# US 9,434,374 B2 · Apparatus including operation-switch assembly for switching propulsion operation of vehicle > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 9,434,374 B2 - Document ID: US9434374B2 - Status: Granted - Kind: B2 - Application number: 14/324,788 - Filed: 2014-07-07 - Published: 2015-02-12 - Granted: 2016-09-06 - Earliest claimed: 2013-08-12 - Applicants: Che Hang Cliff Chan - Inventors: Che Hang Cliff Chan - Web page: https://patentgrep.com/patent/US9434374B2 ## CPC - B60W 10/196: acting within the driveline, e.g. retarders - A63C 17/015: {with wheels arranged in two pairs} - A63C 17/12: with driving mechanisms - A63C 17/265: {with handles or hand supports} - B60K 17/043: {Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel} - B60L 7/12: for vehicles propelled by DC motors - B60L 7/26: Controlling the braking effect - B60L 8/003: {Converting light into electric energy, e.g. by using photo-voltaic systems} - B60L 15/2036: {Electric differentials, e.g. for supporting steering vehicles} - B60L 50/16: with provision for separate direct mechanical propulsion - B60L 50/52: characterised by DC-motors - B60L 50/66: {Arrangements of batteries} - B60W 10/08: including control of electric propulsion units, e.g. motors or generators - B62K 3/002: {without a seat, i.e. the rider operating the vehicle in a standing position, e.g. non-motorized scooters; non-motorized scooters with skis or runners} - B62K 13/00: Cycles convertible to, or transformable into, other types of cycles or land vehicle (cycle supports or stands equipped with additional wheels for ride stabilisation B62H1/12) - A63C 2203/12: Electrically powered or heated - A63C 2203/18: Measuring a physical parameter, e.g. speed, distance - B60K 7/0007: {the motor being electric} - B60K 2007/0061: {the motor axle being parallel to the wheel axle} - B60L 2200/10: Air crafts - B60L 2200/12: Bikes - B60L 2200/20: Vehicles specially adapted for children, e.g. toy vehicles - B60L 2200/32: Waterborne vessels - B60L 2220/44: Wheel Hub motors, i.e. integrated in the wheel hub - B60L 2240/12: Speed - B60L 2240/421: Speed - B60L 2240/423: Torque - B60L 2250/24: by lever actuation - Y02T 10/70: Energy storage systems for electromobility, e.g. batteries - Y02T 10/7072: Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors - Y02T 10/72: Electric energy management in electromobility - B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT - A63C: SKATES; SKIS; ROLLER SKATES; DESIGN OR LAYOUT OF COURTS, RINKS OR THE LIKE (water skis B63B32/00, B63B34/00) - B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES - B60L: PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES (arrangements or mounting of electrical propulsion units or of plural diverse prime-movers for mutual or common propulsion in vehicles B60K1/00, B60K6/20; arrangements or mounting of electrical gearing in vehicles B60K17/12, B60K17/14; preventing wheel slip by reducing power in rail vehicles B61C15/08; dynamo-electric machines H02K; control or regulation of electric motors H02P); SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES (electric coupling devices combined with mechanical couplings of vehicles B60D1/64; electric heating for vehicles B60H1/00); ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL (control or regulation of electric motors H02P); MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES - B62K: CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDECARS, FORECARS, OR THE LIKE - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract An apparatus includes a vehicle configured to support the user. The apparatus also includes an operation-switch assembly configured to be supported by the vehicle. The operation-switch assembly is also configured to switch propulsion operation of the vehicle between a first propulsion-operation mode and a second propulsion-operation mode. In the first propulsion-operation mode, the operation-switch assembly is also configured to permit propulsion of the vehicle to be influenced by a power-train assembly being configured to generate a power-train force. In the second propulsion-operation mode, the operation-switch assembly is also being configured to: (A) permit propulsion of the vehicle to be influenced by a non power-train force, and (B) permit propulsion of the vehicle to be not influenced by the power-train force of the power-train assembly. ## Claims ### Claim 1 An apparatus for a user and for a vehicle being configured to support the user, the apparatus comprising: an operation-switch assembly being configured to be supported by the vehicle, and the operation-switch assembly also being configured to switch propulsion operation of the vehicle between a first propulsion-operation mode and a second propulsion-operation mode; in the first propulsion-operation mode, the operation-switch assembly also being configured to permit propulsion of the vehicle to be influenced by a power-train assembly being configured to generate a power-train force; and in the second propulsion-operation mode, the operation-switch assembly also being configured to: permit propulsion of the vehicle to be influenced by a non power-train force; and permit propulsion of the vehicle to be not influenced by the power-train force of the power-train assembly; and a wheel assembly being configured to operatively couple to the vehicle in such a way that the wheel assembly transmits a torque force that facilitates rolling movement of the vehicle relative to a surface; and the operation-switch assembly including a friction-gear assembly being configured to operatively couple to the power-train assembly in such a way that the power-train assembly rotates the friction-gear assembly once operated; and wherein: the wheel assembly includes: a first wheel assembly; and a second wheel assembly being spaced apart from the first wheel assembly; and the friction-gear assembly includes: a first friction gear; and a second friction gear being spaced apart from the first friction gear; and the power-train assembly includes: a first electric motor being configured to drive the first wheel assembly via the first friction gear; and a second electric motor being spaced apart from the first electric motor, and being configured to drive the second wheel assembly via the second friction gear. ### Claim 2 (depends on 1) The apparatus of claim 1, wherein: in the second propulsion-operation mode, the operation-switch assembly is configured to not permit the power-train assembly to: increase propulsion of the vehicle; and decrease the propulsion of the vehicle. ### Claim 3 (depends on 1) The apparatus of claim 1, wherein: the operation-switch assembly is also configured, in the first propulsion-operation mode, to engage the power-train assembly in such a way that propulsion of the vehicle is influenced by the power-train assembly; and the operation-switch assembly is also configured, in the second propulsion-operation mode, to disengage the power-train assembly in such a way that propulsion of the vehicle is not influenced by the power-train force of the power-train assembly. ### Claim 4 (depends on 1) The apparatus of claim 1, wherein: in the first propulsion-operation mode, the vehicle is propellable by application of the power-train force generated by the power-train assembly; and in the second propulsion-operation mode, the vehicle is propellable by application of a user-motive force generated by the user. ### Claim 5 (depends on 1) The apparatus of claim 1, wherein: in the first propulsion-operation mode, propulsion of the vehicle is influenced by any one of: an acceleration operation of the power-train assembly; and a braking operation of the power-train assembly. ### Claim 6 (depends on 1) The apparatus of claim 1, wherein: in an acceleration operation of the power-train assembly, the power-train assembly is configured to apply any one of: a full application of the power-train force being configured to any one of increase and maintain propulsion of the vehicle; and a partial application of the power-train force being configured to any one of increase and maintain the propulsion of the vehicle. ### Claim 7 (depends on 1) The apparatus of claim 1, wherein: in a braking operation of the power-train assembly, the power-train assembly is configured to apply a power-train braking force being configured to reduce the speed of the vehicle by application of any one of: a full application of the power-train braking force being configured to reduce the speed of the vehicle; and a partial application of the power-train braking force being configured to reduce the speed of the vehicle. ### Claim 8 (depends on 1) The apparatus of claim 1, wherein: the operation-switch assembly is also configured in such a way that in the second propulsion-operation mode, the power-train force of the power-train assembly does not propel the vehicle, and the vehicle does not experience a retarding force from the power-train assembly so that the speed of the vehicle is not negatively impacted by the power-train assembly. ### Claim 9 (depends on 1) The apparatus of claim 1, wherein: the operation-switch assembly is also configured in such a way that in the second propulsion-operation mode, the power-train force of the power-train assembly does not propel the vehicle but remains active and ready for immediate and available use on standby mode when required once the operation-switch assembly, in use, switches the operation of the vehicle to the first propulsion-operation mode. ### Claim 10 (depends on 1) The apparatus of claim 1, wherein: the operation-switch assembly is also configured in such a way that the vehicle operates in the second propulsion-operation mode in which the vehicle is operated in any one case in which the vehicle: is propelled in response to application of the non power-train force; and maintains its vehicular momentum with a desired speed. ### Claim 11 (depends on 1) The apparatus of claim 1, wherein: the operation-switch assembly is also configured in such a way that the vehicle operates in the first propulsion-operation mode in which the vehicle is propelled in response to application of the power-train force generated by the power-train assembly. ### Claim 12 (depends on 1) The apparatus of claim 1, wherein: in the second propulsion-operation mode, the operation-switch assembly is also configured to permit the vehicle to freewheel; and in the first propulsion-operation mode, the operation-switch assembly is also configured to permit the vehicle to not freewheel. ### Claim 13 (depends on 1) The apparatus of claim 1, wherein: in the first propulsion-operation mode, the power-train assembly is operatively engaged with the wheel assembly in such a way that the vehicle is propelled in response to the power-train assembly transferring the power-train force to the wheel assembly, and the vehicle is propelled by the power-train force; and in the second propulsion-operation mode, the power-train assembly is operatively disengaged from the wheel assembly in such a way that the power-train force is not received by the wheel assembly from the power-train assembly, and the vehicle is operated in any one case in which the vehicle is: propelled by the non power-train force; and maintained at a desired speed by way of vehicular momentum associated with the vehicle. ### Claim 14 (depends on 1) The apparatus of claim 1, wherein: the operation-switch assembly includes: a control assembly being configured to actuate operation of the operation-switch assembly. ### Claim 15 (depends on 1) The apparatus of claim 1, wherein: in the first propulsion-operation mode, the friction-gear assembly receives, at least in part, the power-train force from the power-train assembly and transmits, at least in part, the power-train force in such a way that the power-train force, in use, influences propulsion of the vehicle; and in the second propulsion-operation mode, the friction-gear assembly is configured to receive, at least in part, the power-train force from the power-train assembly, and the friction-gear assembly is also configured to not transmit the power-train force in such a way that the power-train force does not influence propulsion of the vehicle, and the friction-gear assembly does not influence vehicular momentum and the application of the non power-train force for propelling the vehicle. ### Claim 16 (depends on 1) The apparatus of claim 1, wherein: a frame assembly being configured to operatively support rotation of the friction-gear assembly, and the frame assembly being configured to switchably move the friction-gear assembly between the first propulsion-operation mode and the second propulsion-operation mode; and a control assembly being configured to couple to the frame assembly, and the control assembly also being configured to actuate movement of the frame assembly in such a way that: in the second propulsion-operation mode, the friction-gear assembly does not operatively transmit the power-train force from the power-train assembly; and in the first propulsion-operation mode, the friction-gear assembly operatively transmits the power-train force from the power-train assembly.