JP2001268725A - Intelligent speed control system for motorcycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an intelligent speed control system for a motorcycle which uses a motor and a battery as its drive source. SOLUTION: This speed control system is provided with a command module 8 transmitting a required speed signal, a speed sensor 4 transmitting the actual speed of the motor, and a controller 3 controlling the motor 1 in response to the speed signal and an actual speed signal to control the speed of the motorcycle which uses the battery 2 as its power source. This system sets allowable maximum speed, especially based on a required mileage 24 and an energy alarm device 25.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to speed control of an electric motorcycle.

[0002]

2. Description of the Related Art An electric motorcycle is usually driven by an electric motor powered by a battery. When the electric energy stored in the battery is exhausted,
Batteries need to be charged regularly to replenish energy. The interval between battery charging is called a charging cycle. The energy efficiency of an electric motorcycle is usually determined by the mileage per charge cycle.

[0003] The energy efficiency of an electric motorcycle depends on the weight, speed and acceleration of the electric motorcycle. When traveling at high speed, the energy consumption per traveling distance usually increases due to the increase in friction loss. Also, rapid acceleration and deceleration reduce energy efficiency. Efforts are being made to reduce vehicle weight, to design lightweight, high capacity batteries, and to reduce body drag to improve energy efficiency. However, many of these energy efficiency measures significantly increase the cost of the motorcycle.

[0004] Many electric motorcycles have a rotating mechanism (eg, a lever) at the end of the handlebar for the driver to change the speed of the motorcycle. The more the rotation mechanism is rotated, the higher the speed of the motorcycle. The response of the motorcycle to the rotation of the rotation mechanism changes depending on a number of factors, including the gradient of the course and the weight of the driver.

[0005]

SUMMARY OF THE INVENTION The present invention features a system for regulating the speed of a motorcycle driven by an electric motor and a battery. In one aspect of the invention,
The system includes a command module that determines a required speed of the motor, and a controller that controls the electric motor based on the required speed and the actual speed of the motor as measured by a speed sensor or the like.

In essence, this system provides a closed-loop controller (feedback controller) that controls the motor such that the actual speed is closer to the required speed, as opposed to the conventional open-loop control method.

[0007] Embodiments of the invention may include one or more of the following features. The controller controls the motor according to the difference between the required speed and the actual speed so as to minimize the difference. This controller controls the speed and acceleration of the motorcycle so that the mileage per charge increases.

This motorcycle has an actuator (for example, a lever) for transmitting a target speed signal representing the target speed of the motorcycle. The command module receives a target speed signal.

Further, the system includes an energy sensor for transmitting an energy signal representing the amount of energy remaining in the battery, and a mileage setter for transmitting a required mileage signal representing the required mileage. The command module transmits a required speed signal based on the energy signal and the required traveling distance signal. The command module also calculates the maximum speed at which the motorcycle can continue to travel the required distance with the amount of battery energy available. The requested speed signal is determined based on the maximum speed when the target speed signal is equal to or higher than the maximum speed.

[0010] The command module includes a memory for storing a look-up table. The look-up table is used to determine the maximum speed at which the motorcycle can continue to travel the required distance with the amount of battery energy available. Alternatively, the computer program may calculate the maximum speed based on a certain formula. The maximum speed is determined based on characteristics of the motorcycle such as characteristics of the motor. The command module determines a maximum speed based on experimental data of the energy consumption of the motorcycle at various speeds. Thus, the command module reduces the probability of running out of battery energy before traveling the required distance.

[0011] In certain embodiments, the system further includes a distance measuring sensor that senses the distance between the motorcycle and an object on the path, such as a car. The safety speed, which is a representative value of the actual maximum speed that the motorcycle can reach while avoiding objects on the course, is determined by the command module based on this distance. In addition, the system includes a display that displays the safe speed to the motorcycle driver and thereby provides guidance for setting the target speed. The command module sets the required speed signal based on the safe speed when the target speed is equal to or higher than the safe speed. The command module sets the required speed based on a product of the target speed and the correction coefficient when the target speed exceeds the safe speed. The correction coefficient is set based on the safety speed. For example, the correction factor is a ratio of the safe speed to the maximum achievable speed of the motorcycle. The command module includes a memory that stores a look-up table used for calculating the safe speed. The command module includes a computer program that calculates a safe speed based on mathematical formulas. The command module calculates a safe speed based on experimental data of the braking distance at various speeds. The command module calculates a safe speed based on motorcycle characteristics such as braking characteristics. Thus, the system reduces the probability of colliding with an obstacle that may be on the way, such as a car.

Further, the system includes a cruising speed element for setting a cruising speed of the motorcycle driver. The command module sets the requested speed based on the cruising speed when the cruising speed element is activated.

[0013] The controller includes a current drive circuit for operating the motor. Current drive circuits increase the mobility of the motorcycle by providing direct control of the torque of the motor.

The command module transmits a required speed signal based on a digital signal transmitted from the analog-to-digital converter. The actual speed signal is an analog signal converted by the analog-to-digital converter. This controller controls the motor using the command signal converted by the digital-to-analog converter. The speed sensor
A tachometer may be included. At least part of the system may be performed in software executed on the processing device. Both the controller and the command module may be executed by the above-mentioned processing unit or software executed by a different processing unit.

In another general aspect of the present invention, a motorcycle battery charger for use in a wheeled electric motorcycle includes a magnet and a conductive coil disposed within a magnetic field of the magnet. The conductive coil has a first terminal electrically connected to a first terminal of the battery and a second terminal electrically connected to a second terminal of the battery. At least one of the magnet and the conductive coil is mechanically coupled to the wheel such that rotation of the wheel causes relative movement between the conductive coil and the magnet.

[0016] Embodiments of the invention may include one or more of the following. That is, either the conductive coil or the magnet may be mechanically connected to the wheel. The battery serves as an auxiliary battery for lighting mounted on the motorcycle (for example, for headlights, tail lamps, and turn signals).

Advantages and features of the present invention will become apparent from the following description and the appended claims.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to FIG. 1, a motorcycle 100 includes a motor 1 powered by a battery 2. Motorcycle 100 includes a seat 7 on which a driver (not shown) sits. The driver can set the target traveling speed by using either the lever 12 or the setter of the dashboard 5. The driver can also set the required traveling distance using the setter on the dashboard 5.
The motorcycle 100 also includes a speed sensor 6 that measures the speed of the wheels 10 and a distance measurement sensor 6 that measures the distance between the motorcycle and an obstacle (for example, a running car) that may be on the path. , Battery 2
And an energy sensor 9 for measuring the remaining amount of energy. The controller 3 and the command module 8 arranged below the seat 7 adjust the speed of the motorcycle 100.

Referring to FIG. 2, the controller 3 comprises:
The motor 1 is operated in a closed-loop manner so as to control the motor 1 according to the required speed signal 13 transmitted from the command module 8 and the actual speed signal 26 transmitted from the speed sensor 4. Specifically, the controller 3 sends the requested speed signal 1
The digital command signal 40 is converted into an analog command signal 41 by the digital / analog converter 33 using the 3 and the actual speed signal 26. The current drive circuit 34 converts the analog command signal 41 into the current command signal 27 to operate the motor 1. The controller 3 selects the digital command signal 40 so that the actual speed 26 of the motor more closely approximates the required speed 13.

The command module 8 determines the required speed 13 based on a series of analog input signals 19 to 22 which are respectively converted into digital signals by the analog-to-digital converter. Alternatively, digital sensors can be used to provide digital signals that do not require conversion by converters 14-18. This input signal is transmitted by the distance measuring sensor 6 and the motorcycle 100
And a distance signal 22 representing the distance to the vehicle ahead of the course, for example. The command module 8 uses the distance signal 22 to limit the required speed signal 13 so as to avoid a collision with the vehicle.

The command module 8 receives an energy signal 52 transmitted by the energy sensor 9 representing the remaining energy in the battery. The energy signal 52 is used together with the required distance signal 21 to limit the required speed signal 13 so as not to consume the remaining energy before traveling the required distance. The driver uses the required distance setter 24 on the dashboard to request the required distance signal 2.
Set 1. The command module 8 estimates the longest possible distance based on the remaining energy represented by the energy. For example, when the required distance signal 21 indicates a distance longer than the longest distance, the command module 8 sounds the alarm 25 to urge the driver to warn.

Further, the driver operates the lever 12 to set the target traveling speed represented by the target speed signal 19.
Use Alternatively, the driver may use the cruising speed setter 23 on the dashboard 5 to set the target cruising speed so that the driver does not need to keep rotating the lever 12 at the position where the target speed is reached. The speed signal 20 may be set. The command module 8 determines whether the driver enables the cruising speed setter 23 or not.
In determining the required speed signal 13, the traveling speed signal 20
Alternatively, one of the target speed signals 19 is used. The command module 8 uses the distance signal 22 emitted from the distance measuring sensor 6 to determine the maximum speed (safety speed) at which the motorcycle can reach without risk of colliding with an obstacle on the course. The safety speed is displayed on the display 57 of the dashboard 5. The command module 8 also determines the maximum speed that can be reached without risk of consuming the remaining energy (represented by the signal 52) before traveling the required distance (represented by the signal 21). The command module 8 limits the required speed signal 13 so as not to exceed either the safe speed or the maximum speed. Should the required speed signal 13 exceed the safe speed or the maximum speed in any other way, the command module 8 sets the required speed signal 13 to the above speed.

Next, the internal structure of the controller 3 will be described. Controller 3 is a paper of the Transactions of the Institute of Electrical and Electronics Engineers of America "Control Systems Technology, Vol. 5, N
o. 6 ", pages 586-597, by Wu," Analysis and Implementation of NeuroMuscular.
-like Control for Robotic Compliance "(hereinafter referred to as" Woo ").
e) The control model is running. This muscle-like control model is based on experimental studies of primate muscle and its voluntary and involuntary reactions. This model describes a non-linear spindle-like (spindl) model that mimics muscle stiffness and muscle reflexes.
Includes stiffness module for muscles designed to fit with e-like) modules. Details on the controller and the control method used to set the controller variables are provided in Wu. One way to adjust the controller for use with an electric motor is to minimize the mean square error between the actual speed 26 sensed from the speed sensor 4 and the requested speed signal 13 emitted from the command module 8. There is a way to set variables.

When adjusted by the above method described in Wu, the controller 3 effectively controls the speed of the motor. The controller adjusted above is
Large deviations in the response of the system can be accommodated. Therefore, it is ensured that the closed-loop controller remains stable and effective over a wide operating range of the electric motorcycle 100. It also increases the mobility and acceleration of the motorcycle by directly and effectively adjusting the torque of the motor using a current device. In addition, abrupt movement is restricted by the nonlinear damping characteristic of the controller, and a smooth ride is achieved. In addition, the controller 3 is well adapted to man-machine system devices because it is designed to mimic muscle response.

Referring to FIG. 3, the operation of the command module 8 will be described. As described above, the command module 8 determines the required speed based on various inputs 19-22. In determining the required speed signal 13, the command module uses a speed variable to hold (store) a value determined during the required speed determination process.
The speed variable may be stored inside a register in a memory 54 (FIG. 2) associated with the processing unit (not shown). The command module 8 sets the speed variable to the lever 1 at startup.
Speed signal 1 from the lever determined by the rotation position 2
9 (step 101). Thereafter, the command module 8 checks whether the traveling speed setter 23 is usable (step 102). If the setter 23 is available, the command module 8 sets the speed variable to the cruising speed signal 20 (step 106). If the setter 23 is not available, the command module 8 does not change the speed variable.

Thereafter, the command module 8 checks whether the distance measuring sensor 6 detects an obstacle in the course of the motorcycle (step 103). If so, the command module calculates the maximum speed (safety speed) at which the distance 22 to the obstacle can be maintained and decelerated so that it can stop before colliding with the obstacle (step 107). The command module 8 checks whether the speed variable is greater than the safe speed (step 10).
8). If the speed variable is greater, the command module 8 sets the speed variable to a safe speed (step 1).
09).

Thereafter, the command module 8 sets the required distance 2
Check whether 1 is set (step 1
04). If so, the command module reads the battery energy based on the battery signal (energy signal) 52 transmitted from the energy sensor 9 (step 110). Thereafter, the command module 8 calculates the maximum speed (permissible maximum speed) at which the motorcycle can continue to travel the required distance with the available battery energy (step 11).
1). If the speed variable is greater than the maximum allowable speed (step 112), the command module sets the speed variable to the maximum allowable speed (step 113). Thereafter, the command module 8 sets the required speed signal 13 as a speed variable and uses the required speed signal 13 to instruct the motor 2 (step 105).

Referring to FIG. 5, the command module limits the maximum allowable speed based on the distance signal measured by the distance measuring sensor 6. The maximum allowable speed is limited based on the relationship between the running speed 410 of the motorcycle and the braking distance 400. As shown in FIG. 5, the longer the braking speed, the longer the braking distance. The command module limits the maximum permissible speed to ensure that the braking distance is shorter than the distance to the car on the path,
As a result, the probability of collision is reduced. If the distance signal to the vehicle ahead of the motorcycle (measured by the distance measuring sensor 6) is the braking distance 4 to the object on the course
If it is equal to 40, the required speed 13 is equal to the braking distance 4 that can reliably brake the motorcycle before colliding with the vehicle
The speed is limited to 430 or less corresponding to 40. As a result, driver safety is increased.

The relationship between the braking distance and the speed (FIG. 5) is derived from the characteristics of the motorcycle such as the vehicle weight, the motor output, and the traction performance. Alternatively, the above relationships can be gleaned from experiments on braking distances measured at various speeds. This relationship is stored in the memory 54 (FIG. 2).
In a look-up table stored in Alternatively, this relationship can be calculated by a program 55 (FIG. 2) created based on mathematical formulas defined from the relationship shown in FIG.

FIG. 6 shows the relationship between the traveling distance 62 and the friction loss energy 61 during traveling the distance. This relationship is derived by collecting data with energy and distance. Although this concept can be applied to any relationship between energy and distance, the following description will be made using an example shown in FIG. 6 in which energy and distance are in a proportional relationship. The data here is stored in the electric motorcycle memory 54 used by the command module 8 to manage the energy consumption of the electric motorcycle. As shown, the energy 61 consumed by the motorcycle increases in proportion to the mileage 62. For example, in the travel distance d1, energy E1 smaller than energy E2 required to travel a distance d2 longer than d1 is required.

Further, in addition to energy loss due to friction, extra energy is required for accelerating the motorcycle to a required speed and decelerating upon arrival at a destination. If the current-controlled motor 1 is accelerated and decelerated uniformly, this extra energy is given by the following formula: Energy = 2 · (J _m / K _i ) · V _d (1) J _m : Motor inertia load K _i : Motor torque to current ratio V _d : Required speed Energy is measured in units of ampere per second.

Referring to FIG. 7, a proportional relationship 63 (Equation 1) between the energy loss 61 and the speed 64 is shown graphically. Higher speeds require more energy. Given the residual energy E _rem , the mileage d 1 and the associated energy loss E 1 (FIG. 7), the available energy required to accelerate the motorcycle is given as the difference between E _rem and E 1. As shown in FIG. 7, this energy can only drive the motorcycle at the maximum speed V1 corresponding to the available energy. By ensuring that the speed of the motorcycle does not exceed this maximum speed V1, the command module can ensure that the motorcycle does not run out of energy before traveling the required distance.

Similarly, the remaining energy E _rem , another possible travel distance d 2 and the energy loss E 2 associated therewith
(FIG. 7) gives the available energy required to accelerate the motorcycle as the difference between E _rem and E2. As shown in FIG. 7, this energy has a speed V2 corresponding to the available energy.
Can only drive the motorcycle. Before traveling the required distance, the command module 8 limits the speed of the motorcycle to stay below the speed V2 to ensure that no energy is exhausted. Here, it is expected that the speed V2 when traveling over the long distance d2 will be lower than the speed V1 when traveling over the short distance d1.

Referring to FIG. 8, a series of relations between the speed 64 and the residual energy 67 shown in FIG. 8 is obtained by utilizing the relation between the required traveling distance, the available energy, and the maximum speed shown in FIGS. Graphs 65 and 66 can be combined. In FIG. 8, the graph 65 shows the relationship between the energy and the speed at the running distance d1, and also shows the relationship between the energy and the speed at the running distance d2. This graph display is stored in the memory 54. This graph may be expressed as a look-up table or a relational expression obtained from the above relation. Also, the values in the graph can be read from the memory
May be calculated by a program based on the equation stored in the. The command module 8 limits the maximum allowable speed using a graph corresponding to the required mileage. Command module 8
Uses the remaining battery energy to determine the maximum speed to ensure that the remaining energy is sufficient for traveling over the required distance.

The relationship between the remaining energy and the traveling distance and the traveling speed is derived based on characteristics of the motorcycle such as traction mass and motor characteristics. Alternatively, this relationship can be determined from data collected in experiments on energy consumption measured at various speeds.

Referring to FIGS. 9 and 10, in another embodiment of the present invention, the battery 2 (FIG. 1) is recharged using mechanical energy received from the front wheels 11 of the motorcycle. Wheel 11 is rotatably coupled to a non-rotating shaft 48 by a ball bearing 45 and a non-rotating disk 49. The stator coil 50 of the generator is attached to the shaft 48 and the rotating magnet 5
1 is attached to the wheel 11. The rotating magnet 51 and the stator coil 50 make a relative movement due to a movement such as rotation or vibration of the wheel 11. A current flows into the stator coil 50 due to this relative movement. By attaching the first terminal of the stator coil 50 to the first terminal of the battery 2 and attaching the second terminal of the stator coil 50 to the second terminal of the battery 2, the current flow is used for recharging the battery. it can.

Alternatively, the generator of FIG. 10 can be used to charge an auxiliary battery 56 that is used as a power source for motorcycle lamps such as turn signals and headlamps. Further, the auxiliary battery can be used as a power source of the motor 1 when the energy of the battery 2 is lost.

Other embodiments are as described in the claims. For example, the command module 8 may use other methods to limit the requested speed 13 based on the calculation of the safe speed and the maximum speed. FIG. 4 shows an example of another method. Referring to FIG. 4, instead of using the safe speed to limit the speed variables as shown in steps 108 and 109 of FIG. 3, a safe speed based scaling factor is calculated (step 108). '), A command module can be used to reduce the speed variable to be less than the safe speed (step 109'). Also, the speed variable
It may be set to the product of the correction coefficient and the speed variable. One way to calculate an appropriate correction factor is to divide the safe speed by the motorcycle's limit speed. Similarly, instead of using the maximum allowable speed to limit the speed variable (as shown at steps 112 and 113 in FIG. 3), a second correction factor (step 112 ') is calculated based on the maximum allowable speed,
It is also possible to reduce the speed variable (step 11)
3 '). For example, the speed variable may be set to the product of the second correction coefficient and the speed variable. One way to calculate a suitable correction factor is to divide the maximum allowable speed by the motorcycle's limit speed.

Alternatively, the controller described above may be used to provide dynamic acceleration (dyna
Other values such as mic compensation) may be included. The adjustment system described above can be implemented, among other things, in a computer program running on a processing unit. Both the command module and the controller
It may be executed in one or more programs. This program may be executed on a different arithmetic processing device.

[Brief description of the drawings]

FIG. 1 is a side view of a motorcycle having the regulation system of the present invention.

FIG. 2 is a block diagram of the motorcycle adjustment system of FIG. 1;

FIG. 3 is a flowchart of a command module of the adjustment system of FIG. 2;

FIG. 4 is a flowchart of another example of a command module of the adjustment system of FIG. 2;

FIG. 5 is a graph showing a relationship between a safe speed of a motorcycle and a distance from an obstacle on a course.

6 is a graph showing an experimentally derived relationship between energy loss due to friction and the mileage of the motorcycle of FIG. 1;

FIG. 7 is a graph showing energy consumption when decelerating from different speeds and accelerating to different speeds.

FIG. 8 is a graph showing the relationship between the maximum speed and the remaining energy for different required traveling distances.

FIG. 9 is a side view of an arrangement of wheels adapted to charge the battery device of the present invention.

FIG. 10 is a sectional view of the arrangement of the wheels of FIG. 9 adapted to charge the battery device of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Motor 2 ... Battery 3 ... Controller 4 ... Speed sensor 5 ... Dashboard 6 ... Distance measurement sensor 7 ... Seat 8 ... Command module 9 ... Energy sensor 10-11 ... Wheel 12 ... Lever 13 ... Requested speed signal 14-18 ... Analog-to-digital converter 19 ... Target speed signal 20 ... Cruising speed signal 21 ... Required distance signal 22 ... Distance signal 23 ... Cruising speed setter 24 ... Required distance setter 25 ... Energy alarm 26 ... Real speed signal 27 ... Current command signal 33 ... Digital-to-analog converter 34 ... Current drive circuit 40 ... Digital command signal 41 ... Analog command signal 45 ... Ball bearing 46 ... Wheel assist bar 48 ... Shaft 49 ... Disk 50 ... Stator coil 51 ... Rotating magnet 52 ... Energy signal 55 ... Program 56 … Auxiliary battery 7 ... a safe speed display 100 ... motor cycle

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) // B60L 3/00 B60L 3/00 S (72) Inventor Woo-Howl Taiwan, 115, Taipei, Nan −Kang, Jiang Yuan Road, Section 2, 128 F term (reference) 5H115 PA01 PA12 PC06 PG04 PG10 PI16 PI21 PU01 QI04 5H550 AA01 AA16 BB03 CC04 DD01 GG03 HA06 JJ02 JJ17 KK06 KK08 LL01 MM09 MM20

Claims (36)

[Claims] 1. A command module for transmitting a required speed signal representative of a required speed, a speed sensor for transmitting a real speed signal representative of an actual speed of an electric motor, and a response to the required speed signal and the real speed signal And a controller for controlling a speed of a motorcycle powered by an electric motor and a battery. 2. The system of claim 1, wherein the controller controls the electric motor in response to a difference between the required speed of the electric motor and the actual speed of the motor. 3. The system of claim 1, wherein the motorcycle further comprises an actuator for emitting a target speed signal representative of the target speed of the motorcycle, and wherein the command module receives the target speed. 4. A battery sensor for transmitting an energy signal representative of an amount of energy stored in the battery, and a mileage setting element for transmitting a required mileage signal representative of a required mileage of the motorcycle, 4. The system of claim 3, wherein the command module is configured to set the required speed based on the energy signal and the required mileage signal. 5. The system of claim 4, wherein the command module is further configured to calculate a maximum allowable speed at which the motorcycle can continue to travel the required mileage with the amount of energy. 6. The system according to claim 5, wherein the command module sets the required speed signal based on the allowable maximum speed when the target speed is equal to or higher than the allowable maximum speed. 7. The system of claim 5, wherein the command module further comprises a memory storing a look-up table used for determining the maximum allowable speed. 8. The system of claim 5, wherein the command module further comprises a computer program that calculates the maximum allowable speed based on a formula. 9. The system of claim 5, wherein the command module determines the maximum allowable speed based on empirical data on motorcycle energy consumption at various speeds. 10. The system of claim 5, wherein said command module further calculates said maximum allowable speed based on characteristics of a motorcycle. 11. The system according to claim 1, further comprising a distance measuring sensor for measuring a distance between the motorcycle and an object. 12. The command module is further adapted to determine the safe speed based on the distance, wherein the safe speed is the maximum that the motorcycle can reach without risk of colliding with the object. The system of claim 11, wherein the system is at a real speed. 13. The system of claim 12, further comprising a display for displaying said safe speed. 14. The motorcycle includes an actuator for setting a target speed by a driver of the motorcycle, and the command module is configured to set the required speed to the safety speed when the target speed is equal to or higher than the safety speed. 13. The system of claim 12, wherein the system is based on speed. 15. The motorcycle includes an actuator for setting a target speed by a driver of the motorcycle, and the command module determines that when the target speed is higher than the safe speed, the required speed is lower than the safe speed. 13. The system of claim 12, wherein the system is based on a product of a target speed and a correction factor. 16. The system of claim 15, wherein the command module calculates the correction factor based on the safe speed. 17. The system of claim 12, wherein the command module includes a memory that stores a look-up table used by the command module to calculate the safe speed. 18. The system of claim 12, wherein the command module includes a computer program that calculates the safe speed based on a mathematical formula. 19. The system of claim 12, wherein the command module calculates the safe speed based on experimental data on the braking distance of the motorcycle at different speeds. 20. The safety module according to claim 1, wherein the command module determines the safe speed based on characteristics of a motorcycle.
3. The system according to 2. 21. An element for a motorcycle driver to set a cruising speed, wherein the command module sets the required speed signal based on the cruising speed signal when the cruising speed element is activated. 13. The system of claim 12, wherein the system is adapted to: 22. The system of claim 1, wherein said controller includes a current drive circuit for operating said motor. 23. The system of claim 1, wherein the controller controls the motor using a command signal and further comprises a digital-to-analog converter that converts the command signal. 24. A battery charger for an electric motorcycle used for an electric motorcycle having wheels, comprising: a magnet for generating a magnetic field; and a conductive coil disposed in the magnetic field, wherein the conductive coil is A first terminal electrically connected to a first terminal of the battery, and a second terminal electrically connected to a second terminal of the battery, wherein at least one of the magnet and the conductive coil is mechanically connected to a wheel. A battery charging device for an electric motor, wherein the battery is electrically coupled and wherein the rotation of the wheel causes relative movement between the coil and the magnet. 25. The device according to claim 24, wherein the battery is an auxiliary battery used for lighting mounted on a motorcycle. 26. The apparatus according to claim 24, wherein the battery is a motorcycle battery used for powering a motor of the motorcycle. 27. A method for determining the required speed of a motorcycle having an actuator that emits a target speed signal representative of the target speed of the motorcycle, the method comprising: determining a desired speed between the motorcycle and an obstacle on a path; A method of determining a safe speed according to a distance signal representing a distance, and setting the required speed to a value equal to or less than the safe speed when the target speed exceeds the safe speed. 28. The numerical value is determined by selecting a correction coefficient, calculating a product of the target speed and the correction coefficient, and setting the numerical value to the product. 28. The method according to claim 27, wherein the method is selected not to exceed a safe speed. 29. The method according to claim 28, wherein the correction factor is a ratio between the safe speed and a achievable limit speed of the motorcycle. 30. The method of claim 27, wherein the safe speed is determined using a look-up table that associates a braking distance of the motorcycle with a speed of the motorcycle. 31. The method of claim 27, wherein the safe speed uses a formula that relates a braking distance of the motorcycle to a speed of the motorcycle. 32. A method for determining a required speed of a motorcycle driven by a battery-powered motor, the motorcycle having an actuator for transmitting a target speed signal, wherein the target speed signal is a motor. Representing a target speed of the cycle, the method comprising determining an allowable maximum speed in response to an energy signal representative of available battery energy and a distance signal representative of a required mileage, wherein the allowable maximum speed is Representing a maximum speed at which the motorcycle can continue to travel the required distance without using up the available energy; and the method further comprises: when the target maximum speed exceeds the maximum allowable speed, A battery-powered motor with a process to set the speed below the maximum allowable speed Ri motorcycle driving, a method of determining the request speed. 33. The numerical value is determined by selecting a correction coefficient, calculating a product of the target speed and the correction coefficient, and setting the numerical value to the product. 33. The method of claim 32, wherein the method is selected not to exceed the maximum allowable speed. 34. The method according to claim 33, wherein the correction factor is a ratio between the maximum allowable speed and the maximum speed that the motorcycle can reach. 35. The maximum permissible speed is determined using a look-up table for energy consumption per distance of the motorcycle at various speeds.
The method described in. 36. The method of claim 32, wherein the maximum allowable speed is determined using a formula for energy consumption per distance of the motorcycle at various speeds.