U.S. patent application number 11/649131 was filed with the patent office on 2007-08-16 for hub motor formed in a wheel.
Invention is credited to Stephen Basil Katsaros.
Application Number | 20070187162 11/649131 |
Document ID | / |
Family ID | 36385019 |
Filed Date | 2007-08-16 |
United States Patent
Application |
20070187162 |
Kind Code |
A1 |
Katsaros; Stephen Basil |
August 16, 2007 |
Hub motor formed in a wheel
Abstract
Disclosed herein is a hub motor (100) formed in a wheel (14) for
assisting in the movement of a vehicle (10).
Inventors: |
Katsaros; Stephen Basil;
(Denver, CO) |
Correspondence
Address: |
STEPHEN B. KATSAROS
2540 FOREST STREET
DENVER
CO
80207
US
|
Family ID: |
36385019 |
Appl. No.: |
11/649131 |
Filed: |
January 2, 2007 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
11291697 |
Dec 1, 2005 |
7156196 |
|
|
11649131 |
Jan 2, 2007 |
|
|
|
10514264 |
Nov 12, 2004 |
6971467 |
|
|
11291697 |
Dec 1, 2005 |
|
|
|
Current U.S.
Class: |
180/65.51 |
Current CPC
Class: |
B60L 50/20 20190201;
B60L 2200/34 20130101; B60L 2200/12 20130101; B60L 2200/22
20130101; B62M 6/40 20130101; B60K 2007/0038 20130101; B62M 6/50
20130101; B60K 7/0007 20130101; B60K 2007/0092 20130101; B60L
2220/44 20130101; B62M 6/25 20130101; B60Y 2200/13 20130101 |
Class at
Publication: |
180/065.5 |
International
Class: |
B60K 1/00 20060101
B60K001/00 |
Claims
1. A hub motor for a frame, said hub motor comprising: a wheel
rotationally and pivotally supported by said frame; an axle to
which said wheel is rotationally mounted; an engine formed in said
front wheel; a centrifugal clutch operatively associated with the
speed of rotation of said engine; and wherein said engine and said
wheel rotate together about said axle.
2. The hub motor of claim 1 and further comprising: a bell
operatively associated with said centrifugal clutch.
3. The hub motor of claim 1 wherein said centrifugal clutch is
spring-loaded.
4. The hub motor of claim 2 wherein said bell is steel.
Description
[0001] This application is a continuation of prior application Ser.
No. 11/291,697 with a Filing Date of Dec. 13, 2006. Prior
application Ser. No. 11/291,697 is scheduled for issuance on Jan.
11, 2007 as U.S. Pat. No. 7,156,196. U.S. Pat. No. 7,156,196 is
specifically incorporated by reference for all that is contained
therein.
[0002] Application Ser. No. 11/291,697 is a continuation of
application Ser. No. 10/514,264 with a PCT Filing Date of May 15,
2003. Prior application Ser. No. 10/514,264 issued on Dec. 06, 2005
as U.S. Pat. No. 6,971,467. U.S. Pat. No. 6,971,467 is specifically
incorporated by reference for all that is contained therein.
BACKGROUND
[0003] Transportation devices have contained motors in the past.
Certain limitations of these prior art motors have been realized.
One of these limitations is that engines operate at a relatively
high speed (e.g. 5,000 to 10,000 revolutions per minute) while
wheels on vehicles operate at much lower speeds (e.g. a 26-inch
bicycle wheel may operate at 100 revolutions per minute).
SUMMARY
[0004] In one exemplary embodiment disclosed herein, a hub motor
for a frame, the hub motor may include a wheel rotationally and
pivotally supported by the frame; an axle to which the wheel is
rotationally mounted; an engine formed in the front wheel; a
centrifugal clutch operatively associated with the speed of
rotation of the engine; and wherein the engine and the wheel rotate
together about the axle.
BRIEF DESCRIPTION OF THE DRAWING
[0005] Illustrative embodiments are shown in Figures of the Drawing
in which:
[0006] FIG. 1 shows a schematic diagram of an exemplary vehicle
(e.g. a bicycle) provided with a wheel including a hub motor.
[0007] FIG. 2 shows perspective view of a hub motor.
[0008] FIG. 3 shows a perspective view of an exemplary axle
assembly.
[0009] FIG. 4 shows a front elevation view the axle assembly of
FIG. 3.
[0010] FIG. 5 shows a cross-sectional view taken across plan 5-5 of
FIG. 4 of the axle assembly of FIG. 3.
[0011] FIG. 6 shows a side elevation view the axle assembly of FIG.
3.
[0012] FIG. 7 shows a front elevation view a cover.
[0013] FIG. 8 shows a perspective view of a hub.
[0014] FIG. 9 shows a front elevation view of the hub of FIG.
8.
[0015] FIG. 10 shows a top plan view of the hub of FIG. 8.
[0016] FIG. 11 shows a side elevation view of the hub of FIG.
8.
[0017] FIG. 12 shows a cross-sectional view take across plane 12-12
of FIG. 10 of the hub of FIG. 8.
[0018] FIG. 13 shows a side elevation view of a piston.
[0019] FIG. 14 shows a bottom plan view of the piston of FIG.
13.
[0020] FIG. 15 shows a front elevation view of the piston of FIG.
13.
[0021] FIG. 16 shows a side elevation view of a crank arm.
[0022] FIG. 17 shows a perspective view of an input assembly.
[0023] FIG. 18 shows a front elevation view of the input assembly
of FIG. 17.
[0024] FIG. 19 shows a side elevation view of a first distal end of
the input assembly of FIG. 17.
[0025] FIG. 20 shows a side elevation view of a second distal end
of the input assembly of FIG. 17.
[0026] FIG. 21 shows a perspective view of a first gear
assembly.
[0027] FIG. 22 shows a side elevation view of a first face of the
first gear assembly of FIG. 21 with a detail showing an exemplary
pin detent.
[0028] FIG. 23 shows a cross-sectional view taken across plane
23-23 of FIG. 22 of the first gear assembly of FIG. 21.
[0029] FIG. 24 shows a side elevation view of the first gear
assembly of FIG. 21.
[0030] FIG. 25 shows a perspective view of a second gear
assembly.
[0031] FIG. 26 shows a side elevation view of the second gear
assembly of FIG. 25.
[0032] FIG. 27 shows a perspective view of a third gear
assembly.
[0033] FIG. 28 shows a front elevation view of the third gear
assembly of FIG. 27 with a detail showing an exemplary pin
detent.
[0034] FIG. 29 shows a cross-sectional view take across plane 29-29
of FIG. 28 of the third gear assembly of FIG. 27.
[0035] FIG. 30 shows a side elevation view of the third gear
assembly of FIG. 27.
[0036] FIG. 31 shows a back elevation view of the third gear
assembly of FIG. 27.
[0037] FIG. 32 shows a perspective view of an overdrive cover.
[0038] FIG. 33 shows a perspective view of a pad.
[0039] FIG. 34 shows a perspective view of an overdrive disk and a
starter disk.
[0040] FIG. 35 shows a perspective view of the hub motor of FIG.
2.
[0041] FIG. 36 shows a perspective view of the hub motor of FIG. 35
with covers removed therefrom and a portion of an engine shown in
cross-sectional form.
[0042] FIG. 37 shows a perspective view an exemplary embodiment of
an assembly contained within the hub motor of FIG. 35.
[0043] FIG. 38 shows a side view of the assembly of FIG. 37
provided with an exemplary carburetor.
[0044] FIG. 39 shows a perspective view of an exemplary starter
assembly and an exemplary overdrive assembled with the exemplary
axle assembly of FIG. 3.
[0045] FIG. 40 shows a cross-sectional side view of a
starter/overdrive selector assembly assembled contained within the
exemplary axle assembly of FIG. 39.
[0046] FIG. 41 shows a side elevation view of an exemplary
starter/overdrive selector assembly rod.
[0047] FIG. 42 shows a side elevation view of a hub motor provided
with fuel rail and a confined portion.
[0048] FIG. 43 shows a cross-sectional view of the hub motor
provided with the fuel rail of FIG. 42.
[0049] FIG. 44 shows a cross-sectional view of a rotary valve.
DETAILED DESCRIPTION
[0050] Provided herein is a detailed description for a hub motor
100 contained within a wheel (e.g. a front wheel 14). The hub motor
100 may be utilized for any one of a variety of devices such as
utility carts, tricycles, bicycles, recumbent vehicles, mini
transportation vehicles, wheelbarrows, wheelchairs, pedicabs and
other devices capable of moving from one location to another
location. It should be noted that the description provided herein
is directed to a bicycle 10, it being understood that the hub motor
100 may be utilized in any one of the previously mentioned devices
or equivalents thereof.
[0051] FIG. 1 shows a bicycle 10 provided with a frame 12, the
front wheel 14, a rear wheel 16, a pair of forks 18 and a pair of
handlebars 20. The frame 12 is provided with a headset 30 that may
take the form of a hollow tube. The frame 12 is also provided with
a rear triangle 32 which may include an upper member 34 and a lower
member 36. The rear triangle upper and lower members 34, 36 form an
intersection 38. The rear wheel 16 is rotationally mounted to the
frame 12 at the rear triangle intersection 38. The bicycle 10 is
conventionally provided with a pair of cranks 40 that are pivotally
mounted to the frame 12. A chain 42 may rotationally couple the
rear wheel 16 to the cranks 40.
[0052] The pair of forks 18 may be provided with a first fork 50
and a second fork 60. The pair of forks 18 may be further provided
with a crown 70 to which the first fork 50 and the second fork 60
may be fixedly attached. The crown 70 may be pivotally attached to
the headset 30, thereby pivotally attaching the pair of forks 18 to
the frame 12. The pair of handlebars 20 may be fixedly attached to
the crown 70; rotation of the handlebars 20 may be mirrored by the
forks 18. The first fork 50 may be provided with a distal end 52.
The first fork distal end 52 may be provided with a mounting plate
54. The second fork 60 may be provided with a distal end 62. The
second fork distal end 62 may be provided with a mounting plate
64.
[0053] With reference to FIG. 1, the front wheel 14 may be
rotationally mounted to the forks 18 at the first fork mounting
plate 54 and the second fork mounting plate 64. Movement of the
bicycle 10 in a first direction D1 causes counterclockwise rotation
CCW of the front and rear wheels 14, 16. Likewise, rotation of the
cranks 40 in a counterclockwise rotation CCW may cause the bicycle
to move in the first direction D1. It is noted that the terms such
as `front`, `back`, `upper`, `lower`, `clockwise`,
`counterclockwise`, `right`, `left`, etc. are provided for
illustrative purposes only and that these terms are relative to the
orientation of the bicycle 10 or drawings thereof. Therefore, other
orientations may be utilized while retaining the functionality of
the device.
[0054] Either the front or rear wheel 14, 16 may be provided with a
hub motor 100. It is noted that although the hub motor 100 is
described herein and shown in the figures as component of the front
wheel 14, the hub motor 100 may be incorporated in the rear wheel
16 or other wheels provided with a vehicle.
[0055] With reference to FIG. 2, the hub motor 100 is substantially
located at the center of the wheel 14. The hub motor 100 may define
a first axis A1 about which the hub motor 100 and the entire wheel
14 rotates. The hub motor 100 may be provided with an axle assembly
200 about which the hub motor 100 rotates.
[0056] With reference to FIGS. 3-6, the axle assembly 200 may take
a generally cylindrical form having a variety of features
incorporated therewith. The axle assembly 200 is provided with a
first end 202 and an oppositely disposed second end 204. The first
end 202 may be provided with threads 210 formed therein. The axle
assembly first end 202 may be provided with a first shoulder 212 at
a point of termination of the threads 210. The axle assembly 200
may be further provided with a first surface 214 located between
the first shoulder 212 and a first protrusion 216. The first
surface 214 may be formed substantially cylindrical and may be
concentric with the first axis A1. The first protrusion 216 may
extend radially away from the first axis A1. The first protrusion
216 may have a first face 218 and an oppositely disposed second
face 220, both of which may extend perpendicular from the first
axis A1. The first face 218 may be facing the first distal end 202,
while the second face 220 may be facing the second distal end 204.
The axle assembly 200 may be further provided with a second surface
230. The second surface 230 may originate at the first protrusion
second face 220 and terminate at a second protrusion 236. The
second protrusion 236 may extend radially away from the first axis
A1. The second protrusion 236 may have a first face 238 and an
oppositely disposed second face 240, both of which may extend
perpendicular from the first axis A1. The first face 238 may be
facing the first distal end 202, while the second face 240 may be
facing the second distal end 204. The axle assembly 200 may be
further provided with a third surface 250. The third surface 250
may originate at the second protrusion second face 240 and
terminate at a second shoulder 252. The third surface 250 may be
formed substantially cylindrical and may be concentric with the
first axis A1. The second shoulder 252 may extend perpendicular
from the first axis A1 and may be facing the second distal end 204.
The axle assembly 200 may be further provided with a fourth surface
260. The fourth surface 260 may originate at the second shoulder
252 and terminate at a third shoulder 262. The fourth surface 260
may be formed substantially cylindrical and may be concentric with
the first axis A1. The third shoulder 262 may extend perpendicular
from the first axis A1 and may be facing the second distal end 204.
The axle assembly second distal end 204 may be provided with
threads 270 formed therein. The threads 270 may originate at the
third shoulder 262 and terminate at the end of the axle assembly
200.
[0057] With reference to FIG. 5, an exemplary embodiment of the
axle assembly 200 is shown in a cross-sectional view taken across
plan 5-5 (FIG. 4). The axle assembly 200 may be provided with a
first cavity 280 and a second cavity 282. The cavities 280, 282 may
take the form of blind-holes formed in the axle assembly 200. The
first cavity 280 may originate at the first distal end 202 and
extend to a cavity plug 284. It should be noted that the cavity
plug 284 may be an integral component of the axle assembly 200 or
alternatively, an independent component provided with the axle
assembly 200. The second cavity 282 may originate at the second
distal end 204 and extend to the cavity plug 284.
[0058] With reference to FIG. 6, the axle assembly 200 may be
further provided with a pair of starter holes 286. The pair of
starter holes 286 may include a first starter hole 288 (FIG. 4) and
a second starter hole 290. The starter holes 286 may be formed in
the second surface 230, thereby allowing for mechanical
communication between the second surface 230 and the second cavity
282. The axle assembly 200 may be further provided with a pair of
gearing holes 292. The pair of gearing holes 292 may include a
first gearing hole 294 (FIG. 4) and a second gearing hole 296. The
gearing holes 292 may be formed in the first surface 214, thereby
allowing for mechanical communication between the first surface 214
and the second cavity 282. The axle assembly 200 may be further
provided with an overdrive cover hole 298. The overdrive cover hole
298 may be formed in the axle assembly 200 and may be formed in the
cavity plug 284. The axle assembly 200 may be further provided with
a plurality of fuel holes 300, such as fuel holes 302, 304, 306,
308. The fuel holes 300 may be formed in the axle assembly 200 such
that fluid communication may exist between the first surface 214
and the first cavity 280.
[0059] With reference to FIG. 4, the axle assembly 200 may be
further provided with a first starter mount 310 and a second
starter mount 320. The first starter mount 310 may take the form of
a cylindrical hole defining a second axis A2, the second axis A2
may be parallel to the first axis A1. The second starter mount 320
may take the form of a cylindrical hole defining a third axis A3,
the third axis A3 may be parallel to the first axis A1 and the
second axis A2. The starter mounts 310, 320 may be formed through
the first protrusion 216 and the second protrusion 236.
Furthermore, the starter mounts 310, 320 may be formed into, but
not completely through the portion defined by the third surface
250.
[0060] With reference to FIG. 2, the hub motor 100 may be provided
with a pair of covers 350. The pair of covers 350 may include a
first cover 352 and a second cover 372 (FIG. 7). The first cover
350 may take the form of a disk having a generally circumferential
edge 354. The first cover 352 may be provided with a first face 356
and an oppositely disposed second face 358. The circumferential
edge 354, the first face 356 and the second face 358 may define the
disk-like configuration of the first cover 352. Bearing mounts may
be formed in the first cover 352, such as a first bearing mount
360. The first bearing mount 360 may be located at the center of
the first cover 352. The first cover 352 may be provided with as
second bearing mount 362 and a third bearing mount 364. The second
bearing mount 362 may be formed at a first distance D1 (FIG. 35)
from the first bearing mount 360. In one exemplary embodiment, the
first distance D1 may be about 2.88 inches. The third bearing mount
364 may be formed at a second distance D2 (FIG. 35) from the first
bearing mount 360. In one exemplary embodiment, the second distance
D2 may be about 2.75 inches. Furthermore, the bearing mounts 360,
362, 364 may take the form of holes through the first cover 352
thereby extending from the first face 356 to the second face 358.
The first cover 352 may be further provided with a plurality of
attachment holes 366 such as a first attachment hole 368. The first
attachment hole 368 may be formed in-line with the bearing mounts
360, 362, 364.
[0061] With reference to FIG. 7, the second cover 372 may take the
form of a disk having a generally circumferential edge 374. The
second cover 372 may be provided with a first face 376 and an
oppositely disposed second face 378 (FIG. 38). The circumferential
edge 374, the first face 376 and the second face 378 may define the
disk-like configuration of the second cover 372. Bearing mounts may
be formed in the second cover 372, such as a fourth bearing mount
380. The fourth bearing mount 380 may be located at the center of
the second cover 372. The second cover 372 may be provided with as
fifth bearing mount 382 and a sixth bearing mount 384. The fifth
bearing mount 382 may be formed at a third distance D3 from the
fourth bearing mount 380. In one exemplary embodiment, the third
distance D3 may be about 2.88 inches. The sixth bearing mount 384
may be formed at a fourth distance D4 from the fourth bearing mount
380. In one exemplary embodiment, the fourth distance D4 may be
about 2.75 inches. Furthermore, the bearing mounts 380, 382, 384
may take the form of holes through the second cover 372 thereby
extending from the first face 376 to the second face 378. The
second cover 372 may be further provided with a plurality of
attachment holes 386 such as a first attachment hole 388. The first
attachment hole 382 may be formed in-line with the bearing mounts
380, 382, 384.
[0062] With reference to FIGS. 8-12, the hub motor 100 may be
provided with a hub 400. The hub 400 may define a fourth axis A4.
The hub 400 may be provided with a generally cylindrical member 402
that may be located concentric to the forth axis A4. The
cylindrical member 402 may include an external cylindrical face 403
and an oppositely disposed internal cylindrical face 405. With
reference to FIG. 8, the hub 400 may be provided with a first face
404 and an oppositely disposed second face 406. The cylindrical
member 402 may be generally formed between the first face 404 and
the second face 406. The hub first face 404 may be provided with a
plurality of spoke holes 410, such as spoke holes 412, 414, 416,
418. The spoke holes 410 may be formed equidistant from the fourth
axis A4 and equally spaced between each other. The hub second face
406 may be provided with a plurality of spoke holes 420, such as
spoke holes 422, 424, 426, 428. The spoke holes 420 may be formed
equidistant from the fourth axis A4 and equally spaced from each
other.
[0063] With continued reference to FIG. 8, the hub 400 may be
further provided with a first flange 440 and an oppositely disposed
second flange 480.
[0064] With reference to FIG. 9, the first flange 440 may be formed
as a protrusion on the inside surface of the cylindrical member
402. The first flange 440 may be provided with a first face 442, an
oppositely disposed second face 444 (FIG. 8) and an edge 446. The
first flange 440 may be provided with a groove 450 formed in the
first face 442. The first flange 440 may be provided with a
plurality of threaded holes 460, such as threaded holes 462, 464,
466. The threaded holes 460 may be formed equidistant from the
fourth axis A4 and equally spaced from each other.
[0065] With reference to FIG. 8, the second flange 480 may be
formed as a protrusion on the inside surface of the cylindrical
member 402. The second flange 480 may be provided with a first face
482, an oppositely disposed second face 484 and an edge 486. The
second flange 480 may be provided with a groove 490 (FIG. 12)
formed in the first face 482. The second flange 480 may be provided
with a plurality of threaded holes 492, such as threaded holes 494
(FIG. 12), 496, 498. The threaded holes 492 may be formed
equidistant from the fourth axis A4 and equally spaced from each
other.
[0066] With reference to FIG. 10, the hub 400 may be provided with
an engine 500. Although the engine 500 is shown and described
herein as a two-stroke engine, it is to be understood that other
types of engines may be employed. Other types of engines include,
but are not limited to, diesel engines, rotary engines and
four-stroke engines. In the event that the four-stroke engine is
utilized, at least two valves may be actuated to control the flow
of combustible gases and exhaust gases. The engine 500 may be
formed on the outside surface of the cylindrical member 402. The
engine 500 may be formed directly on the cylindrical member 402, or
alternatively may be removably attached thereto. The engine 500 may
be located on the external cylindrical face 403; such placement may
allow the engine 500 to be exposed to air (flowing there past) to
cool the engine 500. The engine 500 may have a combustion chamber
530 (FIG. 12) taking the form of a cylinder 504 having one end
thereof closed. The closed end of the engine 500 may be referred to
herein as the head 502. The engine head 502 may be provided with a
threaded hole 508 capable of receiving a sparkplug 510 (FIG.
2).
[0067] With reference to FIG. 11, the engine cylinder 504 may
define a fifth axis A5. In one exemplary embodiment, the fifth axis
A5 may be formed perpendicular to the fourth axis A4. The engine
cylinder 504 may be provided with a plurality of fins 520, such as
fins 522, 524. The fins 520 may be formed on the engine cylinder
504.
[0068] With reference to FIG. 12, the engine combustion chamber 530
may be provided with an intake port 532 and an exhaust 534 (FIG.
11). In one exemplary embodiment, the intake port 532 and the
exhaust 534 (FIG. 11) may be configured in a manner typical for
two-stroke engines. The hub motor 100 may be further provided with
a muffler 536 (FIG. 2). The muffler 536 may be attached to the
engine exhaust 534. In one exemplary embodiment, the exhaust 534
may be configured such that it defines a substantially long chamber
that `wraps` radial around the hub cylindrical member 402.
[0069] With continued reference to FIG. 12, the hub 400 may be
provided with a counterbalance 550. The counterbalance 550 may be
formed on the outside surface of the hub cylindrical member 402.
The counterbalance 550 may be provided with a first face 552 and an
oppositely disposed second face 554. The counterbalance 550 may
also be provided with a radial member 556. The radial member 556
may be attached to the first and second faces 552, 554. In one
exemplary embodiment, the counterbalance 550 may be removably
attached to the hub cylindrical member 402. With reference to FIG.
9, the counterbalance 550 may define a fifth distance D5, the fifth
distance D5 may be the radius of curvature of the radial member
556. In one exemplary embodiment, the fifth distance D5 may be
about 5.0 inches. The vertex of a circle defined by the radial
member 556 (having the radius of the fifth distance D5) may be
located at a sixth distance D6 from the center of the hub 400
defined by the fourth axis A4. In one exemplary embodiment, the
sixth distance D6 may be about 2.75 inches. With reference to FIG.
12, the counterbalance 550 may also define a seventh distance D7,
the seventh distance D7 may be the dimension between the insides of
the counterbalance first and second faces 552, 554. In one
exemplary embodiment, the seventh distance D7 may be about 0.50
inches.
[0070] With reference to FIGS. 13-15, the hub motor 100 may be
provided with a piston 600. The piston 600 may be provided with a
top 602 and a skirt 604. The piston 600 may define a sixth axis A6
located at the center of the skirt 604. The top 602 may integrally
formed with the skirt 604. The skirt 604 may be provided with a
groove 606 formed near the top 602 of the piston 600. The piston
600 may be further provided with a clevis pin hole 610 extending
there through. With reference to FIG. 14, the clevis pin hole 610
may define a seventh axis A7. In one exemplary embodiment, the
seventh axis A7 may be perpendicular to the sixth axis A6. The
piston 600 may be further provided with an exhaust vane 620 and an
oppositely disposed intake vane 622 (FIG. 15). The exhaust and
intake vanes 620, 622 may be formed on the skirt 604 at a location
oppositely disposed from the top 602. The piston 600 may be further
provided with a first stabilizer 630 and an oppositely disposed
second stabilizer 632. The stabilizers 630, 632 may be formed on
the skirt 604 at a location oppositely disposed from the top
602.
[0071] With reference to FIG. 16, the hub motor 100 may be provided
with a crank arm 650. The crank arm 650 may be provided with a
first hole 652 and an oppositely disposed second hole 654. The
first hole 652 may be separated from the second hole 654 by a
thirteenth distance D13. In one exemplary embodiment, the
thirteenth distance D13 may be about 2.0 inches.
[0072] With reference to FIGS. 17-20, the hub motor 100 may be
provided with an input assembly 700. The input assembly 700 may be
provided with a crankshaft 702 that may include a first portion 704
and a second portion 706. The crankshaft first potion 704 may be
separated from (but mechanically connected to) the crankshaft
second portion 706 by a crank assembly 720. The crank assembly 700
may include a first crank 722 and a second crank 724. The crank
assembly 700 may further include a crank pin 730. The first crank
722 may be attached to, or integrally formed with, the crankshaft
first portion 704. The crank pin 730 may be attached to, or
integrally formed with, the first crank 722. The second crank 724
may be attached to, or integrally formed with, the crank pin 730.
The crankshaft second portion 706 may be attached to, or integrally
formed with, the second crank 724. With reference to FIG. 18, the
crankshaft 702 may define an eighth axis A8 located at the center
thereof. The crank pin 730 may define a ninth axis A9 located at
the center thereof. In one exemplary embodiment, the eighth axis A8
may be parallel to the ninth axis A9 and may be separated by an
eighth distance D8. In one exemplary embodiment, the eighth
distance D8 may be about 0.375 inches. With reference to FIG. 19,
the input assembly 700 may be provided with a first gear 740. The
first gear 740 may be provided with a plurality of teeth 742 formed
in the outermost perimeter thereof. The first gear 740 may be
attached to the crankshaft first portion 704. In one exemplary
embodiment, the first gear 740 may be a spur gear having a
twenty-degree pressure angle and a diametrical pitch of twelve
teeth per inch; the gear 740 may have an effective diameter of one
inch. With reference to FIG. 20, the input assembly second crank
724 may be provided with a blind hole 750. The blind hole 750 may
take the form of a blind hole formed in the input assembly second
crank 724.
[0073] With reference to FIG. 21, the hub motor 100 may be provided
with a first gear assembly 800. The first gear assembly 800 may
define a tenth axis A10. The first gear assembly 800 may be
provided with a second gear 810 and a third gear 860. The second
gear 810 may be provided with a first face 812 and an oppositely
disposed second face 814. The second gear 810 may be provided with
a plurality of teeth 816 formed on the outermost perimeter
thereof.
[0074] With reference to FIG. 22, the second gear first surface 812
may be provided with an overrun clutch 820. The overrun clutch 820
may be provided with an inner bearing surface 822. In one exemplary
embodiment, the inner bearing surface 822 may be formed with a
substantially cylindrical profile that is equidistant from the
tenth axis A10. The inner bearing surface 822 may be interrupted by
a plurality of pin detents 830, such as pin detent 832. Pin detent
832 may be provided with a first end 834 and an oppositely disposed
second end 836. The pin detent first end 834 may define a ninth
distance D9. The pin detent second end 836 may define a tenth
distance D10. In one exemplary embodiment, the ninth distance D9
may be greater than the tenth distance D10; it is noted that the
relationship between the ninth and tenth distances D9, D10 may be
reversed depending on overrunning characteristics that are required
according to the direction of rotation of the wheel 16. In one
exemplary embodiment, the ninth distance D9 may be about 0.135
inches, while the tenth distance D1 may be about 0.110 inches. The
overrun clutch 820 may be provided with a bearing face 840; the
bearing face 840 may be substantially perpendicular to the tenth
axis A10. With reference to FIG. 23, the first gear assembly 800
may be provided with a protrusion 850 formed on the second gear
second face 814. The protrusion 850 may be provided with a first
face 852 and an oppositely disposed second face 854. Additionally,
the protrusion 850 may be provided with a hole 856 there through.
The protrusion first face 852 may be located on the same plane as
the overrun clutch bearing face 840 and the second gear second face
814. In one exemplary embodiment, the second gear 810 may be a spur
gear having a twenty-degree pressure angle and a diametrical pitch
of twelve teeth per inch; the second gear 810 may have an effective
diameter of 4.75 inches.
[0075] With reference to FIGS. 23 and 24, the third gear 860 may be
provided with a first face 862 and an oppositely disposed second
face 864. The third gear 860 may be provided with a plurality of
teeth 866 formed on the outermost perimeter thereof. The third gear
860 may also be provided with a hole 868 (FIG. 23) there through.
In one exemplary embodiment, the third gear first face 862 may be
located on the same plane as the first gear assembly protrusion
second face 854. In one exemplary embodiment, the third gear 860
may be press-fit onto a protrusion (not shown) formed on the second
gear 810 due to manufacturing considerations. In one exemplary
embodiment, the third gear 860 may be a spur gear having a
twenty-degree pressure angle and a diametrical pitch of twelve
teeth per inch; the third gear 860 may have an effective diameter
of one inch.
[0076] With reference to FIG. 22, the first gear assembly 800 may
be provided with a plurality of holes 890, such as holes 892, 894.
The plurality of holes 890 may reduce the overall weight of the
first gear assembly 800.
[0077] With reference to FIGS. 25 and 26, the hub motor 100 may be
provided with a second gear assembly 900. The second gear assembly
900 may be provided with a shaft 902 defining an eleventh axis A11.
The second gear assembly 900 may be further provided with a fourth
gear 910 and a fifth gear 930. The fourth gear 910 may be provided
with a first face 912 and an oppositely disposed second face 914.
The fourth gear 910 may be provided with a plurality of teeth 916
formed on the outermost perimeter thereof. The fourth gear 910 may
be fixedly attached to the shaft 902 in any one of a number of
ways, such as with a setscrew (not shown) or with a press-fit. In
one exemplary embodiment, the fourth gear 910 may be a spur gear
having a twenty-degree pressure angle and a diametrical pitch of
twelve teeth per inch; the fourth gear 910 may have an effective
diameter of about 4.50 inches.
[0078] With reference to FIG. 25, the second gear assembly fourth
gear 910 may be provided with a plurality of holes 918, such as
holes 920, 922. The plurality of holes 918 may reduce the overall
weight of the second gear assembly 900.
[0079] With reference to FIG. 26, the second gear assembly fifth
gear 930 may be provided with a first face 932 and an oppositely
disposed second face 934. The fifth gear 930 may be provided with a
plurality of teeth 936 formed on the outermost perimeter thereof.
The fifth gear 930 may be fixedly attached to the shaft 902 in any
one of a number of ways, such as with a setscrew (not shown) or
with a press-fit. In one exemplary embodiment, the fifth gear 930
may be a spur gear having a twenty-degree pressure angle and a
diametrical pitch of twelve teeth per inch; the fifth gear 930 may
have an effective diameter of one inch.
[0080] With reference to FIGS. 27-31, the hub motor 100 may be
provided with a third gear assembly 1000. The third gear assembly
1000 may define a twelfth axis A12. The third gear assembly 1000
may be provided with a sixth gear 1010. The sixth gear 1010 may be
provided with a first face 1012 and an oppositely disposed second
face 1014. The sixth gear 1010 may be provided with a plurality of
teeth 1016 formed on the outermost perimeter thereof. With
reference to FIG. 28, the sixth gear first surface 1012 may be
provided with an overrun clutch 1020. The overrun clutch 1020 may
be provided with an inner bearing surface 1022. In one exemplary
embodiment, the inner bearing surface 1022 may be formed with a
substantially cylindrical profile that is equidistant from the
twelfth axis A12. The inner bearing surface 1022 may be interrupted
by a plurality of pin detents 1030, such as pin detent 1032. Pin
detent 1032 may be provided with a first end 1034 and an oppositely
disposed second end 1036. The pin detent first end 1034 may define
an eleventh distance D11. The pin detent second end 1036 may define
a twelfth distance D12. In one exemplary embodiment, the eleventh
distance D11 may be greater than the twelfth distance D12; it is
noted that the relationship between the eleventh and twelfth
distances D11, D12 may be reversed depending on overrunning
characteristics that are required. In one exemplary embodiment, the
eleventh distance D11 may be about 0.135 inches, while the twelfth
distance D12 may be about 0.110 inches.
[0081] With reference to FIG. 29, the third gear assembly 1000 may
be provided with a starter protrusion 1040. The starter protrusion
1040 may take the form of a cylinder defining an inside surface
1042 and an outside surface 1044. The starter protrusion 1040 may
be further provided with a first face 1046 and an oppositely
disposed second face 1048. The starter protrusion 1040 may be
formed on the third gear assembly 1000 such that the starter
protrusion second surface 1048 resides in the same plane as the
sixth gear first surface 1012. Furthermore, the starter protrusion
inside surface 1042 may be formed with a substantially cylindrical
profile that is equidistant from the twelfth axis A12. The starter
protrusion 1040 may be provided with a threaded hole 1060 extending
from the outside surface 1044 to the inside surface 1042. In one
exemplary embodiment, the sixth gear 1010 may be a spur gear having
a twenty-degree pressure angle and a diametrical pitch of twelve
teeth per inch; the sixth gear 1010 may have an effective diameter
of 4.50 inches.
[0082] With reference to FIG. 31, the third gear assembly 1000 may
be provided with a plurality of holes 1018. The plurality of holes
1018 may reduce the overall weight of the third gear assembly
1000.
[0083] With reference to FIG. 32, the hub motor 100 may be provided
with an overdrive cover 1100. The overdrive cover 1100 may define a
thirteenth axis A13. The overdrive cover 1100 may be provided with
a first face 1102 and an oppositely disposed second face 1104. The
overdrive cover 1100 may be provided with a center hole 1110
located at the center thereof and extending from the first face
1102 to the second face 1104. The overdrive cover center hole 1110
may be formed with a substantially cylindrical profile that is
equidistant from the thirteenth axis A13. The overdrive cover 1100
may be further provided with an attachment hole 1120. The
attachment hole 1120 may be formed in-between the first face 1102
and the second face 1104. The attachment hole 1120 may also be
formed with a threaded portion for receiving a setscrew (not shown)
therein. The overdrive cover 1100 may be provided with a first post
1130 and a second post 1140. The first post 1130 may be formed on
the second face 1104. The first post 1130 may take a substantially
cylindrical form defining a central axis that is parallel to the
thirteenth axis A13. The second post 1140 may be formed on the
second face 1104. The second post 1140 may take a substantially
cylindrical form defining a central axis that is parallel to the
thirteenth axis A13.
[0084] With reference to FIG. 33, the hub motor 100 may be provided
with a plurality of pads 1150, such as pad 1152. Although only pad
1152 will be described herein, it is to be understood that pad 1152
may be substantially similar to the plurality of pads 1150. The pad
1152 may be provided with a first face 1154 and an oppositely
disposed second face 1156. The pad 1152 may be further provided
with an internal surface 1160 and an external surface 1162. The pad
1152 may be provided with an attachment hole 1158. The attachment
hole 1158 may be formed in the pad 1152 and extend from the first
face 1154 to the second face 1156. Furthermore, the attachment hole
1158 may define a central axis that may be substantially parallel
to the internal and external surfaces 1160, 1162.
[0085] With reference to FIG. 34, the hub motor 100 may be provided
with an overdrive disk 1200. The overdrive disk 1200 may define a
fourteenth axis A14. The overdrive disk 1200 may be provided with a
first face 1202 and an oppositely disposed second face 1204. The
overdrive disk 1200 may be further provided with an internal
surface 1206 and an oppositely disposed external surface 1208. The
overdrive disk internal and external surfaces 1206, 1208 may be
formed with a substantially cylindrical profiles that are,
respectively, equidistant from the fourteenth axis A14.
[0086] With continued reference to FIG. 34, the hub motor 100 may
also be provided with a starter disk 1250 (which may be
substantially similar to the overdrive disk 1200). The starter disk
1250 may define a fifteenth axis A15. The starter disk 1250 may be
provided with a first face 1252 and an oppositely disposed second
face 1254. The starter disk 1250 may be further provided with an
internal surface 1256 and an oppositely disposed external surface
1258. The starter disk internal and external surfaces 1256, 1256
may be formed with a substantially cylindrical profile that are,
respectively, equidistant from the fifteenth axis A15. It is noted
that although the starter disk 1250 and the overdrive disk 1200 may
take similar forms, their actual dimensions may be adjusted as
required.
[0087] Having provided exemplary members of one embodiment of the
hub motor 100, a description of an exemplary assembled will now be
provided.
[0088] With reference to FIG. 35, the hub motor 100 may be
configured such that the first cover 352 may be rotationally
attached to the axle assembly 200 by a first bearing 110. The first
bearing 110 may be adjacent to both the first bearing mount 360 and
the axle assembly first surface 214 (FIG. 3). The second cover 372
(FIG. 7) may be rotationally attached to the axle assembly 200 by a
second bearing 112 (FIG. 38). The second bearing 112 may be
inserted into both the second cover first bearing mount 380 (FIG.
7) and the axle assembly fourth surface 260 (FIG. 3). With
continued reference to FIG. 35, the hub 400 may be fixedly attached
to the cover plates 350 by screws (not shown). The first cover 352
may be attached to the hub 400 via the plurality of attachment
holes 366 and the plurality of hub holes 460 (FIG. 9) through which
the screws may be inserted. The second cover 372 may be attached to
the hub 400 via the plurality of attachment holes 386 and the
plurality of hub holes 492 (FIG. 8) through which screws may be
inserted. Attachment of the hub 400 to the cover plates 350 thereby
allows the hub 400 to rotate about the axle assembly 200. It should
be noted that the cover plates 350 may be attached such that the
bearing mounts (e.g. first cover bearing mounts 360, 362, 364 and
the second cover bearing mounts 380, 382, 384) are in-line with the
fifth axis A5 (FIG. 9).
[0089] With continued reference to FIG. 35, the hub motor 100 may
be further assembled by rotationally attaching the input assembly
700 to the cover plates 350. The input assembly 700 may be
rotationally attached to the first cover plate 352 by a third
bearing 114. The third bearing 114 may be adjacent to both the
second bearing mount 362 and the crank assembly first portion 704
(FIG. 17). The input assembly 700 may be rotationally attached to
the second cover plate 372 by a fourth bearing 116 (FIG. 38). The
fourth bearing 116 may be adjacent to both the second bearing mount
382 (FIG. 7) and the crank assembly second portion 706 (FIG.
17).
[0090] With continued reference to FIG. 35, the hub motor 100 may
be further assembled by rotationally attaching the second gear
assembly 900 to the cover plates 350. The second gear assembly 900
may be rotationally attached to the first cover plate 352 by a
fifth bearing 118. The fifth bearing 118 may be adjacent to both
the third bearing mount 364 and the second gear assembly shaft 902
(FIG. 25). The second gear assembly 900 may be rotationally
attached to the second cover plate 372 by a sixth bearing 120 (FIG.
38). The sixth bearing 120 may be adjacent to both the third
bearing mount 384 (FIG. 7) and the second gear assembly shaft
902.
[0091] With reference to FIG. 36, the exemplary assembly of the hub
motor 100 may be further described by showing the assembly with the
covers 350 removed there from. As shown, the axle assembly 200
provides a central member about which all the components may rotate
(the exception being driving conditions when the third gear
assembly and/or the first gear assembly may be drivingly engaged to
the axle assembly 200, such situation will be described later
herein). The description of the exemplary assembly of the hub motor
100 may continue by beginning at the piston 600 and working through
the assembly to the axle assembly 200. The piston 600 may be
assembled such that the skirt 604 may be in slidable contact with
the engine cylinder combustion chamber 530. The piston 600 may be
assembled such that the top 602 may be movable adjacent to the
engine head 502. The piston 600 may be assembled into the engine
500 such that the exhaust vane 620 (FIG. 13) may slide across the
engine exhaust 534 (FIG. 11). The piston 600 may also be assembled
into the engine 500 such that the intake vane 622 (FIG. 15) may
slide across the engine intake port 532 (FIG. 11). The piston 600
may also be assembled into the engine 500 such that the piston
seventh axis A7 (FIG. 15) is substantially parallel to the hub
fourth axis A4 (FIG. 12). The piston 600 may also be assembled into
the engine 500 such that the piston sixth axis A6 (FIG. 15) is
substantially parallel to the hub fifth axis A5 (FIG. 12).
Furthermore, a ring (not shown) may be installed on the piston
groove 606 (FIG. 13).
[0092] With reference to FIG. 37, the hub motor 100 may be further
assembled by attaching the crank arm 650 to the piston 600. The
assembly of the crank arm 650 to the piston 600 may occur by-way-of
a clevis pin (not shown). The clevis pin may contact the clevis pin
hole 610 and the crank arm first hole 652 (FIG. 16). Such
attachment of the crank arm 650 to the piston 600 allow the crank
arm 650 to pivot about the piston seventh axis A7.
[0093] With continued reference to FIG. 37, the hub motor 100 may
be further assembled by attaching the crank arm 650 to the input
assembly 700. Such attachment of the crank arm 650 to the input
assembly 700 may be a pivotable connection. The crank arm second
hole 654 (FIG. 16) may contact the crank pin 730 (FIG. 17). Such
attachment of the crank arm 650 to the input assembly 700 may allow
the crank arm 650 to pivot about the input assembly ninth axis A9
(FIG. 18).
[0094] The configuration of the hub motor 100 may allow for the
input assembly first gear 740 to be drivingly engaged with the
first gear assembly second gear 810. This configuration may result
in rotation of the input assembly 700 being transferred to the
first gear assembly 800 by-way-of the first gear teeth 742 second
gear teeth 816.
[0095] The hub motor 100 may be further assembled by rotationally
attaching the first gear assembly 800 to the axle assembly 200. As
shown in FIG. 37, the assemblage of the first gear assembly 800 and
the axle assembly 200 may result in the first gear assembly
protrusion hole 856 (FIG. 23) and the first gear assembly third
gear hole 868 (FIG. 23) being in contact with the axle assembly
first surface 214. The first gear assembly 800 may be assembled
with the axle assembly 200 such that the first gear assembly third
gear second face 864 (FIG. 21) is adjacent to the axle assembly
first protrusion first face 218 (FIG. 3).
[0096] With reference to FIG. 38, the hub motor 100 may be further
assembled such that the second gear assembly 900 is drivingly
engaged with the first gear assembly 800. This drivable engagement
may be provided by placing the first gear assembly third gear 860
into contact with the second gear assembly fourth gear 910. Such
contact between the third gear 860 and the fourth gear 910 may
occur by the third gear teeth 866 contacting the fourth gear teeth
916. This contact of the teeth 866, 916 may render the first gear
assembly 800 drivable engaged with the second gear assembly
900.
[0097] With continued reference to FIG. 38, the hub motor 100 may
be further assembled such that the third gear assembly 1000 is
drivingly engaged with the second gear assembly 900. This drivable
engagement may be provided by placing the second gear assembly
fourth gear 930 into contact with the third gear assembly fifth
gear 1010. Such contact between the fourth gear 930 and the fifth
gear 1010 may occur by the fourth gear teeth 936 contacting the
fifth gear teeth 1016. This contact of the teeth 936, 1016 may
render the second gear assembly 900 drivably engaged with the third
gear assembly 1000.
[0098] The hub motor 100 may be further assembled by rotationally
attaching the third gear assembly 1000 to the axle assembly 200. As
shown in FIG. 38, the assemblage of the third gear assembly 1000
and the axle assembly 200 may result in the third gear assembly
inner bearing surface 1022 (FIG. 28) being in contact with the axle
assembly third surface 250 (FIG. 3).
[0099] The third gear assembly 1000 may be assembled with the axle
assembly 200 such that the third gear assembly pin flange 1038
(FIG. 28) is essentially coplanar with the axle assembly third
shoulder 262 (FIG. 3). Furthermore, the starter protrusion second
face 1048 (FIG. 29) may be coplanar with the axle assembly second
protrusion second face 240 (FIG. 3). The third gear assembly 1000
may be rotationally attached to the axle assembly 200 via the
starter disk 1250 (FIG. 34). The starter disk 1250 may be into the
assembly such that the starter disk external surface 1258 contacts
the third gear assembly starter protrusion inside surface 1042
(FIG. 29). The starter disk 1250 may be further assembled such that
the starter disk second surface 1254 (FIG. 29) contacts the axle
assembly second protrusion first face 238 (FIG. 3). The starter
disk 1250 may be fixedly attached to the third gear assembly 1000
by a setscrew (not shown) inserted through the third gear assembly
threaded hole 1060. The setscrew may be tightened such that the
starter disk 1250 may not rotate with respect to the third gear
assembly 1000. The starter disk 1250 may allow for rotational
attachment of the third gear assembly 1000 to the axle assembly 200
about the first axis A1, while limiting non-conforming translation
along the first axis A1.
[0100] With reference to FIG. 37, the first gear assembly overrun
clutch 820 may be assembled by placing a plurality of pins 824 into
the plurality of pin detents 830, such as pin 826 being placed into
pin detent 832. The description provided herein will be directed to
the single pin 826 and pin detent 832, it should be understood that
this description is adequate for describing the plurality of pins
824 and pin detents 830. The pin 826 may be placed in pin detent
832 such that the pin 826 is captured between the pin detent 832
and the overdrive disk 1200. It should be noted that in one
exemplary embodiment, the overdrive disk first face 1202 may be
positioned adjacent to the first gear assembly first face 812. Such
adjacent placement of the overdrive disk 1200 to the first gear
assembly 800 may result in the overdrive disk external surface 1208
being slidably adjacent to the first gear assembly inner bearing
surface 822. Furthermore this adjacent placement may also place the
overdrive disk second face 1204 (FIG. 34) adjacent to the first
gear assembly bearing face 840 (FIG. 22). This captured placement
of the pin 826 may allow the pin to exert contact force on both the
pin detent 832 and the overdrive disk external surface 1208 if the
pin 826 is positioned near the pin detent second end 836. However,
if the pin 286 is positioned near the pin detent first end 834, the
pin 826 does not exert substantial forces on the pin detent 832 and
the overdrive disk external surface 1208. In one embodiment, the
assembly may be provided with a small spring (not shown) that urges
the pin 826 away from the pin detent first end 834. It should be
apparent to those skilled in the art that this overrun clutch 820
may allow rotational movement between the first gear assembly 800
and the overdrive disk 1200 when rotating in one direction, however
not allowing rotational movement when rotating in the opposite
direction.
[0101] With reference to FIG. 39, the hub motor 100 may be further
assembled by providing an overdrive 1270. The overdrive 1270 may be
assembled by placing a pair of pads 1272 between the axle assembly
200 and the overdrive disk 1200. It is noted that the assemblage of
one pad will be provided, it should be understood that the second
pad may be assembled in a similar manner. Pad 1152 may be assembled
with the first gear assembly 800 and the overdrive disk 1200 such
that the pad first face 1154 (FIG. 33) may be adjacent to the first
gear assembly bearing face 840 (FIG. 22). Furthermore, the pad
internal surface 1160 may be adjacent to the axle assembly first
surface 214, and the pad external surface 1162 may be adjacent to
the overrun clutch internal surface 1206.
[0102] With continued reference to FIG. 39, the overdrive 1270 may
be further assembled by installing the overdrive cover 1100 to
capture the pins 824 and the pads 1272. The overdrive cover 1100
may be positioned such that the center hole 1110 thereof contacts
the axle assembly first surface 214. The overdrive cover 1100 may
be positioned such that the overdrive cover second face 1104 may
contact the overdrive disk first face 1202, the first gear assembly
first face 812 (FIG. 37), and the pad second face 1156.
Furthermore, the overdrive cover first post 1130 may be placed into
contact with the pad hole 1158. The second pad of the pair of pads
1272 may be captured in a similar manner by the overdrive cover
second post 1140. The overdrive cover 1100 may be positioned on the
axle assembly 200 such that the overdrive cover attachment hole
1120 aligns with the axle assembly overdrive cover hole 298. An
attachment pin (not shown) may be placed into the overdrive cover
attachment hole 1120 and positioned through the axle assembly
overdrive cover hole 298 to secure the overdrive cover 1100 and all
parts interfaced therewith. This attachment pin may be anchored
into position by a pair of setscrews (not shown) threaded into the
overdrive cover attachment hole 1120.
[0103] With continued reference to FIG. 39, the third gear assembly
overrun clutch 1020 may be assembled by placing a plurality of pins
1024 into the plurality of pin detents 1030 (FIG. 29), such as pin
1026 being placed into pin detent 1032 (FIG. 28). The description
provided herein will be directed to the single pin 1026 and pin
detent 1032 (FIG. 18), it should be understood that this
description is adequate for describing the plurality of pins 1024
and pin detents 1030. The pin 1026 may be placed in pin detent 1032
(FIG. 29) such that the pin 1026 is captured between the pin detent
1032 and the pin flange 1038 (FIG. 29). The pin 1026 may be further
captured by the axle assembly second protrusion second face 240
(FIG. 3) and the axle assembly third surface 250. Such captured
placement of the pin 1026 may allow for rotationally sliding
contact of the third gear assembly inner bearing surface 1022 (FIG.
28) to the axle assembly third surface 250. This captured placement
of the pin 1026 may allow the pin to exert contact force on both
the pin detent 1032 (FIG. 28) and the axle assembly third surface
250 (FIG. 3) if the pin 1026 is positioned near the pin detent
second end 1036. However, if the pin 1026 is positioned near the
pin detent first end 1034 (FIG. 28), the pin does not exert
substantial forces on the pin detent 1032 and the axle assembly
third surface 250. In one embodiment, the assembly may be provided
with a small spring (not shown) that urges the pin 1026 away from
the pin detent first end 1034. It should be apparent to those
skilled in the art that this overrun clutch 1020 may allow
rotational movement between the third gear assembly 1000 and axle
assembly 200 when rotating in one direction, however not allowing
rotational movement when rotating in the opposite direction.
[0104] With continued reference to FIG. 39, the hub motor 100 may
be further assembled by providing a starter 1300 between the axle
assembly 200 and the starter disk 1250. The starter 1300 may be
provided with a pair of pads 1302, such as pad 1304. It is to be
understood that pad 1304 may be substantially similar to pad 1152.
It is noted that the assemblage of one pad 1304 (also referred to
herein as pad 1152) will be provided, it should be understood that
the second pad may be assembled in a similar manner. Pad 1152 may
be positioned between the starter disk 1250 and the axle assembly
200 such that the pad external surface 1162 may be adjacent to the
starter disk inside surface 1256. Furthermore, the pad internal
surface 1160 (FIG. 33) may be adjacent to the axle assembly second
surface 230 (FIG. 3). This placement may result in the pad first
face 1154 (FIG. 33) being adjacent to the axle assembly second
protrusion first face 238 (FIG. 3). This placement may also result
in the pad second face 1156 being adjacent to the axle assembly
first protrusion second face 220 (FIG. 3). Furthermore, the pad
1152 may be hingedly attached to the axle assembly 200 by a starter
pin (not shown). The starter pin may be positioned in the first
starter mount 310 (FIG. 4) and the pad hole 1158 (FIG. 33). Such
hinged attachment may allow for movement of the pad external
surface 1162 away from the first axis A1, while inhibiting rotation
of the pad 1152 about the first axis A1.
[0105] With reference to FIG. 40, the hub motor 100 may be provided
with a starter/overdrive selector assembly 1350. The
starter/overdrive selector assembly 1350 may be provided for
actuation of the starter pads 1302 and/or the overdrive pads 1272.
The starter/overdrive selector assembly 1350 may be provided with a
rod 1360. With reference to FIG. 41, the rod 1360 may define a
sixteenth axis A16. The rod 1360 may define a first distal end 1362
and an oppositely disposed second distal end 1364. The rod 1360 may
take a substantially cylindrical form defined by a surface 1366,
the rod surface 1366 may have features formed therein. The rod 1360
may be provided with a first ramp 1370 and a second ramp 1380. The
first ramp 1370 may be formed in the rod surface 1366 somewhat near
the second distal end 1364. The second ramp 1380 may be formed in
the rod surface 1366 between the first ramp 1370 and the second
distal end 1362. The first ramp 1370 may be provided with a first
surface 1372 and a second surface 1374. The first surface 1372 may
take a substantially cylindrical form that may be parallel to the
sixteenth axis A16. The second surface 1374 may take the form of a
portion of a cone, of which the vertex may be located on the
sixteenth axis A16. The small end of the conical second surface
1374 may intersect the first surface 1372. The large end of the
conical second surface 1374 may intersect the rod surface 1366.
[0106] The second ramp 1380 may be provided with a first surface
1382 and a second surface 1384. The first surface 1382 may take a
substantially cylindrical form that may be parallel to the
sixteenth axis A16. The second surface 1384 may take the form of a
portion of a cone, of which the vertex may be located on the
sixteenth axis A16. The small end of the conical second surface
1384 may intersect the first surface 1382. The large end of the
conical second surface 1384 may intersect the rod surface 1366. The
rod 1360 may be further provided with a connector 1390 formed near
the first distal end 1362.
[0107] With reference to FIG. 40, the starter/overdrive selector
assembly 1350 may be further provided with a cable 1394. The cable
1394 may be attached to the rod connector 1390 and a selector 1400
(FIG. 1). The starter/overdrive selector assembly 1350 may be
provided with a pair of starter actuator balls 1410 and a pair of
overdrive actuator balls 1412. Additionally, the starter/overdrive
selector assembly 1350 may be provided with a return spring 1392
(FIG. 40). The starter/overdrive selector assembly 1350 may be
assembled with the axle assembly 200 by placing the rod 1360 into
the axle assembly 282 second cavity. The starter actuator balls
1410 may be place in the starter holes 286. The starter actuator
balls 1410 may be captured by the starter holes 286, the rod first
ramp first surface 1372 (FIG. 41) and the pair of starter pads
1300. The overdrive actuator balls 1412 may be placed in the
gearing holes 292. The second pair of actuator balls 1412 may be
captured by the gearing holes 292, the rod second ramp first
surface 1382 (FIG. 41) and the pair of overdrive pads 1272. The
return spring may urge the rod 1360 such that the rod second distal
end 1364 (FIG. 41) may be adjacent to the cavity plug 284. When the
rod 1360 is urged by the return spring 1392, the starter/overdrive
selector assembly 1350 may be placed into a first condition. During
this first condition, the first ramp first surface 1372 may be
adjacent to the starter holes 286. With the first ramp first
surface 1372 adjacent to the starter holes 286, the starter
actuator balls 1410 may not be place under compressive forces.
Therefore, the starter pads 1300 may not be exerting substantial
force on the third gear assembly starter disk 1350 (FIG. 39).
During this first condition, the second ramp first surface 1382 may
be adjacent to the gearing holes 292. With the second ramp first
surface 1382 adjacent to the gearing holes 292, the overdrive
actuator balls 1412 may not be place under compressive forces.
Therefore, the overdrive pads 1272 may not be exerting substantial
force on the overdrive disk 1200.
[0108] When the rod 1360 is urged by the cable 1394, the
starter/overdrive selector assembly 1350 may be placed into a
second condition. During this second condition, the first ramp
second surface 1374 (FIG. 41) may be adjacent to the starter holes
286. With the first ramp second surface 1374 adjacent to the
starter holes 286, the starter actuator balls 1410 may be place
under compressive forces. Therefore, the starter pads 1300 may be
exerting force on the third gear assembly starter disk 1250 (FIG.
39). During this second condition, the second ramp second surface
1384 may be adjacent to the gearing holes 292. With the second ramp
second surface 1384 adjacent to the gearing holes 292, the
overdrive actuator balls 1412 may be place under compressive
forces. Therefore, the overdrive pads 1272 may be exerting
substantial force on the overdrive disk 1200 (FIG. 39). It should
be noted that in one exemplary embodiment, when the hub motor 100
is in the second condition, the third gear assembly 1000 may be
fixedly (i.e. non-rotatably) attached to the axle assembly 200.
Additionally, in this exemplary second condition, the overdrive
disk 1200 may be fixedly (i.e. non-rotatably) attached to the axle
assembly 200.
[0109] With reference to FIG. 38, the hub motor 100 may be provided
with a carburetor 1500. The carburetor 1500 may be any one of a
variety of carburetors such as, for example, a diaphragm
carburetor, a needle-jet carburetor, or other metering device known
to those skilled in the art. As shown in FIG. 38, a needle-jet
carburetor 1500 may be provided with a connection 1502 (e.g.
threads) for fixedly attaching the carburetor 1500 to the axle
assembly 200 (it is noted that the axle assembly 200 is fixedly
attached to the bicycle 10, therefore the carburetor 1500 is
fixedly attached to the bicycle 10). The carburetor 1500 may be
further provided with an air passage 1510. The air passage 1510 may
originate at an intake 1512. The air passage intake 1512 may be
attached to an air filter 1514. The filter 1514 may be provided
with an outlet to which an internal passage 1516 may be attached.
The internal passage 1516 may be attached to a mixing zone 1518.
The mixing zone 1518 may be attached to a check valve 1530, such as
a reed valve. The check valve 1530 may be attached to the threaded
connection 1502.
[0110] With continued reference to FIG. 38, the carburetor 1500 may
be further provided with a fluid passage 1540. The fluid passage
1540 originates at an intake 1542. The fluid passage intake 1542
may be attached to a jet 1544. The jet 1544 may be configured in
the mixing zone 1518. It is noted that the connections between
components of the carburetor 1500 may be referred to herein as
being in `fluid communication` with each other. As used herein, the
term fluid communication means that air and/or fluid may be
transported between two areas (e.g. the engine may be in fluid
communication with the carburetor). The carburetor may be further
provided with a throttle plate 1550. The throttle plate 1550 may be
configured such that flow of air through the air passage 1510 may
be selectively controlled. This selective control of the air
passage 1510 may be controlled via a throttle cable 1560 to which
the throttle plate 1550 is attached. The throttle cable 1560 may be
attached to a throttle grip 1564 (FIG. 1).
[0111] With reference to FIG. 1, the hub motor 100 may be further
provided with a fuel tank 1600 the fuel tank 1600 may be attached
to the fluid passage intake 1542 (FIG. 38) via a fuel line
1602.
[0112] With reference to FIG. 38, having provided a description of
exemplary components of the carburetor 1500, a description of the
transfer of fuel from the fuel tank 1600 to the engine 500 will now
be provided. Fuel, such as, for example, gasoline, hydrogen,
ethanol, propane, etc. may be stored in the fuel tank 1600. The
fuel may travel from the fuel tank 1600 through the fuel line 1602
to the fluid passage intake 1542. After entering the fluid passage
intake 1542, the fuel may travel to the jet 1544. At the jet 1544,
the fuel may be mixed with air that is traveling through the air
passage 1510 in the mixing zone 1518. It is noted that the air may
be purified by the filter 1514 to remove any contaminates
therefrom. This mixture of the air and the fuel in the mixing zone
1518 results in an combustible air/fuel mixture. This air/fuel
mixture may also be referred to herein as a combustible mixture, a
combustible gas, or other equivalents describing a mixture which is
combustible.
[0113] In a process to be described later herein, the combustible
mixture may travel from the mixture zone 1518 past the check valve
1530, and through the threaded connection 1502 and into the axle
assembly 200. The combustible mixture may travel from the axle
assembly first distal end 202, through the first cavity 280 and to
the fuel holes 300. Once the combustible mixture travels to the
fuel holes 300, the mixture may enter an interior portion 102 of
the hub motor 100.
[0114] With reference to FIG. 36, the hub motor interior portion
102 may be defined as the area of the hub motor 100 substantially
encased by the covers 350 and the hub 400. It should be noted that
this interior portion 102 may be substantially air-tight wherein a
pressure may be applied thereto and retained for a duration of
time. Additionally, this interior portion may be configured such
that it substantially retains a vacuum as well as a pressure. A
pair of O-rings (not shown) may be positioned in the hub first
flange groove 450 and the hub second flange groove 590. This
interior portion 102 may receive the combustible mixture from the
carburetor 1500 via the fuel holes 300. This combustible mixture
may disperse throughout the entire interior portion, thereby being
`available` at the combustion chamber intake port 532 (FIG. 12). It
is noted that as used herein, the term `available` when referenced
to the combustible mixture may mean that the combustible mixture is
accessible in a substantial quantity to allow for proper operation
of the engine 500.
[0115] The hub motor 100 may be provided with an ignition system
1650. Although ignition systems are known to those skilled in the
art, one particular embodiment will now be described. It is noted
that this exemplary embodiment is provided for illustrative
purposes only and may be modified or replaced depending on
performance objectives. The ignition system 1650 may be a Hall
Effect type wherein a controller monitors the performance of the
engine 500 and adjusts the spark of the sparkplug 510 accordingly.
The ignition system 1650 receives input that the piston 600 is
located at the uppermost portion of the engine (i.e. the
combustible media is fully compressed). This input may be provided
by a mechanical point or a Hall Effect device sensing presence of a
magnet located in the input assembly second crank blind hole 750
(FIG. 20). The ignition system 1650 sends electricity to the
sparkplug 510 that ignites the combustible media contained within
the engine combustion chamber 530. As part of this ignition system
1650, electricity may be provided by a battery pack, alternator or
magneto.
[0116] With reference to FIG. 2, the wheel 14 may be assembled by
providing the hub motor 100 with a rim 130, a tire 132, a tube 134
and a plurality of spokes 136, such as spokes 138, 140. The
plurality of spokes 136 may be utilized to attach the rim 130 to
the hub 400. Such attachment of the rim 130 to the hub 400 may be
accomplished by lacing the spokes 136 through the hub spoke holes
410, 420. It should be noted that if the engine 500 obstructs the
spokes 136, the engine 500 may have spoke clearance grooves formed
therein. The wheel 14 may be rotationally attached to the bicycle
10 by fixedly attaching the axle assembly 200 to the forks 18. This
fixed attachment of the axle assembly 200 to the forks 18 may
utilize threaded nuts (not shown). A first nut may attach the axle
assembly first distal end 202 to the first fork distal end mounting
plate 54. A second nut may attach the axle assembly second distal
end 204 to the second fork distal end mounting plate 64.
[0117] Exemplary operation of the hub motor 100 will now be
described. The operation may result in a number of conditions such
as an off condition, a starting condition, an idling condition and
an operating condition. The operating condition may be provided
with at least a first condition and a second condition.
[0118] The off condition of the hub motor 100 will now be
described. During the off condition, the hub motor 100 doe not
consume any fuel. In this condition, the third gear assembly
overrun clutch 1020 and the first gear assembly overrun clutch 820
may allow for the hub motor 100 to `overrun` the axle assembly 200.
As used herein the term `overrun` may be defined as a condition
wherein a first element is allowed to rotate freely around a second
element. In the case of the third gear assembly overrun clutch
1020, the third gear assembly 1000 may rotate freely about the axle
assembly 200 (i.e. the third gear assembly 1000 overruns the axle
assembly 200). In the case of the first gear assembly overrun
clutch 820, the first gear assembly 800 may rotate freely about the
axle assembly 200. In this off condition, the bicycle 10 may be
used as a conventional transportation device by pedaling the cranks
40 and the hub motor 100 does not impart any forces on the forward
movement.
[0119] The starting condition of the hub motor 100 will now be
described. The process of starting the engine 500 may occur during
when a user desires to bring the hub motor 100 to the idling and/or
operating condition from the off condition. Assuming that the
bicycle 10 is in motion in the first direction D1 (FIG. 1), during
the starting condition, the starter/overdrive selector assembly
1350 may be activated (previously described herein as the
starter/overdrive selector assembly second condition). Activation
of the starter/overdrive selector assembly 1350 may result in the
rod 1360 displacing the pair of starter actuator balls 1410 away
from the first axis A1. This displacement of the starter actuator
balls 1410 may result in the starter pads 1302 inhibiting
rotational movement of the third gear assembly 1000 about the axle
assembly 200. This lack of rotational movement between the third
gear assembly 1000 and the axle assembly 200 may also be refereed
to herein as fixedly attaching the third gear assembly 1000 to the
axle assembly 200. This attachment may result in rotational
movement of the hub motor 100 causing movement of the piston 600.
Such piston movement may result in the piston 600 reciprocating in
the engine 500 along the fifth axis A5. By reciprocating in the
engine 500, the piston compresses any combustible mixture located
in the engine 500. With compression of the combustible mixture, the
engine 500 may be started by providing a spark (unless the engine
500 is configured in a diesel format). The ignition system 1650 may
provide this spark via the sparkplug 510. Once the engine receives
this spark, the engine may be placed into the idling condition.
[0120] The idling condition of the hub motor 100 will now be
described. During the idling condition, the hub motor 100 may be
consuming fuel and therefore considered to be running. In this
idling condition, the third gear assembly overrun clutch 1020 and
the first gear assembly overrun clutch 820 may allow for the hub
motor 100 to `overrun` the axle assembly 200 (assuming that the
starter/overdrive selector assembly is returned to the first
condition; this condition may be referred to herein as an
underpowered condition). Utilizing the third gear assembly overrun
clutch 1020, the third gear assembly 1000 may rotate freely about
the axle assembly 200. Utilizing the first gear assembly overrun
clutch 820, the first gear assembly 800 may rotate freely about the
axle assembly 200. This idling condition allows the engine 500 to
be running, but not actually accelerating the bicycle 10.
[0121] The operating condition of the hub motor 100 will now be
described. During the operating condition, the engine 500
accelerates the bicycle 10 by taking in clean combustible mixture,
compressing the combustible mixture, igniting the combustible
mixture (thereby creating a spent mixture) and exhausting the spent
mixture. The process of igniting combustible mixtures is well known
in the art of internal combustion engines, however a brief
description will now be provided. With reference to FIG. 36, at the
outset, the combustible mixture located in the hub interior portion
102 may be drawn into the combustion chamber 530 through the intake
port 532 (FIG. 12). The piston 600 may move in a second direction
D2 thereby compressing the combustible mixture in the combustion
chamber 530. At the top of the stroke of the piston 600, the
ignition system 1650 may send a signal to the sparkplug 510. The
sparkplug 510 may ignite the compressed combustible mixture thereby
moving the piston 600 in a third direction D3. This piston movement
in the third direction D3 may impart a force on the input assembly
700. Once the piston 600 passes the exhaust 534, the spent gas may
be expelled from the combustion chamber 530 to the muffler 536. As
the spent gas is expelled, the combustible mixture is drawn into
the combustion chamber 530 through the intake port 532 (FIG. 12).
The process continues as required, thereby providing rotation of
the input assembly 700. Force applied to the input assembly 700 may
be harnessed to cause rotation of the input assembly 700. This
rotation of the input assembly 700 may be transmitted through the
hub motor 100 to cause rotation of the hub motor 100. Rotation of
the hub motor 100 is mirrored by the rim 130 and tire 132. Rotation
of the tire 132 urges the bicycle 10 in the first direction D1.
[0122] During the first operating condition, the hub motor 100 may
be configured such that the bicycle 10 may operate at relatively
lower speeds. This relatively lower speed may require that the
relatively high revolutions per minute (RPM) of the engine 500 be
converted to the relatively low revolutions per minute of the wheel
14. In order to reduce the high RPMs of the engine 500 to the low
RPMs of the wheel 14, the third gear assembly 100 may be drivingly
engaged with the axle assembly. Therefore, in the first operating
condition, the energy applied to the input assembly 700 by the
piston 600 may travel through the first gear assembly 800 to the
second gear assembly 900. The energy may be further transferred
from the second gear assembly 900 to the third gear assembly 1000.
In one exemplary embodiment, such transmission of energy may result
in a reduction of the engine RPMs from 5000 RPM to 50 RPM through a
100:1 reduction. This reduction may be accomplished through the
combination of the first, second and third gear assemblies 800,
900, 1000.
[0123] During the second operating condition, the hub motor 100 may
be configured such that the bicycle 100 may operate at relatively
high speeds. This relatively high speed may require that the
relatively high revelations per minute (RPM) of the engine 500 be
converted to the relatively higher revolutions per minute (when
compared to the first operating condition) of the wheel 14. In
order to minimize the reduction of the high RPMs of the engine 500
to the higher RPMs of the wheel 14, the first gear assembly 800 may
be drivingly engaged with the axle assembly 200. Therefore, in the
second operating condition, the energy applied to the input
assembly 700 may travel to the first gear assembly 800. In one
exemplary embodiment, such transmission of energy may result in a
reduction of the engine RPMs from 2000 RPM to 333 RPM through a 6:1
reduction.
[0124] In both the first and second driving conditions, the first
gear assembly overrun clutch 820 and the third gear assembly
overrun clutch 1020 may serve to control the power input of the
engine 500. When employed, the overrun clutches 820, 1020 allow the
engine 500 to accelerate the bicycle 10 in the first direction D1,
while substantially prohibiting deceleration in the first direction
D1. As such, the user my pedal the bicycle 10 with the cranks 40 to
either assist or solely-power the bicycle 10.
[0125] For descriptive purposes only, an exemplary scenario will be
provided. With reference to FIG. 1, a user (not shown) may be
located on the bicycle 10. At the outset, the hub motor 100 is in
the off condition. The user begins to ride the bicycle 10 in the
first direction D1 by pedaling the cranks 40. Pedaling of the
cranks 40 causes movement of the chain 42. Movement of the chain 42
causes counterclockwise CCW rotation of the rear wheel 16. The
rotation of the rear wheel 16 may cause movement in the first
direction D1. Movement of the rear wheel 16 is mirrored by the
frame 12 and the front wheel 14. This movement of the front wheel
14 also causes counterclockwise CCW rotation of the front wheel
14.
[0126] Rotation of the front wheel 14 may allow for the user to
invoke the starting condition of the hub motor 100. The user may
desire to invoke the starting condition in order to urge the hub
motor 100 into the operating condition so that the bicycle 10 may
be propelled by the hub motor 100. During this stating condition,
the user may select the starter/overdrive selector assembly
selector 1400 to place the starter/overdrive selector assembly 1350
into the second condition. Such activation of the selector 1400 may
urge the cable 1394, thereby causing movement of the rod 1360. As
previously described movement of the rod 1360 displaces the starter
pads 1302, the third gear assembly 1000 may become temporarily
fixedly attached to the axle assembly 200. By temporarily fixedly
attaching the third gear assembly 1000 to the axle assembly 200,
the gear assemblies 800, 900, 1000 may begin to rotate with respect
to the hub 400 and the engine 500 attached thereto. The movement of
the gear assemblies may cause the piston 600 to reciprocate in the
engine 500 in a manner previously described. This reciprocation of
the piston 600 acts as a `fuel pump` that draws combustible media
from the carburetor 1500 (it should be noted that access to fuel is
controlled by the users input to the throttle grip 1564). In a
process previously described, the combustible media is introduced
into the combustion chamber 1530 and ignited by the ignition system
1650. As the piston 600 reciprocates, the ignition of combustible
media adds energy to the hub motor 100.
[0127] The energy added to the hub motor 100 via the piston 600 is
transferred to the input assembly 700 in a manner previously
described. This energy may be transferred to the axle assembly 200
such that the bicycle 10 accelerates in the first direction D1.
Once the user desires to maintain a speed in the first direction
D1, input of energy by the engine 500 may be reduced. This
reduction of input by the engine 500 may be invoked through the
users selection of the throttle grip 1564. With a reduction of the
combustible media input through the throttle grip 1564, the engine
100 may be placed into the idling condition. During this idling
condition, the engine 500 may still be running, however it is not
contributing to movement in the first direction D1. This idling
condition may continue until the user desires to accelerate in the
first direction D1, upon occurrence, for example, of a straight
section of road. To accelerate, the user may activate the throttle
grip 1564 to open the throttle plate 1550. An increase in air
flowing through the air passage 1510 may also increase the flow of
fuel from the jet 1544. Increased flow of air and fuel, may result
in an increase in combustible media being available for the engine
500. This increased availability of combustible media may allow the
engine 500 to contribute more energy to the hub motor 100. As this
increased energy is imparted on the hub motor 100, the third gear
overrun clutch 820 may be urged into the condition wherein the axle
assembly 200 is substantially fixedly attached to the third gear
assembly 1000. With this fixed attachment, the bicycle 10 may begin
to accelerate in the first direction D1. This process may continue
indefinitely (so long as fuel reserves exist) until the user
desires to place the hub motor into the off condition. Such
activation may occur by shutting off the supply of fuel and/or
shutting of the ignition system 1650.
[0128] If during the previously described operating condition the
user desires to travel at a higher velocity in the first direction
D1, the user may invoke the second driving condition. By activating
the starter/overdrive selector assembly selector 1400, the user may
cause the overdrive pads 1272 to fixedly attach the overdrive disk
1200 to the axle assembly 200. By fixedly attaching the overdrive
disk 1200 to the axle assembly 200, the gearing ratio of the hub
motor 100 may be decreased. By decreasing the hub motor gearing
ratio, the bicycle 10 may be powered in the first direction D1 at
an increased speed because the engine 500 does not have to run at
high RPMs. This activation of the selector 1400 may result in the
revolutions of the engine 500 to be reduced by one of two
factors.
[0129] As shown in FIGS. 42 and 43, in one alternative embodiment,
the hub motor 100 may be provided with a fuel rail 1700. The fuel
rail 1700 may be configured such that a receiving end 1702 captures
fuel and/or combustible mixture from the fuel holes 300 located in
the axle assembly 200. The captured fuel and/or combustible mixture
may be transported from the fuel holes 300 to the intake port 532
through the fuel rail 1700. The fuel rail 1700 may transport this
fuel as a liquid or as a combustible mixture; such alternatives
depend on the placement of a carburetor. If the carburetor is
placed near the engine 500, the fuel rail 1700 will transport
liquid. However, if the carburetor is fixedly located on the
bicycle 10 (as shown in FIG. 38), then the fuel rail 1700 will
transport a combustible mixture. If the fuel rail 1700 transports a
combustible mixture, the input assembly 700 may require a confined
portion 1720 from which the combustible mixture may be drawn. In
the event that a confined portion 1720 is implemented, the hub
internal portion 102 may have a lubricant located therein (this
lubricant would not be mixed with the combustible mixture). If
employed, the fuel rail 1700 allows throttle response to be
relatively quick because the volume (contained in the confined
portion 1720) which is being pressurized by the piston 600 is
substantially less then the volume referred to as the hub interior
portion 102. When the confined portion 1720 is employed, bearings
to support the input assembly 700 may be supported by the confined
portion 1720. Additionally, the fuel rail 1700 and confined portion
1720 may allow the check valve 1530 to be located such that the
confined portion 1720 is separated from the fuel rain 1700. This
check valve may be configured as a rotary valve as illustrated in
FIG. 44. FIG. 44 illustrates one type of rotary valve 1750. The
rotary valve 1750 may be provided with a stationary body 1760 that
has an intake port 1762 formed therein. The rotary valve 1750 may
also be provided with features formed in the input assembly 700
such as an intake passage 1770 and an intake port 1772. The rotary
valve 1750 may be configured to allow the confined portion 1720 to
be pressurized by blocking flow of combustible media from the
confined portion 1720 towards the fuel holes 300. Additionally the
rotary valve 1750 may allow the engine 500 to run at higher speeds
because the pressurization of the confined portion 1720 may
continue even thought the speeds are relatively high.
[0130] In one alternative embodiment, the fuel may be provided with
a quantity of lubricant. This lubricant may be dispersed within the
hub interior 102 thereby lubricating the moving components (e.g.
the gear assemblies 800, 900, 1000).
[0131] In one alternative embodiment, the overrun clutches 820,
1020 may take the form of a ratchet and a pawl. This ratchet and
pawl configuration of the overrun clutches 820, 1020 may operate in
a similar manner as the pin detent configuration.
[0132] In one alternative embodiment, the starter/overdrive
selector assembly 1350 may be configured to allow for independent
selection of the starter pads 1302 and the overdrive pads 1272.
This embodiment may, for example, employ a rod substantially
similar to rod 1360 with the exception being that the first and
second ramps 1370, 1380 may be configured with opposing
orientation.
[0133] In one alternative embodiment, the engine 500 may take the
form of an electric motor. This electric motor may be configured
such that the gear assemblies and/or overdrive assemblies may be
implemented therewith.
[0134] In one alternative embodiment, the hub motor 100 may be
provided with a centrifugal clutch formed between the two of the
gears. One such location for the centrifugal clutch is location
between the third gear 860 and the second gear 810. With reference
to FIG. 21, the centrifugal clutch may be configured such that the
second gear 810 may rotate while the third gear 860 remains
relatively stationary. The centrifugal clutch may engage the third
gear 860 when the speed of rotation of the engine 500 is above its
minimum idling speed (e.g. 1750 revolutions per minute). Although
many types of centrifugal clutch may allow this type of engagement,
a spring-loaded centrifugal clutch often acts upon a steel bell.
When the second gear 810 rotates fast enough, the force of the
spring is overcome, thereby engaging the third gear 860 with the
second gear 810.
[0135] Another alternative embodiment may incorporate other types
of starter mechanisms such as flat-disk friction pads that act in a
concentric manner rather than acting in a radial manner as
illustrated herein. In this alternative embodiment, the starter
mechanism may operate similar to the operation of a disk brake on
an automobile (rather than as a drum-brake).
[0136] In another alternative embodiment illustrated in FIG. 42,
the muffler 536 may be formed in a semi-circular manner to match
the profile of the hub 400. The muffler 536 may be attached to the
engine 500 via the exhaust port 534. Mounting posts (not shown) may
be provided to attach the muffler 536 to the hub 400 at a variety
of positions.
[0137] While illustrative embodiments have been described in detail
herein, it is to be understood that the inventive concepts may be
otherwise variously embodied and employed and that the appended
claims are intended to be construed to include such variations
except insofar as limited by the prior art.
* * * * *