Method for powering a muscle-operated vehicle and vehicle

Abstract: Method for powering a muscle-operated vehicle, especially bicycle, having a muscle-operated driving system, an auxiliary electrical power driving system and a control means for controlling the output of said electrical power driving system in response to the variations of a pedal depressing force of the muscle-operated driving system, wherein a pedal force of the muscle-operated driving system is detected to derive an electric motor drive force of the electrical power driving system. In addition to said pedal force a motor revolution speed is detected to derive the electric motor drive force, and that a ratio (η) between the electric motor drive force (F M ) and the pedal force (F L ) is variable in response to the motor revolution speed corresponding to the vehicle speed (S).

Description: The present invention relates to a method for powering a muscle-operated vehicle, especially bicycle, having a muscle-operated driving system, an auxiliary electrical power driving system and a control means for controlling the output of said electrical power driving system in response to the variations of a pedal depressing force of the muscle-operated driving system, wherein a pedal force of the muscle-operated driving system is detected to derive an electric motor drive force of the electrical power driving system and to a vehicle, especially bicycle, having a muscle-operated driving system. A device for detecting pedal forces and controlling the drive forces of an electric motor of the auxiliary electrical power driving system in response to the magnitude of the pedal force is disclosed in a Japanese Unexamined Utility Model Publication No. Sho56-76590 and a Japanese Unexamined Patent Publication No. Hei2-74491. In both cases said device provides for increasing the drive force of the electric motor to alleviate the pedal effort when a larger drive force is needed. Similar solutions are known from the Applicant's European Patent Applications 93107685.5 and 93103706.3 which are comprised in the art under Article 54(3) EPC. As is apparent from the prior art, as the pedal force is input from the crank pedal, the pedal force varies with a period of a half turn of the crankshaft, rendering the pedal force to be almost zero when the crank pedal comes to the top or bottom dead centres. Figure 7 shows the change of the human drive force or pedal force F L against time t. The changing period of the pedal force corresponds to a half turn of the crank pedal. While the devices of the prior art detect the periodically changing pedal force F L , the relationship between the pedal force F L and the electric motor drive force F M of the auxiliary electrical power driving system is defined in a simple manner, namely, the ratio F M /F L which is designated as assist rate η in this application, is determined to be constant. Thus, as the assist rate η is constant as described above, the motor drive force F M = η x F L according to the simple definition is output. Accordingly, in order to produce a larger assisting motor drive force F M with a small pedal effort at a low speed, the assist rate η has to set to a large value. If, on the other hand, the assist rate η is set large, however, the electric motor produces an excessively large drive force also during running of the vehicle, specifically bicycle, at a high speed. This results in an excessively high vehicle speed and unnecessary energy consumption of a battery provided in the auxiliary electrical power driving system. Accordingly, it is an objective of the present invention to provide a method and a vehicle of the type as indicated above which provides appropriate power assistance suitable for the vehicle, specifically bicycle, under all operating conditions restricting energy consumption from a battery of the auxiliary electrical power driving system to prevent the battery from being wasted and avoids the need of a mechanical, optical or electrical vehicle speed sensor. According to the present invention, the afore-indicated objective is performed in terms of a method for powering a muscle-operated vehicle, specifically bicycle, according to claim 1. Preferably, in the high speed range of vehicle operation, the afore-indicated ratio is gradually decreased. Moreover, the afore-indicated objective is performed in terms of a muscle-operated vehicle, specifically bicycle, according to claim 6. Prefered embodiments are of the present invention are laid down in the further subclaims. The present invention is specifically advantageous in that the ratio between the drive force F M of the electric motor and the pedal force F L namely the assist rate η (= F M /F L ) is made variable, preferably is variable to gradually decrease with an increase of the motor revolution, at least in the high speed'range of vehicle operation, said assist rate η can be made sufficiently small at least in said high speed operating range to restrict the consumption of the battery while rendering it possible to ride at suitable vehicle speeds, specifically bicycle speeds. In the following the present invention is explained in greater detail by means of several embodiments thereof in conjuncation with the accompanying drawings wherein: Figure 1 is a side view of a powered bicycle according to an embodiment of the present invention, Figure 2 is a block diagram of the drive train for powering the bicycle of Figure 1, Figure 3 is a partial bottom view of the drive system and drive train for powering the bicycle of Figure 1, Figure 4 is a schematic side view of a pedal depressing force detecting unit of the drive system of Figure 3, Figure 5 is a cross section along the line V-V in Figure 4, Figure 6 (A) and (B) are diagrams of different characteristics of the assist rate η, Figure 7(A) - (C) are diagrams showing the periodically changes of the pedal depressing force and the electric motor driving force according to a further embodiment of the present invention. Figure 1 shows a bicycle as one embodiment of the vehicle of the present invention which comprises an auxiliary electrical power driving system. In Figure 1 it is indicated that a main frame 10 of the bicycle extends from a head pipe 12 obliquely back downward to a shaft of a rear wheel 14. A seat tube 16 is secured generally perpendicularly to the main frame 10. A seat post 20 is secured to the top end of'the seat tube 16 to support a saddle 18. A cylindrical portion 16a which is open downward is formed at the bottom of the seat tube 16 to accommodate a DC electric motor 22. A power unit 24 is secured to the bottom end of the seat tube 16. The power unit 24 is provided with a bottom bracket case 26 and a rear stay 28 extending backward from the bottom bracket case 26. The rear wheel 14 is mounted on the rear end of the rear stay 28. A drive shaft 30 passes through the right hand rear stay 28 (Refer to Fig. 3). Now the power unit 24 will be explained. Figs. 1 and 3 show a crankshaft 32 passing through the bottom bracket case 26, and a crank 34 secured to both ends of the crankshaft 32. A pedal 36 is attached to the crank 34. The left end of the wheel shaft 38 for the rear wheel 14 is secured to an end plate 28a secured to the left hand rear stay 28. The right end of the wheel shaft 38 is secured to a bevel gear case 40 secured to the right hand rear stay 28. A hub 42 is rotatably supported with the wheel shaft 38. The rotation of the drive shaft 30 is transmitted through a bevel gear mechanism 44 to the hub 42. The electric motor 22 is fit from above into and secured to the bottom bracket case 26 as shown in Fig. 3. The motor shaft 22a of the electric motor 22 is perpendicular to the crankshaft 32 and located near the center of the width of the vehicle. The bottom bracket case 26 is fit into and connected to the cylindrical portion 16a of the seat tube 16, while the electric motor 22 is inserted from under into the cylindrical portion 16a. The rotation of the electric motor 22 is transmitted, as shown in Fig. 3, through a one-way clutch 48, a planetary gear speed reduction mechanism 50, a small bevel gear 52, and a large bevel gear 54 to a cylindrical resultant force shaft 56 supported for free rotation with the crankshaft 32. The rotation of the resultant force shaft 56, in turn, is transmitted through a bevel gear mechanism 58 to the drive shaft 30. The rotation transmitted from the rear wheel 14 toward the electric motor 22 is shut off with a one-way clutch 43. The planetary gear speed reduction mechanism 50 is of a know type, located between a sun gear driven by the electric motor 22 and a ring gear fixed to the bottom bracket case 26, and transmits the revolution of a planetary gear engaging with those gears to a small bevel gear 52. The rotation input by human power from the pedal 36 on the other hand is transmitted through the crankshaft 32, a one-way clutch 60, and a planetary gear mechanism 62 to the large bevel gear 54. Thus, the rotation input from the crankshaft 32 is transmitted from the large bevel gear 54 through the resultant force shaft 56, and the bevel gear mechanism 58 to the drive shaft 30. The rotation of the crankshaft 32 is not transmitted while the electric motor 22 is at rest because of the function of the one-way clutch 48. Also, when the crankshaft 32 is at rest or rotating in the reverse direction, the rotation of the electric motor 22 is not transmitted to the crankshaft 32 because of the function of the one-way clutch 60. Here, the drive shaft 30 is located on the right side of the plane A (Refer to Fig. 3) including the motor shaft 22a in the longitudinal direction of the vehicle. A planetary gear speed increasing mechanism 62 as shown in Figs. 3 and 5 comprises a ring gear 62a secured to the large bevel gear 54, a sun gear 62a secured to a pedal force detecting lever 64, and a planetary gear 62c interposed between those gears. The crankshaft 32 causes the planetary gear 62c to revolve through the one-way clutch 60. The pedal force detection lever 64 is a component of a pedal force detecting means 65 for detecting the drive force by human power through the pedal 36 by means of reactional forces applied to the sun gear 62b. The pedal force detecting means 65 is located to the left side of the plane A mentioned above. Namely, the lever 64 of the pedal force detecting means 65, as shown in Figs. 4 and 5, is provided with two projections 64a and 64b. The projection 64a comes into contact with a stopper 66 to check the rotation in the clockwise direction as seen in Fig. 4 or the rotation in the direction opposite that in which the pedal force of the pedal 36 is applied. The projection 64b comes into contact with a second lever 68 so that the second lever 68 is rotated clockwise by the counterclockwise rotation of the lever 64. The second lever 68 is urged to return by a return spring 70 so that the lever 64 is urged to return clockwise as seen in Fig. 4. The amount of the rotation of the second lever 68 is transmitted to a potentiometer 72 serving as a pedal force sensor. Thus, the lever 64 rotates clockwise as seen in Fig. 4 in proportion to the pedal force of the pedal 36, the second lever 68 is rotated clockwise, and the pedal force is known from the amount of rotation of the potentiometer 72. Fig. 1 shows a rechargeable battery 80 such as a lead-acid battery, and a controller 82, both accommodated between the seat tube 16 and the head pipe 12 of the main frame 10. Fig. 1 also shows a vehicle speed detecting means 84 arranged to face the large bevel gear. The vehicle speed detecting means 84 may be of a known type which detects the rotation of the large bevel gear 56 either electromagnetically or optically. The pedal force F L detected by the potentiometer 72 and the vehicle speed S detected by the vehicle speed detecting means 84 are input to the controller 82 which in turn controls electric motor current based on the pedal force F L and vehicle speed S, to produce an electric motor torque T M . A memory 82 stores the assist rate η which varies with the vehicle speed. The assist rate η is defined as the ratio of the electric motor drive force F M to the pedal force F L (F M /F L ) and set for example to the characteristic as shown in Figs. 6(A) and 6(B). According to the characteristic (a) of the solid line in Fig. 6(A), the assist rate η is constant η o when the vehicle speed S is not greater than S F , gradually decreases linearly for the vehicle speed range S F <S<S E as determined by the equation η=η o ×(S E -S)/(S E -S F ).., (1), and zero for the vehicle speed range S E <S. The controller 82 first determines the assist rate η for the vehicle speed S using the characteristics stored in the memory 82a. The drive force F M which the electric motor should produce at this time is determined from the equation [F M = ηF L ]. Fig. 7 as a whole shows changes in the resultant drive force F = F L + F M at this time. Fig. 7(A) represents low and medium speeds not higher than S F . Fig. 7(B) the high speed range S F <S<S E , and Fig. 7(C) the very high speed range S E <S. As apparent from those figures, since the assist rate η = η o (constant) in the low and medium speed range of S<SF, the drive force F M by the electric motor 22 is determined by F M = η o F L . The resultant drive force F also changes in response to the periodical changes in the pedal force F L . In the high (B) speed range of S F <S<S E , η is determined by the equation (1) described above and is smaller than η o . In the very high (C) speed range of S E <S, η is zero so that the resultant drive force is only the pedal force F L . While the assist rate η of the characteristic (a) of Fig. 6(A) is used in the embodiment described above, the characteristic to be used may be changed in many ways. For example, the characteristic may be (a'), as shown in Fig. 6(A), defined by translating the characteristic (a) to the higher speed side. In this case, the bicycle becomes suitable for running at higher speeds because the vehicle speed range for the assist rate η o is expanded to the high speed side. In the diagrams of figures 6(A) and (B) the symbols used have the following meaning or indicate the following speed ranges, generally vehicle speed S in the range from zero to S F refers to a low and medium speed range of vehicle operation which, in turn, in figure 6(B) is subdivided in a low speed operating range covering speeds from zero to S L . Moreover, vehicle speeds in the range from S F to S E belong to the high speed range of vehicle operation whereas as vehicle speeds exceeding the speed S E belong to the very high speed operating range. Accordingly, the further samples of the assist rate η shown in figure 6(B) represent the following conditions: characteristic (c) represents an assist rate η which is not zero in the very high speed operating range of the bicycle but which is kept at a constant value η L for the very high speed range (S E <S). The characteristic (d) represents the assist rate η decreasing gradually in low and medium speed range (S<S F ) and in the high speed operating range (S F <S<S E ) while in the very high speed operating range (S E <S) η = 0, ie., no power assistance is provided. The characteristic (e) represents the assist rate η which gradually increases in the low speed operating range of vehicle speed (S<S L ) while in the medium speed range (S L <S<S F ) the assist rate is kept constant at η0. Then in the high speed operating range (S F <S<S E ) the assist rate η gradually decreases to practically zero in the very high speed operating range (S E <S). According to the characteristic (e), a riding impression like that of an ordinary bicycle without an electric motor can be provided by making the assist rate small at the time of starting. It is also possible that a plural number of characteristics of the assist rate η are stored in the memory 82a so that any one of them can be selected through a selection switch 82b (Fig. 2). The characteristic may also be translated with respect to the vehicle speed S as shown in Fig. 6(A) by means of the switch 82b so that the characteristic may be changed to any required one either continuously or discontinuously. While the vehicle speed detecting means 84 is arranged to face the large bevel gear 54 in the embodiment described above, the means 84 may also be arranged at the front wheel 86 as shown with the reference number 84A in Fig. 1. However, energy consumption can be further saved when the means 84 is arranged between the crankshaft 32 and the one-way clutch 43 as in the embodiment described above at the time of downhill ride because the speed S is made zero by stopping the crankshaft 32. In addition, said means 84 may detect the motor revolution speed as a representative of the vehicle speed. Therefore, a direct measurement or detection of the vehicle speed is dispensable. While the rear wheel 14 is driven by a transmission arrangement comprising a shaft drive mechanism using the drive shaft 30 in the embodiment described above, this invention may also be embodied so that the rear wheel 14 is driven by a transmission arrangement comprising a chain drive mechanism with a sprocket fixed to the resultant force shaft 56. Since the drive force (F M ) of the electric motor (22) to the pedal force (F L ) namely the assist rate η (= F M /F L ) is made to gradually decrease with the increase in the vehicle speed S at least in the high speed range, the assist rate η can be made sufficiently small at least in the high speed range to restrict the consumption of the battery while making it possible to ride at speeds suitable for the bicycle.

Claims: Method for powering a muscle-operated vehicle, especially bicycle, having a muscle-operated driving system, an auxiliary electrical power driving system and a control means for controlling the output of said electrical power driving system in response to the variations of a pedal depressing force of the muscle-operated driving system, wherein a pedal force (F L ) of the muscle-operated driving system is detected to derive an electric motor drive force (F M ) of the electrical power driving system, and in addition to said pedal force a speed of said auxiliary electrical power driving system at a motor drive force supplying condition is detected to derive the electric motor drive force, arid that a ratio (η) between the electric motor drive force (F M ) and the pedal force (F L ) is variable in response to said speed of the auxiliary electrical power driving system corresponding to the vehicle speed (S). Method as claimed in claim 1, characterised in that the ratio between the electric motor drive force (F M ) and the pedal force (F L ) is gradually decreased at least in a high speed operating range of the vehicle. Method as claimed in claim 1 or 2, characterised in that the ratio (η) between the electric motor drive force (F M ) and the pedal force (F L ) is kept constant in a low speed operating range and that the ratio gradually decreases linearly in a medium speed operating range to zero in a high speed operating range of the vehicle. Method as claimed in claim 1 or 2, characterised in that the ratio (η) between the electric motor drive force (F M ) and the pedal force (F L ) is kept constant in the low and medium speed operating ranges while the ratio (η) gradually decreases linearly to a certain position value (η L ) or to zero in the high speed operating range of the vehicle. Method as claimed in claim 1 or 2, characterised in that the ratio (η) between the electric motor drive force (F M ) and the pedal force (F L ) decreases gradually over the low and medium vehicle speed operating ranges to be kept generally zero in the high speed operating range of the vehicle. A vehicle, especially bicycle, having a muscle-operated driving system, an auxiliary electrical power driving system and a control means for controlling the output of said electrical power driving system in response to the variations of a pedal depressing force of the muscle-operated driving system, and means for detecting a pedal force (F L ) of the muscle-operated driving system to derive an electric motor drive force (F M ) of the electrical power driving system; and means for detecting a speed of said auxiliary electrical power driving system at a motor drive force supplying condition, and said control means (82) comprises a memory (82a) wherein a ratio between the drive force (F M ) of the auxiliary electrical power driving system and the pedal force (F L ) is stored in said memory (82a) as an assist rate (η) which is in response to said speed of the auxiliary electrical power driving system corresponding to the vehicle speed (S). A vehicle as claimed in claim 6, characterised in that a crankshaft (32) of the manpower drive system, via a one-way clutch (60), is coupled to a drive shaft (30) which, in turn, drives a rear wheel (14) of the bicycle via another one-way clutch (43). A vehicle as claimed in claim 7, characterised in that the pedal depressing force detecting means (65) receives a signal through the one-way clutch (60) downstream of the crankshaft (32) and said pedal depressing force detecting means (65) and the motor revolution speed detecting means feed the controller (82) which directly controls the electric motor (22), said electric motor (22) driving said drive shaft (30) via another one-way clutch (48) and a speed reduction gear mechanism (50). A vehicle as claimed in claim 7 or 8, characterised in that the rotation of the drive shaft (30) is transmitted via a bevel gear mechanism (44) and the one-way clutch (43) to a hub (42) of the rear wheel (14). A vehicle as claimed in at least one of the preceding claims 7 to 9, characterised in that a torque of the motor shaft (22a) of the electric motor (22) is transmitted via the one-way clutch (48), the planetary reduction gear mechanism (50), a small bevel gear (52) and a large bevel gear (54) to a cylindrical, resultant force shaft (56) supported for free rotation on the crankshaft (32), wherein the rotation of the resultant force shaft (56) is transmitted through a bevel gear mechanism (58) to the drive shaft (30).

Inventors: NOZOMU TAKATA, NOZOMU, TAKATA
Applicants: YAMAHA MOTOR CO LTD, YAMAHA HATSUDOKI KABUSHIKI KAISHA
Application year: 1993
Main classification: B62M23
IPC codes: B62M23