JP6669422B1 - Electric bicycle that can run on self-charge - Google Patents

Abstract

[PROBLEMS] An electric bicycle that can be self-charged, has a maximum mileage nearly infinite, has a lighter pedaling force than an ordinary bicycle, provides a driving feeling similar to an electrically assisted bicycle, and can be run on public roads without a license. SOLUTION: The rotation of a crankshaft is transmitted to an alternator to generate electric power, and the DC output power is stored in a secondary battery and simultaneously supplied to a hub motor of a driving wheel via a speed control means, and the rotation speed of the crankshaft is used as a basis. In addition, the speed of the hub motor is changed in various shift modes to control the traveling speed. The rechargeable battery is charged by the alternator during power running and regenerated by the hub motor during coasting, but the start / stop is frequently performed in a short time and there is concern that the voltage may drop. In some cases, you can stop and stand to stand and pedal to self-charge. If it takes time to fully charge the battery, it is possible to remove the secondary battery and charge it indoors with a dedicated charger. [Selection diagram] Fig. 1

Description

Technical fields related to electric bicycles

Patent Literatures 1 and 2 are typical examples of electric assist bicycles widely used in recent years, and their commercial value is high including application to child riding bicycles, but the only difficulty is that the secondary battery is removed from the bicycle body. It has to be recharged, and the maximum mileage per charge is only several tens of kilometers. Furthermore, the mechanical structure must be complicated in order to satisfy the definition of “electrically assisted bicycle” defined by the Road Traffic Act.

The present invention has been devised in view of these problems, and since the vehicle travels by self-charging, the travelable distance is almost infinite, and the speed control is logically performed, thereby eliminating the need for a chain or an assist drive unit. This has the advantage that the mechanical structure is simplified and the pedaling force is as light as the electric assist bicycle.

JP 2013-209077 Electric assist bicycle JP-A-2019-123476 Electric bicycle and control method thereof Japanese Patent Application No. 2018-207940 Bicycle with infant seat

Not applicable

An electric bicycle that can run on self-charge, has a maximum running distance of almost infinite, has a lighter pedaling force than ordinary bicycles, has a driving sensation similar to an electric assist bicycle, and can be run on public roads without a license.

The rotation of the crankshaft is transmitted to the alternator to generate power, and the DC output power is stored in the secondary battery and simultaneously supplied to the hub motor of the drive wheel via speed control means, and various speed changes are performed based on the rotation speed of the crankshaft. The running speed is controlled by changing the rotation speed of the hub motor in the mode. The rechargeable battery is charged from the alternator during power running, and is charged by regenerative power from the hub motor during coasting, but starting and stopping are performed frequently in a short time, and there is a concern about voltage drop. In that case, you can stop, stand up, pedal and self-charge. If it takes time to fully charge, the secondary battery can be removed and charged indoors with a dedicated charger.

While the travelable distance of a general electric assist bicycle is several tens of kilometers, the electric bicycle of the present invention has a great feature in that the travelable distance is almost infinite because the bicycle runs by self-charging. Since the hub motor is used to drive the drive wheels, the chain can be omitted, and the gear shifting is performed logically, so that the mechanical structure is simplified as compared with current electric assist bicycles and full electric bicycles. Since various speed change modes based on the number of rotations of the crankshaft can be set for the traveling speed control, various driving forces can be obtained with a light pedaling force, and an effect similar to that of the electric assist bicycle can be obtained. If there is a concern that the voltage of the secondary battery may be low, the vehicle is stopped, the stand is set up, and the pedal is pedaled, so that the alternator can be self-charged.

Basic configuration Start pushbutton switch and speed control conceptual diagram Basic configuration of electrical system

A general ordinary bicycle for adults has a tire diameter of 0.66 m and a gear ratio between a chain wheel and a rear wheel gear of 2.285. Therefore, the crankshaft rotation speed required to run at 10 km / h is 10 × 1000/0. .66 × 3.14 × 2.285 × 60 = 35 rpm. Based on this result, an electric bicycle having a crankshaft rotation speed of 10 km / h at 35 rpm and a pedaling force lighter than that of a normal bicycle is a basic configuration of the present invention.

FIG. 1 shows the basic configuration of the present invention. Reference numeral 101 denotes a self-excitation type alternator, which generates power by transmitting rotation of a crankshaft 103 through a gear box 102. In order to reduce the load on the secondary battery 104, the secondary battery 104 was not used as the excitation power source for the rotor, but was excited by a DC generator built in the alternator, and the magnetic force was controlled to respond to the load of the load. The terminal voltage is maintained at a constant level by outputting the applied voltage and supplying an appropriate charging current to the secondary battery 104.

The gear box 102 is constituted by a transmission gear that increases the number of rotations of the crankshaft 103 by n and transmits it to the alternator 101, and a ratchet gear that prevents reverse rotation of the alternator 101.

The gear ratio n of the transmission gear is for shifting the rotation speed of the crankshaft 103 to the rotation speed required by the alternator 101. Furthermore, the load on the pedal 108, which is proportional to the load on the alternator 101, is determined by the pedaling force specified by the Ministry of Land, Infrastructure, Transport and Tourism, and the assist ratio with electric motor assistance. It is also for the physical adjustment so that it falls within the range of linear digression from 1: 2 to 0, and more to 1: 0.

If the gear ratio n alone is not enough to satisfy this condition, the pedaling force control means 310 (FIG. 3) connects a parallel resistor to the alternator 101 to adjust the value, and increases the load to increase the pedal 108. Is added, and the relationship between "pedal force" and "speed" is set to be equivalent to that of a general electric assist bicycle.

Taking into account the burden on the driver, the pedal pressure should be lighter, but this is considered necessary to enable driving on public roads that does not require a license. If the electric bicycle of the present invention is revised as a new category of bicycle which does not require a license, and the current regulations are revised, these measures may be simplified.

In order to minimize the excessive current consumption of the hub motor 105 at the time of starting (starting) and reduce the load on the secondary battery 104, the hub motor 105 uses a gear reduction type hub motor having a built-in reduction gear.

Reference numeral 104 denotes a secondary battery such as a lithium ion battery, which is housed in a battery case 120 and locked by a battery case key 119 which is shared with a power key. When it is necessary to charge from outside, it can be removed from the battery case 120 and charged by a dedicated charger. In the battery case 120, a control unit 121 including a start control unit, a speed control unit, a pedaling force control unit, a regenerative brake control unit, a runaway start suppression unit, and the like is housed.

Reference numeral 116 denotes a power key switch, which is changed according to product specifications, from a three-stage basic form of "lock, run, and charge" to a four-stage type of "lock, normal, power, and charge". “Lock” is a state where the power is off. If an optional lock device is added, the wheels are locked at the same time as the power is turned off. "Running" is the standard driving mode, "Charging" is the position when the stand 124 is set up and the pedal 108 is charged by rowing, "Normal" is the standard driving mode of 4 steps, and "Power" is the sport of strong acceleration. Mode. Although many electric assisted bicycles are equipped with an eco-mode in order to save the consumption of the secondary battery, the electric bicycle of the present invention does not need to be driven by self-charging.

Reference numeral 122 denotes a display unit such as a liquid crystal display which collectively displays states such as a running speed, a battery voltage, a running mode, and a regenerative braking mode when a power key switch is turned on. When the stand 124 is set up while the vehicle is stopped and the pedals 108 are rowed and charged, the charging status can be confirmed by bar display or numeric display.

A start push button switch 115 is used when starting from a stopped state. It is effective only when the crankshaft 103 and the driving wheels are at rest. One second after the pushing, the secondary battery 104 supplies power to the hub motor 105 for several seconds to rotate, and starts with the power of the secondary battery 104 alone. The reason for providing the one-second delay is to prevent sudden jumps when a finger touches the switch. The delay time is not limited to one second, but is preferably 0.5 to 2.0 seconds.

When the vehicle is started by the start push button switch 115 and the drive wheel rotates more than 回 転 rotation (= 180 degrees), the speed control means detects this and the crankshaft rotation number detection means becomes effective, and the speed of the crankshaft becomes 1/100. The alternator 101 starts power generation at the same time as detecting eight rotations (= 45 degrees) or more, and shifts from a state in which the vehicle is running only with the power of the secondary battery 104 to a state in which the vehicle is running with generator assistance.

The state in which the power key switch 116 is in the traveling position and the crankshaft 103 and the drive wheels are stationary is assumed when starting from a bicycle parking lot or waiting for a signal on a public road, and the start push button switch is effective. In the state of waiting for start, even if the foot placed on the pedal 108 moves carelessly in this state, the hub motor 105 does not start unless the speed control means detects more than 1/2 rotation of the drive wheel, and Never run away.

When both feet are stopped and the coasting is performed after the power running by the hub motor 105, the crankshaft rotation speed detecting means detects the standstill of the crankshaft 103, and the regenerative brake controlling means uses the regenerative electric power from the hub motor 105 to the secondary battery. The regenerative brake is activated at the same time as the electric power is stored in 104.

When riding a normal bicycle, when approaching an uphill or downhill, the driver visually recognizes a decrease in speed or acceleration, and at the same time, senses the increase or decrease in the load on the pedal and pedals hard, or stops the pedal and stops. Although an operation such as applying a brake is performed, an operation similar to the operation is performed in the present invention. That is, the resistance to climbing uphill causes an increase in the load on the hub motor 105, that is, an increase in the load on the pedal 108, and urges the driver to recover the speed by increasing the pedaling force of the pedal 108, and suppresses the acceleration on the downhill. By keeping the pedal 108 stationary and squeezing the brake lever 113, acceleration is suppressed. In this state, the safety is higher than that of a normal bicycle because the regenerative brake is activated.

The speed control means has an "up slope detection" function and a "down slope detection" function for judging from an increase or a decrease in the load of the hub motor 105, so that the driver can appropriately respond to a speed decrease due to an uphill and an acceleration due to a downhill. If neglected, the speed control means senses this and controls the hub motor 105 by executing acceleration and deceleration commands, respectively. In particular, when abnormal acceleration is detected on a downhill, the load on the hub motor 105 is increased to increase the braking amount of the regenerative brake, thereby ensuring safe driving.

Reference numerals 111 and 112 denote front wheel and rear wheel disc brakes, which are operated by a front wheel brake bar 114 and a rear wheel brake bar 113, respectively. The type of brake is not limited to the disk type, and any type may be used. The rear wheel brake lever 113 has a built-in sensor or switch for stopping power supply to the hub motor 105. In the power running state in which the crankshaft is rotating, the physical brake is actuated by squeezing the lever, the power supply to the hub motor 105 is stopped at the same time, and the power is supplied again when the lever is returned. If the lever is squeezed during coasting while the crankshaft is stationary, braking is efficiently performed by both the active regenerative brake and the physical brake. When the lever is returned, the brake returns to braking using only the regenerative brake. When stopping, the lever is kept down, and when the rotation speed of the drive wheel becomes zero, the lever is returned. When the regenerative brake circuit is disabled, the start switch (FIG. 3) is opened and the start motor (FIG. 3) is opened, and the hub motor 105 is turned on. From the vehicle and return to the start-up standby state.

Reference numeral 118 denotes a pressure sensor incorporated in the saddle, which detects a pressure of 5 kg or more to recognize whether or not the driver is riding on the saddle, and does not start the hub motor 105 when the sensor does not detect the pressure. . For example, when the bicycle is parked by hand during parking, the driver does not run out of control even if the driver touches the start push button switch 115 carelessly while the driver gets off the saddle or touches the saddle 108 with his foot. . The detection weight of the pressure sensor is not limited to 5 kg, since it is sufficient that the driver can correctly detect whether or not the driver is on the saddle 117.

FIG. 2-1 is a detailed view of the start push button switch 115, and shows a mounting direction when the switch is mounted near the right handle grip. Reference numeral 201 denotes a protection wall that protects the push button portion and prevents erroneous operation. Reference numeral 203 denotes a push-on type switch body, which is covered with a waterproof rubber 202 assuming rainy weather. 204 is a switch base, 205 is a securing belt for attaching to a handle, and 206 is an electric wire connected to the start control means.

This concludes the description of each equipment and means, and then describes how to ride the electric bicycle of the present invention. There are the following three methods for starting the electric bicycle.
1. 1. Method of using start push button switch 115 2. How to kick the ground with the dominant foot while the driver is on the saddle 117 In any method in which the driver rides on the saddle 117 after running in parallel with the bicycle (running in parallel), the pedal 108 is rotated in a state where the crankshaft rotation detecting means is activated by rotating the drive wheel by 以上 turn (= 180 degrees) or more. And power is supplied to the hub motor 105 at the same time as power generation is started to run.

1. Method by Starting Push Button Switch 115 As shown in FIG. 2A, the starting push button switch 115 is surrounded by a wall on three sides and covered with a rubber cover for waterproofing to prevent erroneous operation. This switch is effective only when the crankshaft 103 and the driving wheels are stationary.

When the driver presses this switch from a stopped state while riding on the saddle 117, the drive wheel rotates and starts after about one second, so the driver steps on the pedal 108 within a few seconds while the hub motor 105 is rotating. As a result, the alternator 101 generates power and starts charging the secondary battery 104, and at the same time, power supply to the hub motor 105 is started and the vehicle can continue to run.

The running speed is controlled in accordance with the running mode based on the number of revolutions of the crankshaft 103. Therefore, if you pedal the pedal 108 in the manner of driving a normal bicycle, you can run with a light pedaling force and a higher acceleration force than a normal bicycle. Can be.

According to the definition of “electrically assisted bicycles” in the Road Traffic Law, the ratio between manual pedaling power and electric assist is defined as 1 to 2 from the start up to 10 km / h. It is set not to be less than 1/3. However, since the structure of the present invention has no precedent, this numerical value is a reference value including the numerical value described later.

Similarly, the section from 10 km / h to 24 km / h is defined as a linear step-down from 1 to 2 to 0, so that any traveling mode is set within this range.

Assistance is not allowed for speeds of 24 km / h or more, but there is a limit to running by human power, so the maximum speed is not specified. In the present invention, the pedaling force is detected by a torque sensor 303 (FIG. 3) in the gear box 102, and the pedaling force control means 310 (FIG. 3) applies a load equivalent to that of a normal bicycle to the pedal 108 at a speed of 24 km / h or more. Thus, the load on the alternator 101 is adjusted.

Under the Overseas Road Traffic Law, in many cases even a "full electric bicycle" with Japanese specifications can be driven on public roads without requiring a license, and the algorithm of the driving mode can be simplified. If production is to be conducted in overseas markets, specifications may be set according to the destination.

2. How to kick the ground with the dominant foot Without depending on the start of the hub motor 105, if the driver kicks the ground with the dominant foot on the saddle 117, turns the drive wheel by 1/2 turn (180 degrees) and pedals the pedal 108 Then, the crankshaft rotation speed detecting means is activated, the power generation of the alternator 101 is activated, and at the same time, the power supply from the secondary battery 104 to the hub motor 105 is started, so that the vehicle can travel.

3. If the driver rides the saddle 117 and rides the pedal 108 quickly in parallel with the bicycle, the above-mentioned 1.2. And the power running is started.

2. And 3. Is a starting method for the purpose of reducing the burden on the secondary battery 104. However, if a reliable start is required by a simple operation such as waiting for a traffic light on a public road, 1. Is preferable.

FIG. 2-2 is a conceptual diagram of traveling speed control by the speed control means. The solid line is the normal running mode of the present invention, simulating the running of a normal bicycle, and the relationship between the crankshaft rotation speed and the running speed is the same, but in the B and C regions, the pedaling force of the present invention is higher than that of the normal bicycle. It is light and gives a driving sensation similar to an electric assist bicycle.

The area A shows a state in which the start operation is performed by pressing the start push button switch, and the area B shows that the driver pedals the pedal 108, the crankshaft rotation speed detecting means is activated, and the alternator 101 starts power generation. The state where the hub motor 105 is energized and accelerated is shown. The rotation speed of the hub motor 105, that is, the running speed, is determined by the crankshaft rotation speed. In the normal mode, the speed reaches 10 km / h when the crankshaft rotation speed is 35 rpm. The pedal load is mechanically and electrically adjusted so that the ratio between the pedaling force and the electric assist force in this region is 1: 2.

The area C is also in the state of acceleration from 10 km / h to 24 km / h, and the ratio between the pedaling force and the electric assist force in this area is linearly decreasing from 1 to 2 to 0. In the normal mode, the rotation speed of the crankshaft reaches 24 km / h at 84 rpm.

The region D of 24 km / h or more is a region in which assist in the electric assist bicycle is not recognized. Adjust mechanically and electrically.

These settings are assumed to imitate the "electric assist bicycle" specified by the Ministry of Land, Infrastructure, Transport and Tourism, but as described above, the present invention has no precedent, so the above set values are reference values, and Depending on the judgment, a change may be necessary, but it is considered that there is a possibility that a public road driving that does not require a license with the setting of the present invention is permitted. Since the Road Traffic Law in overseas markets does not specify such details as in Japan, these settings are considered unnecessary or simplified.

The broken line in the figure indicates the power mode. In the normal mode, the vehicle runs at a speed of 10 km / h at a crankshaft rotation speed of 35 rpm. In the power mode, the power is set to be increased to 15 km / h (in the example of this graph).

Area E is an area where the speed limiter operates for safety. That is, in both the normal mode and the power mode, the speed limiter operates at a speed of 30 km / h (crankshaft rotation speed = 105 rpm), and even if the crankshaft rotation speed is increased to 105 rpm or more, the speed does not increase further.

FIG. 3 shows the basic configuration of the electric system. The central control unit 307 that performs a predetermined control by analyzing a signal from each detecting unit is basically comprehensively controlled by one microcomputer.

S1 is a power key switch for opening and closing the main power supply. When the switch is set to the "running" position when driving, S1a and S1b are turned on, and the saddle sensor 313 is turned on when the driver gets on the saddle. Is detected, the saddle switch S6 is turned ON, and the vehicle enters a state of waiting for starting.

When the start push button switch S2 is pressed, the start switch S3 is turned on after a delay of about 1 second (0.5 to 2.0 seconds) by the delay circuit 301, and the hub motor M is started, and the holding circuit The state is held for a few seconds by 302 and the vehicle starts. "Several seconds" means 3 to 5 seconds, and means the time required for the drive wheels to rotate several times to reach stable running.

When the drive wheel rotates more than 回 転 rotation, the speed control means 308 detects this and the crankshaft rotation number detection means 305 is enabled, and when the rotation of the crankshaft is detected at １ or more, the self-excitation type alternator 312 is activated. Power generation is started, charging of the secondary battery 311 is started, and the start switch S4 is closed to supply power to the hub motor M.

The rotation speed of the hub motor M is controlled in accordance with the crankshaft rotation speed in accordance with a traveling mode stored in the speed control means 308 in advance.

In order to apply light braking while the crankshaft is rotating, if the lever of the manual brake 306 is lightly squeezed, the rear disc brake physically applies braking to reduce the speed. For further braking, the physical braking is strengthened by further reducing the lever, and at the same time, the brake switch S5 is released and the hub motor M stops rotating. When the lever is returned after braking, the brake switch S5 is closed and the hub switch M5 is closed. The motor M rotates again.

In the coasting state in which the crankshaft is stationary, the hub motor M functions as a generator to charge the secondary battery 311 and to operate as a regenerative brake. To apply the braking from this state, the manual brake 306 is squeezed to physically brake, but in the coasting state, the brake switch S5 is not released, and the regenerative brake functions continuously. When the driving wheels finally stop, the regenerative brake is released, the start switch S4 is released, and the state returns to the start standby state.

The above is the description of the basic operation from start to stop / start standby according to FIG. The following is a description of the charging method when the vehicle is stopped, and the equipment aimed at improving safety and driving performance and feeling.

When starting and stopping are frequently repeated, or when there is a concern that the voltage of the secondary battery 311 may drop due to long-term storage or the like, the stand is set up and the pedal is pedaled to generate electric power. The battery 311 can be charged. In this case, the power key switch is switched to the “charging” position, and S1a = ON and S1b = OFF. The charging status can be monitored by display means.

Since the regenerative brake is not required during coasting at low speed, the regenerative brake control means 309 releases S4 to stop the braking of the drive wheels at a speed of 5 km / h or less, and at the same time, prevents the winding of the hub motor M from being released. The regenerative brake adjustment resistor 315 is connected as a parallel resistor. In this case, the resistance value of the regenerative brake adjustment resistor 315 is selected to be 1 to 2 K ohm which prevents abnormal voltage generation due to winding release and does not greatly brake the driving wheels.

If the driver fails to take appropriate measures when the speed rises abnormally due to natural acceleration due to a downhill, the speed control means 308 detects this and forcibly activates the regenerative brake, and the regenerative brake control means 309 The regenerative brake adjustment resistor 315 is set to a low value of about 10 ohms to apply strong braking.

It is desirable that the pedal effort is light in consideration of the burden on the driver. However, if it is necessary to satisfy various conditions defined by the Road Traffic Act, the pedal effort control means 310 applies a pedal effort adjustment resistor 314 to the alternator 312. It may be connected in parallel and the pedal load may be intentionally increased. This operation is automatically performed by comparing the feedback information from the torque sensor 303 with the crankshaft rotation speed.

As described in detail in the above-mentioned "Embodiment for carrying out the invention", implementation from the basic configuration of a single rider shown in FIG. 1 to a child riding bicycle shown in Patent Document 3 (the applicant is the patentee) is possible. It is.

Since the electric bicycle of the present invention travels by self-charging, the feature that the travelable distance is almost infinite is expected to enhance industrial applicability. If it meets the definition of an electric assist bicycle defined by the Road Traffic Law of Japan, it is considered that it will be approved as an electric assist bicycle, and it is possible to run on public roads without requiring a license, simplified mechanical structure etc. Because of its advantages, its commercial value is higher than current electric assisted bicycles and full electric bicycles, so it can be expected to open up new markets.

In the market in Japan, it is also possible to commercialize within the specification of one type of motorized bicycle specified by the Road Traffic Law. Although a moped license is required, it is possible to open up a new market as an intermediate product between an electric assist bicycle and a 50cc moped bike.

Overseas road traffic laws are less strict than Japanese regulations, and in Japan, it is often possible to run on public roads without a license even if the structure is stipulated for full electric bicycles, so products with specifications conforming to the laws of each country Can contribute to the development of overseas markets.

There is a code explanation at the bottom of each drawing

Claims (5)

An alternator that generates power by receiving rotation of a crankshaft that is rotated by the driver pedaling, a secondary battery that stores DC power output from the alternator, a detection unit that detects the number of revolutions of the crankshaft, and a pedal A torque sensor that detects the pedaling force, a pedaling force control unit that adjusts the load of the alternator based on the result and adds an appropriate pedal load, a hub motor that drives the front or rear driving wheel, and a right or left hand handle grip And a start push button switch that can be operated with the right or left finger, and the hub motor rotates and starts for 3 to 5 seconds only when starting from a stopped state by pressing and holding this switch for 0.5 to 2 seconds. The start control unit detects the start of rotation of the drive wheel and recognizes the state immediately after the start, and thereafter, the result of the crankshaft rotation speed detection unit is obtained. Speed control means that determines the number of rotations of the hub motor to control the running speed, a saddle sensor inside the saddle that detects the load applied to the saddle, and runaway during bicycle parking operation based on information from the saddle sensor Runaway start prevention means to prevent starting, display means for displaying the driving speed, rechargeable battery voltage, driving mode, regenerative braking mode, etc. at a position near the center of the steering wheel that is easy for the driver to see, and the entire electric circuit An electric bicycle comprising a power key switch for opening / closing a vehicle and switching a driving mode near a center of a steering wheel. The speed control means can change a speed control pattern by changing its algorithm, and can select various modes such as a normal mode and a power mode, and switch with a switch used in combination with a power key switch. The electric bicycle according to claim 1, wherein
The speed control means has an "up slope detection" function and a "down slope detection" function, and when the driver neglects necessary operations when traveling uphill or downhill, it detects this, and automatically detects it. The electric bicycle according to claim 1, wherein the speed is adjusted to ensure safe driving. In the coasting state, the hub motor operates as a generator to charge the secondary battery and form a regenerative brake at the same time as controlling the braking amount by increasing or decreasing the resistance load connected in parallel to the hub motor. The electric bicycle according to claim 1, further comprising a regenerative brake control unit that performs the control. 2. The electric bicycle according to claim 1, wherein the crankshaft is provided with a reverse rotation preventing means such as a ratchet gear, and prevents reverse rotation of the alternator when the pedal is reversely rotated.