Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
  • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
  • B62M6/80—Accessories, e.g. power sources; Arrangements thereof
  • B62M6/90—Batteries
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
  • B62J1/00—Saddles or other seats for cycles; Arrangement thereof; Component parts
  • B62J1/08—Frames for saddles; Connections between saddle frames and seat pillars; Seat pillars
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
  • B62K19/00—Cycle frames
  • B62K19/02—Cycle frames characterised by material or cross-section of frame members
  • B62K19/04—Cycle frames characterised by material or cross-section of frame members the material being wholly or mainly metallic, e.g. of high elasticity
  • B62K19/06—Cycle frames characterised by material or cross-section of frame members the material being wholly or mainly metallic, e.g. of high elasticity tubular
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
  • B62K19/00—Cycle frames
  • B62K19/18—Joints between frame members
  • B62K19/20—Joints between frame members welded, soldered, or brazed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
  • B62K19/00—Cycle frames
  • B62K19/30—Frame parts shaped to receive other cycle parts or accessories
  • B62K19/36—Frame parts shaped to receive other cycle parts or accessories for attaching saddle pillars, e.g. adjustable during ride
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
  • B62K19/00—Cycle frames
  • B62K19/30—Frame parts shaped to receive other cycle parts or accessories
  • B62K19/40—Frame parts shaped to receive other cycle parts or accessories for attaching accessories, e.g. article carriers, lamps
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
  • B62K3/00—Bicycles
  • B62K3/02—Frames
  • B62K3/04—Frames having a substantially horizontal top bar
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
  • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
  • B62M6/40—Rider propelled cycles with auxiliary electric motor
  • B62M6/60—Rider propelled cycles with auxiliary electric motor power-driven at axle parts

Definitions

• the present invention relates to the field of electric bikes, that is to say which embark an electric motor and a battery for supplying the motor.
• VTT mountain bikes
• the invention aims to exceed the limits of the operating modes of current electric bikes, and therefore to offer a wider range of riding modes, in particular direct / instant riding by the user.
• a so-called electrically assisted bicycle is a bicycle with a conventional pedaling mechanism to which the following components have been added:
• a control unit generally arranged at the level of the handlebars, and which allows the user to define a mode of assistance, to modulate the level of his assistance, to know his mileage ...
• This design has several major drawbacks.
• a first major difficulty comes from the fact that the optimal speed of rotation of electric motors, although operational with a high torque as soon as they start from a standstill, is in a range of 300 to 2,000 or even 3,000 rpm, while the pedaling rotation speed that a cyclist can exercise durably is between 20 and 80 rpm, while avoiding discontinuous variations in frequency.
• a speed reducer In order to match these rotational speeds, it is therefore necessary to insert a speed reducer, after the output of the motor since the latter is in series with the crankset.
• the addition of a speed reducer leads to overweight, a geometric constraint for the layout of the engine and additional mechanical complexity.
• assistance can be obtained by detecting the rotation of the bottom bracket.
• a sensor arranged at the pedal level detects the rotation of the pedal and therefore pedaling, which then allows the electric motor to provide sound in addition to pedaling.
• Assistance can also be done by means of a pressure sensor fitted on the pedal: the engine can start as soon as it feels the pressure exerted on the pedal. In general, the more the user presses on the pedals, the more the motor helps him, even if his pedaling rate is low.
• detection can be done by a torque or effort sensor: it is often a combination of effort and cadence that controls the power of the motor. The more the cyclist pedals at a high rate and / or the more his effort increases by exerting a high torque, the more he receives assistance, this in order to stay within a range of rotational speed and a value of torque to provide comfortable for the cyclist.
• the control laws or assistance program are preprogrammed by the bicycle manufacturer or the engine block supplier.
• the user chooses a level of assistance from a number generally from 3 to 5 levels, i.e. a value of the motor torque proportional to that of pedaling developed by the user.
• Wheel motors have already been proposed for the electric assistance of bicycles, that is to say assemblies with an electric motor incorporated in the generally rear wheel of bicycles.
• the use of wheel motors is an interesting solution which makes it possible to have a transmission of the torque from the engine in parallel with the torque from the pedaling.
• the wheel motor transmission mechanism is by design very simplified since directly grafted into the rear wheel hub. It often includes the motor and a reduction gear, which already constitutes a significant weight and also a very high inertia in rotation. This significant weight and inertia have a negative influence on the handling of the bike, especially when driving must be precise and fast.
• This design makes it possible to considerably improve current electric assistance bikes, especially for sports users, because the punctual and intense assistance of the electric motor allows instantaneous crossing of an obstacle or a steep slope, even without pedaling and from the '' stop, and this without affecting the autonomy, that is to say the ability of the engine to significantly increase performance or relieve users, very punctually.
• the user can instantly control the electric motor to start and adjust the desired speed of the bicycle, with or without simultaneous pedaling contribution.
• the application of the engine torque can be limited to relatively short periods of time, and in the absence of this torque, the bicycle behaves identical to that of a conventional bicycle without electric assistance.
• the reduction ratio is obtained directly between the engine output and a transmission output crown, secured to the rear wheel, which eliminates bulk and a mass of reducer coupled to the engine in current electrically assisted bikes.
• the object of the invention is to meet this need at least in part.
• an electric bicycle comprising:
• crankset comprising a crankset axle
• electric drive motor comprising a stator and a rotor which can rotate around a rotor axis
• a central mast an area in an upper part of which is linked to the upper tube and a lower part of which is linked to the bottom bracket and / or to the oblique tube, the central mast being shaped to accommodate the motor from bottom to top with the rotor axis close to the bottom bracket axis, the electronic control unit and the battery and / or the supercapacitor, these components (motor, electronic control unit, battery) being almost aligned with the axis of the central mast which supports all the efforts of the cyclist on the bike.
• the invention essentially consists in integrating in a stack all the components of the electric motor within a central mast, with the heaviest component, the motor as close as possible to the bottom bracket axle.
• the components of the electric motorization that are the battery, typically of mass between 800g and l500g, the engine, typically of mass between between 2 and 4 kg, the control electronics, typically of mass of the order of 300 g, are aligned on the axis of the central mast. Consequently, these components are almost aligned with the axle which supports all the efforts of the cyclist on the bicycle.
• the motor output axis (rotor) being thus as close as possible to the pedal axis, the line of the motor torque transmission mechanism is indeed parallel to that of the pedal torque transmission mechanism, with traction directions almost identical and therefore a good distribution of forces on the rear hub.
• the distance between Tax on the motor rotor and Tax on the bottom bracket is less than 12 cm.
• the distance between longitudinal tax defined by the battery and the motor is almost parallel and close to tax defined by the saddle and the crankset. Typically, this distance is less than 6 cm.
• the integration of the motorization components in a stack in a central mast, with the heaviest component (motor) in the immediate vicinity of the Pedalboard tax and the battery aligned with the Saddle-motor tax allow centering and optimized weight balancing, between the front and rear of the bike on the one hand and low rotational inertia around a vertical axis on the other.
• the central mast comprises a fixed casing inside which is slidably mounted a cover of shape complementary at least in part with that of the casing, the central mast thus being telescopic and / or adjustable.
• the envelope comprises a profile obtained by deformation or extrusion welded to an extruded profile integrating a housing forming a seat tube into which a seat post can be inserted.
• the central mast comprises a mechanism for deploying the telescopic mast, the mechanism preferably being a mechanism with pneumatic or hydraulic energy and with hydraulic or mechanical control.
• the battery is removably mounted inside the central mast.
• the removable battery advantageously comprises an electrical connection system of plug and play type, consisting of an electrical connector adapted to be connected directly to an electrical connector of complementary type of the electronic control unit, during a insertion of the battery in the central mast.
• the electrical connector of the electronic control unit can be a male connector of the pin type, while the electrical connector of the battery is a female connector, complementary to the connector of pins.
• the bicycle comprises a saddle mounted on an intermediate piece pivoting about an axis on a seat post or on the central mast, between a folded position on the mast in which the user can sit on it and a raised position in which the removable battery can be extracted from the central mast.
• the bicycle comprises a saddle mounted on a carriage mounted to move in translation in order to move it forward or, conversely, to move it back relative to the head tube.
• the bicycle comprises an indexing system, force recovery and locking of the battery in the central mast.
• the indexing and recovery system includes:
• At least one indexing finger with return force mounted movable in translation between an unlocking position in which it is distant from the battery in its connected position and a locking position in which it cooperates with the indexing relief to lock the battery in its connected position.
• the indexing finger is accessible from outside the central mast, in order to allow a user to bring the indexing finger into its position for unlocking the battery and thus allow the latter to be extracted. .
• the battery box is provided with a bevel adapted to make the indexing finger retract by progressive pressing during the insertion of the battery until the battery is connected and the indexing finger is opposite. indexing relief, which brings it by the return effort to cooperate with the latter.
• FIG. 1 is a partial schematic view of a prototype electric bicycle according to the invention.
• FIG. 2 is a side view of the rear of the electric bike according to Figure 1;
• - Figure 3 is a schematic side view and partially in transparency of the electric bicycle frame with central mast according to the invention;
• FIG. 4 is a cross-sectional view of a central frame mast according to the invention.
• FIGS. 5A and 5B are side views of a bicycle according to the invention with the central telescopic mast respectively in the extreme position folded down and in the extreme position deployed upwards;
• FIG. 6 is a side view of a bicycle according to the invention with the saddle in a rearwardly pivoted position allowing the extraction of the removable battery from inside the central mast;
• FIG. 7 is a side view of the central mast according to the invention supporting a saddle
• FIGS. 8 and 8 A are respectively views from the rear and in longitudinal section along the axis A-A of a central mast according to the invention without the presence of the removable battery;
• FIGS. 9 and 9A are respectively views from the rear and in longitudinal section along the axis A-A of a central mast according to the invention with the presence of the removable battery;
• FIGS. 10A to 10C are detailed views of the bicycle according to Figure 3 and which show the different stages of indexing and locking, and unlocking of a removable battery in the central mast.
• FIGS 1 to 3 show an electric bicycle 1 according to the invention.
• the electric bicycle 1 comprises a frame 2 with a front part 2A and a rear part 2B comprising two rear shrouds 20, 21 between which the rear wheel 3 is and held.
• the front part 2A of the frame comprises an upper tube 22, an oblique tube 23 connected by one of its ends to the upper tube 22 by a steering tube 24 through which the steering axis of the front fork passes.
• the other end of the oblique tube 23 is linked to a bottom bracket 25 adapted to accommodate the bottom bracket.
• the rear shrouds 20, 21 each connect the rear hub to the upper tube 22.
• Two rear bases 26, 27 connect the rear hub to the bottom bracket 25.
• the mechanism for transmitting the pedaling torque is conventional: it includes, from the crankset 4 which can rotate around the axis 40, a chainring 41, a roller chain 12, a cassette of sprockets around the axis 11 of the rear wheel as well that a first freewheel device, not shown, allowing the rear wheel to be driven only in the clockwise direction of pedaling.
• this mechanism is installed as usual, that is to say on the side of the rear shroud on the right 21.
• the bicycle 1 also comprises an electric battery, of the Li-ion or Li-Polymer type which supplies, by means of control electronics, an electric motor 6, of the brush type.
• the motor 6 can also be of the “brushless” type.
• the electric motor 6 is intended to drive the rear wheel 3 directly by means of a transmission mechanism which is arranged on the side of the rear shroud 20 to the left of the frame 2.
• the output shaft 7 of the electric motor 6 is provided with a wheel which constitutes the input wheel which directly drives, via a roller chain 8 or a belt, the outlet 9, in the form of a crown, mounted on the rear wheel 3 around the rear wheel axle 11.
• a second freewheel device makes it possible to drive the rear wheel 3 by means of the crown 9 only when it is driven in one direction by the electric motor.
• the engine torque transmission mechanism is therefore simple and direct since it is produced without any mechanically more complicated speed reducer which would add weight to the bicycle, as in electrically assisted bicycles according to the state of the art.
• the reduction ratio between the engine output and the crown 9 on the rear hub is between 1/20 and 1/4, preferably between 1/12 and 1/6.
• the output wheel 7 of the motor may have between 8 and 15 teeth and the output wheel 9 on the rear hub between 60 and 120 teeth.
• the pitch is much smaller and the number of notches greater, typically equal to 21 at the motor output and 180 on the output wheel 9.
• the frame 2 comprises a central mast 5 composed of two parts, one part 50 being fixed and the other 51 sliding forming a housing inside which are stacked and fixed one above the other, the electric motor 6, the electronic control unit 60 of the motor and the power supply battery 61.
• a lower end 50 of the central mast 5 is linked to the bottom bracket 24 and, where appropriate, to the oblique tube 23, while at a distance corresponding to approximately 2/3 of its height, the central mast 5 is linked to the upper tube 22, preferably to a horizontal part 28 of the latter.
• the connections between tubes 22, 23, 28 and to the bottom bracket 24 and central mast 5 are preferably made by welding when the frame is metallic.
• the electronic control unit 60 is advantageously fixed on a support inside the mast 50, preferably by means of one or more flexible fasteners or damping blocks adapted to absorb mainly vertical shocks coming from the weight of the battery and / or the terrain on which bike 1 travels.
• the electronic control unit 60 may include one or more electronic cards, for example an electronic card dedicated to electrical power and an electronic card dedicated in particular to controlling the motor. This electronics can also manage energy recovery from the engine to the battery. The electrical connection between the electronic unit 60 and the electric motor can be ensured by any conventional power supply wire.
• the central mast 5 is shaped to hold the battery 60 laterally and longitudinally as close as possible so as not to generate or postpone the forces or shocks undergone on the electronic control unit 60.
• the central mast 5 is preferably telescopic to allow raising or conversely lowering the saddle 10 including without stopping and without getting off the bike and alternately crossing uphill and downhill passages.
• the central mast 5 comprises a fixed casing 50 which constitutes the base of the mast on which the different tubes 22, 23, 28 and bottom bracket 24 are connected, and a cover 51 which is slidably mounted inside the fixed envelope 50.
• the cover 51 is at least partially complementary in shape to that of the fixed casing 50.
• the external shape given to the cover 51 gives it an aesthetic appearance in harmony with the overall design of the bicycle 1.
• the cover 51 is shaped to form a protective barrier against any infiltration of material (water, mud, ...) inside the central mast 5.
• the cover 51 has the function of strengthening the rotational rigidity of the saddle around the telescopic rod as well as ensuring the guiding of the battery and its accessibility to engage it during its installation and remove it. . This requires adjustment, but also functional play to allow the movements described below.
• an assistance mechanism preferably pneumatic and actuated by a hydraulic control, can be arranged in the central mast 5.
• the assistance mechanism can advantageously be provided with a limited return force.
• This type of component is available in the complete form of a "telescopic rod", but it is also possible to integrate an hydraulic or pneumatic mechanism which then uses kinematic guidance produced by the complementarity between cover 51 and casing 50, possibly supplemented by a more adjusted guide between seatpost and seat tube.
• the weight of the user may be sufficient.
• the sliding of the cover 51 inside the fixed envelope 50 is provided with a functional clearance with the battery 61.
• This functional clearance and the materials of these parts 50, 51 allow the hood 51 to slide as close as possible to the battery 61, preferably on the edges of its housing.
• An advantageous embodiment of the fixed envelope 50 is shown in FIG. 4.
• the height of the casing 50 is dimensioned to take into account the height adjustment of the saddle 10 and the travel of the telescopic cover 51.
• the casing 50 comprises a profile obtained by deformation which delimits the main housing and which is welded to an extruded profile 55 integrating the housing 53 of the seatpost 52.
• the axes of the fixed casing 50 and of the seat tube 53 are parallel to each other, with an angle of inclination a relative to the horizontal which may be smaller than on a conventional bicycle.
• the angle a can be between 60 and 75 °, more preferably between 67 and 73 °, advantageously equal to 70 °.
• the battery 61 is removably mounted inside the central mast 5, so that it can be transported, exchanged and recharged as desired.
• the saddle 10 is pivotally mounted about a horizontal axis 100 relative to the cover 51, so as to allow manual access to the interior of the central mast 5.
• the saddle 10 is mounted by means of a saddle support-carriage 101 on a sub-assembly 102, 103.
• the carriage 101 allows adjustment of the attitude and the advance of the saddle 10 towards the front of the bike or its backward reverse.
• the sub-assembly consists of two parts, one 102 being able to pivot around the pivot axis 100 while the other 103 is fixed at the top of the seatpost 52.
• the cover 51 is also fixed to the fixed part 103 of the sub-assembly.
• the part 102 When the part 102 is in its extreme folded position, it closes the top of the cover 51. In this position, the part 102 is fixed by a through axis located further forward which makes it possible to secure the parts 102 and 103 of the sub-assembly.
• the saddle 10 constitutes with the carriage 101 and the sub-assembly 102, 103 a mechanical assembly secured to the cover 51 by closing it on the top and securing it to the telescopic saddle mechanism.
• FIG. 6 The extreme position pivoted upwards, corresponding to an at least vertical position, is shown in FIG. 6.
• the assembly constituted by the saddle 10 the carriage 101 and the sub-assembly 102 , 103 is preferably held by its own weight or abuts on the rear so as to completely free the space necessary for the introduction of the battery 61 into the central mast.
• a plug-and-play type electrical connection system is provided.
• the electronic control unit 60 comprises an electrical connector 600, of the male type, preferably in the form of pins, which is adapted to cooperate by interlocking with an electrical connector female 610, partially shown on 9A, which is produced in the lower part of the battery 61.
• an indexing and locking system is advantageously provided.
• FIGS. 10A to 10C This system is shown in FIGS. 10A to 10C, in which the arrows symbolize the directions of movement of the different elements.
• the lower part of the battery case also has a bevel 612, the role of which is explained below.
• an indexing and force recovery finger 200 is mounted movable in translation between an extreme deployed unlocking position which allows the introduction / extraction of the battery 61 in the central mast 5 and an extreme inserted locking position in which it is inserted in the locking groove 611.
• the indexing and force recovery finger 200 is equipped with a return means for exerting an automatic return force of the finger from its extreme deployed position to its extreme inserted position.
• the finger 200 passes through the fixed envelope 50.
• the indexing and force recovery finger is in its extreme position inserted into the mast 5 (FIG. 10A).
• the user continues to insert the battery 61 until it is mechanically and electrically connected to the electronic control unit 60 by means of the connection system 600, 610.
• the finger 200 is automatically inserted into the locking groove 611 under the effect of the restoring force system (FIG. 10C).
• the battery 61 is locked to the electronic control unit 60.
• the locking thus produced makes it possible to maintain a reliable electrical connection whatever the stresses and positions of the bicycle according to the invention.
• the finger 200 housed in the locking groove 611 also makes it possible to take up the forces applied by the battery 61, in particular due to its own weight, in addition greatly increased during accelerations on vertical shocks in all terrain practice in particular, which makes it possible to relieve the electronic control unit 60 which therefore does not have to withstand said efforts.
• the cover 51 includes an aperture 510 over a length sufficient to allow the passage of the indexing and force recovery finger 200 over the entire telescopic deployment stroke of the cover 51.
• the cover is a profile which constitutes both an aesthetic element and a protective element of the interior of the central mast against entry / infiltration (water, sludge, etc.)
• the rod saddle is a conventional or telescopic rod, of circular section which slides in the tube 53 integrated directly into the fixed casing for the height adjustment of the saddle. In other words, in these modes the cover has no structural function of supporting the weight of the user.
• the male connector 600 of the direct connection system between electronic control unit 60 and battery 61 is provided on the unit 60 and that complementary female on the battery 61, it is entirely possible consider the reverse.
• the supercapacitor can be installed between the battery and between the electronic control unit.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=65200917

Family Applications (1)

Country Status (3)

Families Citing this family (4)

Family Cites Families (12)

• 2018
  • 2018-07-25 FR FR1856884A patent/FR3084331B1/fr not_active Expired - Fee Related
• 2019
  • 2019-07-24 WO PCT/EP2019/069867 patent/WO2020020922A1/fr active Application Filing
  • 2019-07-24 EP EP19742380.9A patent/EP3826910A1/de not_active Withdrawn

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