EP3154815A1 - Serielles elektrisches hybridfahrzeug mit variablem widerstand - Google Patents

Serielles elektrisches hybridfahrzeug mit variablem widerstand

Info

Publication number
EP3154815A1
EP3154815A1 EP15806472.5A EP15806472A EP3154815A1 EP 3154815 A1 EP3154815 A1 EP 3154815A1 EP 15806472 A EP15806472 A EP 15806472A EP 3154815 A1 EP3154815 A1 EP 3154815A1
Authority
EP
European Patent Office
Prior art keywords
pedal
vehicle
user
wheeled vehicle
generator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP15806472.5A
Other languages
English (en)
French (fr)
Other versions
EP3154815A4 (de
Inventor
Richard Kronfeld
Lyon Smith
Russell BROCKIN
Steve Castellotti
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rahtmobile LLC
Original Assignee
Rahtmobile LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US14/300,883 external-priority patent/US9505310B2/en
Application filed by Rahtmobile LLC filed Critical Rahtmobile LLC
Publication of EP3154815A1 publication Critical patent/EP3154815A1/de
Publication of EP3154815A4 publication Critical patent/EP3154815A4/de
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
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    • B60L2220/00—Electrical machine types; Structures or applications thereof
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    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention helps solve all of the aforementioned problems by producing an affordable electric vehicle fused with an enclosed recumbent exercise bicycle.
  • the experience of bike commuting, previously reserved for the most passionate sub-culture of bikers, will be opened up to the rest of the population who have a hard time riding in the rain, cold, dark, or other road conditions.
  • the carbon fiber body provides protection from the elements while this three-wheeled vehicle travels up to highway speeds powered by an in- wheel hub motor with sufficient range to reach the office, home or other desired location. Recharge is by standard household AC current, plus contribution from the integrated exercise pedals.
  • a mobile platform with GPS navigation links exercise profiles selected by the user to pedal resistances, simulating the hills and course of any length of road in the world, even while stuck in traffic.
  • the present invention will allow commuters to get their exercise during time that would otherwise be spent just sitting in a car. Bicycling can reduce transportation fatalities and promote health improvement.
  • the primary goal of the present invention is to provide a better bike commuter vehicle - a highway speed, covered, safe, one-or two-passenger, all weather, pedal recharging electric bike.
  • the central challenges of this project are how to build a system to vary the resistance at the pedals (like an exercise bike), send all the power that the person generates to the batteries without throwing any of it away, and generate enough power so that the rider contributes to the system as much as possible.
  • the present disclosure is directed to an electric vehicle.
  • the electric vehicle is a lightweight plug-in electric vehicle with human power input provided by a high output pedal-driven generator (the pedals are connected to a generator, not directly to the wheels).
  • the electric current generated by the driver goes into the vehicle's overall system to be used for recharging the battery bank.
  • the drivetrain is designed to increase and decrease pedal resistance, which translates into higher and lower levels of charging current to the battery.
  • the entire charging system can be switched to outboard mode and thus provide on-demand portable electric power.
  • the vehicle includes a computing device with a user interface that mimics an electric exercise bicycle, with both pre-set and custom exercise program profiles.
  • Drive wheel(s) provide regenerative braking.
  • a solar panel molded into the roof provides additional energy to the system.
  • the disclosed vehicle is highway capable with a top speed of approximately 90 mph.
  • the curb weight is approximately 600 pounds.
  • the body is composed of carbon fiber.
  • Recharge is by standard household AC current, plus contribution from the integrated exercise pedals.
  • a tablet style mobile platform with GPS navigation links exercise profiles selected by the user or driver to pedal resistances, simulating the hills and course of any length of road in the world, even while stuck in traffic.
  • FIG. 1 is a side view of one embodiment of the presently disclosed vehicle.
  • FIG. 2 is a diagram illustrating the design and function of the electronically controlled variable resistance recharging system and human power energy generation system.
  • FIG. 3 is a view of the pedal generator with infinitely variable in-hub bicycle transmission, flywheel generator, pulley and pedal cranks, according to one embodiment of the present invention.
  • FIG. 4 shows a top view of the pedal generator system with drive belts in place according to one embodiment of the present invention.
  • FIG. 5 is an example user interface according to one embodiment of the present invention.
  • FIG. 6 is an example user interface according to one embodiment of the present invention.
  • FIG. 7 is a schematic block diagram of an example computing system.
  • FIG. 8 shows a view of the steering wheel and controls according to one embodiment of the present invention.
  • FIG. 9 is a schematic of a variable resistance serial hybrid electric bicycle according to an example.
  • FIG. 10 is a block diagram of an example decision chart to select a mode of operation for the vehicle of the present disclosure.
  • FIG. 11 is a flow chart of an example method of operating a wheeled vehicle.
  • an embodiment of the wheeled vehicle 100 includes a frame.
  • the vehicle in images herein may be shown from different angles.
  • the frame is composed of 1" diameter hollow aluminum tubing, welded together.
  • An aluminum battery box made of 1/8" thick aluminum sheet metal is located at the bottom of the frame in the center of the vehicle.
  • a 1 ⁇ 4" thick aluminum sheet metal plate is bolted onto the frame rails on top of the battery box.
  • the battery box is located here because it is the lowest center of gravity for the vehicle.
  • the front suspension is composed of an A-arm on each side, 2 tie-rods on each side, a shock absorber, and a braking system including a 5" diameter hydraulic disk brake on each side, and wheel hubs on each side.
  • a lever on the left side of the steering wheel actuates both front left and front right hydraulic disk brakes.
  • the steering system can be a Mechanical Quadrant type configuration and consists of rods attached to a central steering column on one end and attached to a steel tab on the other end. Each of the rods is connected to a bearing on respective sides of the front end. Thus the front end rotates to turn the wheels to steer, or exert directional control, over the wheeled vehicle during operation.
  • the vehicle can include a front suspension where the wheels move from a first position to a second position.
  • a user can change the configuration of the front suspension from the first position where the distance between the wheels along an axis parallel to the centers of the wheels is at a maximum, such as when driving to enhance vehicle stability, to the second position where the distance between the wheels is at a minimum, such as when parking to minimize area occupied by the vehicle.
  • the rear wheel is connected to the frame via a welded steel swing arm.
  • the swing arm is hinged to a 1 ⁇ 2" thick aluminum plate in the rear of the frame.
  • One shock absorber on each side of the swing arms is connected to the frame.
  • An 8" disk hydraulic brake is part of the rear end suspension.
  • a lever on the steering wheel on the right side actuates the rear brake.
  • Figures 1 also illustrates the body of the vehicle.
  • the vehicle body is made of layers of carbon fiber and flexible structural foam core. Structural mount points and body strength will be achieved through sandwiching the foam core between layers of the carbon fiber.
  • the thickness of the body is approximately 1 ⁇ 4".
  • the body could be made of other lightweight metal or composite materials, such as KEVLAR, aluminum or fiberglass.
  • the vehicle body is, in a preferred embodiment, a single piece for greatly increased strength. It is lightweight, durable and aesthetically appealing.
  • the vehicle body is designed in an elongated, semi-ovoid shape in the form depicted in Figures 1.
  • the shape depicted is low profile and permits low
  • the inventive subject matter includes various embodiments of drive motor arrangements for the vehicle.
  • the electric vehicle uses an internal hub, brushless DC motor, including two separate motor windings and a housing for the motor windings, with a peak power of 50KW and constant power of 20KW, 100A-300A (19-24 Hp), lORPM/Volt. Placing the motor in the wheel hub increases efficiency, saves space and reduces complexity by utilizing a smaller number of moving parts.
  • the vehicle uses a 16.6 kHz, continuous 200A, peak 400A regenerative braking motor controller that manages the power flow of the battery, and motor.
  • the motor controller monitors battery voltage. It will stop driving if battery voltage is too high. It will cut back, then stop driving if voltage is going too low.
  • the motor controller provides regenerative braking through the motor, turning it into a generator to slow the vehicle and charge the battery.
  • the regenerative braking feature is fully programmable and can be adjusted from little or no regenerative braking, which will allow the vehicle to coast, to maximum braking, which would slow the vehicle very quickly.
  • the motor controller monitors motor temperature to prevent damage. The motor controller further cuts back current at low temperature and high temperature to protect battery and controller. The current will ramp down quickly if controller's temperature is higher than 90°C, and shut down at 100°C. Low temperature current ramping down usually starts at 0°C.
  • the vehicle uses a 4.6kWh battery pack made up of 36, 3.2V, 40Ah batteries in parallel, nominal voltage 120V.
  • the battery charge/discharge activity is handled by an energy management system (EMS) which is described in more detail below.
  • EMS energy management system
  • the EMS displays the condition of, and maintains the health of the batteries.
  • the computer will tell information like the battery state-of-charge, battery current, battery voltage as well as the voltage and temperature of individual cells.
  • the EMS is designed so that the battery monitoring is completely isolated from the regular vehicle 12V system.
  • the EMS is powered by an 8 core 32-bit microprocessor.
  • variable resistance generating mechanism can include, but is not limited to, any device that can create a force-varying load to resist work supplied by a user.
  • a variable resistance generating mechanism can include a pedal-driven electrical generator system where resistance can vary with the inclination of the vehicle.
  • the vehicle as disclosed may include a pedal-driven generator system with two essential parts that make it work, as described in detail below.
  • the pedal function of the vehicle is intended to mimic the operation of an electronic exercise bicycle. That is, the disclosed vehicle is programmable like an exercise bicycle.
  • the overall goal of the electronically controlled variable resistance recharging system (or ECVRR) component is to allow the user to dynamically adjust the "feel" of resistance at the pedals based on an arbitrary workout profile, independent of varying load on the main battery.
  • the increased physical resistance felt by a user as the program varies the pedaling intensity comes from the battery pack.
  • a dimmer switch and servomotor-controlled gear shifter are placed between the battery and the pedal generator, and are controlled by a tablet computer built into the vehicle.
  • the electronic dimmer switch When the exercise program's profile calls for steep hills, the electronic dimmer switch opens up, putting a greater battery recharge load on the generators, and the servo-controlled gear shifter adjusts the gear ratio to a higher gear, making it harder to pedal.
  • the dimmer switch closes and the servo adjusts the gear ratio to a lower gear and permits less current to go to the battery.
  • One program mode would use GPS or other location-tracking software to use terrain data as the basis for adjusting pedal resistance higher and lower.
  • the computer in conjunction with the generator, mimics the incline and decline of the roadway and thus produces artificial hills to provide the rider a more realistic biking experience based on actual terrain. Any energy generated recharges the vehicle's battery bank.
  • FIG. 2 illustrates the design/function of the ECVRR 200 components.
  • Electric exercise bicycles employ resistance systems to simulate hills and are powered by an AC outlet, or by the machines themselves with a built-in generator. Any excess power generated by the rider is thrown away.
  • the disclosed vehicle works in a similar fashion, but power (electrical current) produced by the rider is sent to recharge the battery.
  • the pedal system of the disclosed vehicle is not tied to a generator and does not generate any power for the vehicle; the pedal system is simply used as a means of exercise or to move the vehicle while pedaling, but excess energy created by pedaling is not stored for later use.
  • the vehicle may be programmable like an exercise bicycle and ideally will behave like an exercise bicycle.
  • the user's work output is fed into two flywheel generators 107 (see Figures 3 and 4).
  • Figures 3 and 4 illustrate the flywheel generator 107 used. Both generators are identical and connected by belt to an infinitely variable in-hub bicycle transmission 121, such as the NUVINCI technology from Fallbrook Technologies, Inc. of San Diego, California, which in turn is connected by belt to a pulley with the pedals & cranks attached.
  • Both generators are connected to the battery and both are controlled by a computing device.
  • the computing device is connected to a microcontroller, such as an UPC circuit board that can receive input from a computing device and then control a servomotor and gear shifter.
  • the computer controls pedal resistance.
  • One output from the microcontroller goes to a DC voltage controlled electronic dimmer switch; another output goes to a servomotor connected to the gear shifter.
  • the microcontroller output going to the dimmer switch is wired in between the flywheel generators 107 and the battery.
  • a computer program activates the microcontroller, which then in turn activates the dimmer switch to open and close the dimmer. When open, more current is allowed to flow through; when closed, current flow is prevented.
  • the varying pedal resistance the user feels as he/she pedals the vehicle is a result of varying levels of charge current going to the battery.
  • the exercise program on the computing device controls the electronic dimmer switch. When the exercise profile calls for steep hills, the electronic dimmer switch opens up all the way, allowing the most current to pass through, thus putting a greater load on the generators and making it harder to pedal. When the program calls for flat stretches, the dimmer switch closes and permits less current to go to the battery.
  • the microcontroller output going to the servomotor physically moves the controller of a gear adjustment dial of the infinitely variable in-hub bicycle transmission internal hub gear.
  • the servo shifts the gear-adjusting dial to a higher (more difficult) gear and when the computing device calls for less resistance, the servo shifts the gear dial to a lower (easier) gear.
  • the electronic dimmer switch system and the servo gear shifting systems work in concert to provide the most efficient and variable pedal resistance charging possible.
  • the solution is a double reduction gearing that will spin the generator faster than a 35" wheel, but in a smaller, more compact space.
  • the use of an infinitely variable in-hub bicycle transmission 121 saves more space. Instead of having to have two large pulleys for the double reduction, one smaller pulley and the in-hub gear system will accomplish the same task.
  • Pedals are directly connected to an 1 1 " pulley that is connected by a belt to the in-hub gear system.
  • the in-hub gear system is in turn connected directly to the two AC generators with clutches.
  • the in-hub gear system is an infinitely variable, totally enclosed rear wheel bicycle hub gear. It is intended for use with bicycles, but works in the disclosed vehicle because even though it is a high-speed electric vehicle, the pedal cadences are still those of a typical bicycle.
  • Figures 3 and 4 also illustrate the double reduction, dual generator pedal system.
  • the infinitely variable in-hub bicycle transmission 121 is attached to the flywheel generators 107 by belts 111.
  • a pulley 109 is attached to the pedal cranks 110.
  • the generators are wired in parallel. Two generators in parallel will provide the amps the disclosed vehicle needs at lower generator RPM's.
  • the human power energy generation system can be switched to outboard mode. In this mode, appliances, batteries, or other items requiring a power source can be plugged into the vehicle. In this mode, the vehicle becomes a portable human generator. This feature makes the vehicle a form of transportation and a
  • the vehicle could, for instance, be used for emergencies or in locations without access to a conventional electrical grid.
  • the electronically controlled variable resistance recharging system (or ECVRR system) and the double reduction, dual generator systems enable the vehicle and rider to vary the resistance, send all the power that the person generates to the batteries without throwing any of it away and generate enough power so that the rider contributes to the battery as much as physically possible.
  • the disclosed vehicle is designed to achieve highly efficient electrical power production.
  • the vehicle includes a computing device 302, for example, a touchpad or tablet computer.
  • the vehicle may use a simple touchpad screen situated in front of the driver to control vehicle functions.
  • Typical electric vehicle information such as speed, odometer, percentage of charge remaining, battery drain rate, amps, charging stations, lighting controls, ventilation controls and alarm could be displayed on one screen of the tablet.
  • the driver can switch screens to access the exercise program functions.
  • Figures 5 and 6 show examples of screen graphics that might be displayed on the vehicle's touchpad screen.
  • FIG. 7 is a schematic block diagram of an example computing device 302 that may be used in some embodiments of the vehicle.
  • Computing device 302 can be, for example, a smart phone or other mobile device, a tablet computing device, a netbook, a computing device built in to the vehicle or any other portable or mobile computing device.
  • Computing device 302 can be a stand-alone computing device 302 or a networked computing device that communicates with one or more other computing devices 306 across network 304.
  • Computing device 306 can be, for example, located remote from computing device 302, but configured for data communication with computing device 302 across network 304.
  • Computing device 306 can be, for example, a server.
  • the computing device 302 includes at least one processor or processing unit 308 and system memory 310.
  • the system memory 310 may be volatile (such as RAM), non-volatile (such as ROM, flash memory, etc.) or some combination of the two.
  • System memory 310 typically includes an operating system 312 suitable for controlling the operation of the computing device, such as the WINDOWS® operating systems from Microsoft Corporation of Redmond,
  • the computing device 302 is a smart phone, tablet or other mobile device
  • the operating system 312 may be Android, iOS, or any other available mobile operating system.
  • the system memory 310 may also include one or more software application(s) 314 and may include program data 316.
  • the one or more software applications 314 may be in the form of mobile applications in examples wherein the computing device is a mobile device.
  • the computing device may have additional features or functionality.
  • the device may also include additional data storage devices 318
  • Computer storage media 318 may include volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information, such as computer readable instructions, data structures, program modules, or other data.
  • System memory, removable storage, and nonremovable storage are all examples of computer storage media.
  • Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disks (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by the computing device.
  • An example of computer storage media is non-transitory media.
  • the computing device 302 can be a tablet computer or other mobile device positioned in front of the driver in the vehicle described herein.
  • the computing device 302 may have input device options including, but not limited to, a keypad 320, a screen 322, a touch screen controller 324, and/or a touch screen 326.
  • electric vehicle information and exercise program functions are stored as data instructions for a software application 314 on the computing device 302.
  • a network 304 may facilitate communication between the computing device 302 and one or more servers, such as computing device 306, to facilitate the electric vehicle operations, displays and functions associated with the computing device 302, as described herein.
  • the network 304 may be a wide variety of different types of electronic communication networks.
  • the network may be a wide-area network, such as the Internet, a local-area network, a metropolitan-area network, a cellular network or another type of electronic communication network.
  • the network may include wired and/or wireless data links.
  • a variety of communications protocols may be used in the network 304 including, but not limited to, Ethernet, Transport Control Protocol (TCP), Internet Protocol (IP), Hypertext Transfer Protocol (HTTP), SOAP, remote procedure call protocols, and/or other types of communications protocols.
  • computing device 306 is a Web server.
  • computing device 302 includes a Web browser that communicates with the Web server to request and retrieve data. The data is then displayed to the user, such as by using a Web browser software application.
  • the various operations, methods, and rules disclosed herein are implemented by instructions stored in memory. When the instructions are executed by the processor of one or more of computing devices 302 and 306, the instructions cause the processor to perform one or more of the operations or methods disclosed herein.
  • Examples of operations include displaying vehicle information, exercise program functions, and providing location information/directions using GPS- enabled software applications.
  • the computing device 302 may include image capture devices, whether a dedicated video or image capture device, smart phone or other device that is capable of capturing images and video. Further, the computing device 302 may be a tablet computer or smart phone with native or web-based applications that can capture, store and transmit time-stamped video and images to a central server. The computing device 302 can also include location data captured by a GPS-enabled application or device. The computing device 302 may also have WiFi or 3G capabilities.
  • steering can be accomplished by a number of different means, including a standard steering wheel sized to fit the internal dimensions of the vehicle, handlebars, plane-style yolk, or other means.
  • the vehicle can be outfitted with brake and accelerator pedals in a floor mount position or by the steering control (as on a motorcycle).
  • Figure 8 illustrates the steering wheel controls, including a steering wheel 113, front brakes lever 114, steering column 1 15, steering column pivot adjust 125 and a throttle 117.
  • Turn signals and lights may also be utilized. Such lights could be mounted to the body or made integral to the body (built in) to reduce aerodynamic drag.
  • serial hybrid electric bicycle that can provide variable resistance to pedaling.
  • the term serial hybrid electric bicycle can include, but is not limited to, a vehicle driven by an electric motor that is supplemented or controlled by user-supplied pedal input.
  • the variable resistance can provide for different simulated experiences.
  • Variable resistance can be used to emulate a direct response of the vehicle to a pedaling input, optionally with torque amplification.
  • FIG. 9 is a schematic of a variable resistance serial hybrid electric bicycle, according to an example.
  • the vehicle 100 includes one or more wheels 104. These can be arranged in a tricycle format via a chassis, such as with a single rear, as illustrated, but the present subject matter is not so limited.
  • One or more of the wheels 104 can be coupled, either directly, or via some torque amplifier, such as a transmission, to a motor 102.
  • a motor 102 can generate energy, as in the case of regenerative braking.
  • a traction controller 108 can be coupled to one or more motors 102.
  • the traction controller can include one or more switches to control electric power transmission with the motor 102.
  • IGBT transistors can be used in the traction controller.
  • the traction controller 108 can include a regenerative braking circuit 130 configured to apply a braking torque to the drive wheel 104 and/or to charge the battery 120.
  • the traction controller can control drive torque, such as that produced by the motor 102, to provide a desired slip at the drive wheel 104.
  • a wheel speed sensor 140 can be used to monitor slip.
  • the traction controller 108 can control stability of the chassis with respect to a road surface travelled by the chassis.
  • a power management controller 124 In electrical communication with the traction controller 108 is a power management controller 124.
  • the power management controller can control a number of functions of the vehicle 100.
  • a display 126 such as a touch screen, can be used to select between operations drive modes, or otherwise control driving aspects of the vehicle 100, via interface with and control of the power management controller.
  • a power source can supply power to operate the vehicle 100.
  • a power source can include, but is not limited to, a battery 120, a generator 122 or a pedal drivetrain 1 12.
  • a battery 120 can be coupled to the power management controller 124.
  • a generator 122 can be coupled to the power management controller 124.
  • a pedal drivetrain 1 12 (e.g., including pedals 114) can be coupled to the power management controller 124.
  • An engine 128 can be coupled to the power management controller 124.
  • a flywheel 116 can be coupled to the power management controller 124.
  • the power management controller can control to what extent the engine can charge the battery 120, such as via a coupling to the generator.
  • the power management controller can control to what extent the generator 122 can charge the battery 120.
  • the power management controller can control to what extent the flywheel 1 16 can charge the battery 120, such as via a coupling to the generator.
  • the pedal drivetrain 112 can be coupled to the generator 122 via a multi- speed transmission.
  • the pedal drivetrain 112 can be coupled to the flywheel 116 via a multi-speed transmission.
  • the engine 128 can be coupled to the generator 122 via a multi-speed transmission.
  • the generator 122 can be coupled to the pedal drivetrain 112 and the motor in a serial hybrid relationship, with the pedal drivetrain 1 12 free to rotate independent of rotation of the drive wheel. There can be no direct coupling between the pedal drivetrain 112 and the wheel 104.
  • a coupling 122 such as a jack-shaft, can be used to couple the pedal drivetrain 1 12 to one or more of a flywheel 116, a torque or power sensor 1 18 and the generator 122.
  • the power management controller 124 can maintain the battery 120 at a minimum energy level and to control the generator to power the drive wheel 104 while the battery 120 can be maintained at the minimum energy level.
  • the power management controller 124 can control the generator 122 to provide the variable resistance to pedaling the pedal drivetrain 112.
  • the resistance can vary according to a look-up table.
  • the look-up table can be a user-selected look-up table, such as one selected via the display 126.
  • the power management controller 124 can control the generator to provide the variable resistance according to automatic feedback.
  • the automatic feedback can be associated with a sensed torque of the pedal drivetrain 112, such as torque sensed using the sensor 1 18.
  • harder pedaling can increase pedaling resistance, according to an example.
  • Increase can be according to a variety of preprogrammed curves that can be user-selected.
  • the traction controller 108 can control power to the drive wheel 104 in association with a sensed torque of the pedal drivetrain 112. The torque can be sensed using the sensor 1 18. The traction controller 108 can control power to the drive wheel 104 in proportion to a sensed torque of the pedal drivetrain 112. In examples, an application of torque to the pedal drivetrain 112 can apply torque to the drive wheel 104 causing an intuitive feeling of applied torque, as if there was a direct coupling between the pedal train 112 and the drive wheel 104.
  • the power management controller 124 can control the generator to provide the variable resistance in association with a geological feature of a roadway traversed by the apparatus.
  • the power management controller 124 can control the generator to provide the variable resistance to simulate pedal torque, of the pedal drivetrain 112 that can be associated with a grade.
  • the power management controller 124 can control the generator to provide the variable resistance to simulate pedal torque, of the pedal drivetrain 112 that can be associated with a speed of the apparatus.
  • Grade, speed, and the like can be sensed, such as by sensing with a GPS-based sensor 142.
  • the GPS-based sensor 142 can communicate a geological feature signal to the power management controller 124.
  • a terminal 132 such as an electrical outlet, can be coupled to the power management controller 124.
  • the terminal 132 can be coupled to the battery 120 to transceive energy with the battery such as via the power management controller 124.
  • An on-board charger 134 can be coupled between the terminal 132 and the battery 120 to transform energy between the terminal 132 and the battery 120.
  • An engine 128 coupled to the generator and the power management controller 124.
  • the power management controller 124 can control the engine 128 to power the generator to charge the battery 120.
  • the engine 128 can be a four-stroke engine.
  • the engine 128 can turn at a speed that can be associated with optimized efficiency.
  • a targa top can be fixed to the chassis, such as to the top of a body, such as the body in U.S. Patent Publication No. US2013/0081892 to Kronfeld, et al.
  • a standard bicycle is typically a direct drive vehicle where torque applied by a user to a front sprocket is transferred from the front sprocket to a rear sprocket by a chain or other connecting medium in order to propel the bicycle forward.
  • the speed and torque at the rear sprocket of the standard bicycle is directly proportional to the speed and torque applied to the front sprocket through a mechanical coupling, such as a chain drive.
  • the vehicle 100 has no direct mechanical coupling between the pedal drivetrain 112 and the wheel 104 to control vehicle motion.
  • the vehicle 100 can include an electrical coupling between a user control input, such as a pedal crank 110, and a prime mover, such as an electrical motor 102, to propel the vehicle 100 in a controllable manner.
  • a prime mover can be a device that transforms mechanical energy into electrical energy or electrical energy into mechanical energy.
  • Electrically connecting the user control input to the prime mover can offer many advantages in designing vehicle speed control systems. For example, electrically connecting the user control input to the prime mover with appropriate control systems can approximate the performance of a continuously variable transmission (CVT) without the burden of additional weight and mechanical complexity.
  • CVT continuously variable transmission
  • control input variable can include any parameter that affects the vehicle output of the vehicle 100, such as the torque or speed of the pedal drivetrain 112.
  • a vehicle output of the vehicle 100 can include, but is not limited to, the vehicle speed of the vehicle 100.
  • User effort can influence control input variables to affect a vehicle output of the vehicle 100.
  • the term user effort can include any characteristic resulting from physical exertion applied by the user to the vehicle 100 including, but are not limited to, the rotational speed of the pedal crank 1 10, the torque applied to the pedal crank 110 and an angular rotation of a handlebar grip-style throttle mechanism, such as the throttle 117 described in Figure 8.
  • the rotational speed of the pedal crank 1 10 can be a control input variable influenced by user effort.
  • a control input variable such as torque or speed of the pedal drivetrain 1 12 can be measured with a torque sensor 118 or speed sensor 119 for use by the power management controller 124.
  • control input variables unrelated to user effort can include, but are not limited to, sensors attached to the vehicle 100 that can sense pitch, roll or yaw such as inclination sensors or GPS- based sensors 142
  • sensors attached to the vehicle 100 can sense pitch, roll or yaw such as inclination sensors or GPS- based sensors 142
  • an inclination sensor or a GPS-based sensor 142 attached to the vehicle 100 can sense the upslope condition and increase electrical power applied to the wheel motors 102 to compensate for the additional power required to maintain the first vehicle speed.
  • an inclination sensor or a GPS-based sensor 142 attached to the vehicle 100 can sense the downslope condition and decrease electrical power applied to the wheel motors 102 to compensate for the reduced power required to maintain the second vehicle speed.
  • Electrically connecting a user control input to a prime mover can allow the vehicle 100 to operate in distinct functional modes. Different functional modes can allow a user greater flexibility in the use of vehicle 100.
  • software applications 314 can include programs that monitor and control operational characteristics of the vehicle 100.
  • software applications 314 can include, but are not limited to, monitoring the speed of the vehicle 100 or the torque applied to the pedal drivetrain 112 and controlling the amount of pedal resistance experienced by a user.
  • Figure 10 shows an example of a functional block diagram illustrating user modes to control operation of the vehicle 100.
  • operation of the vehicle 100 can include user selection of one of several operational modes, or user modes.
  • one or more user modes can be programmed into a software application 314.
  • a software application 314 can include, but is not limited to, user operation of the vehicle 100 through selection of either a pedal amplification mode or an exercise mode.
  • a pedal amplification mode is a functional mode of the vehicle 100 that can control vehicle speed of the vehicle 100 as a function of user effort.
  • a user desires to increase the speed of the vehicle 100 from a first vehicle speed to a second vehicle speed where the first vehicle speed is less than the second vehicle speed
  • the user can achieve the second vehicle speed by increasing the rotational speed of the pedal crank 1 10 through additional user effort.
  • the vehicle 100 can amplify the torque and speed generated by a user to cause the vehicle 100 to cruise at highway speeds.
  • the vehicle speed of the vehicle 100 can be related to the rotational speed of the pedal drivetrain 112.
  • the vehicle speed of the vehicle 100 operating in pedal amplification mode can be directly proportional to the rotational speed of the pedal drivetrain 112. For example, where the user imparts a first pedal rotational speed to the pedal drivetrain 1 12 resulting in a first system speed, doubling the first pedal rotational speed can result in a second system speed that is twice the first system speed.
  • the vehicle speed of vehicle 100 can be indirectly proportional to the rotational speed of the pedal drivetrain 112.
  • a first pedal drivetrain speed results in a first vehicle speed
  • increasing to a second pedal drivetrain speed can result in a second vehicle speed that is a non-linear function of pedal drivetrain speed.
  • the non-linear function can include a non-linear mapping of the rotational speed of the pedal drivetrain 112 to a vehicle speed.
  • the non-linear function can be realized in the traction controller 108 or the power management controller 124.
  • the acceleration of the vehicle 100 can be directly proportional to the rate of change of rotational speed of the pedal drivetrain 112.
  • the system acceleration can be directly proportional to the time taken to change the speed of the pedal drivetrain 1 12 from a first speed to a second speed.
  • the acceleration of the vehicle 100 can be indirectly proportional to the rate of change of rotational speed of the pedal drivetrain 112.
  • the system acceleration can be a non-linear function of the difference in the first and second pedal drivetrain speeds.
  • the non-linear function can include a non-linear mapping of the difference in rotational speeds of the pedal drivetrain 112 to vehicle acceleration.
  • the non-linear function can be realized in the traction controller 108 or the power management controller 124.
  • the throttle 1 17 can control the amount of pedal amplification (or gain) applied to the wheel motors 102 of the vehicle 100. For example, where a user travels on a flat road applying user effort to the vehicle 100 resulting in a first rotational speed and where a first position of the throttle 117 applies a first gain resulting in a first vehicle speed, adjusting the throttle 1 17 to a second position applies a second gain to the first rotational speed resulting in a second vehicle speed different than the first vehicle speed.
  • Operation of the vehicle 100 in pedal amplification mode can require users to constantly exert user effort on the pedal cranks 110 in order to maintain a vehicle speed.
  • the ability of a user to deliver sufficient power to the pedal cranks 110 to maintain a vehicle speed and the fatigue of the user in using the vehicle 100 for long periods of time can become a concern.
  • a throttle 117 can be used to supplement the pedal amplification mode of the vehicle 100 to maintain a vehicle speed when a user is unable to apply sufficient power to the pedal drivetrain 112. For example, where a user is unable to maintain a desired speed of the vehicle 100 due to user fatigue, the user can rotate the throttle 117 to supplement the pedal amplification mode mechanism and attain a desired speed of the vehicle 100.
  • the user can establish a target vehicle speed where a first portion of the power to maintain the target vehicle speed is realized in user effort and a second portion through a secondary energy source, such as a battery 120 or an engine 128.
  • a secondary energy source such as a battery 120 or an engine 128.
  • the computing system 300 can sense a reduction in user effort and compensate with power from the secondary source in order to maintain the target speed.
  • the user can establish a target vehicle speed whereafter the vehicle 100 can measure vehicle speed with a GPS-based sensor 142, sense the user effort applied to the pedal drivetrain 112 and automatically compensate for the difference between target speed and user effort with power from a secondary source.
  • An exercise mode is a functional mode of the vehicle 100 that can replicate the role of an exercise machine to enhance user well-being.
  • a user can engage in the exercise mode of the vehicle 100 without influencing the vehicle speed of the vehicle 100.
  • switching to exercise mode can deactivate the pedal amplification mode so any user effort against the variable resistance mechanism can be dissipated as heat or, alternatively, used to recharge the battery 120.
  • the amount of resistance experienced by the user in working against the variable resistance mechanism can be related to the exercise program selected by the user.
  • the exercise mode can engage in the exercise mode of the vehicle 100 and influence the vehicle speed of the vehicle 100.
  • the vehicle 100 can operate in the pedal amplification mode and the exercise mode so that the vehicle speed of the vehicle 100 is a function of user effort.
  • the vehicle speed of the vehicle 100 in exercise mode can be influenced by sensors including, but not limited to, GPS-based sensors 142, inclinometers or alternatively, angular rotation of a handlebar grip-style throttle mechanism, such as the throttle 117 described in Figure 8.
  • sensors including, but not limited to, GPS-based sensors 142, inclinometers or alternatively, angular rotation of a handlebar grip-style throttle mechanism, such as the throttle 117 described in Figure 8.
  • the user can establish a target vehicle speed whereafter, the vehicle 100 can measure vehicle speed with a GPS-based sensor 142, sense the user effort applied to the pedal drivetrain 112 and automatically compensate for the difference between target speed and user effort with power from a secondary source.
  • variable resistance level presented to a user of the vehicle 100 when operating in exercise mode can be a function of measured parameters, such as user heart rate or calculated parameters, such as caloric burn rate.
  • a user of vehicle 100 can specify a target calorie threshold to expend at a first variable resistance level and after achieving the target calorie threshold, the vehicle 100 can adjust to a second variable resistance level where the second variable resistance level presents a lesser resistance to the user than the first variable resistance level.
  • a user upon user selection of an exercise mode, a user can exert effort against the variable resistance device for the purposes of enhancing the physical fitness of the user while operating the vehicle 100.
  • the speed of the vehicle 100 operating in exercise mode can be unrelated to the rotational speed of the pedal drivetrain 112.
  • user effort imparted to the pedal drivetrain 112 to overcome the variable resistance can be converted to electrical energy to charge the battery 120 as opposed to influencing the speed of the vehicle 100.
  • operation of the vehicle 100 can include user selection of one of several operational modes programmed into a software application 314.
  • a software application 314 can include user selection of a GPS terrain mode to influence the user experience of the vehicle 100.
  • an all-electric mode is a functional mode of the vehicle 100 that can allow a user to operate the vehicle 100 without any physical exertion on the part of the user. For example, where a user does not wish to engage in physical exertion to control the speed of the vehicle 100 (i.e., pedal amplification mode) or improve cardiovascular fitness (i.e., exercise mode), switching the computing system 300 to all-electric mode can allow the vehicle 100 to act as an electric vehicle.
  • vehicle speed of the vehicle 100 in all-electric mode can be controlled by sensors including, but not limited to, GPS-based sensors 142 or alternatively, angular rotation of a handlebar grip-style throttle mechanism, such as the throttle 1 17 described in Figure 8.
  • the vehicle 100 can be used as an emergency power generator. For example, where the vehicle 100 is stopped, applying user effort to the vehicle 100 can create electricity to charge the battery 120 after which power can be drawn from the battery 120 to power other electrical appliances connected to terminal 132.
  • a block diagram of an example decision chart is shown, illustrating modes of operation of the vehicle 100.
  • the user has the option to select a pedal amplification mode or an exercise mode.
  • the user has the option to enable a GPS terrain mode.
  • GPS terrain mode enables the vehicle 100 to incorporate inclination sensors, such as inclinometers or GPS-based sensors 142 into the calculation of variable resistance presented by the pedal drivetrain 1 12 to a user.
  • resistance presented by the pedal drivetrain 1 12 to the user is independent of the grades and slopes associated with a path on which the vehicle 100 is traveling.
  • the pedal amplification mode where the GPS terrain mode is 'off, the user will not experience 'road feel' (i.e., the absence of a variable resistance in the pedal drivetrain 112) as the vehicle travels up and down hills on a path.
  • the vehicle speed of vehicle 100 can be proportional to user effort, such as the speed with which the user turns the pedal drivetrain 112, so that user exertion is equivalent to an accelerator pedal in an automobile.
  • Pedal sensing speed control can require users to constantly exert effort on the pedal drivetrain 112 in order to maintain a desired speed, so fatigue of the user can become a concern.
  • a throttle 117 can be used to supplement the pedal sensing speed control mode of the vehicle 100. For example, where a user is unable to maintain a desired speed of the vehicle 100 through exerting effort to turn the pedal drivetrain 1 12 due to fatigue, the user can adjust the throttle 117 to increase the speed of the vehicle 100 to the speed desired.
  • resistance presented by the pedal drivetrain 1 12 to the user is dependent on the grades and slopes associated with a path on which the vehicle 100 is traveling.
  • the vehicle speed of vehicle 100 can be proportional to user effort, such as the speed with which the user turns the pedal drivetrain 112, so that user exertion is equivalent to an accelerator pedal in an automobile.
  • resistance presented by the pedal drivetrain 112 to the user is governed by an exercise program that is independent of the grades and slopes associated with a path on which the vehicle 100 is traveling.
  • an exercise program that is independent of the grades and slopes associated with a path on which the vehicle 100 is traveling.
  • the user can exert effort by turning the pedal cranks 110 against a resistance generated by an exercise program configured to change resistance levels in a pre-determined fashion such as found on stationary exercise machines.
  • the effort expended by the user in turning the pedal cranks 110 against the resistance can be directed to powering the vehicle or charging the battery 120 while the speed of the vehicle can be
  • resistance presented by the pedal drivetrain 1 12 to the user is dependent on the grades and slopes associated with a path on which the vehicle 100 is traveling but independent of the exercise program against which a user is exerting effort.
  • the user can exert effort by turning the pedal cranks 110 against a resistance generated by an exercise program configured to change resistance levels in a pre-determined fashion such as found on stationary exercise machines.
  • the vehicle 100 can sense the attitude of the vehicle and supply (or restrict) power to the wheel motors 102 as necessary to compensate for variations in vehicle speed.
  • the effort expended by the user in turning the pedal cranks 110 against the resistance can be directed to powering the vehicle or charging the battery 120 while the speed of the vehicle can be automatically controlled through the GPS terrain mode or independently controlled through another device such as the throttle 117.
  • Figure 1 1 illustrates an example method of operating a vehicle 100.
  • the vehicle can receive input from a user regarding selection of a user mode.
  • the user can select a pedal amplification mode, an exercise mode or a mode incorporating both pedal amplification and exercise modes.
  • the vehicle can receive input from a user regarding selection of a GPS terrain mode.
  • the user can activate the GPS terrain mode (i.e., GPS terrain mode On') in order to experience 'road feel'.
  • the vehicle can provide a physical resistance to work against user effort applied to the vehicle 100.
  • the vehicle 100 can activate a preprogrammed exercise workout profile that controls resistance of a variable resistance generating mechanism, such as an electrical generator. Recognizing that the user can experience fatigue while operating vehicle 100, at block 2440, the vehicle 100 can receive input from regarding vehicle speed. For example, where a fatigued user is unable to generate sufficient user effort to maintain a desired speed, the user can adjust a throttle 112 to increase the speed of vehicle 100.
  • a variable resistance generating mechanism such as an electrical generator.
  • An electrically propelled vehicle comprising: a body configured to hold at least one human, a drive train, a power source, a steering system, a braking system, pedals allowing for power input by a human, and a computing system including a graphical interface.
  • An apparatus comprising a chassis with a drive wheel, a pedal drive train coupled to the chassis, a generator coupled to the pedal drive train to receive energy from the pedal drive train, a battery coupled to the generator to receive energy from the generator, a motor coupled to the drive wheel, a traction controller coupled to the motor and the battery to power the motor with the battery, and a power management controller to control the generator to apply variable torsional resistance to the pedal drive train.
  • the traction controller includes a regenerative braking circuit configured to apply a braking torque to the drive wheel and to charge the battery.
  • the regenerative braking circuit is to apply a braking torque to a plurality of wheels including the drive wheel.
  • the traction controller is to control drive torque to provide a desired slip at the drive wheel.
  • the traction controller is to control stability of the chassis with respect to a road surface travelled by the chassis.
  • the apparatus of the previous paragraphs comprising a terminal coupled to the power management controller to transceive energy with the battery via the power management controller.
  • the apparatus of the previous paragraphs comprising an on-board charger coupled between the terminal and the battery to transform energy between the terminal and the battery.
  • the power management controller is to control the generator power the terminal with the pedal drive train.
  • the power management controller is to control the generator to power the terminal with only the pedal drive train.
  • the power management controller is to control the generator to provide the variable resistance according to a look-up table.
  • the look-up table is a user-selected look-up table.
  • the power management controller is to control the generator to provide the variable resistance according to automatic feedback.
  • the traction controller is to control power to the drive wheel in association with a sensed torque of the pedal drive train.
  • the traction controller is to control power to the drive wheel in proportion to a sensed torque of the pedal drive train.
  • the traction controller is to control power to the drive wheel in association with a sensed torque of the pedal drive train.
  • the traction controller is to control power to the drive wheel in proportion to a sensed torque of the pedal drive train.
  • the apparatus of the previous paragraphs comprising an engine coupled to the generator and the power management controller, wherein the power
  • management controller is to control the engine to power the generator to charge the battery.
  • the power management controller is to control the generator to provide the variable resistance in association with a geological feature of a roadway traversed by the apparatus.
  • the power management controller is to control the generator to provide the variable resistance to simulate pedal torque, of the pedal drive train, that is associated with a grade.
  • the power management controller is to control the generator to provide the variable resistance to simulate pedal torque, of the pedal drive train, that is associated with a speed of the apparatus.
  • the power management controller is to maintain the battery at a minimum energy level and to control the generator to power the drive wheel while the battery is maintained at the minimum energy level.
  • Method examples described herein can be machine or computer- implemented at least in part. Some examples can include a computer-readable medium or machine-readable medium encoded with instructions operable to configure an electronic device to perform methods as described in the above examples.
  • An implementation of such methods can include code, such as microcode, assembly language code, a higher-level language code, or the like. Such code can include computer readable instructions for performing various methods. The code may form portions of computer program products. Further, in an example, the code can be tangibly stored on one or more volatile, non-transitory, or nonvolatile tangible computer-readable media, such as during execution or at other times.
  • Examples of these tangible computer-readable media can include, but are not limited to, hard disks, removable magnetic disks, removable optical disks (e.g., compact disks and digital video disks), magnetic cassettes, memory cards or sticks, random access memories (RAMs), read only memories (ROMs), and the like.

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  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP15806472.5A 2014-06-10 2015-06-09 Serielles elektrisches hybridfahrzeug mit variablem widerstand Withdrawn EP3154815A4 (de)

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US14/300,883 US9505310B2 (en) 2011-09-29 2014-06-10 Variable resistance serial hybrid electric bicycle
PCT/US2015/034839 WO2015191536A1 (en) 2014-06-10 2015-06-09 Variable resistance serial hybrid electric vehicle

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