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WO2012131292A1 - Système de propulsion pour bicyclettes et véhicules analogues - Google Patents

Système de propulsion pour bicyclettes et véhicules analogues Download PDF

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Publication number
WO2012131292A1
WO2012131292A1 PCT/GB2012/000272 GB2012000272W WO2012131292A1 WO 2012131292 A1 WO2012131292 A1 WO 2012131292A1 GB 2012000272 W GB2012000272 W GB 2012000272W WO 2012131292 A1 WO2012131292 A1 WO 2012131292A1
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WO
WIPO (PCT)
Prior art keywords
drive
motor
vehicle
wheel
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/GB2012/000272
Other languages
English (en)
Inventor
Graham David O'CONNELL
Robert Michael Gideon MILLER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of WO2012131292A1 publication Critical patent/WO2012131292A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/75—Rider propelled cycles with auxiliary electric motor power-driven by friction rollers or gears engaging the ground wheel
    • A—HUMAN NECESSITIES
    • A61—MEDICAL OR VETERINARY SCIENCE; HYGIENE
    • A61G—TRANSPORT, PERSONAL CONVEYANCES, OR ACCOMMODATION SPECIALLY ADAPTED FOR PATIENTS OR DISABLED PERSONS; OPERATING TABLES OR CHAIRS; CHAIRS FOR DENTISTRY; FUNERAL DEVICES
    • A61G5/00—Chairs or personal conveyances specially adapted for patients or disabled persons, e.g. wheelchairs
    • A61G5/04—Chairs or personal conveyances specially adapted for patients or disabled persons, e.g. wheelchairs motor-driven
    • A61G5/047—Chairs or personal conveyances specially adapted for patients or disabled persons, e.g. wheelchairs motor-driven by a modular detachable drive system

Definitions

  • This invention relates to a propulsion system suitable for use on a bicycle and many similar vehicles, which are personally propelled, including wheel chairs.
  • the invention provides a universal propulsion system for cycles and personally-propelled vehicles in general.
  • Self-propelled vehicles such as bicycles
  • propulsion system for a bicycle or similar vehicle comprising a power unit comprising a motor, a power source for powering the motor, and control means for controlling the operation of the power source, mounting means for releasably mounting the power unit on a frame of a vehicle, a drive unit comprising a first set of driving wheels for applying a driving force to the rim of a wheel of a vehicle and a second set of driving wheels for applying a driving force to the opposite rim of a wheel of a vehicle as the first set of driving wheels, fixing means for mounting the drive unit on a frame of a vehicle, and a flexible shaft connected to the power unit and the drive unit and for providing rotational power from the motor to at least one of the sets of driving wheels.
  • the propulsion system is portable and can be retro-fitted, by a non-specialist, to a large number of types and sizes of standard bicycles, tricycles, similar vehicles and for personally- propelled transport systems in general.
  • the vehicle With the system fitted, the vehicle has the benefit of being propelled by the propulsion system in addition to the vehicle's normal propulsion method.
  • the system can likewise be quickly and easily removed from the vehicle for use on a different vehicle, to allow standard use of the vehicle, and to reduce risk of theft and vandalism.
  • the drive unit drives the vehicle wheel rim via the sets of driving wheels, which are finished in a suitable high-friction material.
  • the power unit connects to the drive unit via one or two flexible shaft(s) which attaches the power unit to the drive unit, transferring rotation power.
  • the propulsion system allows a large variety of bicycle and similar vehicle types and sizes to be powered.
  • the power-unit case houses a motor, power-source and controls and is mounted to the bicycle frame via simple clips.
  • the power unit can be fitted and removed by the bicycle owner, making the system portable and guarding against theft.
  • the system has minimal interference with the existing mechanics of the vehicle, and on a standard bicycle has no more affect than the existing brakes.
  • the system can be easily removed from the vehicle leaving no trace of having been fitted. Any effect on vehicle warrantee is minimised.
  • Figure 1a is a side perspective view of a bicycle with a propulsion system fitted thereto
  • Figure 1b is a partial side view of the bicycle of Figure 1a
  • Figure 2 is a partial side view showing more detail of the bicycle and propulsion system of Figures 1a and b,
  • Figure 3 is a front perspective view of the bicycle with the propulsion system fitted thereto
  • Figure 4 is a partial side perspective view of a power unit of the propulsion system
  • Figure 5 is a partial rear perspective view of the power unit of Figure 4
  • Figure 6 is a perspective view from above of a speed control of the propulsion system
  • Figure 7 is a perspective view from above of a drive unit of the propulsion system
  • Figure 8 is a perspective view from below of the drive unit of Figure 7, and
  • Figure 9 is a schematic diagram of a gearing system.
  • FIG 1a shows a propulsion system 10 that has been retro-fitted to a conventional bicycle 12.
  • the propulsion system 10 can be fitted by a nontechnical person, such as the ordinary owner of the bicycle 12.
  • the purpose of the propulsion system 10 is to provide additional power to the user of the bicycle 12, as and when that user needs the additional propulsion.
  • the propulsion system 10 converts a standard bicycle to an electric bike, without the need for the owner to purchase a new and expensive electric bike and without the user having to stop using their original bicycle 12.
  • the propulsion system 10 can additionally be easily removed from the bicycle 12 should the owner wish store the propulsion system 10 safely or use it on a different bicycle.
  • the propulsion system 10 comprises a power unit 14, which comprises a motor, a power source for powering the motor and control means for controlling the operation of the power source.
  • the power unit 4 is mounted on the frame 18 of the bicycle 12 by mounting means 16.
  • a drive unit 20 comprises two sets of driving wheels for applying a driving force to a wheel 24 of the bicycle 12, and flexible shafts 28 connect the power unit 14 to the drive unit 20 and provide rotational power from the motor to the driving wheel 22.
  • Figure 1 b shows a close up of the power unit 14 and the flexible shafts 28 connecting to the drive unit 20.
  • the propulsion system 10 comprises a power unit 14, which comprises a motor, a power source for powering the motor, which can be separately removed from the main-case, and control means for controlling the operation of the power source, with easily attachable means 16 for mounting the power unit 14 on the frame 18 of the bicycle 12.
  • the system 10 also comprises a drive unit 20 comprising two sets of driving wheels 22 for applying a driving force to a wheel 24 of the bicycle 12, fixing means 26 for mounting the drive unit 20 on the frame 18 of the bicycle 12, and a flexible shaft 28 connected to the power unit 14 and the drive unit 20 and for providing rotational power from the motor to the driving wheel 22.
  • the rotational power of the motor is transferred over one or more flexible shafts 28 to the drive unit 20 which drives the rim of the vehicle wheel or wheels 24.
  • the flexible shafts 28 allow the power unit 14 and drive unit 20 to be mounted at different locations and orientations on the vehicle 12 and allow a large variety of vehicles types to be driven.
  • a speed control (discussed in more detail below with reference to Figure 6) allows variable drive speeds.
  • a counter-rotational dual-drive option and gearbox provides additional technical benefits.
  • the power unit 14 can include both a battery and a battery charger to make portability and recharging more convenient.
  • the power unit 14 can also include power-outlets for personal equipment and to allow power-generation and usage in isolated locations.
  • the power unit 14 connects, via the flexible shaft 28, to the rim-drive mechanism 20, which is driving the rim of a cycle wheel 24, in general the physical characteristics of the rims being very uniform across many vehicle types.
  • the mechanism can be simply fitted and removed. Equal pressure is applied to opposite rims.
  • the mechanism by design gives simple/low-cost high-gearing and de-clutching functions.
  • the drive unit 20 can optionally provide re-generative braking and hence electric-power generation. The drive can be easily applied to multiple wheels.
  • the drive unit 20 can use a single wheel 22 on each rim or multiple wheels 22, and can also include a rim-cleaning function to promote both safer braking and more efficient drive.
  • the mechanism 20 can use a latching manual engagement lever, thereby allowing simple drive-declutching when required and allowing different drive-to-rim pressures to be used according to climate and wheel characteristics. A lighter pressure can be used when in generation mode to reduce bearing friction.
  • the motor and power source can be mounted in a single package, providing efficient space usage on the vehicle 12. An optional gearbox can also be included in the package.
  • Alternative drive units 20 can be accommodated with the system such as directly driving a wheel via a flexible shaft and gearing mechanism.
  • both the power unit 14 and drive unit 20 can be fitted and removed by a non-specialist. This reduces fitting costs and gives portability, allowing convenient recharging away from the vehicle 12, allowing application to multiple vehicles and guarding against theft.
  • the drive unit 20 features allow its application to a large variety of current and future personal- transport vehicles, where the drive can be applied in various ways, can be vehicle-mounted or worn by the user.
  • FIG. 3 shows a front view of the bicycle 12 with the propulsion system in place.
  • the power unit 14 comprises a housing 30 containing the motor, power source and control means and the mounting means 6 is for releasably mounting the housing 30 on the frame 18 of the bicycle 12.
  • the clips 16 allow the user of the bicycle to easily attach and detach the housing from the frame 18 of the bicycle 12.
  • the propulsion system also further comprises a speed control unit 32 for adjusting the speed and/or direction of the motor. The user while riding the bicycle 12 can adjust the speed of the motor and thereby adjust the amount of assistance that the propulsion system 10 is providing, to suit the current needs of the user.
  • the power unit case 30 is shown in Figure 4.
  • the power unit 14 is clipped to the frame 18 of the bicycle 12.
  • the case 30 houses the motor, the power source, shaft-drive gearing and a clamp tensioner.
  • a gear control 34 can be utilised by the rider of the bicycle 12 to change the output drive ratio, allowing the use of the propulsion system 10 on varying inclinations, and also allows application of the propulsion system 10 to various wheel sizes and also supports the de-coupling of the motor from the drive unit 20.
  • a drive-tensioner 36 is provided on the side of the housing 30 which is a rotary, geared and ratcheted control.
  • the tensioner 36 applies, via a cable, variable pressure to drive-clamps (discussed in more detail below with reference to Figure 7).
  • the tensioner 36 provides a torque-setting control for setting a desired pressure to the drive clamp.
  • the tensioner 36 allows the propulsion system 10 to accommodate various wheel widths and wet weather- conditions where higher pressure is required.
  • a tension-release-key 38 is provided that releases the clamp-tension by de-clutching the drive.
  • a cable 40 is also shown in this Figure, which connects the power unit 14 to the speed control 32 mounted on the handlebars of the bicycle 12.
  • Figure 5 shows the rear of the power unit 14 in more detail.
  • Dual flexible drives 28a and 28b are shown, each of which connect to and rotate a drive wheel 22 of the drive unit 20.
  • the motor output is geared to produce two counter-rotating outputs which connect to the flexible shafts 28.
  • the counter- rotation is provided because the drive wheels 22 act on opposite sides of the wheel 24 of the bicycle 12.
  • a clamp control cable 42 is also shown, which links the clamp tensioner 36 to the drive clamps.
  • the speed control 32 is shown in more detail in Figure 6.
  • the speed control unit 32 is clipped to handlebars 44 of the bike 12.
  • the speed control 32 is connected to the drive unit 14 via a cable 40, although this connection could be made via a wireless connection.
  • the front of the speed control includes buttons 46 which provides stop 46a, go 46b, and variable speed control 46c.
  • the top of the speed control 32 is provided with a power-source charge indicator 48, which tells the user of the propulsion system 10 the current level of charge being stored by the power source within the power unit 14.
  • the preferred embodiment of the propulsion system 10 operates using a drive unit 20 that has two sets of driving wheels 22 on either side of the rim of a bicycle wheel 24. This is shown in more detail in Figures 7 and 8.
  • a drive clamp 50 is provided which is tensioned via a cable 42 tightened by the drive tensioner 36 on the power unit 14. The pressure is applied using the ratcheted clamp tensioner 36 and the connecting cable 42, which pull the drive units 20a and 20b equally against the wheel rim of the wheel 24.
  • the dual flexible shafts 28a and 28b connect to respective drive units 20a and 20b and are held in position relative to each other by a tie 56.
  • a shaft strap increases strength of the flexible drive.
  • the dual drive units 20 translate shaft torque to drive wheel torque.
  • the dual units 20 reduce the pressure required to ensure there is sufficient friction between the drive wheels 22 and the wheel rim to drive it.
  • Each shaft 28 drives a gear connected to the dual drive wheels 22 in each drive unit 20.
  • Dual drive wheels 22 in each unit 20 allow a more compact unit, and are more stable than a single drive wheel under pressure. The drive wheel material deforms under pressure, increasing the contact surface area and drive friction.
  • FIG 8 shows more detail of the drive clamp 50 and the drive units 20a and 20b.
  • Each drive unit 20 is provided with a respective rim wiper 52.
  • the leading rim wiper 52 reduces the effects of wet and dust on the wheel rim.
  • the rim wiper 52 cleans the surface of the rim.
  • the brakes of the bicycle 12 also have a beneficial cleaning effect.
  • Each drive unit 20 is also provided with a respective clamp clip 54.
  • the easily attached clamp clips 54 securely attach each respective drive unit 20 to the vehicle 12.
  • the clamp clips 54 and brace 55 resist side-to-side motion to allow the drives 20 to grip the wheel 24, plus back-forward motion to facilitate wheel drive.
  • the propulsion system can use a simple two-speed automatic gearing system, as shown in Figure 9.
  • the two-speed control can be implemented automatically without any need for selector or additional control solenoids. Selecting which direction the drive motor turns determines the output speed.
  • the main input shaft S1 turning clockwise drives the output shaft clockwise through ratio-1.
  • the ratio-1 gears free-wheel and the output shaft S2 is turned clockwise through ratio-2. This provides the selection of two speeds automatically without the need for additional selector components.
  • a gearing system is therefore provided that comprises an input shaft S1 mounting two gear wheels G -1 and G2-1 on respective free-wheel bearings operating in opposite direction to each other, each gear wheel G1-1 and G2-1 connected respectively directly or indirectly to a gear wheel G1-3 and G2-2 on an output shaft S2.
  • the gearing system further comprises a fifth gear wheel G1-2 directly connecting a gear wheel G1-1 on the input shaft S1 and a gear wheel G 1-3 on the output shaft S2.
  • the drive is connected to the input shaft S1 and the direction of the drive being switchable.
  • the system can be powered by any engine, but the preferred power unit 14 contains an electrical AC, DC or universal motor, drivable by existing and future battery technology or fuel-cell technology or the like.
  • Various drive unit 20 variations are possible.
  • the drive can be to a front wheel, a rear wheel or both wheels.
  • Single drive wheel, single flexible shaft, opposed by an undriven idling wheel provides the lowest cost solution.
  • Opposing counter-rotating drive units could be driven by a single shaft using gearing.
  • Opposing counter- rotating drive units could be driven by dual shafts, as per the Figures above.
  • the drive units 20 can have one or more driving wheels 22.
  • the propulsion system 10 facilitates a variety of control and monitoring implementations including controls that can be wired or wireless and located within easy reach of brakes levers.
  • the controls can be simple go-stop, fast- medium-stop, etc. or use variable speed, low-power high-distance or high- power.
  • Regenerative braking can also be used, whereby the user braking to slow the bicycle 12 will recharge the power source of the power unit 14.
  • the propulsion provided by the propulsion system 10 can linked to user-effort, such as requiring the user to pedal a cycle before the system will provide additional power.
  • the controls can also provide simple power-usage and charge indication information.
  • Standard application for the propulsion system 10 includes all types of cycles, delivery vehicles, passenger buggies, wheelchairs, etc. Advanced applications include skate-boards, scooters, skates, large-wheel skates, etc. where the system can be worn by the user.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Public Health (AREA)
  • Veterinary Medicine (AREA)
  • General Health & Medical Sciences (AREA)
  • Animal Behavior & Ethology (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Health & Medical Sciences (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un système de propulsion auxiliaire de grande flexibilité pour une bicyclette ou un véhicule à propulsion personnelle analogue, le système comprenant une unité d'énergie comprenant un moteur, une source d'énergie pour alimenter le moteur, et un moyen de commande servant à commander le fonctionnement de la source d'énergie, des moyens de montage servant à monter l'unité d'énergie sur un cadre d'un véhicule de façon démontable, une unité d'entraînement comprenant un premier jeu de roues motrices, destiné à appliquer une force motrice à la jante d'une roue du véhicule et un deuxième jeu de roues motrices destiné à appliquer une force d'entraînement à la jante opposée d'une roue du véhicule de la même façon que le premier jeu de roues motrices, des moyens de fixation destinés à monter l'unité d'entraînement sur un cadre du véhicule, et un arbre flexible monté entre l'unité d'énergie et l'unité d'entraînement et à transmettre une énergie de rotation du moteur à au moins l'un des jeux de roues motrices.
PCT/GB2012/000272 2011-03-28 2012-03-27 Système de propulsion pour bicyclettes et véhicules analogues Ceased WO2012131292A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1105172.9 2011-03-28
GB1105172.9A GB2489450A (en) 2011-03-28 2011-03-28 Propulsion system for bicycles and similar vehicles

Publications (1)

Publication Number Publication Date
WO2012131292A1 true WO2012131292A1 (fr) 2012-10-04

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PCT/GB2012/000272 Ceased WO2012131292A1 (fr) 2011-03-28 2012-03-27 Système de propulsion pour bicyclettes et véhicules analogues

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WO (1) WO2012131292A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112046669A (zh) * 2019-06-05 2020-12-08 邓晓光 一种用于电动自行车的平衡驱动系统

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10479446B2 (en) 2016-08-25 2019-11-19 Newer Commuter, LLC Propulsion device for a bicycle

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1122949A (en) * 1966-02-15 1968-08-07 Moulton Consultants Ltd Improvements in electric motor assisted bicycles
EP0433731A1 (fr) * 1989-12-16 1991-06-26 Fichtel & Sachs AG Démarreur de moteur
US5052705A (en) * 1990-06-15 1991-10-01 Victor Flores Controlled rotary power transfer apparatus and method for non-driven bicycle wheels and the like
JPH0781659A (ja) * 1993-09-17 1995-03-28 Kyoei Giken Kk 電気駆動補助装置付自転車
DE29911279U1 (de) * 1999-06-29 1999-09-23 Thöne, Hermann, 67071 Ludwigshafen Elektrischer Rollendruckantrieb
DE20007553U1 (de) * 2000-04-26 2000-07-20 Freimund, Wolfgang, 22179 Hamburg Reibrollenantrieb als Zusatzantrieb für Fahrräder
WO2001026956A1 (fr) * 1999-10-15 2001-04-19 Temasek Polytechnic Ensemble d'entrainement de bicyclette a differentiel double
US20090200096A1 (en) * 2008-02-12 2009-08-13 Jack Ray Pittman Power drive for a bicycle
DE102009053973A1 (de) * 2009-11-23 2011-06-01 Mectronix Ug Hilfsantrieb für mit Muskelkraft angetriebene Radfahrzeuge

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS584669B2 (ja) * 1978-03-27 1983-01-27 川崎重工業株式会社 原動機付自転車の動力伝達機構

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1122949A (en) * 1966-02-15 1968-08-07 Moulton Consultants Ltd Improvements in electric motor assisted bicycles
EP0433731A1 (fr) * 1989-12-16 1991-06-26 Fichtel & Sachs AG Démarreur de moteur
US5052705A (en) * 1990-06-15 1991-10-01 Victor Flores Controlled rotary power transfer apparatus and method for non-driven bicycle wheels and the like
JPH0781659A (ja) * 1993-09-17 1995-03-28 Kyoei Giken Kk 電気駆動補助装置付自転車
DE29911279U1 (de) * 1999-06-29 1999-09-23 Thöne, Hermann, 67071 Ludwigshafen Elektrischer Rollendruckantrieb
WO2001026956A1 (fr) * 1999-10-15 2001-04-19 Temasek Polytechnic Ensemble d'entrainement de bicyclette a differentiel double
DE20007553U1 (de) * 2000-04-26 2000-07-20 Freimund, Wolfgang, 22179 Hamburg Reibrollenantrieb als Zusatzantrieb für Fahrräder
US20090200096A1 (en) * 2008-02-12 2009-08-13 Jack Ray Pittman Power drive for a bicycle
DE102009053973A1 (de) * 2009-11-23 2011-06-01 Mectronix Ug Hilfsantrieb für mit Muskelkraft angetriebene Radfahrzeuge

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112046669A (zh) * 2019-06-05 2020-12-08 邓晓光 一种用于电动自行车的平衡驱动系统

Also Published As

Publication number Publication date
GB201105172D0 (en) 2011-05-11
GB2489450A (en) 2012-10-03

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