With the aim of improving performance and traction capacity, a 2×2 drive system is being developed, unprecedented in a fully electric motorcycle.

The system is made up of an axial-flow PMAC electric motor arranged as a hub on the front wheel axle, specifically designed for this purpose, which is combined with the main motor to provide the assembly with higher total power, greater traction and therefore much higher acceleration on slippery surfaces.

A traction control manages the two motors to control the motorcycle with ease, by synchronizing the speed between the wheels, thanks to the information provided by sensors installed in both. The goal is that when the rear wheel spins under acceleration, the front motor synchronizes its speed, accelerating to correct the spin and get more traction.

In addition, automatic management of the torque and speed variables of each axle is made possible to optimize traction, allowing the user to adjust the distribution of torque to the corresponding engine to adapt driving to an oversteering or understeering tendency.

Rear-only or both (2×2) can be selected, automatically disconnecting the front motor when the second speed of the gear change is activated, since traction control is only necessary at low speeds.

With this system, a greater regeneration capacity can be obtained, thanks to the sum of the two motors, being able to select the regeneration percentage in each motor.

Due to its own concept of balancing battery cells by dissipating excess energy, passive BMS do not work with the vehicle running, but only when the vehicle is charging. Therefore, if a cell imbalance occurs while driving, the total range is limited by the state of charge of the lowest voltage cell.

In an active BMS, while the vehicle is running, the cells are continuously balanced, equalizing the state of charge of all of them and therefore optimizing their voltage level, allowing more energy to be available and increasing the autonomy of the battery.

In addition, with this system a decrease in the volume and weight of the prototype is obtained, with respect to a passive BMS, since it is not necessary to have resistors or heat sinks, which can affect the electronics and the batteries. In addition to reducing consumption when stationary, since it is not necessary for the BMS system to be working during these periods of time.

Thanks to the flexibility of the transmission system, various configurations with more than one electric motor are possible.

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