WO2017009637A1

WO2017009637A1 - Electric cycle

Info

Publication number: WO2017009637A1
Application number: PCT/GB2016/052107
Authority: WO
Inventors: Nicholas Gerald Grey; Thomas James Williams
Original assignee: Grey Technology Limited
Priority date: 2015-07-14
Filing date: 2016-07-12
Publication date: 2017-01-19
Also published as: GB201512248D0

Abstract

This invention relates to an electric cycle, in particular an electric bicycle or e-bike (10). The e-bike has a frame (12), at least one wheel (20), the wheel being rotatably mounted to the frame, a set of pedals (22) mounted to the frame and connected to the wheel to drive the wheel to rotate. The e-bike also has a motor for the wheel, a controller (50) for the motor and a battery located in a battery housing (48; 148). A user interface (56; 156) for the controller is mounted to the battery housing.

Description

ELECTRIC CYCLE

FIELD OF THE INVENTION

This invention relates to an electric cycle, in particular an electric bicycle or e-bike.

BACKGROUND TO THE INVENTION

An e-bike is a bicycle which carries a battery and a motor, the motor typically driving the rear wheel (although in some cases the front wheel can be driven) and providing assistance to the rider in pedalling the bike, particularly up hills for example. A controller is provided to determine the output of the motor, the motor output typically being dependent upon the speed of the bike and/or the rate of rotation of the pedals.

E-bikes are becoming increasingly popular as they have the advantage of a bike in permitting the rider to undertake exercise, whilst reducing the effort which the rider must undertake. In urban environments e-bikes are often used as an alternative to a car or public transport.

Some e-bikes have a removable battery, whilst others have a non-removable battery (or rather a battery which is only removable with dedicated tools, and usually by dedicated personnel). If the battery is removable it may be designed to be recharged when removed from the bike, or when connected to the bike; if the battery is not removable it is designed to be recharged in situ. In order to minimise the additional weight of the motor and battery, the battery is typically a lithium-ion battery. The lithium-ion battery will typically include battery control circuitry in order to prevent over-charging and also to ensure that the separate cells are substantially balanced during charging and use. The battery control circuitry is independent of the controller for the motor. The operational range of e-bikes varies but will typically be several tens of kilometres. Many e-bikes mount the motor in the hub of the rear wheel, so that the rear wheel is driven to rotate both by the motor and also by the user by way of the pedals. The pedals usually drive the rear wheel by way of a chain or a toothed belt.

Most e-bikes have a user interface comprising an on-off button or switch and a display showing the remaining charge within the battery. The user interface may also include means to vary certain parameters of the motor controller and/or the battery. Thus, it is possible with some e-bikes for the rider to vary the assistance which the bike provides for a given rider effort. It is also possible with some e- bikes to adjust the maximum current which can be drawn from the battery, in order to adjust the maximum assistance which the motor can provide.

SUMMARY OF THE INVENTION The inventors have sought to provide an e-bike in which the electrical components (including the battery and motor) are concealed or otherwise made less obtrusive. The inventors have also sought to provide an e-bike which is mechanically simpler than the known e-bikes, and which is therefore likely to be easier to manufacture and/or more reliable. The inventors have also sought to reduce the complexity of the user interface of some of the known e-bikes. The inventors have also sought to increase the appeal and uptake of e-bikes by addressing some of the disadvantages and drawbacks of the known e-bikes.

According to a first aspect of the invention, there is provided an electric cycle having a frame, at least one wheel, the wheel being rotatably mounted to the frame, a set of pedals mounted to the frame and connected to the wheel to drive the wheel to rotate, a motor for the wheel, a controller for the motor, a battery located in a battery housing, and a user interface mounted to the battery housing. Mounting the user interface to the battery housing avoids the requirement for electrical wires connecting the battery to a separate user interface. In a known e- bike the battery is mounted upon the frame and the user interface is mounted upon the handlebars; since the handlebars necessarily move relative to the frame a flexible connection between the battery and user interface must be provided, typically in the form of flexible electrical wiring. The electrical wiring is exposed along part or all of its length, and must be resistant to wear. The electrical wiring must also be made sufficiently robust to withstand damage that may occur during use and/or storage, damage being possible if the wiring catches upon the branches of passing trees during use, or if the wiring catches upon the handlebars or brake lever of a neighbouring bike during storage, for example). Mounting the user interface to the battery housing means that the electrical connections between the battery and the user interface can be within the battery housing where they are hidden from view and from possible damage.

Preferably the battery housing is mounted to the frame. Whilst it would be possible to mount the battery housing upon the handlebars, mounting it upon the frame avoids any requirement to provide electrical wiring to the handlebars, reducing or eliminating the need for any exposed wiring. Also, it is desirable to locate the weight of the battery relatively close to the ground so as to maximise the stability of the e-bike. In any event, it is expected that the rider will not need to view the user interface very often during use, and it is believed that glancing down to a user interface located upon the frame will in practice be no less convenient for the rider than glancing down to a user interface on the handlebars.

In the simplest embodiments the user interface comprises only an on-off switch. Desirably, however, the user interface also includes a display upon which the remaining battery charge can be displayed to the user, so that the user is alerted before the battery becomes fully discharged.

Preferably, the electric cycle has a plurality of power modes, the power modes differing in the predetermined maximum speed for which the motor will provide assistance to the rider, and/or in the maximum current which is provided to the motor. In the lowest power mode the power delivered by the battery is limited to its greatest extent, thereby maximising the possible range of the e-bike. In an embodiment having multiple power modes, it can be arranged that pressing the on-off button moves the user interface through a multi-stage cycle of "on in highest power mode with a display of the remaining charge", "on in next-highest power mode with a display of the remaining charge", (and so on for each power mode), and "off". In one embodiment there are two power modes (i.e. "high" and "low") and the display can indicate the power mode. For example, the high-power mode can be indicated by a display in a first colour and the low-power mode by a display in a second colour; alternatively, the high-power mode can be indicated by a continuous display, and the low-power mode by an intermittent or flashing display. In an alternative embodiment the user interface further includes a display representing the current flow from the battery, which is indicative of the power output of the motor. In such an embodiment there may be a single numeric display and the user can choose (ideally by cycling through modes by way of the on-off button) to display the remaining charge (suitably as a percentage), or to display the current flow (perhaps as a percentage of the maximum possible current flow). The display can represent the remaining charge in one colour (for example green) and the current usage in another colour (for example red) so that the user is readily made aware of the information which is being displayed. Preferably, the battery housing is shaped to replicate a drinks bottle. This is a particularly valuable feature in obscuring the fact that the cycle is an electric cycle. Some users who wish to undertake the benefits of exercise by riding a cycle, and yet who desire or require the assistance which an electric cycle can provide, may not wish others to realise that they are riding an electric cycle. Disguising the electric cycle, and in particular disguising the battery, might persuade such persons to use the invented electric cycle and thereby broaden the appeal and uptake of electric cycles. Desirably, the battery housing is removably connectable to a battery carrier mounted to the frame. The battery carrier may be securely (and substantially permanently) connected to the frame. The ability to remove the battery housing from the frame avoids the requirement that the cycle must be parked in a location where recharging can be achieved. For example, if the electric cycle is used to travel to work it may be that the workplace does not have facilities to recharge the battery where the cycle is stored. If, however, the battery housing is removable it may be carried to a location where it can be recharged (such as next to the rider's workstation for example).

Desirably, the controller for the motor is mounted in the battery carrier. The controller is therefore not removed from the carrier with the battery housing and remains permanently connected to the motor. This reduces the weight of the battery housing making it easier to transport to and from a recharging location.

Removing the battery housing when the cycle is not in use also reduces the likelihood that the electric cycle may be stolen, i.e. an electric cycle without a battery is unlikely to appeal to an intending thief. Removing the battery housing also reduces the likelihood of vandalism, in that the components of the electric cycle which are particularly liable to vandalism (including the display and exposed wiring) are either removed with the battery housing and retained by the rider, or not present (or at least not obtrusive).

Preferably, the battery housing is key-lockable to the battery carrier. This avoids the rider having to remove the battery housing each time the electric cycle is left unattended, and is expected to be advantageous if the electric cycle is left unattended for short periods.

Desirably, the battery housing is connected to the battery carrier by way of a key- lockable latching mechanism. A fitted battery housing requires the rider to undertake particular actions to release an unlocked battery housing from the battery carrier, the actions being chosen to reduce the likelihood that the battery housing will be inadvertently released, for example being knocked off the battery carrier whilst the e-bike is being ridden.

Desirably, the battery housing has a carrying handle. Preferably the battery housing has an actuating lever which is movable relative to the body of the battery housing, movement of the actuating lever releasing the latching mechanism. The actuating lever is preferably located between the carrying handle and the body of the battery housing so that the likelihood of inadvertent movement of the actuating lever is reduced. In one embodiment the carrying handle is U-shaped and the actuating lever is located inside the U-shaped carrying handle.

Alternatively, the user may be required to undertake two different actions to release an unlocked battery housing from the battery carrier. For example, the carrying handle can be movable (ideally pivotable) relative to the body of the battery housing, and the actuating lever can control the movement of the carrying handle. The first action may therefore be to move the actuating lever to permit the carrying handle to move and the second action can be to move the carrying handle relative to the body of the battery housing. The actuating lever and the carrying handle thereby require two different actions which must be undertaken in sequence to release the battery housing from the battery carrier.

The carrying handle is preferably key-lockable to prevent its movement relative to the body, so that when the user wishes to leave the battery housing upon the battery carrier it may be locked in place.

It is nevertheless desirable that the latching mechanism includes a resiliently- biased latch member so that the battery housing can be connected to the battery carrier without use of the key, and ideally without movement of the carrying handle or actuating lever, even if the carrying handle is locked. This avoids the possibility that the rider may become stranded if the key is lost when the battery housing is removed from the battery carrier. In other words, it is always possible to mount the battery housing to the battery carrier, even if the carrying handle is locked and the key is lost. This allows the e-bike to be used, for example to allow the rider to return home.

According to a second aspect of the invention there is provided an electric cycle having a frame, at least one wheel, the wheel having a hub and an axle, the axle being removably securable to the frame and the hub being rotatable relative to the axle, a motor located within the hub, a controller for the motor, a battery, and a power cable electrically connecting the battery to the motor, the axle having a part which is acircular in cross-section, a mounting component having an opening to receive the acircular part of the axle and to prevent rotation of the mounting component relative to the axle, the mounting component being shaped to cooperate with the frame and prevent rotation of the mounting component relative to the frame. It will be understood that in common with a conventional cycle the electric cycle preferably uses pneumatic tyres. It is therefore necessary that the wheel is removable to permit puncture repair and tyre replacement. In common with a conventional cycle the axle is removably securable to the frame, and does not rotate in use. The hub and wheel are mounted to rotate around the axle.

With an electric cycle having a hub-mounted motor, the motor acts to drive the hub to rotate relative to the axle. Unlike the reaction force during pedal power, the hub-mounted motor seeks directly to drive the axle to rotate in the opposite direction to the hub. It is therefore advantageous to provide an additional mounting component between the axle and the frame which can cooperate with the axle and the frame to resist the force seeking to rotate the axle. Alternatively stated, the internal form of the opening of the mounting component can be shaped to closely match the form of the acircular part of the axle, and the external form of the mounting component can be shaped to closely match the openings (mounting slots) in the frame, and thereby be better able to resist the reaction force than is possible if the axle is mounted directly to the frame. Desirably, there is a mounting component at each end of the axle, whereby the reaction force can be resisted at both ends of the axle and the force can be better balanced. Preferably, the frame includes an elongate mounting slot to either side of the hub, and the mounting components are correspondingly elongate so that they cannot rotate within the slot. The elongate shaping of the mounting components at each end of the axle makes them suitable to resist considerable rotational forces upon the axle.

Desirably, the slots are longer than the mounting components, so that the mounting components can slide along the slots. If the slots are aligned substantially with the chain or belt, movement of the mounting components along their respective slots can be used to adjust the tension in the chain or belt.

Desirably the motor is mounted in the hub of the rear wheel of a bicycle. Preferably, the elongate slots are open-ended, the open end of the slot facing the rear of the bike. Making the slots open ended allows the rear wheel to be removed by sliding the mounting components along and out of the respective slots. The mounting component may carry a bolt which is connected to an adjustment member, rotation of the bolt adjusting the separation between the opening in the mounting component and the adjustment member. It can be arranged that the adjustment member engages a part of the frame (preferably the end of the open- ended slot) so that rotation of the bolt moves the axle along the slot to adjust the tension in the chain or belt.

Preferably the power cable passes through (one of) the mounting component. The mounting component can therefore control the path of the power cable into the hub. Since the power cable moves with the mounting component it will not become trapped between the mounting component and any part of the frame or hub, and is therefore less likely to suffer damage during removal or refitting of the wheel, or during adjustment of the tension in the chain or belt. According to a third aspect of the present invention there is provided an electric cycle having a frame, at least one wheel, the wheel being rotatably mounted to the frame, a set of pedals mounted to the frame and connected to the wheel to drive the wheel to rotate, a motor for the wheel, a controller for the motor, a battery, and a maintenance tool, the maintenance tool being adapted to permit removal of the wheel and adjustment of the brake tension.

Maintenance tools including spanners and screw drivers are in widespread use by cycle riders. It is a feature of the present electric cycle, however, that a single tool can undertake multiple functions for which two or more tools were previously required. It is intended that the maintenance tool will normally be present when the electric cycle is being used. For example, the maintenance tool may be mounted to the battery carrier, or preferably mounted to the battery housing so that it is removed with the battery housing. In either case, the maintenance tool is always available for the rider to carry out maintenance when and where required.

In addition to the above-stated functions, the maintenance tool is also adapted to undertake one or more of the additional tasks: {i} handlebar position adjustment, {ii} seat height adjustment, {iii} seat angle adjustment, {iv} seat post rotation, {v} chain or belt tension adjustment, {vi} chain or belt removal and replacement, {vii} tyre deflation, and {viii} wheel removal.

It is noted above that the pedals may drive the wheel by way of a chain or a belt. The present electric cycle preferably uses a belt as that avoids the lubricant necessary to maintain a chain in good working order. It is recognised that the chain or belt must pass through a part of the frame and whilst a chain can be split to allow it to be removed from (or fitted to) the frame, that is not possible with a belt. Instead, it is necessary to provide a gap in the frame through which the belt can be passed. With the present electric cycle a plate is fitted over the gap so as to ensure maximum rigidity of the frame during use. The plate is secured by fastenings which can be removed by the maintenance tool. Whilst a gap in the frame is not required for a chain, it is possible to utilise a gap, and therefore also to utilise the present maintenance tool, with a chain, which avoids the requirement for the specialist tools necessary to split the chain.

Preferably, the maintenance tool is locatable within the battery housing, ideally in a dedicated recess of the battery housing. The maintenance tool can therefore be carried upon the e-bike when in use and always be available when required for maintenance. If the battery housing is removable from the battery carrier the maintenance tool will slightly increase the weight of the battery housing but the disadvantage of that is outweighed by the benefit of additional security in removing the maintenance tool from the e-bike when not in use.

According to a fourth aspect of the invention there is provided an electric cycle having a frame, at least one wheel, the wheel being rotatably mounted to the frame, a set of pedals mounted to the frame and connected to the wheel to drive the wheel to rotate, a motor for the wheel, a controller for the motor, a battery located in a battery housing, and a removable sleeve for the battery housing.

Preferably, the sleeve is resiliently compressible and acts to provide impact protection to the battery housing. It is recognised that the battery is a relatively expensive component and is also vulnerable to impact damage. Providing a protective sleeve around some or most of the battery housing can reduce the likelihood of impact damage to the battery housing and to the battery(ies).

Providing a removable sleeve enables a user to remove a damaged or worn sleeve and replace it with a new or undamaged sleeve. Also, sleeves can be provided in different colours enabling the user to refresh the appearance of the e- bike by changing the colour of the sleeve.

Desirably, different sleeves can be provided having different thicknesses and/or different levels of impact protection. A thin sleeve offering lower impact protection might be fitted to the battery housing of an e-bike when used on-road, and a thick sleeve offering higher impact protection might be fitted for an e-bike when used off-road. It will be understood that the electric cycle may be a bicycle, tricycle or a quadricycle (and perhaps even a unicycle); it is expected that the greatest utility of the invention will be as an electric bicycle or e-bike, and the drawings therefore show the invention configured as an electric bicycle.

BRIEF DESCRIPTION OF THE PREFERRED EMBODIMENTS The invention will now be described in more detail, by way of example, with reference to the accompanying drawings, in which:

Fig.1 shows a side view of an electric bicycle according to the present invention, without the mounting components for the axle of the rear wheel;

Fig.2 shows a front view of a first embodiment of battery housing;

Fig.3 shows a front view of a second embodiment of battery housing; Fig.4 shows a detailed view of the user interface of the battery housing of Fig.3;

Fig.5 shows a sectional view of the second embodiment of battery housing and the battery carrier and part of the main tube to which the battery carrier is mounted;

Fig.6 shows a sectional view of the first embodiment of battery housing;

Fig.7 shows a sectional view of the latching mechanism of the first embodiment of battery housing;

Fig.8 shows a view along the line A-A of Fig.7, with the latching mechanism locked; Fig.9 shows a view as Fig.8 but with the latching mechanism unlocked;

Figs.10a - 10c show three conditions of the latching mechanism of the second embodiment of battery housing;

Fig.1 1 shows a view of the rear forks of the e-bike;

Fig.12 shows a sectional view through the hub of the rear wheel of the e-bike; and

Figs. 13a and 13b are views of the maintenance tool.

DETAILED DESCRIPTION

In common with a conventional bicycle, the electric bicycle 10 comprises a rigid frame 12, a set of handlebars 14, a seat 16, a front wheel 18, a rear wheel 20 and a set of pedals 22. The set of pedals 22 are connected to a pedal sprocket or crankset 24 which in the present invention carries a toothed belt 26 by which drive from the pedals is communicated to a sprocket 28 mounted to the hub 30 (see Fig. 12) of the rear wheel 20.

It will be understood that in other embodiments the toothed belt 26 can be replaced by a chain.

The frame 12 has a set of rear forks located to either side of the rear wheel 20, the rear forks including chainstays 32. Each of the chainstays 32 has a mounting slot 34 for the removable mounting of the rear wheel 20 (as further explained below). The rear forks are rigidly connected to a seat tube 36 upon which the seat 16 is adjustably mounted. The seat tube 36 is connected to a top tube 38 and (by way of a bottom bracket) to a downtube 40, which are each connected to a head tube 42. Rotatably mounted to the head tube 42 are the front forks 44 and the handlebars 14. The above-mentioned components are similar (or ideally identical) to those of a conventional bicycle, and it will be noted from Fig.1 in particular that the e-bike 10 is visually very similar to a conventional bicycle.

The e-bike 10 differs from a conventional bicycle in having electrical componentry to provide additional propulsion and thereby assist the rider. Specifically, the e- bike includes an electric motor which cannot be seen but which is mounted within the hub 30. Also, a battery carrier 46 is rigidly secured to the downtube 40 and a battery housing 48 is removably connectable to the battery carrier 46 as explained in detail below.

The battery carrier 46 includes a controller 50 (Fig.5) for the motor, the controller determining the voltage which is communicated from the battery to the motor (i.e. in this embodiment the controller adjusts the power delivery by way of pulse width modulation, i.e. by adjusting the proportion of time for which the voltage is switched on and off). To achieve the desired control, a sensor (not shown) is provided to determine the speed of the e-bike and/or the effort of the user. In this embodiment the sensor is located within the bottom bracket and can determine the rate of rotation of the pedals 22 and can communicate this to the controller 50 (by way of wires located within the downtube 40). The controller 50 can also receive feedback from the motor. The controller 50 is configured with a set of parameters which determine the speed for the motor for a given rate of rotation of the pedals (and motor), the set of parameters being determined by the e-bike designer or manufacturer.

Thus, in this embodiment it is not possible for the rider to modify any of the parameters of the controller 50, and the e-bike designer or manufacturer establishes the parameters which are expected to suit most riders, most of the time. In other embodiments the user interface can permit the adjustment of the parameters of the controller, for example reducing the pulse width for a given rate of rotation of the pedals (so that the rider has to provide a greater proportion of the force to propel the e-bike). In yet other embodiments, the controller 50 has a USB socket or the like allowing connection to a computer, the computer being configured to adjust the parameters of the controller. Such a computer connection can also be used for diagnostics and troubleshooting. In a further alternative embodiment the user interface can permit the adjustment between different power settings for the controller parameters, for example adjustment between a high-power mode and a low-power mode. The different power modes can be suited to different situations, for example on-road/off-road use; in the high-power mode the controller can be configured to achieve a target cruising speed of 22 kmph (for example) whereas for off-road use the target cruising speed may be 15 kmph (for example), the lower target speed enabling the rider to feel more stable on rough terrain.

It will be understood that because each of the battery housing 48, the motor and the sensor are located on the frame 12, all of the control and power cables interconnecting these components can be mounted within respective parts of the frame. In particular, the power cable (not shown) runs from the battery carrier 46 to the bottom bracket inside the downtube 40. If desired, the power cable could then run to the hub 30 inside a part of the chainstay 32. However, since it is desired to be able to remove the rear wheel 20 (for example for puncture repair) in the present embodiment the power cable 52 (Figs.1 1 ,12) runs along the outside of the chainstay 32 rather than within the (tubular) chainstay. This permits a visible electrical connector 54 to be located upon the chainstay 32, which connector can be released when the rear wheel 20 is to be removed from the frame 12. The connector 54 is held in place by a bolt (not shown), which is preferable to the conventional cable ties which are routinely used to secure similar cables of conventional electric bicycles, the bolt being easier to remove (and replace) if this is necessary at the roadside in case of a puncture for example. Whilst Fig.1 1 shows the power cable 52 running along the outer side of the chainstay 32 where it is visible, in an alternative and preferred embodiment the power cable 52 is secured to the inner side of the chainstay, i.e. facing the rear wheel 20, or to the bottom side of the chainstay, so that it is substantially obscured from view during normal use of the e-bike 10. All of the electrical wiring can therefore either be located within parts of the frame 12, or largely concealed from view. The likelihood of inadvertent damage to any of the cabling, and also the likelihood of deliberate damage by vandalism, is much reduced or avoided.

It is presently preferred to locate the power cable 52 along the bottom side of the chainstay 32, which provides effective concealment and yet allows relatively easy access to the connector 54 when required, for example when the e-bike is turned upside down for maintenance or repair.

The first embodiment of battery housing 48 is shown in more detail in Fig. 2, and a second embodiment of battery housing 148 is shown in more detail in Figs. 3 and 4. Importantly, whilst only the second embodiment is shown connected to the battery carrier 146 in detail (Fig.4), it will be understood that the connection of the first embodiment of battery housing 48 to its battery carrier 46 as seen in Fig.1 is similar (and may be identical except for the differences explained below).

Significantly, both embodiments of the battery housing 48, 148 are shaped to replicate a drinks bottle as is often carried upon the downtube of a bicycle. The combination of the hidden wiring and the location and shaping of the battery housing 48, 148 together help to disguise the fact that the present e-bike 10 is an electric bicycle. A rider who does not wish others to know that he or she is receiving electrical assistance is expected to be willing to ride the e-bike 10 whereas they would be less willing or unwilling to ride any of the known e-bikes.

According to the first aspect of the present invention, the battery housing 48, 148 carries the user interface 56, 156. This avoids the requirement for a user interface upon the handlebars, and significantly avoids the requirement for electrical wiring to connect the battery to the handlebars.

In the simplest embodiments the user interface would comprise simply an on-off switch 58, 158, but in these preferred embodiments also includes a display 60, In the first embodiment of battery housing of Fig.2, the display 60 is adapted to show the numbers "0" to "99", in two different colours (in this embodiment red and green). Pressing the on-off button 58 once switches on the motor controller 50, and also switches on the display 60, the display initially representing the state of charge of the battery as a percentage of the maximum charge (99% representing the maximum charge available). The available electrical energy stored in the battery is indicated by a reducing number in the display 60 as the e-bike is used. The present embodiment has two power modes; pressing the on-off button 58 again causes the controller 50 to switch from high-power mode to low-power mode. The power mode is indicated by the colour of the display, with (for example) red indicating high-power mode and green indicating low-power mode. Pressing the on-off button again (for a short period of time) switches the controller 50 back to high-power mode (and the user can change between modes repeatedly as required). Pressing and holding the on-off button 58 for a predetermined longer period of time (e.g. 2 seconds) switches off the motor controller 50 and the display 60. The requirement to hold the on-off button for a predetermined longer period of time reduces the likelihood that the controller is switched off accidentally.

As seen in Figs. 3 and 4, the second embodiment of battery housing 148 differs firstly in having a user interface 156 with a display 160 comprising a set of four LEDs which can illuminate green (in this embodiment). Pressing the on-off button 158 once switches on the motor controller 50, and also switches on the display 160, the display initially representing the state of charge of the battery. The four LEDs together represent 100% charge, 75% charge, 50% charge and 25% charge.

In an arrangement with two power modes, briefly pressing the on-off button 158 again causes the controller 50 to switch from high-power mode to low-power mode (and back again, as stated above). Pressing (and holding for a predetermined period of time) the on-off button switches off the motor controller 50 and the display 160.

The battery housing 48, 148 has a carrying handle 62, 162. The carrying handles 62, 162 are U-shaped and facilitate the carrying of the battery housing to and from a remote charging location.

In the first embodiment of battery housing 48, the carrying handle 62 has a spring- biased actuating lever 64. The primary function of the carrying handle 62 is to enable the user readily to carry the battery housing 48 when removed from the battery carrier 46. The secondary function of the carrying handle 62, and the function of the actuating lever 64, is as part of the latching mechanism of the battery housing, as explained in more detail in relation to Figs. 6-9 below. The actuating lever 64 is located within the U-shaped carrying handle 62 and is biased by compression springs towards the body of the battery carrier. When the user wishes to release the latching mechanism his or her fingers are placed around the actuating lever and the actuating lever is moved to the right as drawn in Fig.6 (and towards the top of the pages as viewed in Figs. 8 and 9). As seen in Figs. 8 and 9, the actuating lever is connected to an actuating plate 68 which has a truncated triangular opening 70 therethrough. The arms 72 of two latch members 74 pass through the opening 70. The arms 72 are biased apart by a compression spring. As the actuating lever 64 is moved towards the right as drawn in Fig. 6, the opening 70 moves relative to the arms 72, and the converging sides of the opening cause the arms to be moved towards each other, i.e. from the latching position of Fig.8 to the unlatching position of Fig.9. By referring to Fig.7 it will be understood that as the arms 72 are moved towards each other, the latch members 74 are similarly moved towards each other, releasing the latch members 74 from the catch 76. The catch 76 is a part of the battery carrier, and when the latch members 74 are released the top end of the battery housing 48 can be moved away from the (top end of the) battery carrier 46, allowing the bottom end subsequently to be lifted away from the battery carrier.

The second embodiment of battery housing 148 differs also in its latching action, and specifically requires two separate actions in order to release it from its battery carrier 146. The detail of the latching of the second embodiment is shown in detail in Figs. 10a-c.

Another significant difference of the second embodiment of battery housing 148 is that the carrying handle 162 can move (in this embodiment pivot) relative to the body of the battery housing. The carrying handle 1 62 has a spring-biased actuating lever 164. The primary function of the carrying handle 162 is to enable the user readily to carry the battery housing 148 when removed from the battery carrier 146. The secondary function of the carrying handle 162, and the function of the actuating lever 164, is as part of the latching mechanism of the battery housing, as explained in more detail in relation to Figs. 10a-c below.

Fig.10a shows the normal in-use condition of the latching mechanism (as also seen in Fig.5). As shown in Fig.5, the "bottom end" of the battery housing 148 is located underneath a lip 66 of the battery carrier 146. The "top end" of the battery housing 148 is retained by a latch member 174 which cooperates with a substantially rigid catch 176 of the battery carrier 146.

In order to release the battery housing 148 from the battery carrier 146 it is first necessary to move the actuating lever 164 away from the body of the battery housing, which lifts a lug 168 out of a recess 170 as shown in Fig. 10b. When the lug 168 is free of the recess 170, it is possible to pivot the handle 162 slightly, as shown in Fig.10b. This rotation causes corresponding rotation of a lever 178 which is connected directly to the handle 162. Rotation of the lever 178 in turn drives the latch member 174 to rotate, releasing the latch member 174 from the catch 176 as shown in Fig.10b. The top end of the battery housing 148 can then be moved away from the (top end of the) battery carrier 146, allowing the bottom end subsequently to be lifted away from the battery carrier. Though not shown in the drawings, it will be understood that the battery housing 148 and the battery carrier 146 have a set of cooperating electrical contacts (preferably located adjacent to the controller 50) which connect the battery and controller 50 when the battery housing 148 is mounted to the battery carrier 146. The battery housing 48 and battery carrier 46 have a similar set of cooperating electrical contacts.

For ease of reference Figs. 10b and 10c do not show the springs which bias the actuating lever 164 and the latch member 174; these springs are shown in Fig.10a only.

It will therefore be understood that two separate actions are required to be undertaken, in sequence, to release the battery housing 148 from the battery carrier 146, namely the lifting of the actuating lever 164 and the subsequent pivoting of the carrying handle 162. The likelihood that both of these actions will occur inadvertently (for example when riding the e-bike 10) is very small, thereby reducing the likelihood of the inadvertent loss of the battery housing 148 during use (an inadvertently dislodged battery housing could easily roll under a passing vehicle for example).

Two separate actions are not, however, required for the battery housing 48, it being expected that the manner in which the actuating lever 64 is located (enclosed) within the U-shaped carrying handle (as most clearly seen in Fig.2) will be sufficient to prevent the inadvertent release of the latch mechanism of that embodiment.

It will be understood from Figs. 7 and 8 that the latch members 74 can move towards one another without movement of the actuating plate 68. That movement, and the cooperating tapered lead-ins of the latch members 74 and catch 76, avoid the requirement for movement of the actuating lever 64 when the battery housing 48 is to be re-connected to the battery carrier 46. Specifically, it is possible simply to push the battery housing 48 into position upon the battery carrier 46, and the latch members 74 will be driven to move so that they can pass the catch 76. The resilient biasing of the latch members 74 cause them to spring back once they have passed the catch 76 to secure the battery housing 48 to the battery carrier 46.

Similarly, it will be understood from Fig. 10c that the latch member 174 can move independently of the lever 178 (and therefore also independently of the carrying handle 162). This independent movement, and the cooperating tapered lead-ins of the latch member 174 and catch 176, avoid the requirement for movement of the actuating lever 164 and handle 162 when the battery housing 148 is to be reconnected to the battery carrier 146. Specifically, it is possible simply to push the battery housing 148 into position upon the battery carrier 146, and the latch member 174 will be driven to pivot so that it can pass the catch 176. The resilient biasing of the latch member 174 causes it to spring back once it has passed the catch 176 to secure the battery housing 148 to the battery carrier 146.

To provide additional security, the battery housing 48 carries a key-locking mechanism, including a lock barrel 80. In known fashion, rotation of the correct key (not shown) within the lock barrel 80 causes a plunger 79 to move outwardly and inwardly of the lock barrel. The plunger 79 can locate in a recess 81 of the actuating plate 68, as seen in Fig.8, to lock the actuating plate 68 in position and prevent movement of the actuating lever 64. When unlocked however, the plunger 79 is withdrawn into the barrel and released from the recess, permitting movement of the actuating plate (Fig.9).

A lock barrel is not shown in Figs. 10a-c, but it will be understood that a lock barrel fits into a lock member 180 in that embodiment. In known fashion, the insertion and rotation of the correct key within the lock barrel will permit the lock member 180 to rotate between the locked position of Figs. 10a and 10c, and the unlocked position of Fig.10b. It will be seen that in the locked position the rotation of the lever 178 (and thereby the rotation of the handle 162) is prevented. A locked battery housing 148 therefore cannot be removed from the battery carrier 146 without the insertion and rotation of the correct key. Fig.10c demonstrates, however, that the second embodiment of battery housing 148 can be re-connected to the battery carrier 146 even when locked, and this is an important feature to allow a rider to have full use of the e-bike, for example to return home, even if the battery housing 148 is locked and the key is lost. It is also clear that the first embodiment of battery housing 48 can similarly be reconnected to it battery carrier 46 whilst in the locked condition of Fig.8.

The manufacturer will be able to provide dedicated tools (or a dedicated service) to remove and replace the lock barrel if the key is lost, for example after the user has returned home.

Fig.1 shows the rear hub of the e-bike 10 without the axle and the mounting components for the axle, for ease of understanding. Thus, Fig.1 shows that the chainstays 32 have an open-ended slot 34 to receive the axle 82 (Fig.12) of the rear wheel 20. This is similar to a conventional bicycle in which the axle is adapted to slide along the slot, the position of the axle within the slot determining the tension in the chain or belt. As with a conventional bicycle the end parts of the axle have at least one flat providing an acircular shape designed to prevent rotation of the axle.

With the e-bike 10 the motor acts to drive the hub 30 to rotate relative to the axle 82 and it is not appropriate to seek to prevent the rotation of the axle 82 relative to the frame 12 by way only of the flat(s) cooperating with mounting slots in the frame. The e-bike 10 therefore has mounting components 84, 86 which are located between the axle and the frame and which are configured to resist the reaction torque of the motor.

The mounting components 84, 86 are mounted to the respective ends of the axle 82. The mounting components 84, 86 each have an acircular hole therethrough which closely matches the form of the end parts of the axle 82, so that the mounting components can slide towards and away from each other along the respective end parts of the axle 82 but cannot rotate relative to the axle. The mounting components 84, 86 are elongated and are a close sliding fit within the slots 34 of the rear forks, the acircular shaping of the mounting components 84, 86 preventing rotation of the mounting components relative to the slots 34 and frame. The mounting components 84, 86 can thereby prevent rotation of the axle 82 relative to the frame 12, allowing the axle to provide a rigid "stator" for the motor.

The ends of the axle 82 each carry a wheel nut 88 which can be tightened to secure the rear wheel 20 to the chainstays 32, in known fashion.

Importantly, and as shown in Fig.12, for a hub motor such as that used with the present e-bike 10, it is necessary for the power cable 52 to be connected to the hub 30, and to avoid the requirement for rotatable connections the power cable 52 passes along the axle 82. The mounting component 86 has a cable hole 90 therethrough, which is sized to accommodate the power cable 52. Since the cable hole 90 is formed through the mounting component 86 it moves with the mounting component 86 along the slot 34, so that there is little if any likelihood that the power cable 52 will become crushed or otherwise damaged between the relatively movable parts of the e-bike 10. The cable hole 90 in this embodiment is curved so that the power cable exits the cable hole directed along the chainstay 32 (Fig.12 shows the power cable bent outwardly, away from the direction of the chainstay 32). The power cable 52 is therefore shielded by the mounting component 86 where it passes from the wheel to the frame, this portion of the power cable otherwise being particularly vulnerable to damage and wear.

It will be seen that the wheel nuts 88 have through-holes 92. The through holes 92 are sized to accommodate one end of a maintenance tool 94 which is shown in Figs. 1 1 a and 1 1 b. The maintenance tool 94 has a hexagonal formation at both ends, and is therefore somewhat like an Allen key. The through-holes 92 are designed to accommodate the end 96 of the maintenance tool, the maintenance tool having a length sufficient to provide enough leverage to remove the wheel nuts 88 if an appropriate spanner is not available. In addition, the e-bike 10 is designed so that all of the maintenance tasks which might need to be undertaken can be accomplished with the maintenance tool 94. Specifically, the rear brakes can be released and adjusted with the maintenance tool 94 so that the rear wheel 20 can be removed if desired or required. The bolts securing the handlebars 14 cooperate with the maintenance tool 94 so that the handlebar position can be adjusted with the tool 94.

Also, the nuts securing the seat 16 to the seat post, and the nut(s) securing the seat post to the seat tube 36, cooperate with the maintenance tool 94 so that the tool can be used for seat height adjustment, seat angle adjustment and seat post rotation.

Furthermore, the maintenance tool can be used to remove and replace the bolt securing the connector 54 to the frame.

Importantly also, the maintenance tool 94 can be used to adjust the tension in the belt 26. As seen in Fig.12, each of the mounting components 84, 86 carries a bolt 98 which locates an adjustment member 100. The adjustment member is designed to be too large to fit into the slot 34 and lies across the open end of the slot. The bolt 98 can be rotated by the maintenance tool 94 whereby to cause the respective mounting components 84, 86 to slide along the slot 34 (towards or away from the adjustment member 100) whereby to ensure correct rear wheel alignment, to adjust the tension in the belt 26, and to permit removal and replacement of a damaged belt 26.

It will be understood that the belt 26 is continuous and unlike a chain cannot be opened. Since the belt must be looped through the rear forks it is necessary to provide a gap in the rear forks through which the belt 26 can be passed. Though not shown in the drawings, the rear forks include the necessary gap, the gap being normally closed by a closure plate. The closure plate is secured by bolts which cooperate with the maintenance tool 94. Fig.6 shows that the maintenance tool 94 is mounted to the battery carrier 48, and is specifically located within a recess 102 of the battery housing. The end 104 of the maintenance tool is accessible to the user and can be gripped so as to remove the maintenance tool from the recess when required. Importantly, the maintenance tool 94 cannot be removed from the recess 102 whilst the battery housing 48 is located on the battery carrier 46.

Though it is not clearly shown in the drawings, the second embodiment of battery housing 148 does not have a recess to accommodate the maintenance tool 94. In order to ensure that the maintenance tool is kept with the e-bike 10 and is ready for use, in the second embodiment the maintenance tool is mounted to the battery carrier 146, and specifically underneath the battery housing 148. The first embodiment is preferred, however, since that minimises the likelihood that the maintenance tool will be lost or stolen when the battery housing is removed.

The battery housing 48, 148 may be of plastics or metal, as desired. Fig.2 shows a USB socket 106 which can be used to connect a mobile telephone or the like for charging of the telephone battery. The controller 50 may be connected to a wireless module permitting the remote communication of chosen data, including for example battery level, power mode, distance covered, error codes, and integration with GPS tracking applications.

The USB socket 106 can also comprise the socket for recharging the battery (or a separate recharging socket can be provided). It will be understood that the charging socket is preferably accessible when the battery housing 48, 148 is mounted to the battery carrier 46, 146 as well as when the battery housing has been removed.

In the embodiment shown the controller 50 is mounted in the battery carrier 46, 146 but in an alternative embodiment the controller could be mounted in the hub 34 along with the motor. Alternatively, the controller could be mounted within the battery housing 48, 148 and be removed from the carrier with the battery. It is expected that variants of the present invention would permit the retro-fitment to an existing bicycle frame. Specifically, a manufacturer could provide a new rear wheel (containing the motor, and perhaps also the sensor and controller if desired), a battery carrier and battery housing, and the required electrical wiring to interconnect the respective components. It would not be expected that a user could locate the wiring within an existing frame but that is not essential to obtain many of the benefits of the present invention and the user can be provided with a retro-fittable wiring harness comprising the required electrical wiring. It will therefore be understood that the dimensions of the rear wheel 20, and in particular the width of the hub 30 and the length of the axle 82, are preferably designed to match those of an existing bicycle rear wheel.

Claims

1 . An electric cycle (10) having a frame (12), at least one wheel (20), the wheel being rotatably mounted to the frame, a set of pedals (22) mounted to the frame and connected to the wheel to drive the wheel to rotate, a motor for the wheel, a controller (50) for the motor, a battery located in a battery housing (48; 148), and a user interface (56; 156) mounted to the battery housing.

2. An electric cycle (10) according to claim 1 in which the user interface (56;

156) comprises an on-off switch (58; 158).

3. An electric cycle (10) according to claim 2 in which the user interface (56;

156) includes a display (60; 160), the electric cycle having means to indicate the remaining battery charge upon the display.

4. An electric cycle (10) according to any one of claims 1 -3 having a plurality of power modes, and in which the controller is connected to the on-off switch (58; 158) to change the power mode upon actuation of the on-off switch.

5. An electric cycle (10) according to any one of claims 1 -4 in which the display (60; 160) is a multi-colour display.

6. An electric cycle (10) according to any one of claims 1 -5 in which the battery housing (48; 148) is shaped to replicate a drinks bottle.

7. An electric cycle (10) according to any one of claims 1 -7 in which the battery housing (48; 148) is removably connectable to a battery carrier (46; 146) mounted to the frame (12).

8. An electric cycle (10) according to claim 7 having key-locking means by which the battery housing (48; 148) is key-lockable to the battery carrier (46; 146).

9. An electric cycle (10) according to claim 7 or claim 8 in which the battery housing (48; 148) has a carrying handle (62; 162).

10. An electric cycle (10) according to any one of claims 7-9 in which the battery housing (48; 148) has a body and an actuating lever (64; 164) which is movable relative to the body.

1 1 . An electric cycle (10) according to claim 10 in which the actuating lever (64;

164) is located between the carrying handle (62; 162) and the body of the battery housing (48; 148).

12. An electric cycle (10) according to any one of claims 7-1 1 in which the battery housing (48; 148) is connected to the battery carrier (46; 146) by way of a latching mechanism (74,76,80; 174,176,180).

13. An electric cycle (10) according to claim 12 in which the latching mechanism (74,76,80; 174,176,180) includes a resiliently-biased latch member (74; 174) which permits a locked battery housing (48; 148) to be fitted to the battery carrier (46; 146)

14. An electric cycle (10) according to any one of claims 7-13 in which the controller (50) is located in the battery carrier (46; 146).

15. An electric cycle (10) according to any one of claims 1 -14 in which a maintenance tool (94) is mounted to the battery housing (48; 148), the maintenance tool being adapted to permit removal of the wheel (20).