Human-powered or human-assisted energy generation and transmission system with energy storage means and improved efficiency

Efficient human-powered or human-power assisted energy generation and transmission system adapted for use with vehicles. The present invention can be utilized to achieve overall energy transmission efficiency superior to mechanical drives that utilize chains and sprockets or other mechanical drive mechanisms. The present invention can completely eliminate the need for multiple sprockets and the associated shifting mechanisms presently used in most bicycles. By utilizing high efficiency, light weight, direct-drive generators and motors, and an input controller, coupled with an efficient energy storage device, the present invention can reduce the overall weight and complexities of mechanical power transmissions, while, at the same time, offer higher overall efficiencies. In addition, the energy output to the output drive device can be controlled, through profiling and with an output controller, to maintain constant output, independent of instantaneous input. Thus, in a human-powered vehicle, constant thrust can be maintained significantly increasing the vehicle efficiency, compared to the cyclical thrust or torque generated using a mechanical system.

FIELD OF THE INVENTION
 The present invention generally relates to human-powered energy generation
 and transmission, and more particularly relates to using human power as at
 least a partial contributor of power to a vehicle and to any other
 electrically actuated device.
 BACKGROUND OF THE INVENTION
 Vehicles which use human generated power have been around for centuries.
 The advantages of energy storage in these vehicles has been well known for
 over a century. For example, U.S. Pat. No. 89,882, issued to S. Wilmarth,
 dated May 4, 1869, discloses the use of a flywheel to improve the
 performance of a three-wheeled, human-powered velocipede. Likewise, U.S.
 Pat. No. 190,353, issued to W. S. Mitchell on May 1, 1877 discloses a
 spring as an alternative form of energy storage; again, to improve the
 performance of a velocipede.
 The typical pedal mechanism used on most bicycles, using chains and
 sprockets, inputs power in a cyclical fashion, with maximum input only
 when the pedal is horizontal. In addition, the aforementioned pedal
 mechanism requires numerous different sprockets, changed via a shifting
 mechanism, to be able to change gears, depending on the terrain. People
 have understood the limitations of the typical pedaling system used on
 most bicycles for many years. Some have tried to make various elliptical
 sprockets to try to extend the portion of a rotation where the maximum
 power input is obtained; that is during the horizontal position of the
 pedals. There has been some improvement in performance using this
 technique; yet, because of the complexities of "un-round" sprockets, and
 the need for special chain-handling techniques to deal with it, this
 method has never been wide spread. This problem is exacerbated by the fact
 that ten to twenty ratios are still required to meet the needs of running
 on various terrains. As with most other bicycles built today, they utilize
 a shifting mechanism with a "derailleur" system to meet those
 requirements.
 More recently, U.S. Pat. No. 5,035,678 issued to M. D. Hageman discloses an
 "Energy-Storing Bicycle Sprocket Drive System". This device helps to
 improve the efficiency of a chain and sprocket type bicycle drive system
 by using a set of springs to add torque to the point of minimum applied
 leverage. However, it would be advantageous to have a vehicle that is not
 constrained by the requirements of using chains, sprockets, idlers,
 derailleurs, etc., with their associated penalties of added weight,
 maintenance, and safety concerns.
 Over much of the last century, many people have also worked to change the
 position that a bicycle rider sits while pedaling. For instances, they are
 many "recumbents" on the market today. These recumbents let the rider sit
 in a reclining riding position; rather than the more common upright
 position used for most bicycles. This configuration gives a much lower
 wind resistance; and, to most riders, a more comfortable riding position.
 While offering certain advantages, the recumbents still have the same
 limitations of requiring the use of multiple sprockets and the associated
 gear changing mechanism. In addition, they have even longer chains; which
 adds both weight and complexity to the recumbents.
 Most bicycle racers now have the rider's feet tied to the pedals so that
 they can pull up on one pedal, as they push on the other. This technique
 also lets one add energy during the minimum energy portion of a cycle,
 i.e., at the two vertical positions of the pedal stroke. This has helped
 to increase overall mechanical efficiency of human-power. Yet, at the same
 time, because the rider's feet are indeed tied to the pedals, it also adds
 a level of danger; especially, during slow speed operating and when
 stopping.
 Similar efforts have been made with regard to watercraft. Since the
 mid-1980's, people have experimented with hydrofoils on human-powered
 watercrafts. For example, Allan V. Abbott, riding such a craft, called the
 "Flying Fish II", recorded a record speed of 6 minutes, 39.44 seconds over
 a 2,000 meter course. This was about 10 seconds faster than the
 single-person rowing-shell record (reference December 1986"Scientific
 American"). This craft, as well as other hydrofoil human-powered boat
 (hereinafter referred to "human powered boats"), exhibited several
 problems which limited their use to extremely well-conditioned athletes.
 First, the amount of power required to get the hydrofoil human-powered
 boat up on plane took about 1.5 HP for about 3 seconds. This level of
 power takes a very well-conditioned athlete to produce, even for that
 short period of time. Second, because of the cyclical motion of the
 bicycle type power-transmission, there were losses in the thrust from the
 propeller. The above mentioned Abbott estimated this loss to be from 2% to
 5% of the total. Third, the stability of the hydrofoil was quite poor.
 Since the turn of the 20.sup.th century, people have also tried to develop
 aircraft to accomplish human-powered flight. During the late 1970's and
 early 1980's, several very successful human-powered airplanes were
 demonstrated. This included the "Gossamer Condor", the "Gossamer
 Albatross", and the "Monarch B", each winning various "Kramer awards"
 (prizes set up by Henry Kramer, a British industrialist; reference
 November 1985"Scientific American"). All of these crafts exhibited similar
 problems to the aforementioned hydrofoils and human powered boats.
 The "Monarch B" was successful with one problem: that of energy storage.
 This craft utilized a separate electric generator with a number of NiCd
 batteries for energy storage, along with an electric motor that drives a
 huge propeller, in parallel to the chain and sprocket system that drives
 that propeller. This composite drive system did the job to win the Kramer
 Prize; yet, again, required an extremely well-conditioned athlete to
 accomplish this feat.
 By utilizing the present invention, all of the aforementioned limitations
 can be eliminated. Only wires (which can be quite flexible and easily
 routed) are required to transmit power from the generator to the energy
 storage device; and then from the energy storage device to the output
 motor (or in the case of human powered boats, two motors are used in the
 preferred embodiment). Thus, the rider can be in sitting in the most
 effective position (which may vary from person to person). In addition,
 the frame of the vehicle (whether using two, three, or four wheels, on a
 wheeled vehicle) can be designated with a maximum strength to weight
 ratio, while minimizing wind resistance and maximizing overall efficiency,
 without being constrained by the placement of chains, multiple sprockets,
 and complex derailleur systems.
 The use of harmonic drives to get efficient, high gear increasing ratios
 has been well known for decades. For instance, a leading supplier of
 harmonic drives has informed the inventor that harmonic drives have been
 used by the United States military for hand driven electric generators for
 use with radio communications since the 1960's. However, by using highly
 efficient, switched reluctance, or rare earth magnet generators, coupled
 with the profiling disclosed later in this document, as part of this
 invention, the overall efficiency of such a device would be significantly
 improved. For at least a decade, the high efficiencies of such switched
 reluctance motors and generators have been well known. For instance, the
 motors used to drive the feed roll on rotary plotters have used switched
 reluctance motors to drive such feed rollers. Since such feed rollers are
 typically made of plastic, and thus have no good way to dissipate the heat
 from the motors, they typically require motors with efficiencies greater
 than ninety-six percent (96%), to minimize the heat build-up in the first
 place. The switched reluctance motors proved to be extremely reliable in
 these applications, largely due to their high efficiencies. Likewise, as
 disclosed in the September 1998 issue of Aerospace Engineering, because of
 their high efficiencies, switched reluctance motors and generators are
 effectively used in the direct drive motors and generators that are part
 of a gas turbine integrated power unit used in military aircraft. In
 addition, since the early 1990's, rare earth magnets (e.g., the neodimium)
 motors have been commercially available with efficiencies in excess of
 ninety-six percent (96%). These motors are now used in numerous industrial
 applications where performance is the major criteria, largely in brushless
 servo drives. Again, as with the switched reluctance motors, the major
 requirements were for high performance and reliability, which mandated
 high efficiencies to eliminate the need for large cooling fans and heat
 sinks, previously required by similar applications when using less
 efficient motors.
 By significantly increasing the overall efficiency of the drive system and
 energy storage device, the present invention enables an "average" human to
 accomplish similar feats as the above-mentioned Monarch B and Flying Fish
 II, while enabling the crafts to be much more rugged, and significantly
 less costly to manufacture. Thus, such products can be manufactured for
 the consumer market, not just utilized as scientific experiments.
 The advantages of external power input to assist human-power has been well
 known for over a century. Many people have offered for public sale
 vehicles that had battery assistance, as well as those with various
 configurations utilizing internal-combustion engines. One kind of wheeled
 vehicle, typically called a "Moped", uses an internal-combustion engine or
 electric motor to supply the majority of power; yet, offers a separate
 drive system to allow the operator to add additional power. To my
 knowledge, all of these vehicles used a separate drive mechanism for the
 human-powered, power input and the external energy supply.
 For example, in U.S. Pat. No. 5,489,002, Glenn C. Streiff discloses a
 "solar-powered two-wheel vehicle with energy intensifying solar
 collector", which also utilizes a pair of rechargeable batteries to supply
 external power. The Streiff patent again discloses the use of chains and
 sprockets for both the pedal and the motor/generator system; and because
 it only had two wheels, vehicles using this concept will not be able to
 add energy, when the vehicle is stopped. Likewise, when using the
 motor/generator for "regenerative braking", that purpose will be defeated,
 if the operator tries to add energy to the system during times when the
 regenerative braking is taking place. The present invention is meant to
 remedy both of these limitations.
 SUMMARY OF THE INVENTION
 It is therefore an objective of the present invention to provide a
 human-powered or human power assisted energy generation and transmission
 system with a means for generating power, and a means for storing at least
 a portion of that generated power for later use.
 It is another objective of the present invention to provide such a system
 for use on a vehicle.
 It is an objective of the present invention to provide a human-powered
 vehicle with a means for generating such power not only through
 conventional pedal, chain, and sprocket drives, but through other human
 motions as well.
 It is still another objective of the present invention to provide a
 human-powered vehicle with highly efficient drivetrains to eliminate, or
 substantially reduce, wasted energy and funnel substantially all generated
 energy either to locomotion of the vehicle, or into the aforementioned
 energy storage means.
 It is still another objective of the present invention to provide an energy
 dispersing means wherein power which is stored in the energy storage means
 is controllably released to facilitate human operation of the vehicle. In
 other words, the stored energy can be released in such a manner to give
 constant power to the output means, unlike the normal pedal system using
 chains and sprockets.
 It is another objective of the present invention to provide constant power
 output over a pedal cycle, despite fluctuations in the instantaneous power
 input to thereby offer increased efficiency in vehicles due to the fact
 that there is no "chain stretch" or change in drive force to the vehicle.
 It is still another objective of the present invention to provide a
 human-powered energy generation and transmission system for use on a
 vehicle which can be used to provide auxiliary electric power for such
 things as lighting, heating, pumping, etc.
 It is still another objective of the present invention to provide a vehicle
 with operator incentive to maintain a constant pedaling cadence to thus
 achieve maximum efficiency.
 In accordance with these objectives, it is a feature of a preferred
 embodiment of the present invention to provide a human-powered vehicle
 which employs an energy storage means in the form of an ultracapacitor
 which stores energy generated through motion of the human operator for
 later usage at critical points during locomotion.
 It is another feature of the present invention to provide the
 aforementioned human-powered vehicle which further employs an energy
 dispersing means which includes an intelligent controller which profiles
 the motion of the human operator and disperses energy during the times
 when additional energy is most required. For example, if the energy
 generation means includes a typical bicycle pedal type arrangement, the
 human operator will be able to exert maximum power when the pedal is in a
 forward horizontal position. After another ninety degrees of rotation, the
 pedals and crank arms will be in a vertical position, corresponding to
 minimum power output. Therefore, it makes for a more efficient machine if
 the stored energy is released when the pedal is at its top vertical
 position of rotation, and is proportionally cut back until a point where
 no additional energy is released from the storage means, which point will
 correspond to the forward horizontal point of rotation of the pedal. After
 passing through the horizontal position, the energy storage means would
 again begin to increase energy output until again reaching a maximum level
 when the pedal is at its bottom, vertical position. It should be
 understood that the bottom, vertical position of one pedal corresponds to
 top, vertical position of the other pedal.
 It is another feature of one embodiment of the present invention to provide
 energy generation means in the form of a rowing machine wherein the entire
 body is generating energy. The arms perform a back and forth rowing
 motion, while the legs squat and contract as the person seated on the
 machine moves linearly back and forth on a seat provided on rails. The
 energy generated by the hand motion as well as the linear motion of the
 seat can be used to generate power. This power can be partially used to
 move the vehicle and when desired can be partially funneled into an energy
 storage means for later usage.
 It is still another feature of the present invention to provide the
 aforementioned human-powered vehicle which uses a highly efficient motor
 such that when energy is released from the energy storage means, it is
 entirely contributing to the drivetrain and locomotion of the vehicle.
 The present invention accomplishes an increase to the overall efficiency by
 the following means:
 First, by using extremely light weight generators and motors
 (e.g.--generators using rare earth magnets and switched reluctance motors,
 respectively; both brushless devices offering efficiencies upwards of 94%;
 while, offering extremely high reliability), the overall energy transfer
 can be more efficiently accomplished.
 Second, by using an extremely efficient energy storage device (e.g.--an
 ultracapacitor), the energy storage efficiency can be significantly
 improved. These aforementioned ultracapacitors offer the following
 advantages over NiCd batteries: no memory effect; high efficiencies, even
 at high discharge and recharge rates; and extremely long cycle life, with
 little or no degradation over time. Thin-metal film batteries offer most
 of same advantages of ultracapacitors, while being more cost effective for
 recreational type vehicles at the present time.
 Third, by profiling the load on the operator of the present invention to
 compensate for the inherently cyclical change in applied leverage of the
 typical pedal motion of a bicycle type drive system, the maximum energy
 output efficiency can be accomplished. The input controller (mentioned,
 immediately below) would dole out power to the energy storage device by
 effectively changing the load on the above-mentioned generator to maximize
 the overall efficiency.
 Fourth, by utilizing extremely efficient, light weight, input controllers
 (controlling the power input to the energy storage device, as well as
 output controllers controlling the power output from the energy storage
 device), the present invention offers power transfer efficiencies upwards
 of 95%. A preferred embodiment of the present invention accomplishes this
 high efficiency using PWM (Pulse Width Modulation), coupled with the use
 of MOSFETs (Metal Oxide Semiconductor, Field Effect Transistors) or IGBTs
 (Isolated Gate Bipolar Transistors), whichever is most appropriate for the
 currents and voltages involved in a specific application. Alternative
 switching techniques and devices are possible.
 Fifth, by using direct-drive motors and generators, the need for large,
 heavy, and inefficient gear reducers and increasers can be eliminated. By
 using motors with rare earth magnets (e.g. Neodymium), or switched
 reluctance motors, one can manufacture generators that have a sufficient
 number of poles so that these generators can operate directly at the input
 speed of the human-powered input to thereby eliminate the need for large
 ratio gear increasers that would otherwise be required. This would enable
 the generators to be built directly into the drive hub of the typical
 pedal mechanism.
 By profiling the human-power energy output via an input controller, the
 present invention raises the overall output efficiencies of human-powered
 input. Unlike a bicycle type pedal system, that has maximum input power
 only when the pedal is in the horizontal position, the present invention
 can set the power output level to the most efficient level. Thus, when the
 pedal is at the vertical position of its stroke, the power output would be
 a minimum level; while, at a point ninety degrees later, the power output
 would be at its maximum (set) level. By monitoring the rotary position of
 the pedals (or alternative human-power input devices), the load on the
 generator can be continuously adjusted to maximize overall output
 efficiencies.
 In the preferred embodiment both the generator(s) (for human-power input),
 as well as the output motor(s) would both be of high efficiency
 direct-drive types using rare earth magnets (e.g. Neodymium), and switched
 reluctance technology (to achieve efficiencies in excess of 94%; and power
 densities of approximately one horsepower per pound). Furthermore, both
 the input controller, as well as the output controller, would preferably
 use PWM (Pulse Width Modulation) or other switching techniques using
 MOSFETS or IGBTs to maximize the efficiency (to upwards of 98%) of the
 transfer of energy in both devices.
 Using PWM techniques, the energy from the generator would be transferred
 into the energy storage device at a rate determined by the duty cycle of
 the PWM signal. For example, if the power output was set for a low level,
 the pulse width might be set for 15% duty cycle; and a high output level
 might be set for 75% duty cycle. Likewise, the output controller would
 utilize a PWM system that would contain a flywheel diode around the motor
 to utilize the inductive reactance of the motor to maintain the current in
 the drive motor during the off cycle of the PWM signal. The flywheel diode
 would be switched in and out for a wheeled vehicle, that would utilize
 regenerative braking.
 When used with an ultracapacitor as an energy storage means, the output
 controller would automatically adjust the duty cycle of the output to
 compensate for a variation in ultracapacitor voltage level. Thus, if the
 voltage of the ultracapacitor was at 10 volts, a 50% duty cycle may be
 required to give the same power level of a 25% duty cycle when the
 ultracapacitor is at 20 volts. In a similar fashion, the input controller
 would be able to use the reverse technique to maintain the desired output
 level from the human-powered generator.
 In addition, by utilizing the same energy storage device and power output
 device to drive a vehicle, using the present invention, external energy
 can be added to the system with little increase in hardware, complexity,
 or weight. For example, a human-powered boat, could use a solar cell to
 augment the human power. By utilizing the same energy storage device and
 output power device, the increase in weight or complexity of the system
 will be minimal. Likewise, an efficient motor-generator (whether driven by
 a gasoline, diesel, or other engine) system could be added to a
 human-powered boat to either increase performance and/or range of the
 vehicle. Again, utilizing the same output drive device and energy storage
 device, the added complexity would be minimal. Thus, a virtually zero
 pollution vehicle can be made.
 By inputting energy into the energy storage device when the present
 invention is in neutral, a sufficient amount of energy can be stored (over
 a length of time) to enable a human-powered boat to get up on plane
 without the high power output that would normally be required to do so,
 solely from human power. Whether the human-powered boat utilizes
 hydrofoils or a highly efficient planing hull or ski, this invention
 enables virtually anyone to store enough energy to get it up on plane. It
 may take a longer time for an out-of-shape person to store that energy
 (say 5 minutes, rather than thirty seconds for a highly conditioned
 athlete) but, once sufficient energy has been stored, the human-powered
 boat can be designed so that the power required for keeping it up on plane
 is low enough that virtually anyone can keep it up on plane.
 During the various demonstrations of hydrofoil human-powered boat, it was
 observed that stability was extremely tenuous. That is to say, it was
 difficult to keep the hydrofoil human-powered boat in the most effective
 position in the water. In U.S. Pat. No. 4,711,195, Sidney G. Shutt
 discloses an apparatus to help to deal with this problem. This so called
 "Shutt strut" helped to reduce this problem.
 In the preferred embodiment for a hydrofoil human-powered boat, the
 hydrofoils utilize "rear-loaded hydrofoils", with a system to adjust the
 configuration of the hydrofoils (to maximize lift during "take-off";
 while, minimizing drag, once the human-powered boat is up on plane; by
 using a similar technique employed on the flaps of large, commercial
 aircraft), along with elevator-type adjust devices to stabilize the
 attitude of the craft.
 The use of the aforementioned rear-loaded airfoils (or, in the
 human-powered boat embodiment, hydrofoils) are well known for their use on
 sailplanes; and have been utilized on certain third-generation
 human-powered aircraft (reference the German "Musculair" mentioned in the
 November, 1985 issue of "Scientific American"). It is well known, to those
 well versed in the area of aerodynamics, that rear-loaded airfoils offer
 large lift-to-drag ratios (important for getting a hydrofoil human-powered
 boat up on plane) that prevail through a wide range of speeds and angles
 of attack. Thus, rearloaded hydrofoils enable one to make a human-powered
 boat that is more suitable to varying load and speed conditions, than
 those presently available.
 Again, in the preferred embodiment of a human-powered boat, the shape of
 the hydrofoil is mechanically adjustable in a manner similar to that used
 to adjust the flaps on large commercial aircraft. This feature offers two
 advantages: first, the human-powered boat would come up on plane at a
 reduced speed and energy expenditure; and second, the hydrofoil could be
 tuned to varying conditions of power input and load. Thus, a
 well-conditioned athlete would be able to tune the hydrofoil for minimum
 drag to achieve maximum speed; while the same human-powered boat would be
 acceptable for a family to cruise, at a much slower speed. Yet, the
 human-powered boat would still be operating on plane in both instances;
 and, thus, requiring much less power than a similar human-powered boat
 without these features.
 Again, in the preferred embodiment, of a hydrofoil human-powered boat using
 the present invention, stability is accomplished with the use of
 adjustable winglets. That is to say, small adjustable surfaces are
 adjusted automatically, using skis that are mounted in front of the
 human-powered boat to sense the level of the water, and adjust that level
 so that the hydrofoils are always in the water; and yet, are just below
 the surface of the water, minimizing the drag of the struts that secure
 the hydrofoils to the human-powered boat.
 Again, in the preferred embodiment of the present invention in a
 human-powered boat, a water jet (or ducted propeller) is utilized to force
 water over its hydrofoils, to fool the hydrofoils to come up on plane
 sooner than would be required by the speed of the hull without this
 feature. When using this feature, with the increased efficiency
 (especially, at zero speed) of a ducted propeller, the human-powered boat
 would come up on plane at much reduced energy and power levels.
 Using the present invention in a wheeled vehicle, it is possible to
 significantly increase the level of stored energy when going down hill via
 both regenerative braking, as well as by pedaling in neutral. If the
 vehicle is a bicycle and stopped, the operator could continue to pedal
 while in neutral to store energy, and a kickstand or the like would be
 provided to facilitate this motion. Thus, when an uphill section occurs,
 sufficient energy would have been stored to enable the operator to ascend
 that hill at a much greater speed, while continuing to supply pedal power
 at a constant level.
 In an alternative embodiment of the present invention, it would be possible
 to set both a pedaling cadence, and a power level through an electronic
 control. Thus, it will be possible to set a cadence of, for example, sixty
 strokes per minute. At a cadence below sixty, the load would be reduced;
 while, at a cadence above sixty, the load would increase. The operator
 would be able to adjust both the cadence and the associated load, at will.
 Another embodiment of this invention uses an energy meter that can measure
 and display: instantaneous power input and output; energy stored, within a
 band to indicate that sufficient energy is available to get a
 human-powered boat up on plane, etc.; total energy input (from
 human-power, over a period of time); and distances covered (or time spent)
 or distance able to go with present stored energy level. Thus, it would be
 possible to display a speed and distance available for going up a given
 incline road with a human-powered wheeled vehicle; or the distance
 available at a given speed with a human-powered boat. This meter could
 also display: cadence (actual, as well as desired), power (or load--both
 actual, as well as power being generated), etc.
 The present invention can utilize foot and/or arm and/or other body motion
 to efficiently generate power. The present invention would use an
 efficient electrical generating means, which may include an efficient gear
 increasing means (e.g.--a planetary gear or harmonic drive); a power input
 means to change linear motion into rotary motion (the present invention
 can also be utilized with a linear generating means directly, as well); an
 electronic control means which will sense position of the power input to
 optimize the power output of the human power input; and an energy storage
 means that will both store power as well as act as a flywheel to any
 electrical output operated by the present invention.
 Unlike a mechanical bicycle type pedal mechanism, which achieves maximum
 power transfer only when the pedal is horizontal, the input controller of
 the present invention will be able to modulate the load to increase the
 efficiency of the human body input. If a foot pedal type mechanism is
 utilized as a human power input means to the present invention, the
 effective load can be modulated by the electronic control means to
 optimize the power input and, hence, the power output.
 If a rowing machine type energy input means is used in the present
 invention, power can be effectively generated by both the arm type rowing
 motion, as well as by the motion of the sliding seat, typically used in a
 racing scull. Thus, one can now row in the right direction (being able to
 see where they are going--without looking over their shoulder)--a
 significant safety feature for any rowing type human-powered boat.
 By utilizing a one-way clutching means on both oars of the rowing mechanism
 and a generating means coupled to the rotation of the rotating portion of
 oars, the power output from the oars can be modulated by an electronic
 control means to maximize the power input (and, hence, the human-power
 output to the energy storage means) from the human body movement. In
 addition, a linear to rotary motion input means can generate power from
 the motion of the sliding seat of the rowing mechanism. The sliding seat
 can have a rack and pinion (or other device), with the pinion on one side
 driving a generating means to generate power in one direction; and a
 second pinion driving a generating means in the opposite direction. The
 generator could utilize a pinion could drive into a one-way clutch to
 obtain power in only one direction, if so desired. Linear motor could be
 used as a generator.
 In an alternative embodiment, the seat could be stationary and the backward
 stroke of the oars would move a foot rest. Thus, energy could be captured
 on both directions of the strokes of the oars, as well as from the
 movement of the foot rest. With this embodiment, the transfer of momentum
 from the movement of one's body can be minimized; thus, offering increased
 efficiency in human-powered boats. As with other embodiments, the input
 controller could be set to profile the power output for maximum overall
 efficiency.
 As with all human-powered vehicles, all aspects of the present invention
 and associated hardware for any human-powered (or assisted) vehicle,
 weight, and friction (whether, by rotating mechanisms or by induced air or
 water drag), must be kept to a minimum. The overall efficiency must be
 carefully evaluated for each component, as well as the overall system;
 while keeping in mind the practical cost/performance limitations for any
 vehicle sold to the consumer market. For example, all efforts must be made
 to reduce drag and friction by using, for example, Teflon surfaces for
 bearings, etc.; and aerodynamically clean bodies to reduce both air and
 water drag (on human-powered boat).
 In addition, the preferred human-powered boat utilizes the dimple tape
 disclosed in U.S. Pat. No. 5,540,406 by Anthony c. Occhipini to
 significantly improve the lift/drag of the hydrofoils on our hydrofoil
 human-powered boat. Said dimple tape is also used to reduce drag on all
 other surfaces that come in contact with the water on all human-powered
 boat, again, in the ways disclosed by the Occhipini patent.
 These and other objectives and advantages of the invention, will become
 more apparent from the following detailed description when taken in
 conjunction with the accompanying drawings.

While the invention is susceptible of various modifications and alternative
 constructions, certain illustrative embodiments thereof have been shown in
 the drawings and will be described below in detail. It should be
 understood, however, that there is no intention to limit the invention to
 the specific forms disclosed, but on the contrary, the intention is to
 cover all modifications, alternative constructions and equivalents falling
 within the spirit and scope of the invention as defined by the appended
 claims.
 DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
 Referring now to the drawings, FIG. 1 depicts the preferred embodiment of
 the present invention in schematic fashion and generally refers to
 human-powered vehicle 20. However, the present invention need not be used
 with vehicles 20, in that energy generation means 40, energy drivetrain
 means 42, energy storage means 44, and energy conversion means 46 could be
 used in conjunction with any electrically actuated device. As shown in
 FIG. 1, human-powered vehicle 20 includes practically any conceivable type
 of vehicle for transporting individuals or cargo, including land vehicles
 22, water craft 24, and aircraft 26. By way of example only, it is
 currently conceived that land vehicles 22 can include automobiles 28,
 motorcycles 30, bicycles 31, mopeds 32, wheelchairs 33, and all terrain
 vehicles (ATV) 34. Similarly, water craft 24 and aircraft 26 can include
 any particular type of vehicle falling under such categories, including
 hydrofoils 36, planing hulls 37, jet skis 41, and propeller planes 38,
 respectively, or a hybrid such as hovercraft 39.
 It can therefore be seen that vehicle 20 can include a wide variety of
 actual vehicle types. However, each vehicle encompassed by the present
 invention would include the same basic technology which would include
 energy generation means 40, and energy drivetrain means 42, and energy
 storage means 44, and an energy conversion means 46. In using the
 aforementioned elements, the present invention is able to operate
 extremely efficiently and use a portion of the energy generated by the
 operator for actual locomotion, and a portion of the energy for charging
 the energy storage means 44 for later use. Moreover, through the energy
 drivetrain 42, vehicle 20 is made more efficient in that less energy is
 needed to overcome the internal resistance of the drivetrain components,
 and thus more energy can be used either for storage or actual propulsion
 of the vehicle. Finally, through the novel features of the energy
 conversion means 46, the energy released by the energy storage means 44
 can be released in a controlled and structured manner to most efficiently
 profile the energy needs of the vehicle operator. Such a system will
 therefore ensure that energy is released when it is most required and not
 wasted when the human operator is able to efficiently power the vehicle.
 Each of these elements will be discussed in greater detail herein.
 With regard to the energy generation means, human-powered vehicle 20 of the
 present invention is designed to be powered by any number of mechanical
 apparatus which are adapted to convert human motion into energy for
 storage purposes, or for conversion to the propulsion means of the
 vehicle. For example, one embodiment of the present invention would use a
 typical bicycle type mechanism wherein a pair of pedals 48 would be
 attached to arms mounted to a rotatable hub. The human operator would
 therefore exert energy to cause the pedals to rotate, with such rotational
 energy then being carried by the energy drivetrain means 42 to either
 charge the energy storage means 44, or propel the vehicle through energy
 conversion means 46.
 In an alternative embodiment, pedals 48 need not be used. Rather, a pair of
 foot pumps 50 or hand pumps 52 could be employed. Foot pumps 50 and hand
 pumps 52 are commonly used in modem exercise equipment such as in step
 climbers, nordic skiing machines, and in stationary bicycles. More
 specifically, the human operator causes the foot pumps 50 or hand pumps 52
 to operate individually in a back and forth motion. Again, such motion
 could then be used to drive energy drivetrain means 42 for the
 aforementioned reasons. In a still further embodiment, energy generation
 means 40 could be provided in the form of a rowing machine 54 wherein the
 operator would be situated on a slideable seat. The seat would be adapted
 to move back and forth in a linear motion as the legs of the operator
 extend and contract. Simultaneous with this linear motion, the arms of the
 operator would perform a rowing motion wherein a pair of cables or other
 suitable actuators would be pulled against resistance to thereby generate
 energy. Again, such generated energy could be used to drive energy
 drivetrain means 42 and thus power energy storage means 44 or energy
 conversion means 46.
 While a number of specific embodiments have been disclosed in this
 application, it is to be understood that energy generation means 40 is
 defined as any structure which is adapted to be driven by human power.
 Combinations of the aforementioned mechanical apparatus are certainly
 possible.
 Turning now to the energy drivetrain means 42, the present invention again
 encompasses a number of different embodiments. For example, the
 aforementioned pedals 48, foot pumps 50, hand pumps 52, and rowing machine
 54 could all be used to cause a sprocket 56 to rotate and thus cause a
 chain 58 trained to the sprocket to move in an endless loop. This
 rotational energy could be used to drive a generator 60 of energy storage
 means 44 or could be used to provide propulsion to the vehicle. It is to
 be understood that a number of differently sized sprockets 56 could be
 provided to provide a different number of gears providing greater or
 lesser resistance to the human operator.
 In another embodiment of the present invention, a harmonic drive 62 could
 be employed which would thus have an extremely high gear ratio on the
 order of 100 to 1, or more. Thus, relatively little rotation or motion on
 the part of the human operator could cause a correspondingly high RPM in
 the output of the harmonic drive for either charging energy storage means
 44, or for propelling the vehicle through energy conversion means 46. In a
 still further embodiment a planetary gear system 61 could be used.
 In another preferred embodiment drivetrain means 42 can be connected to
 direct drive generator 60 to eliminate the need for gear increasers.
 Likewise a direct drive motor 72 can be used to directly drive the wheels
 of the vehicle 20. Such direct-drive motors and generators have a running
 speed largely dependent on the number of poles therein. By using ones with
 rare earth magnets (e.g. Neodymium) or "switched" reluctance motors, one
 can manufacture generators that have a sufficient number of poles so that
 these generators can operate directly at the input speed of human-power
 input (typically 60-120 RPM on a bicycle), thus eliminating the need for
 large ratio gear increasers.
 Once energy has been created through energy generation means 40 and
 converted into rotational output energy through energy drivetrain means
 42, the created energy can either be stored in energy storage means 44, or
 used to propel the vehicle through energy conversion means 46. First, with
 regard to energy storage means 44, it is to be understood that the output
 of energy drivetrain means 42 is connected to generator 60 to drive
 generator 60 and thus create rotational energy. This rotational energy
 could be used to charge ultra-capacitor 64 or battery 66, or could be used
 to impart motion to flywheel 68. The energy stored in ultra-capacitor 64,
 battery 66, or flywheel 68 could then be drawn upon at a later time when
 additional boost energy is required, as will be more specifically
 described below. In another embodiment, the flywheel 68 could have a
 built-in motor/generator as referenced in the October 1996 issue of
 Discover magazine.
 In one embodiment of the present invention, the entire bundle of energy
 created by the human operator could be used to charge energy storage means
 44 and thus leave vehicle 20 stationary. In an alternative embodiment, the
 energy storage means 40 could remain dormant and the entire bundle of
 energy created by the human operator could be used to propel the vehicle.
 In still another embodiment, portions of the energy created could charge
 the energy storage means 44, while the remaining portion could be used for
 propulsion of the vehicle. One of ordinary skill in the art will also
 readily recognize that more than one energy generation means 40 can be
 used to power the same vehicle, for example, with a tandem bicycle.
 With regard to the actual manner in which the vehicle 20 could be
 propelled, again a number of different embodiments are encompassed in this
 invention. In a first embodiment of the present invention, the energy
 created by the human operator could be directed through energy drivetrain
 means 42 and directly to the propeller 70 of vehicle 20. In describing
 propeller 70, the present invention is including the connection of energy
 drivetrain means 42 to an axle or wheel of a land vehicle, or a water or
 air displacing propeller. However, when the energy storage means 44 is
 drawn upon to partially or completely propel vehicle 20, a motor 72 will
 need to be provided to transform the stored electrical energy in
 ultra-capacitor 64 or battery 66 into rotational mechanical energy. This
 rotational mechanical energy would then in turn be used to power the
 wheels or propeller of the vehicle. A separate motor could be used for
 each wheel or propeller of the vehicle.
 Again with an eye toward efficiency, the present invention uses a high
 efficiency motor having a relative light weight. This ensures that the
 maximum amount of energy is being used for propulsion of the vehicle as
 opposed to overcoming the internal mechanical resistance of the motor. The
 overall weight of the vehicle 20 is also kept as low as possible. In a
 preferred embodiment, the present invention employs a rare earth magnet
 motor, which as described above can be used to directly drive the
 propeller or wheel.
 In conjunction with energy conversion means 46, the present invention
 provides a novel manner in which the energy from energy storage means 44
 can most efficiently be distributed for propulsion of the vehicle. Turning
 now to FIGS. 2 and 3, it can been seen that energy conversion means 46
 also preferably includes a microprocessor based controller 74. Controller
 74 is used to calculate the amount of energy which should be released
 during actual operation of vehicle 20 to ensure that energy is only
 released when it is required and is not wasted when the human operator is
 fully able to generate sufficient power.
 For example, with regard to the bicycle pedal 48 arrangement previously
 discussed, one of ordinary skill in the art will clearly recognize that
 during rotation of pedals 48, the human operator is able to generate the
 maximum amount of power when the pedal is at its forward horizontal
 position. As the operator continues to move the pedal rotationally
 downward, less and less power is generated by the operator until reaching
 the bottom vertical position where the minimum amount of power is
 generated. At this bottom vertical point, the opposite pedal is at its
 top, vertical position. It would therefore be advantageous if the energy
 storage means 44 were controlled to dispense power at the time when the
 pedals are vertically disposed and then proportionally decrease the power
 released until reaching a minimum level when the pedals are horizontal and
 the operator is thus generating maximum power. After passing the
 horizontal position, power output of storage means 44 increases as power
 output of the operator decreases. It can therefore be seen the power
 output of storage means 44 would reflect a cyclical pattern, which can be
 profiled using a suitable control algorithm. This profile could be
 tailored to the individual operator as well.
 The present invention accomplishes this by providing controller 74 which
 can be programmed to sense the actual position of the pedals, and thus
 release maximum power when the pedals are vertically disposed and minimum
 power when the pedals are horizontally disposed. Similarly, when energy
 generation means 40 are provided in the form of the aforementioned foot
 pumps 50, hand pumps 52, or rowing machine 54, controller 74 can be
 programmed to sense the actual positions of the mechanical components and
 release energy when maximum power is required. Since the positions of
 minimum and maximum power may vary from operator to operator with
 different positions, these positions can be adjustably programmed into
 controller 74.
 FIG. 3 provides an example of the program logic which controller 74 could
 employ for releasing energy from energy storage means 44. As shown
 therein, step 76 requires programming of the controller 74 to store the
 range of motion of the human operator in memory 78 of controller 74.
 Profiling step 76 further entails releasing maximum energy from energy
 storage means 44 at the pertinent positions during actual operation of
 energy generation means 40.
 During actual operation of human vehicle 20, the positions of energy
 generation means 40 are continuously monitored by sensors 80 which in turn
 direct signals to controller 74 as indicated at step 82. The sensor 80
 utilized to give input information on the position of any human-powered
 input could be in many forms including the following: An encoder (either
 absolute or incremental with a marking pulse); a resolver; a
 potentiometer; a Hall effect sensor; or any other rotary or linear
 position sensor that meets the needs of a position sensing device to
 achieve the profiling step of the present invention. It will be obvious to
 those of ordinary skill in the art of designing and programming
 microprocessor based controls (as well as the most simply analog controls)
 that once "position" is available as in input to the microprocessor, it is
 quite possible to profile the load into the energy storage means, via the
 input controller, in whatever manner is required to obtain the highest
 overall efficiency. It will also be obvious that riders of any
 human-powered (or assisted) vehicles may have different riding positions
 depending on physical size, strength, seating positions, etc. Thus, it
 would be possible to modify the profiling to suit each particular rider,
 by modifications of the various parameters used to establish that
 profiling. This could also be accomplished by a mechanical phasing
 adjustment. Similarly, a simple analog controller could be used to
 implement the profiling of position without leaving the scope of the
 present invention.
 Controller 74 would then calculate the energy demand based on the actual
 sensed location of the energy generation means 40 and compare that to the
 profile stored in memory 78 of controller 74. As indicated at step 84,
 controller 74 then calculates the energy to be released and such energy is
 then released as indicated at step 86.
 One of ordinary skill in the art will also readily recognize that the
 entire energy generation means 40, energy drivetrain means 42 and energy
 storage means 44 could be manufactured as portable units for
 interchangeability with various vehicles 20. Thus, the same device could
 be utilized in both a human powered wheeled vehicle, as well as a human
 powered watercraft and human-powered aircraft.
 An example of a possible system embodying the present invention, is shown
 in FIG. 4, wherein an electronic transmission is shown which uses a
 micro-processor 74 to control the timing and amount of power dispersed
 from energy storage means 44. The controller 74 includes an interface 75
 that displays information to the operator and that allows the operator to
 set parameters. As described earlier, this is done by receiving signals
 from position sensors 80 such that controller 74 knows the relative
 positions of pedals 48. At the time when position sensors 80 indicate to
 controller 74 that pedals 48 are horizontal, controller 74 will in turn
 direct energy storage means 44 to release the minimum amount of power
 therefrom to assist the operator. However, when position sensors 80
 indicate that pedals 48 are vertically disposed, and thus the operator is
 generating minimum of power, controller 74 will in turn direct energy
 storage means 44 to release maximum power to assist the operator.
 Controller 74 can use a pulse width modulated or other switching control
 algorithm to control this cyclical release of power. In other words, as
 pedals 48 move from the vertical to the horizontal, controller 74
 proportionally decreases the amount of power released from energy storage
 means 44. Conversely, as pedals 48 move from the horizontal to the
 vertical, controller 74 causes energy storage means 44 to proportionally
 increase the power released therefrom.
 It should therefore be understood by one of ordinary skill in the art that
 the present invention could be advantageously employed in a human-powered
 vehicle, or a partially human-powered vehicle, to allow the vehicle to
 have access to additional boost energy when such energy is most critical.
 For example, when a land vehicle 22 is traversing a downhill or planar
 surface, a portion of the generated power can be used to charge energy
 storage means 44, while a portion of the generated power can be used to
 actually propel the vehicle. The energy stored in energy storage means 44
 could then be called upon when the land vehicle 22 is about to ascend a
 hill. This would assist the human operator in ascending the hill and in
 the end result in a longer range for the vehicle in that the energy output
 required by the human operator would be balanced over time. Moreover,
 energy can continue to be generated even when the vehicle is stopped by
 directing all energy to the energy storage means 44. If the vehicle 20 is
 a bicycle or other two wheeled vehicle, a kick stand or training wheels
 could be added to facilitate such operation.
 Similarly, with the operation of a water craft 24, for example hydrofoil
 36, the largest energy demand is required to cause the hydrofoil 36 to
 elevate out of the water and into a plane formed between the skis of the
 hydrofoil and the surface of the water. Once the hydrofoil is
 substantially out of the water, only the propeller 70 remains in the water
 and thus decreased energy is required to move the hydrofoil due to this
 reduced drag. However, since such exorbitant amounts of energy are
 required to cause hydrofoil to attain this reduced drag position, the
 human operator is often unable to sustain the position of the hydrofoil
 and thus the overall range of the vehicle is severely limited. However,
 through the use of the present invention, energy stored in means 44 could
 be called upon to assist the human operator in elevating the hydrofoil up
 into the reduced drag plane and the human operator would be more able to
 sustain motion of the hydrofoil.
 Finally, with any human-powered vehicle, efficient use of energy is
 critical. Not only does the present invention provide a means for storing
 energy for later usage during critical points of locomotion, but the
 present invention also uses a microprocessor based controller which allows
 for efficient distribution of the energy during various positions of human
 operation. In other words, energy is released when it is most required
 given the particular generation means employed, and thus relatively little
 or no energy is released during periods of operation of the generator when
 little or no energy is required.
 An embodiment of the power profiling described above may be better
 understood with reference to FIG. 5. As may be seen from this graphical
 illustration, as the angular displacement of the human driven element such
 as a pedal, etc. as described above, transitions through its range of
 motion as illustrated by curve 100, the energy profiling varies the power
 extracted in relation to the position based at least in part on the
 availability of torque to be supplied by the human. Specifically, as the
 pedal is transitioned from its vertical top position as illustrated at
 time t.sub.0, the controller varies the pulse width during which the
 generator driven by the pedals are coupled to an electrical load. This
 electrical load, as described above, may be the energy storage device or
 the vehicular drive motor depending on the particular implementation. As
 the pedal position is transitioned from to t.sub.0 t.sub.1, the human's
 ability to produce more torque is increased. Therefore, the controller
 increases the duty cycle of the pulse width modulated connection to the
 electrical load to utilize this increased availability of torque to
 generate an increased output from the pedal driven generator. This is
 illustrated in curve 102 of FIG. 5 which illustrates the pulse width
 modulation varying as a function of time or angular position of the pedal
 and hence the ability of the rider to produce power. Curve 103 illustrates
 this cyclical increasing and decreasing of the duty cycle of the pulse
 width modulated connection to better illustrate the point. As would be
 expected, this pulse width modulated connection to an electrical load
 varies the required torque input to the generator and is profiled to
 maximize the efficiency of the rider's input to the rider's ability to
 produce an output. While the duty cycle profile illustrated in curve 103
 is generally cyclical, one skilled in the art will recognize that this
 curve may be profiled differently for different riders based upon their
 physical abilities to generate torque throughout the positional cycle of
 the input drive mechanism. For example, riders with physical handicaps
 such as knee replacements or other prosthesis may be able to generate
 torque in a much different configuration than that illustrated in FIG. 5.
 However, the controller of the instant invention allows this rider's
 specific torque profile to be utilize to optimize the efficiency of the
 generation of power by tailoring the profile of the pulse width modulated
 connection of the generator to extract maximum power based on maximum
 availability of torque, and to minimize the requirement of torque output
 when the rider is least able to supply it. It will also be apparent to
 those skilled in the art based upon the proceeding teachings that such a
 profiling may vary the instantaneous stroke speed versus position of the
 pedal, allowing a rider to quickly move through the area of least
 available torque production based upon the virtual disconnection of the
 electrical generator from an electrical load allowing for a greatly
 reduced torque required input and therefore a shorter amount of time
 during the low torque production periods of these cyclical pedal cycle.