane such that the bottom of each wheel contacts the ground and is relatively further apart than the apex.

[0031] The second aspect of the invention may be combined with the features described above in a manner that will be readily apparent to one skilled in the art.

[0032] According to a third aspect of the present invention, there is provided a foot-propelled vehicle comprising a seat or saddle for accommodating a human being and left and right pedals arranged to be pushed by the human's feet, each of the pedals configured to actuate a foot-propelled mechanism comprising crank arms arranged to rotate relative to one another about a common bearing axis, and a pull arm pivotally mounted to the crank arms between the pedals and the common bearing axis, the crank arms connecting the crank arms to rotor arms which are coupled to rotate with a drive shaft, whereby thrust applied to the pedals causes the rotor arms and the drive shaft to rotate.

[0033] Preferably, the left and right foot mechanisms are arranged out of phase, and more preferably, the phase angle between the left and right foot mechanisms is neither 0° nor 180°.

[0034] The foot pedal mechanism may be configured to deliver torque to a transmission on a two-wheeler, three-wheeler (three wheels that contact the ground) or four-wheeler (four wheels that contact the ground). In any of the bi-wheeler embodiments, the side entry opening may be covered by an openable door panel to further protect occupants from the elements.

[0035] The door panels may be structures fixed to the chassis ring or monocoque, or may be flexible clear fabric panels fastened to the inside of the cockpit structure that are easily pushed out of the way of the side entry.

[0036] An embodiment of a bi-wheel made in accordance with the present invention will now be described in detail, by way of example only, with reference to the accompanying drawings, in which: [Brief description of the drawings]

[0037] [Figure 1] NW isometric view. [Diagram 2] SW isometric view. [Diagram 3]This is a right side view. [Figure 4] FIG. 1 is a right side view with the ring fairing removed to show the suspension assembly. [Diagram 5] FIG. 2 is an enlarged right side view of the upper suspension assembly. [Figure 6] FIG. 2 is a detailed enlarged view of the right side of the drive wheel suspension assembly. [Figure 7] FIG. 1 is a SW isometric cutaway view of the drive motor and disc brake assembly. [Figure 8] FIG. 1 is a front view of the bi-wheel showing the position of the front jockey wheel camber and the positions of the left and right axles. [Figure 9] FIG. [Figure 10] FIG. 2 is an enlarged cross-sectional view through the rim and tire of the main wheel. [Figure 11] FIG. 1 is a NW isometric view of the cockpit space frame and drivetrain elements. [Figure 12] FIG. 2 is a plan view of the cockpit space frame and the drive train. [Figure 13] FIG. [Figure 14] FIG. 2 is a left side view of the seat in the luggage space access position. [Figure 15] FIG. 1 is a plan view with the chassis ring, suspension assembly and rims of the canopy and each windscreen removed. [Figure 16] FIG. 1 is a NW isometric view with the ring fairing removed. [Figure 17] This is a SW isometric view with the ring fairing removed. [Figure 18.1] The diagram shows the operating positions of the foot mechanism during the cycle. [Figure 18.2] The diagram shows the operating positions of the foot mechanism during the cycle. [Figure 18.3] The diagram shows the operating positions of the foot mechanism during the cycle. [Figure 18.4]The diagram shows the operating positions of the foot mechanism during the cycle. [Figure 18.5] The diagram shows the operating positions of the foot mechanism during the cycle. [Figure 18.6] The diagram shows the operating positions of the foot mechanism during the cycle. [Figure 19] FIG. 13 is a NW isometric view of the second embodiment of the bi-wheel. [Figure 20] FIG. 13 is a NW isometric view of the third embodiment. [Figure 21] FIG. 13 is an isometric view of the SW of the third embodiment. [Figure 22] FIG. 2 is a perspective view of a rear jockey wheel subassembly. [Figure 23] FIG. 2 is a perspective view of the front jockey wheel subassembly. [Figure 24] FIG. 13 is a side view of the biwheel showing installation of the jockey wheel and front jockey wheel in raised and lowered positions. [Diagram 25] FIG. 2 is a side view of the seat subassembly in an occupied state. [Figure 26] FIG. 26 is a side view of the seat subassembly of FIG. 25 rotated to a cargo access position. [Figure 27] FIG. 2 is a perspective view from above and one side of the seat subassembly. [Figure 28] FIG. 2 is a perspective view of the seat subassembly from below and one side. [Figure 29] 1 is a schematic plan view of a two-wheeled vehicle equipped with a foot-operated pedal-assisted drive train; [Diagram 30] FIG. 1 is a schematic plan view of a tricycle fitted with a foot-operated pedal-assisted drivetrain. [Diagram 31] 1 is a schematic diagram of a four-wheeled vehicle equipped with a foot-operated pedal-assisted drive train. [Diagram 32] FIG. 2 is a perspective view of a foot pedal mechanism subassembly configured for a four-wheeled vehicle. [Diagram 33] FIG. 13 is a perspective view of a mounting mechanism for the front jockey wheel assembly. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0038] The bi-wheel shown has a left main wheel 1 and a right main wheel 2. Each wheel is supported by a suspension assembly 7 on a cockpit structure 3 and rotates about a left axis AL and a right axis AR, respectively. As can be best seen in Figure 8, when the bottom of each main wheel rests on the ground G, the axes AL and AR are inclined relative to the ground at angles of -88.5° and +88.5°, respectively.

[0039] Each of the wheels 1, 2 comprises a tube 4 manufactured from high strength steel. Initially the tube is of circular cross section, but during manufacture it is pressed between rollers to become elliptical. The elliptical tube is then rolled further to form a concave 5. This cross section is then rolled into a circular wheel rim, with the convex surface facing the axis and the concave surface facing away from the axis, the concave surface necessarily bounded by a convex section rim feature that extends around to join the convex surface. A solid polymer is then molded onto the wheel rim, or a pre-extruded polymer tire is bonded to form the tire 6. The surface of the tire 6 that bears against the rim 5 overlaps with a convex section rim feature 5.1 that penetrates into the concave moulding and joins the concave section feature.

[0040] The cockpit comprises a tubular space frame formed from two similar generally circular left and right frames 8 and 9 as mirror images. Each side frame is supported in spaced apart relationship by a horizontal beam 10, an axle support beam 11, which are rigidly fixed to flanges on the side frames. Each side frame has three segments of arcuate tube spanning between the tubes extending radially outwardly and three lobes 12 formed from sections of arcuate tube. Suspension mounting flanges 13 are secured by welding to each lobe. When oriented for use, the two lobes are arranged such that the line between them extends substantially parallel to the ground and above the bottom of the mounted main wheels 1 and 2. There is thus a forward lobe, an aft lobe and an apex lobe. The third lobe is located at the apex of the side frame.

[0041] Each of the suspension assemblies 7 includes an arcuate leaf spring 14, fabricated from carbon fiber, and secured intermediately by bolting each to a respective suspension mounting flange 13, so that the free end of each leaf spring extends substantially circumferentially. A nylon block 13.1 is secured to the flange 13 and seats between the leaf spring 14 and the flange to facilitate installation of the leaf spring. For the forward and apex suspensions, an idler wheel 15 is mounted at each free end of the leaf spring. For the aft lobe suspension assembly, one of the idler wheels 15 is mounted at one end of the leaf spring, while a drive wheel and motor assembly 16 is mounted at the other end. Each of the idler wheels 15 has a concave rim adapted to receive the convex radial inner surface of the main wheel rims 1,2, so that the cockpit is suspended coaxially with the main wheels, and each main wheel can rotate independently about its center. The idler wheels stretch (bear) against the sides of the rim and the drive wheels stretch (bear) against the top (inside) of the rim. A hard wear friction coating is applied to the top of the rim to create more traction and an anti-friction coating is applied to the sides of the rim to allow the idlers to move fast with as little friction as possible.

[0042] The rigidity of the wheel sections and the support provided by the suspension assemblies ensure that the space inside the wheel rims remains unobstructed. Access to the cockpit payload space can therefore be easily achieved either from the main wheels or from the side frames. Resilient bump stops 64 are mounted on brackets 65, one each at each end of each side frame lobe 12, bridging the space between the brackets and the leaf springs. Removal of the bump stops 64 from the brackets 65 facilitates mounting of either one of the main wheels 1, 2 onto the idler wheels 15 and drive wheels 16 during initial assembly or subsequent maintenance. The resiliency of each of the bump stops 64 facilitates installation on its respective bracket 65 and ensures that each of the main wheels 1, 2 remains engaged with the idler wheels 15 and drive wheels 16. Conversely, removal of each of the bump stops 64 associated with each of the main wheels 1, 2 facilitates removal of the main wheels during maintenance. Additionally, the resilience of the bump stops 64 effectively increases the spring stiffness, absorbing more crash energy and protecting the side frame and vehicle occupants. Each of the bump stops 64 has a conical section that limits suspension travel by gradually increasing the force. Inserting the bump stops at the end of the assembly of the suspension assembly allows the assembly to be safely secured in place and allows for ease of assembly due to the flexibility of the rubber.

[0043] The left drive wheel and motor assembly 16 is shown in detail in FIG. 7. A main drive wheel 17 is mounted for rotation in an electric motor casing 18. The drive wheel is substantially larger in diameter than the idler wheel, but also has a concave rubber section 19 which engages the convex inner surface of the main wheel rim. A nylon flange 19.1 prevents the drive wheel from falling off the rim. The concave section may be lined with a high friction material to improve traction between the drive wheel and the main wheel. A motor upright assembly 20 is fixed to the forward end of the leaf spring 14. A brake disc 21 is fixed coaxially with and inside the casing 18 and extends between the pads of a disc caliper 21.1 mounted on the upright assembly 20. The external drive shaft 22 is coupled to a sun gear 24 which engages planetary gears 24.1 which in turn engage an annular ring gear 24.2 inside the casing, thereby applying torque to the casing from the interaction of the motor's uprights and rotor and / or current applied to the external drive shaft. The electric motor is operable to apply regenerative braking to the rotor casing 18, which may be supplemented, when required, by application of disc brake calipers to the brake discs, thereby braking the drive wheels which engage the left main wheel 1. The right drive wheel assembly is a mirror image of the left drive wheel assembly.

[0044] A magnet 23.1 for sensing the motor speed is placed on the flange of the drive wheel 17 and interacts with a sensor, whereby the drive wheel speed is sensed and reported to the controller. The controller compares the input data from the joystick and the output speed data of the motor together with the output speed data from the corresponding main wheels 1,2 to ensure that, in the presence of slippage of either the motor, the drive wheel 17 or the main wheels 1,2, any discrepancies between the input intent and the output speed of the main wheels 1,2 are corrected.

[0045] The wheel stop latch 23 and large ring ball bearing 99 allow the drive wheel to coast downhill and when the main wheel has momentum.

[0046] Each of the drive shafts 22 is coupled to a manual transmission with a left half shaft assembly and a right half shaft assembly 25, each of which includes two universal joints with extensions 26, which allow each of the half shafts 25 to couple with a double freewheel differential 27 of the manual transmission, allowing each half shaft to rotate at different speeds. The resulting articulated and telescopically extendable half shafts allow the manual transmission to drive the drive wheels 17 and accommodate the suspension movement of the drive wheels. The half shafts 25 allow the action of the wheel rims and tires against the ground, stopping the pitch movement and forming part of the machine pitch control. A final drive belt 29 around the final drive sprocket 28 leads to a second belt drive sprocket 30 on the passenger side. The second drive belt 30 is axially coupled by a shaft to a CVT automatic hub gear 87, which is axially coupled to another intermediate sprocket that engages the first drive belt 32 on the driver's side. The first drive belt 32 engages a front sprocket 33 that is axially mounted on a double freewheel cassette 34 that couples the front sprocket 33 to the left and / or right foot pedal assemblies. The final drive belt 29 is mounted and tensioned by a CVT hub gear 87 that is mounted to a hub gear mounting bracket 31 that slides toward the front and rear of the vehicle relative to the floor. The first drive belt is mounted and tensioned by a pulley 31.2 at an adjustable position in a slot in a foot pedal mounting bracket 31.1 that is attached to the floor molding.

[0047] The axle support beam 11 supports double freewheels 34 for each of the foot assemblies 35 and 36, which in turn also support the foot belt pulley 33. Each of the foot assemblies includes a respective left and right foot drive shaft 37 coupled to the drive shaft 37 supported by the axle support beam 11. Each of the foot assemblies is a mirror image of the other, except that the double differential freewheels 34 can accommodate independent movement of the passenger and driver pedals, and the passenger and driver drive shafts are of different lengths. As shown in FIG. 18, the foot assemblies include a right pedal 38 disposed adjacent to a left pedal 39 rotatably supported by corresponding right and left crank arms 40 and 41. Each crank arm is mounted for reciprocating rotation about a bearing on a common axis provided by a pivot 42. The draw arms 43,44 extend from bearings located between the shaft 42 and the pedals 38,39 and are attached to the ends of cam or rotor arms 45,46 which are coupled to the foot drive shaft 37. The arms are fitted with a foot linkage so that when one pedal is pushed towards the distal position, the other pedal returns to a proximal position ready for immediate pushing. The foot drive shaft extends to the corresponding left or right side of the central cassette body which houses the two freewheels 34, thereby applying torque to the front sprocket in one direction. Figure 18.1 shows the left stroke with the right pedal up and the left pedal down. Figure 18.2 shows the mid-right stroke, and Figure 18.3 shows the right pedal down and the left pedal up, pushing the cam towards the centre at the end of the pedal movement. Similarly, Figure 18.4 shows the left stroke with the left pedal up and the right pedal down, the cam just beginning to go past the centre. The left stroke moves to the mid-stroke position shown in Figure 18.5 and then proceeds to the end of the pedal down movement shown in Figure 18.6, at which point the left pedal and cam are forced over center to their starting position.The foot assemblies are positioned significantly out of phase with a phase angle greater than 0° and less than 180°, so that the left and right draw arms can never rest in line with the crank arms at the same time. As a result of this arrangement, the foot mechanism cannot be locked out or reversed. Because the left and right pedals of each foot assembly are out of phase, the torque applied to the foot drive shaft is relatively smoothed over each cycle. Because each pedal of the left and right pedal assemblies is set out of phase with any other pedal, the torque delivered to the foot drive shaft is further smoothed. The effect of this arrangement is to ensure that the torque to the foot drive shaft 37 is applied in a single direction no matter what the starting position of the pedals 38, 39 is, and can never be zero when the pedals are in motion.

[0048] Thus, the power to the pedals and therefore to propel the bi-wheel is transmitted by the driver, who sits in one of the two adjacent seats 48, 47, and the passenger, who sits in the other of the seats, applying thrust to the pedals with their feet. As shown in the drawings, the seats are made from tubular aluminum seat frames. The frames are covered with foam and mesh material seat covers with low energy consumption heating elements, or conductive material layers, which can be turned on from a button on the console. The antibacterial mesh seat covers allow good ventilation and low power heating.

[0049] In a seating variation, molded linen covered bucket seats may be provided in place of the tubular aluminum framed seats and may include integrated heating elements.

[0050] Freewheeling allows the bi-wheel to be propelled via only one side of the pedal assembly. Torque and cadence sensors (not shown) are located on the driver's and passenger's sides, respectively, and send applied torque and speed signals to the controller. However, the controller only responds to the driver's torque sensor to operate the motor. The passenger cannot pedal when the driver applies the brakes.

[0051] The battery storage system is located in the center of the cockpit in a battery housing 49. The battery housing 49 contains a removable rechargeable battery 78 and a fixed battery 85 in a compartment 86. The removable battery 78 has a handle 90 which facilitates removal of the battery and supports the battery in a standard mains socket for charging. The fixed battery remains collecting charge from a solar panel array 50 located on a canopy panel 51 supported at the top of the cockpit. The solar panel array is made from flexible solar panels which conform to the arcuate shape of the canopy. In a variant, the solar cells are embedded in resin within the composite monocoque roof.

[0052] The battery system can deliver power to each motor according to a control system in response to a joystick control 52 mounted on a central console 53. In a bi-wheel variant, the console can be located on the driver's side. The control system can also control the delivery of torque to the motors to minimize pitch movement in response to various sensors, including attitude sensors. The joystick 52 also supports a button 52.2 which controls forward, rear and side indicator lights mounted on the body of the bi-wheel. A deadman's handle button 52.1 is provided on the side of the joystick which, if released during operation, gradually applies the brakes to stop the bi-wheel and flashes the hazard lights.

[0053] A control panel 53.1 in the armrest 53.2 has button controls for front and tail lights, hazard lights, side ring lights, horn, heated seats and windscreen wipers, and the centre console 53 has a fixture 53.3 that secures a smartphone 53.4 with a cover slot on a vehicle mount. The smartphone is the vehicle's display. Vehicle settings and preferences are controlled from the smartphone when not driving. The smartphone's security features are enabled so that only the driver can use the vehicle, using the smartphone's facial recognition identification software. The parking brake is released only for drivers registered on the smartphone.

[0054] The smartphone becomes the interface and console for all other controls and feedback displays for the bi-wheeler, displaying speed, charge status, range, music playing, GPS location, pick-up point, destination, passenger details, amount of pedal assist being received, air temperature, seat temperature, calories burned, health statistics, audio training advice, etc. This information can be delivered via a driver app or web page installed on the general purpose smartphone. The vehicle has charging points for both the driver's smartphone and passenger's smartphone on the center console and directly to the battery.

[0055] The passenger app has taxi functionality features such as location, pick-up point, trip and speed to destination, driver details, health feedback on calorie burn, and fitness level when combined with a wearable device to monitor the passenger's heart rate. Passengers can connect with other friends and taxi users to compete against each other on improving their health level, gamifying commute workouts, providing social support during fitness training, and encouraging passengers to maintain and improve their health. The vehicle uses its GPS location sensor to provide the passenger with interesting local knowledge of options in its local area as it drives through landmarks, historical sites, tourist attractions, shops, restaurants, and other points of interest. This local knowledge can be displayed on the passenger's smartphone or the passenger can hear their selection. Speakers are located on one side of the ring housing for each side of the passenger's ear and the driver's ear to create a stereo effect. The removable battery has a digital display showing the charge status and other limited mandatory backup vehicle display feedback such as warnings about the vehicle, which are also displayed on the smartphone. The vehicle has a motion sensor whereby the controller responds by detecting that someone is in the vehicle or moving the vehicle, and the built-in camera automatically turns on and video is recorded and relayed to the driver's smartphone.

[0056] Two brake levers 54 are mounted to the joystick 52. The joystick 52 is prevented from forward movement by an abutment which allows the joystick and brake levers to normally push together equally, actuating each disc caliper equally to brake the main wheels 1, 2. The brake levers 54 can be actuated independently to apply uneven braking for manual steering control in the event of power steering failure. A latch can be applied to the handbrake lever 54 to allow the brake lever to be latched in a braking position so that the calipers brake the main wheels, thereby creating a parking brake function on the drive wheels 17.

[0057] Each of the rear jockey wheel 61 and the front jockey wheel 62 incorporates a parking caliper and brake disc, or pancake brake, for the second vehicle to apply the parking brake deeply. A button on the control panel 53.1 is provided on the console which is manually operable to apply the parking brake on both jockey wheels when the vehicle is stationary for entry or exit. In operation, the disc brakes and regenerative braking may be actuated in response to movement of a brake lever mounted perpendicular to the joystick to steer or slow the bi-wheel.

[0058] The cockpit includes a front windscreen 75 and a rear windscreen panel 57. The floor molding 55 reaches up to meet the trunk molding 55.1, which forms the seat bench and rear trunk area of ​​the vehicle. The transmission tunnel in the floor is molded with an electronics channel (cavity) 97 and a portion of the trunk molding 55.1 covers the top of the channel so that the electronics wires are well protected from the elements. The vehicle is single skinned and without this feature the wires would run to the outside, underneath the vehicle where they would not be protected from the elements.

[0059] The floor molding is configured to provide a storage space 58 under each of the driver and passenger seats large enough to store two flight cases and duty-free items under the cases. Each of the driver and passenger seats can pivot about a pivot at the front of the seat and at the seat mount 59 when the overlook lever cam latch of claim 93 is released and slides off the half-pipe mounting structure 82 used to fasten the seat rearward. This allows easy access to the storage compartment 60 formed behind the seat back by the trunk molding 55.1. The trunk molding is sized to accommodate a large-sized suitcase behind the seat. By adjusting the sliding of the seat mount, the seat position can be adjusted to ergonomically match the seat to pedal distance of any height of the user, resulting in an increase in personal space. The seat pivot and half-pipe mounting structure 82 is further fixed to a pair of seat leaf springs 91 extending in parallel in the transverse direction, which straddle between two sliding mechanisms 92 oriented in parallel in the longitudinal direction. The leaf springs provide additional suspension to isolate the occupants (driver or passenger) from shocks applied to the main wheels 1,2.

[0060] Circular fairings 72 are mounted extending between each of the main wheels 1,2 and the arcuate portions of the side frames 8,9 to provide further protection for the suspension assemblies and to prevent someone from inadvertently catching clothing, body parts, etc. between the main wheels and the suspension assemblies etc.

[0061] The ground contacting rear jockey wheel assembly 61 is permanently deployed behind the bi-wheel cockpit to prevent rearward pitching from the bi-wheel. As shown in FIG. 22, the rear jockey wheel assembly 61 comprises a rear jockey wheel arm 61.1 with two cylinders at the end, which are nylon lined and slide and pivot on the tubular rear chassis beam 10. The jockey wheel arm 61.1 is clamped in place on the chassis beam 10 with a nylon cylindrical clamp 61.2. Two ball bearings are housed in the vertical cylinder section of the jockey wheel arm 61.1 and support the vertical axle of the jockey wheel fork 61.4 to allow the vehicle to pivot when turning. A caliper brake or pancake brake may be installed on the rear jockey wheel to provide a parking brake.

[0062] The front jockey wheel assembly 62 is mounted on an articulated assembly inside the cockpit that responds to a foot pedal actuator 62.1. When parking, the foot pedal operates to lower the front jockey wheel into contact with the ground to prevent bi-wheel pitching while the driver or passenger is getting in or out of the vehicle. When setting off, the pedal operates to raise the front jockey wheel off the ground. When ascending, the front jockey wheel 62 rises to clear the curb so that the vehicle is lifted with the two larger wheels above the curb rather than the front jockey wheel. Any impact with the curb to the front and rear is also absorbed through the suspension of the main wheels as the suspension works both vertically and horizontally. Figure 23 shows the front jockey wheel assembly in detail. It shows the foot pedal 62.1 mounted on a rotating shaft 62.2 by means of a ratchet mechanism located inside the body of the pedal. The rotating shaft 62.2 extends perpendicular to the longitudinal axis of the pedal 62.1 and engages the front jockey wheel suspension arm 62.3. The front jockey wheel arm assembly is mounted to the floor by a floor molding clamp 62.6. The front jockey wheel forks 62.4 extend from the forward end of the suspension arms 62.3 to the left and right and support the front jockey wheel axle and thus the front jockey wheel 62.5. Like the rear jockey wheel, the front jockey wheel may include a pancake or caliper brake. Actuation of the foot pedal allows the driver to raise the front jockey wheel 62.5 sufficiently to clear a curb for normal operation. Actuation of the pedal as the front jockey wheel is raised disengages the ratchet from the mechanism, allowing the arm to lower the wheel and contact the ground, which latches into place when the ratchet re-engages.

[0063] FIG. 33 shows a mounting bracket for fixing the front jockey wheel to the bi-wheel. The left end of the shaft 62.2 fits into a bearing socket housed in a bearing housing 101 which is joined to a sleeve from which teeth 104 are arranged radially. The sleeve and teeth are received in a chamber at the lower end of the foot pedal 62.1, where the teeth cooperate with a ratchet mechanism. The bearing housing forms part of a mounting bracket structure 103 which includes a right-angle bracket by means of which a machine screw can fix the bracket to one side of the transmission tunnel. A second jockey wheel trunnion shaft extends coaxially with the shaft 62.2 and is received in a bearing 107 socket housed in a structure 106. Like structure 103, structure 106 has a portion which lies parallel to the axis of the bearing and through which a machine screw can be received to fix structure 106 to the floor of the bi-wheel adjacent to the transmission tunnel. In this state, the bearing allows the trunnion shaft to rotate. The pedal 62.1 comprises a body and a footrest portion pivotally mounted on the body such that when the driver applies force to the part of the footrest that is above the pivot, a ratchet mechanism disengages, facilitating lifting of the jockey wheel, and when the driver applies force to the part of the pedal that is below the pivot, the ratchet mechanism releases or reverses, allowing the front jockey wheel to lower into contact with the ground and lock in the ground contact position.

[0064] The "U" shaped anti-pitch bars 63 are mounted on the axle support beams so that they protrude forward. Normally, the "U" shaped anti-pitch bars are not used due to the digital and mechanical anti-jarbilling systems and the presence of the front jockey wheels. These "U" shaped anti-pitch bars will only be used in failure mode when the front jockey wheels are dropped and all other anti-jarbilling systems have failed. It is the final protection against the vehicle being unable to jarbille. These U-shaped bars may have additional small runner wheels to ensure that the vehicle slides instead of rolling if it contacts the ground.

[0065] The outer ring fairing 72 and the inner ring fairing 72.1 protect the suspension mechanism, the drive wheel assembly from the weather and prevent fingers or clothing from getting caught in the mechanism. Both the inner and outer fairings look like standard painted body parts, but when the vehicle turns quickly or when a button on the control console 53 is pressed at night, the tips of all four rings (inner and outer) light up. The ring fairings are treated with electroluminescent paint and the current is carried by copper ribbons or wires on the inner ring fairing of the molding. The light rings can be driven by the controller and can flash, especially when the bi-wheel rotates on a vertical axis. In a variation of the bi-wheel, the light rings can be replaced with LED ribbon lights or strips or any other light source suitable for the application.

[0066] FIG. 19 shows a second embodiment of the invention with similar components listed as well. The space frame cockpit structure is replaced with a monocoque structure 66. The monocoque structure is generally cylindrical and assembled from three structural molded parts to provide a flat floor area for safety, entry and ground clearance. The monocoque 66 is assembled from a floor molding 55, a trunk molding 56, and a roof molding 68. The floor molding 55 has an integrated transmission tunnel cavity for the drivetrain that is accessible from the outside. During assembly, the drivetrain is first mounted on the floor molding upside down, with the wires extending into the molded groove features of the floor molding 55. The trunk molding, including the rigid seat bench features, sits on top of the center floor transmission tunnel and on structures on either side of the floor molding, thus creating three strong contacts while facilitating the securing of storage areas under the seats. The assembled floor molding 55 and trunk molding 56 create a semicircular lower monocoque structure with the wires well enclosed from the elements. An upper semi-circular roof molding 68 then descends over the top and taps into the floor / trunk molding halves to form a strong monocoque. A monocoque rim 70 replaces the side frames 8 and 9. The suspension assemblies 7 are then mounted to three mounting blocks 71 each located around the periphery of the rim 70. The cockpit is therefore stronger and lighter than a cockpit made from steel or aluminum tubing and attached panels.

[0067] FIG. 20, and particularly FIG. 21, show a third embodiment of the bi-wheel, which does away with the manual pedal assistance system previously described, and in which the bi-wheel is simply powered via an electric motor. FIG. 1 also shows a pair of forward-facing spotlight units 74 mounted to illuminate a transparent front windscreen 75. The headlights are configured to project a beam in front of the bi-wheel to illuminate the forward field of view. Each of the headlight units 74 may include a ring light surrounding the headlight lens. The ring light provides an indicator light controlled to flash amber to indicate the driver's intent to turn, or to provide a hazard warning in response to manual control of the control panel. A pair of rear running light and brake indicator light assemblies 76 are positioned to illuminate the transparent rear windscreen panel 57. Each light assembly provides a red center light and ring light in response to application of the brakes to provide a warning light under braking, and similar to the front lights, the light units may flash amber to indicate intent to turn, or to provide a hazard warning. A chisel light 77 is disposed on the rear windscreen that is configured to illuminate in response to application of the brakes.

[0068] A speaker grille and loudspeaker 78 with integrated seat belt exit slot is mounted on a seat belt stanchion loop 79 which can be rotated for ease of use and which extends from a seat belt dispenser spool 80 mounted on an extending mount 80.1 to and secured to a seat belt receiver 81.

[0069] The seat release clamp 82 clamps the undercarriage mounted to a seat suspension leaf spring 91 secured to a seat slider 92, which is secured to the seat bench of the trunk molding 56. The clamp is released using a lever attached to the over-center cam, which then slides sideways off the lower half-pipe structure mounted to the leaf spring. When the clamp is released, the seat can be folded down to access the trunk space. The seat can also slide fore and aft to accommodate people of different heights or to create more personal space by adjusting the seat for the driver.

[0070] The rearview door mirror 83 is provided with a flashable indicator light.

[0071] License or number plates 84 are mounted on the front and rear.

[0072] A backup display 88, essential for the vehicle, is provided on the battery 78 and displays battery charge status, warnings, gear, speed, time, etc.

[0073] The automatic gear sensor 89 is provided with a gearbox 87 .

[0074] FIG. 29 illustrates the use of the foot-operated propulsion mechanism described above installed on a two-wheeler with a forward steering wheel 94 mounted on the fork and a steering tube supporting the handlebars. The foot-operated mechanism is manually operated by pedals 38, 39 and provides torque to an automatic gearbox 87 which in turn delivers torque to a rear drive wheel 95 via a belt, chain or shaft drive. As with the bi-wheel, power assistance can be delivered via an electric motor coupled to the rear drive wheel, preferably via a hub motor or to a hub gearbox. Power for the motor is provided via a battery 78. A controller (not shown) manages the power assistance in response to sensors configured to sense the force applied to the pedals, the weight of the vehicle as well as vehicle pitch (indicating that the vehicle is ascending or descending), and road speed.

[0075] FIG. 30 shows a tricycle foot-operated powertrain with a forward steering wheel 94 mounted generally similar to the two-wheeler arrangement. The tricycle is configured to support a passenger and driver riding side-by-side. Power from the drivetrain is delivered to two half shafts, which may be rigid, but are preferably articulated half shafts coupled to each of a pair of suspended left and right propulsion wheels 95, allowing them to rotate as the tricycle chassis turns (tilts). Each of the propulsion wheels is supported by a hub-drive motor assembly 96 generally similar to the assembly shown in FIG. 7, but instead of mounting the main drive wheels 17, the motor casing 18 directly mounts and drives the associated ground-contacting propulsion wheel 95.

[0076] Figure 31 shows a foot-operated powertrain deployed on a four-wheeled vehicle generally similar to the three-wheeled vehicle of Figure 30, but with a pair of parallel steering wheels typically steered using a parallelogram mechanism in a manner known to those skilled in the art. Otherwise, the drivetrain is similar to that for the three-wheeled vehicle.

[0077] FIG. 32 is a perspective view of an electrically assisted foot-operated power train used in the four-wheeled vehicle of FIG.

Claims

1. It is a bi-wheel a pair of separated ground-contactable main wheels (1, 2) arranged parallel to one another relative to one another to suspend a cockpit (3) between the main wheels (1, 2), the cockpit (3) being capable of accommodating a payload; a power transmission configured to apply a torque to each wheel to propel the bi-wheel across the ground; each wheel is supported by a rim and torque is applied to each wheel solely at said rim, so that no rim support extends between the axle and the rim, and access to the cockpit (3) is easily achieved through said space inside the wheel rim; each main wheel being supported by a plurality of suspension assemblies (7) spaced apart around the circumference of each main wheel (1, 2) to act between the inside of the rim of said wheel and the cockpit (3); Each of the suspension assemblies comprises a spring supporting at least one of an idler wheel (15) or a drive wheel (16) so as to absorb shocks applied to the main wheels (1, 2) due to movement between the main wheels (1, 2) and the cockpit (3), the spring being a leaf spring (14).

2. The cockpit includes: a plurality of circumferentially separated mounting bases each having a flange or block, each of said leaf springs (14) being fixed to said mounting base; 2. The bi-wheel of claim 1, wherein a bracket (65) is fixed to the cockpit and circumferentially separated from the mounting base, and a removable bump stop is mounted to the bracket so as to straddle between the bracket (65) and the leaf spring (14).

3. 3. The biwheel of claim 1 or 2, wherein the leaf springs (14) comprise arcuate leaf springs (14) fixed so that each free end of each leaf spring (14) extends substantially circumferentially, the leaf springs (14) being mounted in the middle of the cockpit (3), and one or both of an idler wheel (15) and a drive wheel (16) being mounted at each end and engaging the inner side of the rim of the main wheels (1, 2).

4. 4. A biwheel according to any one of claims 1 to 3, wherein each idler wheel (15) is configured to engage a side surface of the wheel rim and not engage an inner top surface of the wheel rim, and each drive wheel (16) engages an inner side axially facing a surface of the wheel rim and not engages the side surface, the side surface of the rim being treated to reduce friction and the top surface of the wheel rim being treated to increase traction by the drive wheels (16).

5. Bi-wheel according to any one of claims 1 to 4, wherein each main wheel (1, 2) is inclined at a camber angle of less than 90° relative to the normal to the flat ground.

6. The bicycle has three or more suspension assemblies (7), and most of the suspension assemblies (7) are arranged under the central axis of the bicycle wheel; A bi-wheel according to any one of claims 1 to 5, wherein each suspension assembly supporting a drive wheel is mounted below the axis of the main wheel.

7. Torque is applied to each drive wheel (16) by an electric motor integrated into each said drive wheel; 7. The bi-wheel of any one of claims 1 to 6, wherein the torque is controlled by a digital controller according to an algorithm in response to an attitude sensor sensitive to the attitude of the cockpit (3) to maintain the cockpit (3) at a substantially constant pitch angle.

8. Torque is applied to each drive wheel (16) by an electric motor mounted in the transmission tunnel; 7. The bi-wheel of any one of claims 1 to 6, wherein the torque is controlled by a digital controller according to an algorithm in response to an attitude sensor sensitive to the attitude of the cockpit (3) to maintain the cockpit (3) at a substantially constant pitch angle.

9. 8. The bi-wheel of claim 6 or 7, further comprising a battery system mounted in the cockpit (3) for storing and distributing electric charge to each electric motor, the battery system comprising a fixed battery (85) and a removable battery (78), whereby a discharged removable battery (78) can be easily removed for charging and replaced with a charged battery.

10. 10. The bi-wheel of claim 9, wherein the cockpit includes a canopy panel (51) supporting a solar panel array (50), the solar panel array (50) being positioned to deliver an electrical charge to at least one of fixed and removable batteries (85, 78).

11. Each main wheel rim (1, 2) has an elliptical annular cross section with a convex inner surface and a concave outer surface; Bi-wheel according to any one of claims 1 to 10, wherein a solid tyre (6) is formed on the concave outer surface of the rim.

12. the cockpit (3) includes at least two seats (47, 48) for accommodating a driver and passengers arranged side by side or alternating side by side, and a luggage space (58) is formed in a floor molding below each seat; A bi-wheel as claimed in any one of claims 1 to 11, wherein a storage compartment (60) is formed in the floor moulding behind each seat to provide luggage space for large suitcases, and the seats are displaceably mounted to provide access to the storage compartments.

13. A bi-wheel according to any one of claims 7 to 12, wherein a brake is associated with each drive wheel (16) respectively for applying a braking torque to each main wheel (1, 2) via said drive wheel (16), said brake comprising an assembly integrated with said drive wheel and a motor assembly inside said rim.

14. 7. The bi-wheel of claim 6, wherein unequal torques are applied to each drive wheel (16) in response to control signals from a digital controller issued in response to movement of a joystick (52) from a neutral position to steer the bi-wheel away from linear motion.

15. 14. The bi-wheel of claim 13, wherein braking torque can be applied to each drive wheel brake (16) in either equal or unequal amounts in response to operation of a brake lever (54) configured to be operable with one hand.

16. a rear jockey wheel (61) arranged to normally contact the ground and thereby limit the rearward pitch of said cockpit (3); A bi-wheel according to any one of the preceding claims, wherein a brake provided on the rear jockey wheel is manually operable from a latchable control in the cockpit to prevent movement of the bi-wheel.

17. having a front jockey wheel (62) mounted on an articulated assembly responsive to a manually operable actuator inside said cockpit (3), so that said front jockey wheel (62) can normally be raised and released above said ground and lowered and latched to contact said ground; A bi-wheel according to any one of the preceding claims, wherein a brake is provided on the front jockey wheel, said brake being manually operable from a latchable control in the cockpit to prevent movement of the bi-wheel.

18. 16. A bi-wheel according to any one of claims 6 to 15, comprising, in addition to the electric motor propulsion, a manual propulsion system to augment each electric motor, and manual propulsion is provided from pedals arranged so that thrust applied to pedals by the foot of a driver or passenger is transmitted through the manual propulsion transmission system to apply equal torque to each drive wheel (16).

19. Each pedal converts linear thrust into torque via a foot pedal assembly; a foot pedal assembly associated with at least the driver-occupied seat, each of the foot pedal assemblies including a left pedal and a right pedal connected to a common foot pedal drive shaft via respective left and right foot pedal linkages, wherein a phase angle between the left linkage and the right linkage is not 0° or 180° to prevent the linkages from remaining in a lockout state or from being subjected to a reverse torque; a foot pedal assembly associated with each driver and passenger chair of said bi-wheel; each foot drive shaft may be coupled to a common forward sprocket for said manual propulsion system; the front sprocket transmits torque via an automatically operable gearbox to a double freewheel differential, which couples each of the two halfshaft assemblies to a manual propulsion transmission system, thereby coupling each drive wheel to the manual transmission system; Each foot-operated drive shaft is connected to a foot-operated belt pulley via a freewheel.

19. The bi-wheel of claim 18, wherein each of the passenger foot assemblies is disengaged from the foot belt pulley unless a thrust is applied to the pedal of the driver foot assembly.

20. The control system comprises: torque is applied to the driver's pedal, in response to the joystick being in a neutral position; 17. The biwheel of claim 16, wherein an auxiliary torque is applied to each motor to stabilize the pitch of the cockpit and drive the biwheel forward.

21. The control system includes: The speed of the bi-wheel is detected by a sensor to be substantially zero; in response to the joystick being moved from neutral to a position left or right of neutral, 21. The bi-wheel of claim 20, wherein the motors apply equal and opposite torque to each drive wheel for instantaneous rotation.

22. 22. A bi-wheel as claimed in claim 20 or 21, wherein the control system is responsive to pressing a button on the joystick and pulling it back to retract.

Images