Electric vehicle

Abstract

An electric bike (eBike) for providing a smooth ride may have a monolithic frame that supports the rider without any need for shock absorbing devices. The eBike (100) comprises first and second wheels (120), a fork (130) coupled to the first wheel, and a frame (101, 201) coupled to the fork. The frame comprises an upper portion (202) extending in a first direction corresponding to a length direction of the eBike, a lower portion (203) extending in the first direction and being coupled to the second wheel, a battery housing (140) in the lower portion, and a connecting portion (204) that connects to the upper portion at a first connection (204a) and to the lower portion at a second connection (204b), the connecting portion extending in a second direction corresponding to a height direction of the eBike. In the first direction, the first connection is located in a first half of the frame corresponding to a front portion the eBike.

Description

ELECTRIC VEHICLECROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of priority of U.S. Provisional Application No. 63 / 662,732, titled “Personal Electric Vehicle,” filed June 21, 2024, the contents of which are incorporated herein by reference in their entirety for all purposes.TECHNICAL FIELD

[0002] This disclosure relates generally to the field of electric vehicles (EVs). More particularly, and without limitation, the present disclosure relates to innovations in electric motorcycles, scooters, bikes, etc. (collectively “eBikes”) that use electrical propulsion systems. Certain aspects of the present disclosure generally relate to various designs and improvements that allow for a lightweight, balanced, and efficient eBike that offers a smooth riding experience and is easy to manufacture. Other aspects of the present disclosure generally relate to improvements that may be used in other types of EVs but provide particular advantages in eBikes.SUMMARY

[0003] Embodiments of the present disclosure provide an electric vehicle. The electric vehicle may comprise: a first wheel; a second wheel; a fork coupled to the first wheel; and a frame coupled to the fork. The frame may comprise: an upper portion extending in a first direction corresponding to a length direction of the electric vehicle; a lower portion extending in the first direction, the lower portion being coupled to the second wheel; a battery housing in the lower portion; and a connecting portion that connects to the upper portion at a first connection and to the lower portion at a second connection, the connecting portion extending in a second direction corresponding to a height direction of the electric vehicle. In the first direction, the first connection may be located in a first half of the frame corresponding to a front portion of the electric vehicle.

[0004] In some embodiments, the connecting portion may comprise: a bulk section; and a spine section extending from the bulk section in the first direction. In a third direction corresponding to a width direction of the electric vehicle, a maximum width of the spine section may be less than one third of a maximum width of the bulk section. Along at least one virtual line extending in the first direction, a length of the spine section may be at least half a length of the bulk section.

[0005] In some embodiments, the upper portion may comprise: a cantilevered section extending from the first connection in the first direction, wherein a length of the cantilevered section comprises at least one half the length of the upper portion.

[0006] In some embodiments, the electric vehicle may further comprise: a first axle of the first wheel, a second axle of the second wheel, wherein at least one of the first axle and the second axle is located at an axle height in the second direction; and a battery pack in the battery housing. A height in the second direction of a center of gravity of the battery pack may be within 10% of the axle height.

[0007] In some embodiments, one of the first wheel or the second wheel may comprise: a rim; a hub motor inside the rim; and an outer disc configured to connect the hub motor to the rim. The outer disc may comprise a mounting ring connected to the hub motor. The outer disc may comprise a surface region between a radially inner circle at a connection to the hub motor and a radially outer circle at a connection to the rim; and the surface region may comprise at least 75% solid surface area.

[0008] Embodiments of the present disclosure also provide for a frame for an electric vehicle. The frame may comprise: an upper portion extending in a first direction corresponding to a length direction of the electric vehicle; a lower portion extending in the first direction, the lower portion comprising an axle mount for mounting a rear wheel of the electric vehicle; a battery housing in the lower portion; and a connecting portion that connects to the upper portion at a first connection and to the lower portion at a second connection, the connecting portion extending in a second direction corresponding to a height direction of the electric vehicle, wherein, in the first direction, the first connection is located in a half of the frame corresponding to a front portion the electric vehicle.

[0009] Embodiments of the present disclosure further provide for a fork for an electric vehicle. The fork may comprise a handlebar mount; and an axle mount coupled to the handlebar mount and configured to mount a front wheel of the electric vehicle wherein the fork comprises a rigid connection along a load path between the axle mount and the handlebar mount.

[0010] Embodiments of the present disclosure further provide for a wheel for an electric vehicle. The wheel may comprise a rim; a hub motor inside the rim; and an outer disc configured to connect the hub motor to the rim.

[0011] Embodiments of the present disclosure also provide for a control system for an electric vehicle. The system may comprise a throttle configured to generate a throttle command signal; a first motor controller configured to control a first hub motor based on the throttle command signal, the first hub motor positioned inside a hub of a front wheel of the electric vehicle; and a second motor controller configured to control a second hub motor based on the throttle command signal, the second hub motor positioned inside a hub of a rearwheel of the electric vehicle, wherein the first motor controller controls the first hub motor independently of the second motor controller controlling the second hub motor.BRIEF DESCRIPTIONS OF FIGURES

[0012] Figure 1A illustrates an exploded view of an example electric vehicle, consistent with embodiments of the present disclosure.

[0013] Figure IB illustrates an example electric vehicle, consistent with embodiments of the present disclosure.

[0014] Figures 2A-2C illustrate an example electric vehicle frame, consistent with embodiments of the present disclosure.

[0015] Figure 3A illustrates an example electric vehicle fork, consistent with embodiments of the present disclosure.

[0016] Figure 3B illustrates an example electric vehicle solar panel, consistent with embodiments of the present disclosure.

[0017] Figure 4 illustrates an exploded view of an example electric vehicle wheel, consistent with embodiments of the present disclosure.

[0018] Figure 5 illustrates an example electric vehicle control architecture, consistent with embodiments of the present disclosure.

[0019] Figures 6A-6B illustrate example electric vehicle lighting systems, consistent with embodiments of the present disclosure.

[0020] Figure 7 illustrates an example electric vehicle docking station, consistent with embodiments of the present disclosure.

[0021] Figure 8 illustrates an example helmet of an electric vehicle, consistent with embodiments of the present disclosure.DETAILED DESCRIPTION

[0022] The present disclosure addresses components of electric vehicles (EVs) such as eBikes, scooters, bicycles, motorcycles, unicycles, and various seated or standing electric vehicles designed for use by a single rider or small number of riders (such as, e.g., between one and three riders).

[0023] Recent advancements in battery and related technologies have led to explosive growth in the field of EVs. For example, the reduction in battery costs, coupled with increased battery lifetime, efficiency, and charge capacity, has made EVs more financially accessible, and enabled longer traveling ranges with shorter charging times. This has opened up a host ofnew use cases, including urban commuting, outdoor recreation, high-performance sports, personal ownership, ride-sharing, and multi-mode travel (e.g., travelling one portion of a trip by a first mode, such as electric vertical takeoff and landing (eVTOL) or mass transit, and another portion by a second mode, such as an EV).

[0024] However, it may be desirable to further improve the costs, manufacturing efficiency, safety, and riding experience of EVs to make the above use cases more feasible. For example, the overall trend in bike and motorcycle design has generally focused on increasing power and range by building more massive vehicles having increasingly powerful engines, which requires correspondingly heavy mechanical systems such as frames and suspensions. But EVs still struggle to achieve the kind of long-distance travel that would allow a rider to, e.g., move between adjacent cities, safely take a day trip into the wilderness, or ride all day in an urban environment, etc. Furthermore, EVs of all types can be dangerously difficult to balance and control, particularly for novice riders, many of whom have no special licensure or training.

[0025] Additionally, it may be difficult to achieve a smooth riding experience without increasing the cost, weight, and complexity of an EV. For example, the use of heavy springs, suspension, or other shock absorbing mechanisms add unwanted weight to a vehicle and introduce additional components that add failure points and increase maintenance requirements. Further, batteries in EVs can be extremely heavy and difficult to balance.

[0026] Embodiments of the present disclosure may provide an EV such as an eBike. The eBike may be configured to be lightweight, powerful, and well-balanced. The eBike may have a cost-effective construction that allows for a smooth ride without the need for a heavy suspension or shock absorbing system, and may be sufficiently well-balanced such that even beginning riders can safely operate it.

[0027] For example, in some embodiments the eBike may comprise a carbon fiber or other lightweight, strong, polymer or composite construction. The eBike may comprise a monolithic carbon fiber frame that is designed to distribute stress throughout the frame to provide a smooth ride without the need for suspensions systems or shock absorbers. For example, the frame, fork, or another component of the eBike may comprise a monocoque structure. A monocoque may comprise a “skin as structure” design in which an outer surface of the frame is itself a part of the primary structural support system. Thus, the frame may comprise a shell having a hollow interior. The frame may comprise an upper portion, a lower portion and connecting portion that connects the upper and lower portions. The upper portion may be coupled to a fork and front wheel at the front of the eBike, and may comprise a cantilevered seat that extends rearward from the connecting portion.

[0028] The lower portion may comprise a battery housing under the connecting portion, and may be coupled to a rear wheel. The battery housing may be arranged at a low height, such as at the height of the wheel axles, to achieve a low center of gravity. To achieve a high- performance vehicle while allowing room to accommodate the low battery placement, a motor may be located inside each wheel of the eBike. To achieve a weight balance that is very stable and easy to control, in some embodiments the battery housing may align, in a height direction, a center of gravity of a battery pack with the centers of gravity of the motors inside each wheel of the eBike.

[0029] Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. The following description refers to the accompanying drawings in which the same numbers in different drawings represent the same or similar elements unless otherwise represented. The implementations set forth in the following description of exemplary embodiments do not represent all implementations consistent with the disclosure. Instead, they are merely examples of apparatuses and methods consistent with aspects related to the subject matter recited in the appended claims.

[0030] Throughout this disclosure, corresponding elements may be labeled with corresponding reference characters having leading digits that are consistent with the figure in which it is depicted. For example, a fork 130 of Fig. 1A may correspond to a fork 330 of Fig. 3A. Therefore, in some cases, descriptions of a corresponding element in a subsequent figure may be omitted. However, it should be understood that the two corresponding elements may relate to different embodiments or configurations and are not necessarily identical.

[0031] Embodiments of the present disclosure may be discussed below with reference to eBikes, e.g., seated EVs that may have a generally motorcycle-like configuration, and may have, e.g., two wheels, handlebars or stationary foot pegs. However, it should be understood that embodiments of the present disclosure are not limited to these configurations, and may instead be applicable to other EVs, gas-powered personal vehicles, or to vehicles in general.

[0032] Figs. 1A and IB schematically illustrates an EV 100, consistent with embodiments, of the present disclosure. Fig. 1A schematically illustrates an exploded view of the EV, while Fig. IB schematically illustrates an assembled view of the exterior. Without limitation, the EV 100 here is illustrated in an eBike configuration. An eBike may comprise a seated electric bike / electric motorcycle that may be powered by one or more electric motors and, e.g., not be configured for pedal-powered operation as with an electric bicycle.

[0033] As seen in Fig. 1A, EV 100 may comprise a frame 101. In some embodiments, the frame 101 may comprise a monolithic structure. “Monolithic” may refer to a component thatis constructed as a single piece using a continuous material. The frame may be formed by, e.g., molding, additive manufacturing, layer-by-layer construction, wet layup, pultrusion, prepreg layup, vacuum-assisted resin transfer molding (VARTM), or other suitable techniques. In some embodiments, the monolithic frame may be formed by joining or fusing together a plurality of individually manufactured components. The monolithic frame 101 may comprise a carbon fiber construction, or another composite or polymer material. For example, the monolithic frame may comprise a material that is both lighter than steel and stronger than steel by weight. In some embodiments, additional components may be embedded within or bonded to the material of the monolithic frame 101. Interior portions of the monolithic frame 101 may comprise, e.g., solid portions, hollow portions, or low-density support structures such as a honeycomb filler pattern. In some embodiments, the monolithic frame 101 may house a low-density insert such as a rigid foam structure. As further discussed below with respect to Figs. 2A-B, monolithic frame 101 may be configured to evenly distribute and absorb stresses and vibrations from the road and rider through the structural and material flexibility of the frame 101 to deliver a smooth riding experience without the need for suspensions or shock absorbing devices.

[0034] The frame 101 may further comprise a battery housing 140 configured to house a battery pack 141. In some embodiments, battery pack 141 may be configured to power the motors and electrical systems of EV 100. A cap 109 may be configured to be attached to frame 101 at the battery housing 140 to securely enclose battery pack 141 during use and allow for quick and easy replacement. An air inlet 108 may be configured to direct airflow over battery pack 141 when the EV is in motion to cool the battery pack 141. Heated air may escape through a rear of the frame or through a further air outlet (not illustrated).

[0035] Frame 101 may be outfitted with further covering elements such as, e.g., seat 112, taillight assembly 113, tank cover 115, or saddlebags 119 (as seen in Fig. IB, saddlebags 119 not shown in Fig. 1A). Seat 112 may be designed to fit over the contour of a cantilevered upper portion frame 101. Taillight assembly 113 may be configured to be mounted on, e.g., frame 101 or seat 112. Taillight assembly 113 may comprise various electrical accessories such as a taillight, brake light, turning signal lights, etc. Taillight assembly 113 may be electrically coupled by wiring to battery pack 141, such as by external or internal wiring conduits (not shown).

[0036] Tank cover 115 uses the term “tank” because its location may correspond roughly to the typical location of a fuel tank on a conventional motorcycle. In some embodiments, tank cover may be configured to provide a comfortable surface to a rider in cooperation with seat112. In some embodiments, tank cover 115 may comprise electrical accessories such as, e.g., status indicator lights or programmable displays. For example, a status indicator light may convey coded or written information such as a charging status, maintenance alert, etc. In a ride share or rental context, a status indicator may comprise a rider identification signal configured to allow a rider to identify their selected EV when picking it up from a rental facility.

[0037] As seen in Fig. IB, in some embodiments, tank cover 115 or frame 101 may comprise an accessory battery pack receptacle 143 configured to receive and charge an accessory battery pack 142. Accessory battery pack 142 may be configured to be charged by the electrical system of EV 100, such as by battery pack 141 or by, e.g., a solar panel (as discussed below with respect to Fig. 3B). Accessory battery pack 142 may be configured to charge or power a personal accessory such as a personal mobile device. In some embodiments, accessory battery pack 142 may be configured to provide emergency power in the event of a failure of battery pack 141. For example, accessory battery pack 142 may be configured to power hazard lights, or supply enough power to move EV 100 to safety. In some embodiments (as discussed below with respect to Fig. 8), accessory battery pack 142 may be configured to fit into a further receptacle within a helmet to power local electronics inside the helmet. In some embodiments, a plurality of accessory battery packs 142 may be provided. In this way, one accessory battery pack 142 may be charging in accessory battery pack receptacle 143, while another accessory battery pack 142 is in use (as further discussed with respect to Fig. 8 below). In some embodiments, a plurality of accessory battery pack receptacles 143 may be provided for storing and charging a plurality of accessory battery packs 142.

[0038] In some embodiments, accessory battery pack 142 may be freely interchangeable with other accessory battery packs on other EVs. However, in some embodiments accessory battery pack 142 may comprise hardware that is specific to the EV 100 with which it is associated. For example, accessory battery pack 142 may comprise a communications module having hardware configured to establish a robust and dedicated communications connection with corresponding hardware inside EV 100. In some embodiments, a communications module in accessory battery pack 142 may comprise programmable hardware configured to establish the dedicated communications connection.

[0039] Saddlebag 119 may comprise a storage compartment attached to a side of frame 101. In some embodiments, an interior volume of saddlebag 119 may be configured to accept a removeable standard container (not shown). For example, an eBike rental facility may sell avariety of different products packaged within the removeable standard container, such as food, beverages, or other supplies, so that a user can easily select and store the products. In some embodiments, saddlebag 119 may be thermally insulated to keep stored contents hot or cold. In some embodiments, saddlebag 119 may comprise more thermal insulation in regions proximate to a battery housing than in regions that are farther from it. For example, saddlebag 119 may comprise more thermal insulation at a bottom portion than at a top portion. In some embodiments, saddlebag 119 may store items that must be kept warm. In such a case, saddlebag 119 may further be coupled to a thermally conductive material (not shown) configured to transfer waste heat from battery housing 140 to an interior of saddlebag 119 to keep the contents at a desired temperature. For example, a removable or retractable plate or wire frame may be provided as needed.

[0040] EV 100 may comprise a plurality of foot pegs 110. In some embodiments, foot pegs 110 may form an integral part of a battery bulkhead 145. The battery bulkhead 145 may comprise a structural support partition located inside battery housing 140. By concentrating load points from the rider’s feet at battery bulkhead 145 it may be possible to reduce stress risers on a skin of frame 101. The bulkhead also allows loads from each of a rider’s feet to be transferred between each other through battery bulkhead 145 to provide better distribution and balance of load forces. In some embodiments, EV 100 may comprise a stand 117, which may be mounted to battery bulkhead 145.

[0041] Returning to Fig. 1A, EV 100 may comprise a plurality of wheel assemblies 120. Each wheel assembly may comprise, e.g., outer discs 121, a rim 123, mounting rings 124, hub motor 125, and wheel cover 126. As further discussed with respect to Fig. 4 below, wheel assemblies 120 may comprise a spokeless design in which the structural connection between hub motor 125 and rim 123 is achieved using outer discs 121 rather than a plurality of spokes. A particular advantage of this design is that it allows room for large hub motors inside the wheel assembly 120 while maintaining a compact wheel design.

[0042] Arranging the motors 125 inside each wheel also helps to create a highly balanced mass distribution. Further, the added weight achieved by placing a motor in a front wheel is advantageous over conventional rear-wheel motors due to the beneficial effects, such as a gyroscopic effect, and / or a braking effect. Additionally, regenerative braking may be more effective when applied to a front wheel than when applied to a rear wheel. Front wheel braking provides more stopping power in EV’s than rear wheel braking because the weight of the EV is shifted towards the front wheel when applying the brakes, therefore, the brake effect is greater, and greater braking energy can be harvested through regenerative braking.Further, allowing for such braking to be performed in a front wheel and a back wheel may provide improved regenerative braking performance..

[0043] Furthermore, taking the motors outside of the frame 101 provides a large degree of design freedom in the placement of battery pack 141. For example, battery pack 141 may be arranged at a low height so that the EV 100 has a low center of gravity. In some embodiments, a height of the center of gravity of battery pack 141 may be aligned with an axle height of the front and rear wheel assemblies 120. In some embodiments, a height of the center of gravity of battery pack 141 may lie within, e.g., 1%, 5%, 10% or 20% of an axle height of the front and rear wheel assemblies 120. This centralizes the primary sources of weight on an aligned axis, giving EV 100 a highly predictable and consistent character when turning. The low center of gravity also helps to create a more docile response to thrust, turns and other rider actions, resulting in an EV with easy handling. This may benefit, e.g., novice riders and enhance their safety. It also may enable EV 100 to satisfy local safety regulations so that riders may use EV 100 without a special license. By contrast, a higher center of gravity may create a much more responsive eBike that may achieve rapid maneuvers for performance riding. But such handling may be intimidating and difficult to control for the novice rider. Additionally, a low center of gravity may make the EV 100 easier to pick up from the ground, carry, or maintain in a standing position. For example, by locating the majority of the EV’s weight at a distance from handlebar 114, a rider may use leverage to more easily balance the EV 100 or tip it upward from a laid down position.

[0044] EV 100 may comprise a fork 130 coupled to frame 101. Fork 130 may support a front wheel assembly 120 and be rotationally coupled to frame 101 at a pivot point. For example, frame 101 may comprise, e.g., a head tube 116, and fork 130 may comprise, e.g., a steerer tube 132 configured to be coupled to head tube 116 to create the pivot point. Fork 130 may further comprise a handlebar mount configured to mount a handlebar 114. Handlebar mount 131 may be located forward of the pivot between frame 101 and fork 130. Unlike some comparative designs in which a handlebar may be connected at the pivot point, such as to a steerer tube or a stem passing into the steerer tube, the forward placement of handlebar mount 131 allows the head tube 116 and steerer tube 132 to be buried within a signature volume of the fork 130 and frame 101 combination. It also creates optimal or substantially optimal clearance to allow the fork and handlebar to turn through a high angular range of, e.g., 30-40 degrees. Further details of the fork 130 are discussed with respect to Figs. 3A and 3B below.

[0045] Figures 2A-2C illustrate an example frame 201, consistent with embodiments of the present disclosure. Frame 201 may be used in an EV, such as EV 100 of Figs. 1A and IB. Asdiscussed above, in some embodiments the frame 201 may comprise a monolithic construction and may comprise, e.g., a carbon fiber material. For example, the entire frame or nearly the entire frame, such as, e.g., greater than 85% or 95% by weight, may be made of a carbon fiber composite. Such a construction is important for the flexibility of the frame to ensure that the structure is not interrupted at any point by metallic parts or other discontinuities. The composite may comprise carbon fiber and resin or other material, where the composite comprises, e.g., at least 35%, at least 40% or at least 50% carbon fiber by weight. In some embodiments, the composite may comprise between 35% and 45% carbon fiber and between 55% and 65% resin or other material. This balance of carbon fiber and resin can achieve a lightweight structure with a desired balance of flexibility and strength. In some embodiments, frame 201 may comprise a monocoque construction. As seen in Fig. 2A, frame 201 may comprise an upper portion 202 extending in a first direction x corresponding to a direction leading from the front to the rear of an associated EV. The first direction x may be considered a length direction of the frame. Frame 201 may further comprise a lower portion 203 extending in the first direction x. Frame 201 may comprise a connecting portion 204 that connects to upper portion 202 at a first connection 204a and to lower portion 203 at a second connection 204b. The connecting portion may extend in a second direction z. The second direction z may be considered a height direction of the frame 201. For clarity, Fig. 2B illustrates an exploded view of an example division of upper portion 202, lower portion 203, and connecting portion 204.

[0046] Returning to Fig. 2A, upper portion 202 may comprise a first cantilevered section 202a extending in the first direction x from the first connection 204a. First cantilevered section 202a may accommodate a seat, such as seat 112 of Fig. 1A. Lower portion 203 may comprise a second cantilevered section 203a extending in the first direction x from the second connection 204b. Second cantilevered section 203a may be coupled to a rear wheel assembly, such as rear wheel assembly 120 of Fig. 1A. For example, the second cantilevered section 203a may comprise axle mounts 233 configured to receive an axle of the rear wheel assembly.

[0047] First and second cantilevered sections may be configured to provide a degree of flexibility to achieve a smooth ride without the need for dedicated shock absorbers or suspension systems. For example, bumps or vibrations may be absorbed or isolated by a “tuning fork”- type relative motion between the first and second cantilevered sections. This stands in contrast to comparative bike designs in which a “seat stay” or other structure creates a rigid path between the seat and a rear wheel axle, with isolation from the road beingprovided by shock absorbers or suspension systems. The degree of stiffness in the frame material may be sufficiently high that the flexing and relative motion of the first or second cantilevered sections is not perceived by a rider. This may be achieved by, e.g., a suitable stiffness and geometry of the frame material as well as by selection of the lengths of the first or second cantilevered sections 202a or 203 a. By extending the lengths of first and second cantilevered sections 202a and 203 a, their ability to flex with respect to the rest of the frame 201 may be increased.

[0048] In some embodiments, suitable lengths of the cantilevered sections 202a and 203 a, as measured along the first direction x from the ends of their respective connecting portions 204a and 204b, may be characterized by comparison to a reference length in the first direction x. For example, returning to Fig. 2A, a total length LI of the upper portion 202 may be used as a reference length for the first cantilevered section 202a. In some embodiments, a length of the first cantilevered section 202a may be at least, e.g., half the length LI of the upper portion 202. In some embodiments, a length of the first cantilevered section 202a may be at least, e.g., 0.8, 0.7, 0.6, 0.5, 0.4 or 0.3 times the length LI of the upper portion 202. In some embodiments, the length of the first cantilevered section 202a may be between 0.4 and 0.6 times the length LI . This achieves a suitable degree of flexibility in first cantilevered section 202a to absorb vibrations without being so flexible as to disrupt the riding experience or compromise the structural integrity of frame 201. Similarly, a total length L2 of the lower portion 203 may be used as a reference length for the second cantilevered section 203a. In some embodiments, a length of the second cantilevered section 203a may be at least, e.g., one third of the length L2 of the lower portion 203. In some embodiments, a length of the second cantilevered section 203a may be at least, e.g., 0.2, 0.3, 0.4, 0.5, or 0.6 times the length L2 of the lower portion 203. In some embodiments, the length of the second cantilevered section 203a may be between 0.4 and 0.6 times the length L2 of the lower portion 203. Similarly to the length of the first cantilevered section 202a, this achieves a suitable degree of flexibility in second cantilevered section 203a to absorb vibrations without being so flexible as to disrupt the riding experience or compromise the structural integrity of frame 201. In some embodiments, either cantilevered section may be characterized by comparison to, e.g., a total length L3 of frame 201. The total length L3 may extend from a foremost element of the frame 201, such as head tube 216, to a rearmost element of the frame 201, such as axle mounts 233. For example, in some embodiments a length of the first cantilevered section 202a may be at least, e.g., 0.8, 0.7, 0.6, 0.5, 0.4 or 0.3 times the total length L3 of frame 201. In some embodiments, the length of the first cantilevered section 202a may be between 0.4 and 0.6times the total length L3 of frame 201 to achieve the same compromise between flexibility, structural integrity, and rider experience discussed above. In some embodiments, a length of the second cantilevered section 203a may be at least, e.g., 0.2, 0.3, 0.4, 0.5, or 0.6 times the total length L3 of frame 201. In some embodiments, the length of the second cantilevered section 203a may be between 0.3 and 0.5 times the total length L3 of frame 201 to achieve the same compromise between flexibility, structural integrity, and rider experience discussed above.

[0049] Alternatively, in some embodiments, the first or second cantilevered sections may be characterized by the locations of first connection 204a or second connection 204b in relation to a total length L3 of frame 201. For example, as seen in Fig. 2A, first connection 204a may be contained within, e.g., a first or front half of frame 201 in the first direction x (i.e., on the left side of the ’A mark of length L3 as seen in Fig. 2A, where L3 is a distance from the foremost element 216 to the rearmost element 233). The first or front half of frame 201 in the first direction x corresponds to a front portion of an electric vehicle having frame 201. Similarly, second connection 204b may be contained within, e.g., a front or first two thirds of frame 201 in the first direction x. By shifting the connecting portion 204 forward relative to the total length L3 of frame 201, the lengths of first and second cantilevered sections 202a and 203a may be increased to add flexibility.

[0050] Additionally, a flexibility distribution of the frame 201 may be tailored by suitable structural variations at select locations, such as by appropriate layering of carbon fiber material during its manufacture to achieve a desired thickness profile. For example, along the first direction x, connecting portion 204 may comprise multiple sections having different thicknesses in a third direction y (discussed below), such as a relatively thick bulk section 205 and a relatively thin spine section 206. Fig. 2C illustrates this in a perspective view of the example frame 201, consistent with embodiments of the present disclosure. Components of frame 201 may comprise a dimension in a third direction y that is perpendicular to the first direction x and to the second direction z. The third direction y may be considered a width direction of the frame 201.

[0051] Bulk section 205 may comprise, e.g., a solid or hollow interior, or may comprise an interior having low-density support structures such as a honeycomb filler pattern. Bulk section 205 may have a width that, as compared to spine section 206, is designed to perform a relatively larger amount of z-direction structural support for upper portion 202. Meanwhile, spine section 206 may be made thinner to reduce the amount of z-direction structural support. This may be used to increase the flexibility of the first cantilevered section 202a or thesecond cantilevered section 203a. For example, spine section 206 may be made thinner than bulk section 205 to increase the flexibility of first cantilevered section 202a under compressive forces from the weight of a rider. Furthermore, spine section 206 may allow for increased torsional flexibility about the first direction x, which may improve vibration isolation and handling during, e.g., turns and other maneuvers. Because the bulk section 205 and spine section 206 may comprise complex surface shapes, in some embodiments the relative widths may be characterized in terms of average, maximum, or minimum widths. For example, in some embodiments, a maximum width in the third direction y of the spine section 206 may be less than one third of a maximum width of the bulk section 205. In some embodiments, a maximum width in the third direction y of the spine section 206 may be less than, e.g., 0.5, 0.4, 0.3, 0.2, or 0.1 times a maximum width of the bulk section 205. In some embodiments, the connecting portion 204 may comprise a continuously variable width profile that does not have a clearly defined division between the bulk and spine sections. For example, the connecting portion 204 may comprise a section having a width in the third direction y that decreases monotonically as a function of position in the first direction x.

[0052] Returning to Fig. 2A, flexibility may also be tailored by appropriate choice of the relative lengths of the bulk section 205 and spine section 206 in the first direction x. Here again, complex surface shapes may be used to provide a precise flexibility distribution. For example, the length ratio in the x direction of the bulk section 205 to the spine section 206 may be higher at the first connection 204a than at the second connection 204b. This may allow for the frame flexibility to be targeted at, e.g., the location of a rider more than at a rear wheel. In some embodiments, the overall length ratio may be represented at a single chosen reference line, such as virtual line VL. For example, in some embodiments, along at least one virtual line VL extending in the first direction x, a length of the spine section 206 may be at least half the length of the bulk section 205. In some embodiments, along at least one virtual line VL extending in the first direction x, a length of the spine section 206 may be at least, e.g., 0.7, 0.6, 0.5, 0.4, or 0.3 times the length of the bulk section 205.

[0053] It should be understood that the relative dimensional ratios given above are made by way of example only, and other values are contemplated in some embodiments of the present disclosure.

[0054] Furthermore, it should be understood that the various dimensional features may be optimized in concert with one another. For example, controlling the degree of relative flexing motion between first cantilevered section 202a and second cantilevered section 203a may involve selection of appropriate lengths of said cantilevered sections, along withcorresponding dimensional features of the connecting portion 204, such as the dimensions of bulk section 205 or spine section 206, as well as the sizes and relative positions of first and second connections 204a and 204b. By tailoring the various structural and dimensional values of the upper portion 202, lower portion 203, and connecting portion 204, a frame 201 may be designed to achieve a very smooth ride without the need for heavy or complex vibration isolation systems. The result may be a monolithic structure that is strong, simple and very lightweight. For example, in some embodiments a frame 201 may have a weight that is less than, e.g., 10 kg, for example less than 8 kg or less than 6 kg. In some embodiments, frame 201 and fork 330 may have a combined weight that is less than 8 kg. A frame 201 may be used in an EV, such as EV 100 of Fig. 1A, to achieve a total weight of, e.g., less than 40 kg, for example less than 33 kg, less than 28 kg, or less than 20 kg.

[0055] Figures 3A and 3B illustrate examples of a fork 330, consistent with embodiments of the present disclosure. Fork 330 may be used in an EV, such as EV 100 of Figs. 1A and IB. Fork 330 may comprise, e.g., a handlebar mount 331 configured to support a handlebar, a steering tube configured to be coupled to an EV frame, and an axle mount 333 configured to be coupled to an axle of a wheel assembly. In some embodiments, fork 330 may comprise a carbon fiber construction, or another composite or polymer material. For example, fork 330 may comprise a material that is both lighter and stronger than steel. In some embodiments, fork 330 may comprise a monolithic structure that connects a lower region at axle mount 333 to an upper region at handlebar mount 331 or steering tube 332. In some embodiments, fork 330 may comprise a monocoque structure. In some embodiments, fork 330 may comprise a piecewise or other non-monolithic structure but may nevertheless provide a rigid connection along a load path LP between axle mount 333 and handlebar mount 331 or steering tube 332. It should be understood that the term “rigid connection” may allow intra-body motions such as flexing, bending or vibrating, but may not include separate components designed to move relative to one another, such as by suspension systems, springs or other separate shock absorbers. Therefore, in some embodiments, fork 330 may couple axle mount 333 to handlebar mount 331 or steering tube 332 without any intervening suspension systems, springs or other separate shock absorbers. For example, some comparative vehicle structures may comprise a suspension or shock absorber system configured to allow relative vertical motion between a wheel axle and a handlebar or steering tube. However, fork 330 may not require such systems in view of its own material flexibility distribution as well as the additional flexibility discussed above with respect to, e.g., frame 201 of Figs. 2A and 2B.

[0056] In some embodiments, a further shock absorbing function may be achieved by the structure of a handlebar or by the design of handlebar mount 331. For example, a steerer tube 332 may have a more rigid construction than the top surface of fork 330 where handlebar mount 331 is located. Therefore, by removing the steerer tube 332 from a load path leading from axle mount 333 to the rider’s grip, it may be possible to better absorb vibrations at the rider’s grip. Additionally, dislocating the handlebar mount 331 from steer tube 332 may eliminate vibrations form other sources, such as through a frame that is connected to the fork 330. Further, as seen in Fig- IB, a handlebar 114 may comprise a looped structure that may be configured to flex in order to absorb vibrations that would otherwise be transmitted to the rider through the rider’s grip. In some embodiments, the handlebar may have a monocoque construction. In some embodiments, a dampening material or other shock absorbing device may be placed between the handlebar and handlebar mount, or the connection between a handlebar and the handlebar mount 331 may comprise a soft joint.

[0057] Further, as shown in Fig. 3B, fork 330 (or another component of an EV, such as frame 101 of Figs. 1A and IB or frame 201 of Figs. 2A and 2B) may comprise a solar panel 334 configured to power an electrical device. For example, solar panel 334 may be configured to charge a battery (such as, e.g., battery pack 141 of Fig. 1A or accessory battery pack 142 of Fig. IB). Solar panel 334 may provide an alternative energy source to allow an EV to, e.g., safely travel long distances from a power grid, or allow for personal devices to be charged without draining battery life from the EV. In some embodiments, a solar panel 334 may be configured to move from a stowed position to a deployed position. The stowed position may be configured for optimal or substantially optimal aerodynamic properties or to protect the solar panel 334, while the deployed position may be optimized to best capture sunlight. It may be difficult to package a large solar panel onto an eBike or other EV in a way that accommodates the needs of both the stowed and deployed positions in a way that does not block or interfere with the rider during use of the EV. As illustrated in Fig. 3B, a solar panel 334 may be configured to fold out from a side of fork 330 on a hinge 336. In this way the solar panel 334 may be housed on an area that has a large surface and can be easily deployed around any obstructions, such as a wheel assembly. For example, the solar panel 334 may be configured to deploy by rotating about one axis, such as by rotating about the x- axis on hinge 336. In some embodiments, the solar panel 334 may be configured to deploy by rotating about more than one axis. For example, solar panel 334 may fold out on hinge 336 and may further be configured to rotate about, e.g., the y or z axis to complete thedeployment, or to adjust the deployment angle with respect to, e.g., a position or orientation of the EV, or to an angle of the impinging sunlight.

[0058] In some embodiments, solar panel 334 may form an outer surface of fork 330. The outer surface may be configured to fold out from fork 330 as discussed above. However, in some embodiments, fork 330 may comprise a shield panel 335 configured to cover the solar panel when in the stowed position. For example, solar panels may be delicate and costly, and therefore it may be desirable to protect the panels, dirt and debris and other hazards when the solar panels are not in use. In some embodiments, the shield panel 335 may also fold out from hinge 336. In some embodiments, shield panel 335 may remain stationary, or fold out in a separate direction, such as, e.g., about the z-axis, from a separate dedicated hinge or pivot (not shown). In some embodiments, solar panel may be configured to rotate or fold out from behind the shield panel 335 into the deployed position, alternatively or in addition to folding out by hinge 336. For example, as illustrated, the solar panel 334 and hinge 336 may jointly fold out about hinge 336, and solar panel 334 may further fold out about the z-axis to move out from under shield panel 335. In some embodiments, solar panel 334 may comprise a plurality of solar sub-panels (not shown) configured to unfold or fan out upon deployment to increase a surface area of solar panel 334 in the deployed position while allowing for a tight packaging in the deployed position. In some embodiments, solar panel 334 or shield panel 335 may comprise a lock 337 configured to secure solar panel 334 in the stowed position. In some embodiments, lock 337 may comprise a manual lock or an automatic lock configured to operate under control of the EV.

[0059] Fig. 4 illustrates an exploded view of an example EV wheel assembly 420, consistent with embodiments of the present disclosure. EV wheel assembly 420 may be used in an EV, such as EV 100 of Figs. 1A- and IB. Wheel assembly may comprise outer discs 421, a rim 423, mounting rings 424, and hub motor 425. Wheel assembly 420 may be configured to create a large amount of space in the interior volume of rim 423 by eliminating spokes or other structural supports from the interior volume. Instead, structural rigidity between hub motor 425 and rim 423 may be provided by outer discs 421. For example, in some embodiments the outer discs 421 may comprise a lightweight and rigid material such as, e.g., carbon fiber or another composite or polymer as discussed with respect to other elements above. In some embodiments, outer discs may comprise other materials such as, e.g., aluminum or steel.

[0060] Outer discs 421 may comprise a rim connection 421a located at a radially outer region of the outer discs 421, hub connection 421c at a radially inner region of the outer discs 421,and a surface region 421b located between the rim connection 421a and the hub connection 421c. Rim connection 421a may be bonded to rim 423, or may comprise a plurality of fastener holes arranged circumferentially around the radially outer region of outer disc 421 for connecting to rim 423 by, e.g., bolts, rivets or other suitable fasteners. In some embodiments, rim connection 421a may be reinforced by further inserts that may be, e.g., bonded to or embedded within the material of outer disc 421. Alternatively or additionally, rim connection 421a may be reinforced by a mounting ring similar to mounting ring 424 discussed below. Hub connection 421c may comprise a plurality of fastener holes arranged circumferentially around the radially inner region of outer disc 421 for connecting to hub motor 425 by, e.g., bolts, rivets or other suitable fasteners. In some embodiments, hub connection 421c may be bonded to hub motor 425, may be reinforced by further inserts as discussed above, or may be reinforced by a mounting ring 424. Structural rigidity of outer discs 421 may be optimized by providing a large amount of solid surface area within surface region 421b between the rim connection 421a and hub connection 421c. For example, it may be desirable for structural integrity to provide an outer disc 421 that is completely solid at least in the surface region 421b. However, in some embodiments, holes, gaps or other openings may be provided with the surface region 421b. For example, surface region 421b may comprise vents 42 Id to allow airflow through the interior of wheel assemblies 420 and allow heated air from the motors to escape. In some embodiments, the holes, gaps or other openings may be provided, to for example, achieve a desired balance between structural integrity and lightweight construction. In some embodiments, the surface region 421b may comprise at least, e.g., 50%, 75%, or 90% solid surface area.

[0061] Although wheel 420 has been described with respect to a single-wheel configuration, embodiments of the present disclosure are not limited to this. For example, in some embodiments, wheel 420 (corresponding to first and / or second wheels of EV 100) may have a dual or plural wheel configuration in which two or more wheels respectively spin on a common axis and may be rotated by a common motor 425. Therefore, a “wheel” according to embodiments of the present disclosure may comprise, e.g., single or dual wheels.

[0062] Fig. 5 illustrates an example EV control architecture 570, consistent with embodiments of the present disclosure. Control architecture 570 may be used in an EV, such as EV 100 of Figs. 1A and IB. EV may comprise a main control 571 such as a printed circuit board (PCB). Main control 571 may be electrically coupled to batteries, such as a main battery pack 541 or an accessory battery pack 542, to receive power, facilitate charging, monitor status and other operations. Main control 571 may further be electrically coupled toelectrical accessories such as displays 572a-c. For example, displays 572a-c may be configured to display visual information such as imagery, text, status indicators or other visual information. Main control 571 may further be electrically coupled to light sources such as a front projector 575a, a rear projector 575b, a headlight 575c, a brake light 575d, or turn indicators 575e. Main control 571 may further be electrically coupled to a throttle command 573 motor controllers 574a-b, and motors 525a-b. electrical accessories such as displays 572a-c.

[0063] In some embodiments, a first motor controller 574a may be configured to control the first motor 525a based on a throttle command signal from throttle command 573, and a second motor controller 574b may be configured to control the second motor 525b based on the throttle command signal. First motor controller 574a may control the first motor 525a independently of the second motor controller 574b controlling the second motor 525b. For example, while each motor controller 574 may communicate with main control 571 to operate its motor 525 based on the same command signal, the two controllers may act independently without, e.g., receiving feedback signals or other information from each other. For example, rather than structuring a complex system of interdependent control schemes, any slippage or torque differences between the two motors 525a-b may be self-corrected simply by the forces they exert upon each other through the body EV. This simple control architecture may avoid complex operations that may be more failure-prone or energy intensive.

[0064] In some embodiments, each motor 525 may be powered by a dedicated battery in battery pack 541. For example, first motor 525a may be powered by a first battery 541a, and second motor 525b may be powered by a second battery 541b. This independent power configuration may compliment the independent control architecture discussed above. Further, it may provide full redundancy by ensuring that a failure in one battery 541, motor controller 574, or motor 525 may not disable the entire EV.

[0065] Figures 6A and 6B illustrate example lighting systems on an EV 600, consistent with embodiments of the present disclosure. EV 600 may correspond to, e.g., EV 100 of Figs. 1A and IB. EV 600 may comprise, e.g., a headlight 660, signal light 661 (such as, e.g., a safety light such as a brake light, or another signal light), taillight 662, and side projector 663. Headlight 660 may be arranged at a front side of EV 600, such as at a fork or handlebar. Headlight 660 may comprise, e.g., an LED array or another bright, energy efficient and slim- profile design. Taillight 662 may comprise a further LED array or other source arranged at a back side of EV 600, such as on a seat, frame, or taillight assembly (such as taillightassembly 113 of Fig. 1A). Taillight 662 may be configured to operate in synchronization with headlight 660. In some embodiments, both headlight 660 and taillight 662 may be configured as always on when the EV 600 is turned on. In some embodiments, a single light source may operate as the signal light 661 and taillight 662. Furthermore, in some embodiments, side portions of signal light 661 or taillight 662 may operate as turning signals to achieve a dense packaging of various light indicators.

[0066] In some embodiments, it may be desirable to provide a larger light source area for signal light 661, or for turning signals, etc., than the body of EV 600 can accommodate. Therefore, in some embodiments, signal light 661 may comprise a projector configured to project a signal light image onto an illuminated surface, such as illuminated surface 665a, or 665b, to create a large effective light source. For example, the projector may comprise, e.g., a programmable light source, a multi-lens array, a light source that is patterned by a slit or mask, etc., and may be configured to project a static or dynamic light pattern such as a turning signal, brake, status indicator, decorative or expressive patterns or characters, etc. In some embodiments, a light pattern such as a stripe may be continuously projected during an operational period while a parameter of the light is modulated. The parameter may comprise, e.g., intensity, projection pattern, flash pattern, color, divergence, or another parameter configured to modulate the light that is incident on the illuminated surface. For instance, a stripe on a rear tire may comprise a first intensity, color, or width during normal riding, and may comprise a higher intensity, different or additional color, or greater width as a brake light signal when the brakes are applied.

[0067] An illuminated surface 665a may comprise a surface of a tire or other component of a wheel assembly 620. Alternatively or additionally, a further illuminated surface may comprise a surface on a body of EV 600, such as a frame or an element attached to the frame. In some embodiments, the illuminated surface may be configured to be highly reflective, such as by treatment with a reflective material or by comprising a reflective material. In some embodiments, the illuminated surface may comprise directional structures configured to reflect illumination in a desired direction, such as by reflecting the illumination rearward to signal other vehicles behind the EV 600.

[0068] In some embodiments, side projector 663 may be configured to project a light pattern 664 onto a ground surface. For example, the light pattern 664 may comprise a turning signal pattern, and side projector 663 may be configured to project the light pattern 664 onto the ground surface in response to a turning signal command.

[0069] However, in some embodiments the projection of light patterns onto a ground surface may be undesirable or may violate local regulations. Therefore, in some embodiments, a light source may be configured to prevent the light from being projected directly onto a ground surface. For example, as seen in Fig. 6A, a brake light pattern may have a width that does not exceed a width of the illuminated surface. Further, as seen in Fig. 6B, a brake light may have an angular divergence that does not exceed an obstructing path of the illuminated surface 665a or 665b. In this way, a large effective light surface may be achieved without undesirably projecting light onto the ground.

[0070] Fig. 7 illustrates an example EV docking station 780, consistent with embodiments of the present disclosure. EV docking station 780 may be used in cooperation with an EV 700, which may correspond to, e.g., EV 100 of Figs. 1A and IB. EV docking station 780 may be configured to simultaneously support and charge the EV 700. Docking station may comprise, e.g., a housing 781, a divot 782 located in a floor surface 783, and a charging port 784.

[0071] For example, docking station 780 may be configured to receive a portion of the EV 700, such as a portion of a front wheel assembly 721, within an internal volume of the housing 781. The housing 781 may be configured to fit the specific shape of wheel assembly 721, or may be a universal housing configured to receive a plurality of EV designs. In some embodiments, housing 781 may comprise internal biasing members or other latching mechanisms (not shown) configured to retain EV 700. In some embodiments, housing 781 may comprise a power lock configured to lock the EV 700 to docking station 780. In some embodiments, the lock may be releasable only by permission from a signal command associated with, e.g., an owner or selected rider of the EV 700. In some embodiments, the power lock may by operable in an unrestricted manner.

[0072] In some embodiments, EV 700 may be held in place by a divot 782 under the front wheel assembly 721. For example, divot 782 may comprise a depression in a floor surface 783 (such as the surface of a parking lot, garage, etc.). The depression may be shaped to receive, e.g., front wheel assembly 721. When front wheel assembly 721 is moved into the divot 782, the force exerted on its tire may bias the EV 700 into a docked position in the docking station 780, optionally in cooperation with further latching or locking mechanisms in the housing 781 (not shown). In some embodiments, the divot 782 may comprise a spring- loaded or other biased surface (not shown) configured to press the wheel assembly 721 into the docked position.

[0073] Charging port 784 may comprise a latching or non-contact charger such as, e.g., an inductive charger. Charging port 784 may be configured to engage with a chargingconnection 738 of EV 700 to charge, e.g. a battery pack or an auxiliary battery pack (such as battery pack 141 or auxiliary battery pack 142 of Fig. 1A). In some embodiments, docking station may be configured to charge a personal accessory such as a mobile device, either directly or by electrical connection through EV 700. For example, in some embodiments EV 700 may comprise a personal device dock (not shown) configured to receive and charge a personal device. Charging connection 738 may be located at a front portion of the EV, such as on a fork 730 or frame 701. In some embodiments, charging connection 738 may be configured to engage with charging port 784 by docking the EV 700 with docking station 780. For example, divot 782 may be configured to bias the charging connection 738 toward charging port 784. In some embodiments, charging connection 738 and charging port 784 may be configured to engage with each other by, e.g., magnetic attraction. In some embodiments, the magnetic attraction may be configured to simultaneously hold EV 700 in the docked position and maintain engagement between the charging connection 738 and charging port 784.

[0074] Fig. 8 illustrates an example helmet 850, consistent with embodiments of the present disclosure. Helmet 850 may be used in cooperation with an EV, such as EV 100 of Figs. 1A- and IB. For example, helmet 850 may comprise electrical accessories configured to work in cooperation with the EV, such as wireless communication devices, audio devices, lights and other visual displays, etc. Helmet 850 may comprise: a helmet display 851, helmet brake light 852, helmet turning signals 853, helmet battery receptacle 854, and helmet vent 855.

[0075] Helmet display 851 may be located at a rear of helmet 850 to convey signals to, e.g., other drivers positioned behind a rider. Helmet display 851 may be configured to emit light signals, such as from helmet brake light 852 or helmet turn signal 853. In some embodiments, helmet display 851, or another component of helmet 850, may comprise other lights. For example, in some embodiments, helmet 850 may comprise one of a helmet headlight, a helmet taillight, a helmet brake light, a helmet turning signal, a status indicator, or a programmable light display.

[0076] Electrical accessories of helmet 850 may be powered by an accessory battery pack 842. For example, accessory battery pack 842 may be electrically connected with the electrical accessories when installed in helmet battery receptacle 854 Accessory battery pack 842 may correspond to, e.g., accessory battery pack 142 of Fig. IB. By providing an accessory battery pack 842 that is compatible with both the EV and helmet, it may be possible to charge a first accessory battery pack 842 in the EV while using a second accessory battery pack 842 in the helmet 850. When the second battery pack 842 runs low,they can simply be switched. In this way, a helmet may remain consistently charged without requiring the rider to plug the helmet 850 or accessory battery pack 842 into a dedicated charging cable or other device, such as at home, and without ever running into the problem of low battery life.

[0077] In some embodiments, helmet 850 may be configured to communicate with EV through a wireless communication device (not shown) such as, e.g., IR, Bluetooth, internet, wireless network, wireless radio, or a combination thereof. In some embodiments, the wireless communication device may comprise a first electrical accessory in the helmet 850 that is configured to be in communication with a second electrical accessory connected to the EV. The wireless communication may be located, e.g., within helmet 850. In some embodiments, the wireless communication device may be integral with an auxiliary battery pack 842. For example, auxiliary battery pack 842 may comprise a hardware-based or programmable wireless connection with a specific EV, which may then be placed into communication with helmet 850 by installation of the auxiliary battery pack 842 into helmet battery receptacle 854. In some embodiments, the wireless communication device inside an auxiliary battery pack may be synched with an EV by installing the auxiliary battery pack 842 into an accessory battery pack receptacle on the EV (such as accessory battery pack receptacle 143 of Fig. IB). Heat generated by the accessory battery pack or electrical accessories may be vented through helmet vent 855.

[0078] Wireless communication may allow the various electrical accessories of helmet 850 to operate in synchronization with the EV. For example, a helmet headlight may be configured to operate in synchronization with a vehicle headlight of the EV, such as by turning on or off when the vehicle headlight turns on or off. Likewise, a helmet taillight may be configured to operate in synchronization with a vehicle taillight of the EV. A helmet brake light 852 may be configured to operate in synchronization with a vehicle brake light of the EV. A helmet turning signal may be configured to operate in synchronization with a vehicle turning signal of the EV. A helmet status indicator may be configured to operate in synchronization with a vehicle status indicator of the EV. A helmet programmable light display may be configured to operate in synchronization with a vehicle programmable light display of the EV.

[0079] In some embodiments, an electrical accessory may comprise an audio device, such as internal audio speakers (not shown). For example, the audio device may communicate signals from the EV, or from an internet connection, such as driving directions, weather, or hazard warnings. In some embodiments, the audio device may communicate personal content such as audio text messages or streaming services.

[0080] As noted above, embodiments of the present disclosure may be discussed with respect to eBike-type EVs, but may have broader application in, e.g., other vehicles. By way of example and not limitation, the projected brake light feature discussed above may apply to other vehicles, such as cars, trucks, as well as boats and aerial vehicles.

[0081] Figures 1-8 illustrate and describe electric vehicles and components thereof, consistent with embodiments of the present disclosure. While Figures 1-8 may illustrate some examples of how an electric vehicle could be designed from an ornamental perspective, it should be understood that there are many other ornamental designs that could perform the same functions as disclosed and claimed.

[0082] Embodiments of the present disclosure may further be described by the following clauses:1. An electric vehicle comprising: a first wheel; a second wheel; a fork coupled to the first wheel; and a frame coupled to the fork, the frame comprising: an upper portion extending in a first direction corresponding to a length direction of the electric vehicle, a lower portion extending in the first direction, the lower portion being coupled to the second wheel, a battery housing in the lower portion, and a connecting portion that connects to the upper portion at a first connection and to the lower portion at a second connection, the connecting portion extending in a second direction corresponding to a height direction of the electric vehicle, wherein, in the first direction, the first connection is located in a first half of the frame corresponding to a front portion of the electric vehicle.2. The electric vehicle of clause 1, wherein the frame is coupled to the fork at the upper portion, in the first half of the frame in the first direction3. The electric vehicle of clause 1 or 2, wherein: the fork comprises a handlebar mount; and the fork rigidly couples a first axle of the first wheel to the handlebar mount.4. The electric vehicle of clause 3, further comprising a handlebar assembly coupled to the handlebar mount.5. The electric vehicle of any of clauses 1 to 4, wherein the connecting portion comprises: a bulk section; and a spine section extending from the bulk section in the first direction, wherein, in a third direction corresponding to a width direction of the electric vehicle, a maximum width of the spine section is less than one third of a maximum width of the bulk section.6. The electric vehicle of clause 5, wherein, along at least one virtual line extending in the first direction, a length of the spine section is at least half a length of the bulk section.7. The electric vehicle of any of clauses 1 to 6, wherein the upper portion comprises a cantilevered section extending from the first connection in the first direction; and wherein a length of the cantilevered section comprises at least one half the length of the upper portion.8. The electric vehicle of any of claims 1 to 7, wherein the frame comprises a carbon fiber composite having between 35% and 45% carbon fiber.9. The electric vehicle of any of clauses 1 to 8, further comprising: a first axle of the first wheel; a second axle of the second wheel, wherein at least one of the first axle and the second axle is located at an axle height in the second direction; and a battery pack in the battery housing, wherein a height of a center of gravity of the battery pack in the second direction is equal to or less than 1.2 times the axle height.10. The electric vehicle of any of clauses 1 to 9, wherein a height of the center of gravity of the battery pack in the second direction is within 10% of the axle height.11. The electric vehicle of any of clauses 1 to 10, further comprising: a first hub motor inside a hub of the first wheel; and a second hub motor inside a hub of the second wheel.12. The electric vehicle of clause 11, further comprising: a throttle configured to generate a throttle command signal; a first motor controller configured to control the first hub motor based on the throttle command signal; and a second motor controller configured to control the second hub motor based on the throttle command signal,wherein the first motor controller controls the first hub motor independently of the second motor controller controlling the second hub motor.13. The electric vehicle of any of clauses 1 to 12, further comprising: an accessory battery pack receptacle on the frame of the electric vehicle, the accessory battery pack receptacle configured to receive and charge an accessory battery pack.14. The electric vehicle of clause 13, further comprising the accessory battery pack.15. The electric vehicle of clause 13 or 14, further comprising: a helmet, the helmet comprising: a further accessory battery pack receptacle configured to receive the accessory battery pack, a first electrical accessory, and a power supply configured to power the electrical accessory by the accessory battery pack.16. The electric vehicle of clause 15, further comprising: a second electrical accessory connected to a body of the electric vehicle, wherein the first electrical accessory comprises a wireless communication device in communication with the second electrical accessory.17. The electric vehicle of clause 15 or 16, wherein the first electrical accessory comprises an audio device.18. The electric vehicle of any of clauses 15 to 17, wherein the first electrical accessory comprises a light.19. The electric vehicle of clause 18, wherein the light comprises one of a helmet headlight, a helmet taillight, a helmet brake light, a helmet turning signal, a status indicator, or a programmable light display.20. The electric vehicle of clause 19, further comprising: a vehicle headlight, wherein the helmet headlight is configured to operate in synchronization with the vehicle headlight.21. The electric vehicle of clause 19 or 20, further comprising: a vehicle taillight, wherein the helmet taillight is configured to operate in synchronization with the vehicle taillight.22. The electric vehicle of any of clauses 19 to 21, further comprising: a vehicle brake light, wherein the helmet brake light is configured to operate in synchronization with the vehicle brake light.23. The electric vehicle of any of clauses 19 to 22, further comprising:a vehicle turning signal, wherein the helmet turning signal is configured to operate in synchronization with the vehicle turning signal.24. The electric vehicle of any of clauses 1 to 23, further comprising a solar panel configured to charge one of a main battery pack in the battery housing or an accessory battery pack.25. The electric vehicle of clause 24, wherein the solar panel is configured to move from a stowed position to a deployed position.26. The electric vehicle of clause 25, wherein the solar panel is configured to move from the stowed position to the deployed position by rotating about the first direction to fold out from a side panel of the fork.27. The electric vehicle of clause 25 or 26, wherein the solar panel is configured to move from the stowed position to the deployed position by rotating about the second direction to fold out from a side panel of the fork.28. The electric vehicle of any of clauses 25 to 27, further comprising a shield configured to cover the solar panel in the stowed position.29. The electric vehicle of any of clauses 24 to 27, wherein the solar panel comprises an exterior surface of the electric vehicle.30. The electric vehicle of any of clauses 1 to 29, further comprising: a light source coupled to the upper portion, the light source being configured to project light onto a surface of the electric vehicle to create an illuminated surface, wherein a surface area of the illuminated surface is greater than a surface area of the light source.31. The electric vehicle of clause 30, wherein: the second wheel comprises a tire, and the illuminated surface comprises a surface of the tire.32. The electric vehicle of clause 30 or 31, wherein the illuminated surface comprises a surface of the frame or an element attached to the frame.33. The electric vehicle of any of clauses 30 to 32, wherein the light source is configured to prevent the light from being projected directly onto a ground surface.34. The electric vehicle of any of clauses 1 to 33, further comprising: a light source configured to project a light pattern onto a ground surface.35. The electric vehicle of clause 34, wherein the light source is configured to project the pattern in response to a turning signal command.36. The electric vehicle of any of clauses 1 to 35, wherein one or more of the first wheel or the second wheel comprises: a rim; a hub motor inside the rim; and an outer disc configured to connect the hub motor to the rim.37. The electric vehicle of clause 36, wherein the outer disc comprises a mounting ring connected to the hub motor.38. The electric vehicle of clause 36 or 37, wherein: the outer disc comprises a surface region between a radially inner circle at a connection to the hub motor and a radially outer circle at a connection to the rim; and the surface region comprises at least 75% solid surface area.39. The electric vehicle of any of clauses 1 to 38, wherein the frame has a monolithic construction.40. The electric vehicle of any of clauses 1 to 39, wherein the frame has a monocoque construction.41. A frame for an electric vehicle, the frame comprising: an upper portion extending in a first direction corresponding to a length direction of the electric vehicle; a lower portion extending in the first direction, the lower portion comprising an axle mount for mounting to a rear wheel of the electric vehicle; a battery housing in the lower portion; and a connecting portion that connects to the upper portion at a first connection and to the lower portion at a second connection, the connecting portion extending in a second direction corresponding to a height direction of the electric vehicle, wherein, in the first direction, the first connection is located in a first half of the frame corresponding to a front portion the electric vehicle.42. The frame of claim 41, wherein the upper portion is configured to couple with a fork of the electric vehicle in the first half of the frame in the first direction.43. The frame of clause 41 or 42, wherein the connecting portion comprises: a bulk section; and a spine section extending from the bulk section in the first direction, wherein, in a third direction corresponding to a width direction of the electric vehicle, a maximum width of the spine section is less than one third of a maximum width of the bulk section.44. The frame of clause 43, wherein, along at least one virtual line extending in the first direction, a length of the spine section is at least half a length of the bulk section.45. The frame of any of clauses 41 to 44, wherein the upper portion comprises a cantilevered section extending from the first connection in the first direction; and wherein a length of the cantilevered section comprises at least one half the length of the upper portion.46. The frame of any of claims 41 to 45, wherein the frame comprises between 35% and 45% carbon fiber.47. A fork for an electric vehicle, the fork comprising: a handlebar mount; and an axle mount coupled to the handlebar mount and configured to mount a front wheel of the electric vehicle, wherein the fork comprises a rigid connection along a load path between the axle mount and the handlebar mount.48. The fork of clause 47, further comprising a steering tube configured to connect the fork to a frame of the electric vehicle, wherein the steering tube is offset from the handlebar mount.49. The fork of clause 47 or 48, wherein the fork has a monolithic construction.50. The fork of any of clauses 47 to 49, wherein the fork has a monocoque construction.51. The fork of any of clauses 47 to 50, further comprising a solar panel configured to charge a battery pack of the electric vehicle.52. The fork of clause 51, wherein the solar panel is configured to move from a stowed position to a deployed position.53. The fork of clause 52, wherein the solar panel is configured to move from the stowed position to the deployed position by folding out from a side panel of the fork.54. The fork of clause 52 or 53, further comprising a shield configured to cover the solar panel in the stowed position.55. The fork of any of clauses 51 to 53, wherein the solar panel comprises an exterior surface of the fork.56. A wheel for an electric vehicle, comprising: a rim; a hub motor inside the rim; and an outer disc configured to connect the hub motor to the rim.57. The wheel of clause 56, wherein the outer disc comprises a mounting ring connected to the hub motor.58. The wheel of clause 56 or 57, wherein: the outer disc comprises a surface region between a radially inner circle at a connection to the hub motor and a radially outer circle at a connection to the rim; and the surface region comprises at least 75% solid surface area.59. A control system from an electric vehicle, the system comprising: a throttle configured to generate a throttle command signal; a first motor controller configured to control a first hub motor based on the throttle command signal, the first hub motor positioned inside a hub of a front wheel of the electric vehicle; and a second motor controller configured to control a second hub motor based on the throttle command signal, the second hub motor positioned inside a hub of a rear wheel of the electric vehicle, wherein the first motor controller controls the first hub motor independently of the second motor controller controlling the second hub motor.60. The control system of clause 59, wherein the front wheel has a dual wheel configuration.61. The control system of clause 59 or 60, wherein the rear wheel has a dual wheel configuration.62. An electric vehicle, comprising: the frame of any of clauses 41 to 46; a rear wheel comprising the wheel of any of clauses 56 to 58 and mounted on the axle mount of the frame; the fork of any of clauses 47 to 55 coupled to the frame; and a front wheel comprising the wheel of any of clauses 56 to 58 and mounted on the axle mount of the fork.63. The electric vehicle of clause 62, further comprising the control system of any of clauses 59 to 61 for controlling the front and rear wheels of the electric vehicle.

[0083] The foregoing description has been presented for purposes of illustration. It is not exhaustive and does not limit the invention to the precise forms or embodiments disclosed. Modifications and adaptations of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the disclosed embodiments of the inventions disclosed herein.

Claims

CLAIMS:

1. An electric vehicle comprising: a first wheel; a second wheel; a fork coupled to the first wheel; and a frame coupled to the fork, the frame comprising: an upper portion extending in a first direction corresponding to a length direction of the electric vehicle, a lower portion extending in the first direction, the lower portion being coupled to the second wheel, a battery housing in the lower portion, and a connecting portion that connects to the upper portion at a first connection and to the lower portion at a second connection, the connecting portion extending in a second direction corresponding to a height direction of the electric vehicle, wherein, in the first direction, the first connection is located in a first half of the frame corresponding to a front portion the electric vehicle.

2. The electric vehicle of claim 1, wherein the frame is coupled to the fork at the upper portion, in the first half of the frame in the first direction.

3. The electric vehicle of claim 1 or 2, wherein: the fork comprises a handlebar mount; and the fork rigidly couples a first axle of the first wheel to the handlebar mount.

4. The electric vehicle of claim 3, comprising a handlebar assembly coupled to the handlebar mount.

5. The electric vehicle of any of claims 1 to 4, wherein the connecting portion comprises: a bulk section; and a spine section extending from the bulk section in the first direction, wherein, in a third direction corresponding to a width direction of the electric vehicle, a maximum width of the spine section is less than one third of a maximum width of the bulk section.

6. The electric vehicle of claim 5, wherein, along at least one virtual line extending in the first direction, a length of the spine section is at least half a length of the bulk section.

7. The electric vehicle of any of claims 1 to 6,wherein the upper portion comprises a cantilevered section extending from the first connection in the first direction, and wherein a length of the cantilevered section comprises at least one half the length of the upper portion.

8. The electric vehicle of any of claims 1 to 7, wherein the frame comprises a carbon fiber composite having between 35% and 45% carbon fiber.

9. The electric vehicle of any of claims 1 to 8, further comprising: a first axle of the first wheel; a second axle of the second wheel, wherein at least one of the first axle and the second axle is located at an axle height in the second direction; and a battery pack in the battery housing, wherein a height of a center of gravity of the battery pack in the second direction is equal to or less than 1.2 times the axle height.

10. The electric vehicle of any of claims 1 to 9, wherein a height of the center of gravity of the battery pack in the second direction is within 10% of the axle height.

11. The electric vehicle of any of claims 1 to 10, comprising: a first hub motor inside a hub of the first wheel; and a second hub motor inside a hub of the second wheel.

12. The electric vehicle of claim 11, comprising: a throttle configured to generate a throttle command signal; a first motor controller configured to control the first hub motor based on the throttle command signal; and a second motor controller configured to control the second hub motor based on the throttle command signal, wherein the first motor controller controls the first hub motor independently of the second motor controller controlling the second hub motor.

13. The electric vehicle of any of claims 1 to 12, comprising: an accessory battery pack receptacle on the frame of the electric vehicle, the accessory battery pack receptacle configured to receive and charge an accessory battery pack.

14. The electric vehicle of claim 13, comprising the accessory battery pack.

15. The electric vehicle of claim 13 or 14, comprising: a helmet, the helmet comprising: a further accessory battery pack receptacle configured to receive the accessory battery pack,a first electrical accessory, and a power supply configured to power the electrical accessory by the accessory battery pack.

16. The electric vehicle of claim 15, comprising: a second electrical accessory connected to a body of the electric vehicle; wherein the first electrical accessory comprises a wireless communication device in communication with the second electrical accessory.

17. The electric vehicle of claim 15 or 16, wherein the first electrical accessory comprises an audio device.

18. The electric vehicle of any of claims 15 to 17, wherein the first electrical accessory comprises a light.

19. The electric vehicle of claim 18, wherein the light comprises one of a helmet headlight, a helmet taillight, a helmet brake light, a helmet turning signal, a status indicator, or a programmable light display.

20. The electric vehicle of claim 19, comprising: a vehicle headlight, wherein the helmet headlight is configured to operate in synchronization with the vehicle headlight.

21. The electric vehicle of claim 19 or 20, comprising: a vehicle taillight, wherein the helmet taillight is configured to operate in synchronization with the vehicle taillight.

22. The electric vehicle of any of claims 19 to 21, comprising: a vehicle brake light, wherein the helmet brake light is configured to operate in synchronization with the vehicle brake light.

23. The electric vehicle of any of claims 19 to 22, comprising: a vehicle turning signal, wherein the helmet turning signal is configured to operate in synchronization with the vehicle turning signal.

24. The electric vehicle of any of claims 1 to 23, further comprising a solar panel configured to charge one of a main battery pack in the battery housing or an accessory battery pack.

25. The electric vehicle of claim 24, wherein the solar panel is configured to move from a stowed position to a deployed position.

26. The electric vehicle of claim 25, wherein the solar panel is configured to move from the stowed position to the deployed position by rotating about the first direction to fold out from a side panel of the fork.

27. The electric vehicle of claim 25 or 26, wherein the solar panel is configured to move from the stowed position to the deployed position by rotating about the second direction to fold out from a side panel of the fork.

28. The electric vehicle of any of claims 25 to 27, comprising a shield configured to cover the solar panel in the stowed position.

29. The electric vehicle of any of claims 24 to 27, wherein the solar panel comprises an exterior surface of the electric vehicle.

30. The electric vehicle of any of claims 1 to 29, comprising: a light source coupled to the upper portion, the light source being configured to project light onto a surface of the electric vehicle to create an illuminated surface, wherein a surface area of the illuminated surface is greater than a surface area of the light source.

31. The electric vehicle of claim 30, wherein: the second wheel comprises a tire; and the illuminated surface comprises a surface of the tire.

32. The electric vehicle of claim 30 or 31, wherein the illuminated surface comprises a surface of the frame or an element attached to the frame.

33. The electric vehicle of any of claims 30 to 32, wherein the light source is configured to prevent the light from being projected directly onto a ground surface.

34. The electric vehicle of any of claims 1 to 33, comprising: a light source configured to project a light pattern onto a ground surface.

35. The electric vehicle of claim 34, wherein the light source is configured to project the pattern in response to a turning signal command.

36. The electric vehicle of any of claims 1 to 35, wherein one or more of the first wheel or the second wheel comprises: a rim; a hub motor inside the rim; and an outer disc configured to connect the hub motor to the rim.

37. The electric vehicle of claim 36, wherein the outer disc comprises a mounting ring connected to the hub motor.

38. The electric vehicle of claim 36 or 37, wherein: the outer disc comprises a surface region between a radially inner circle at a connection to the hub motor and a radially outer circle at a connection to the rim; and the surface region comprises at least 75% solid surface area.

39. The electric vehicle of any of claims 1 to 38, wherein the frame has a monolithic construction.

40. The electric vehicle of any of claims 1 to 39, wherein the frame has a monocoque construction.

41. A frame for an electric vehicle, the frame comprising: an upper portion extending in a first direction corresponding to a length direction of the electric vehicle; a lower portion extending in the first direction, the lower portion comprising an axle mount for mounting a rear wheel of the electric vehicle; a battery housing in the lower portion; and a connecting portion that connects to the upper portion at a first connection and to the lower portion at a second connection, the connecting portion extending in a second direction corresponding to a height direction of the electric vehicle, wherein, in the first direction, the first connection is located in a first half of the frame corresponding to a front portion the electric vehicle.

42. The frame of claim 41, wherein the upper portion is configured to couple with a fork of the electric vehicle in the first half of the frame in the first direction.

43. The frame of claim 41 or 42, wherein the connecting portion comprises: a bulk section; and a spine section extending from the bulk section in the first direction, wherein, in a third direction corresponding to a width direction of the electric vehicle, a maximum width of the spine section is less than one third of a maximum width of the bulk section.

44. The frame of claim 43, wherein, along at least one virtual line extending in the first direction, a length of the spine section is at least half a length of the bulk section.

45. The frame of any of claims 41 to 44, wherein the upper portion comprises a cantilevered section extending from the first connection in the first direction; and wherein a length of the cantilevered section comprises at least one half the length of the upper portion.

46. The frame of any of claims 41 to 45, wherein the frame comprises between 35% and 45% carbon fiber.

47. A fork for an electric vehicle, the fork comprising: a handlebar mount; andan axle mount coupled to the handlebar mount and configured to mount a front wheel of the electric vehicle, wherein the fork comprises a rigid connection along a load path between the axle mount and the handlebar mount.

48. The fork of claim 47, comprising a steering tube configured to connect the fork to a frame of the electric vehicle, wherein the steering tube is offset from the handlebar mount.

49. The fork of claim 47 or 48, wherein the fork has a monolithic construction.

50. The fork of any of claims 47 to 49, wherein the fork has a monocoque construction.

51. The fork of any of claims 47 to 50, comprising a solar panel configured to charge a battery pack of the electric vehicle.

52. The fork of claim 51, wherein the solar panel is configured to move from a stowed position to a deployed position.

53. The fork of claim 52, wherein the solar panel is configured to move from the stowed position to the deployed position by folding out from a side panel of the fork.

54. The fork of claim 52 or 53, comprising a shield configured to cover the solar panel in the stowed position.

55. The fork of any of claims 51 to 54, wherein the solar panel comprises an exterior surface of the fork.

56. A wheel for an electric vehicle, comprising: a rim; a hub motor inside the rim; and an outer disc configured to connect the hub motor to the rim.

57. The wheel of claim 56, wherein the outer disc comprises a mounting ring connected to the hub motor.

58. The wheel of claim 56 or 57, wherein: the outer disc comprises a surface region between a radially inner circle at a connection to the hub motor and a radially outer circle at a connection to the rim; and the surface region comprises at least 75% solid surface area.

59. A control system for an electric vehicle, the system comprising: a throttle configured to generate a throttle command signal; a first motor controller configured to control a first hub motor based on the throttle command signal, the first hub motor positioned inside a hub of a front wheel of the electric vehicle; anda second motor controller configured to control a second hub motor based on the throttle command signal, the second hub motor positioned inside a hub of a rear wheel of the electric vehicle, wherein the first motor controller controls the first hub motor independently of the second motor controller controlling the second hub motor.

60. The control system of claim 59, wherein the front wheel has a dual wheel configuration.

61. The control system of claim 59 or 60, wherein the rear wheel has a dual wheel configuration.

62. An electric vehicle comprising: the frame of any of claims 41 to 46; a rear wheel comprising the wheel of any of claims 56 to 58 and mounted on the axle mount of the frame; the fork of any of claims 47 to 55 coupled to the upper portion of the frame; and a front wheel comprising the wheel of any of claims 56 to 58 and mounted on the axle mount of the fork.

63. The electric vehicle of claim 62, comprising the control system of any of claims 59 to 61 for controlling the front and rear wheels of the electric vehicle.

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