CN115416796A - Electronic stepless speed change bicycle transmission system - Google Patents
Electronic stepless speed change bicycle transmission system Download PDFInfo
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- CN115416796A CN115416796A CN202210356565.8A CN202210356565A CN115416796A CN 115416796 A CN115416796 A CN 115416796A CN 202210356565 A CN202210356565 A CN 202210356565A CN 115416796 A CN115416796 A CN 115416796A
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 47
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- 238000004146 energy storage Methods 0.000 claims description 19
- 238000010248 power generation Methods 0.000 claims description 14
- 230000035945 sensitivity Effects 0.000 claims description 5
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- 102100031077 Calcineurin B homologous protein 3 Human genes 0.000 description 2
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- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 1
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- 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
- B62M19/00—Transmissions characterised by use of non-mechanical gearing, e.g. fluid gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
- B62J45/40—Sensor arrangements; Mounting thereof
- B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/32—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from a charging set comprising a non-electric prime mover rotating at constant speed
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
- H02K7/1807—Rotary generators
- H02K7/1853—Rotary generators driven by intermittent forces
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J2207/20—Charging or discharging characterised by the power electronics converter
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J2207/50—Charging of capacitors, supercapacitors, ultra-capacitors or double layer capacitors
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- Power Engineering (AREA)
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention belongs to the technical field of electronic transmission, and particularly relates to an electronic stepless speed change bicycle transmission system which comprises a brushless generator, a first-level sensor, a boosting component, a high-speed electronic switch four, a second-level sensor, a high-speed electronic switch five, a third-level sensor, an electronic speed regulator and a brushless power motor which are connected through a circuit, wherein the brushless power motor is electrically connected with the electronic speed regulator, the electronic speed regulator is used for driving the reaction rotating speed of the brushless power motor, and the brushless generator, the first-level sensor, the boosting component, the high-speed electronic switch four, the second-level sensor, the high-speed electronic switch five, the third-level sensor, the electronic speed regulator and the brushless power motor are controlled by a Micro Control Unit (MCU). The bicycle provided by the invention meets the requirements of riders with higher living quality, improves more comfortable experience of the body-building, riding instead of walking and leisure bicycles in the riding process, has a wider application range and has stronger adaptability to market demands.
Description
Technical Field
The invention belongs to the technical field of electronic transmission, and particularly relates to an electronic stepless speed change bicycle transmission system.
Background
The transmission part of the common bicycle (including a power-assisted bicycle and a two-wheel electric vehicle and a three-wheel electric vehicle which are driven by manpower and have pedals) is chain and gear transmission, less frequent transmission shaft transmission is adopted, and the common bicycle has no speed change function or only has a few manual gears with fixed ratio change.
The above case has the following disadvantages: the transmission part is a mechanical movable part, needs maintenance and has high failure rate, particularly, the mechanical gear shifting function is adopted, even if the mechanical gear shifting function is adopted, manual operation is needed, the operation is complicated and inconvenient, the gear shifting function is not necessarily switched to a proper gear, the ratio coverage is small due to limited gears, only a few fixed gears are adopted, and the gear shifting process cannot achieve the effects of smooth and continuous threads. In conclusion, the bicycle adopting the conventional transmission mode cannot achieve the effects of maintenance free, low failure rate, large transformation ratio range and self-adaptive continuous gear shifting.
Disclosure of Invention
The invention aims to provide an electronic stepless speed change bicycle transmission system which can meet the requirements of riders with higher living quality, can improve more comfortable experience of body-building, riding instead of walking and leisure bicycles in the riding process, has a wider application range and has stronger adaptability to market demands.
The technical scheme adopted by the invention is as follows:
an electronic continuously variable transmission system for a bicycle, comprising:
the brushless generator is adaptive and fixed on the vehicle.
The first-stage sensor is electrically connected with the brushless generator.
And the boosting assembly is electrically connected with the primary sensor.
And the high-speed electronic switch IV is electrically connected with the boosting assembly for control.
And the secondary sensor is electrically connected with the high-speed electronic switch IV.
And the high-speed electronic switch five is electrically connected with the secondary sensor.
And the three-level sensor is electrically connected with the high-speed electronic switch five.
And the electronic speed regulator is electrically connected with the tertiary sensor.
The brushless power motor is electrically connected with the electronic speed regulator, and the electronic speed regulator is used for driving the reaction rotating speed of the brushless power motor.
The brushless generator, the first-level sensor, the boosting assembly, the high-speed electronic switch IV, the second-level sensor, the high-speed electronic switch V, the third-level sensor, the electronic speed regulator and the brushless power motor are all controlled by a Micro Control Unit (MCU).
And a diode for preventing electric energy from flowing reversely is further arranged between the secondary sensor and the high-speed electronic switch five, so that unidirectional flow of current is ensured.
And a high-power energy storage module for energy buffering is also arranged between the secondary sensor and the high-speed electronic switch V.
The storage capacity of the high-power energy storage module is defined as BCT.
The full capacity of the high-power energy storage module is1, and the empty capacity of the high-power energy storage module is 0.
The boosting assembly comprises a first high-speed electronic switch, a second high-speed electronic switch and a third high-speed electronic switch which are connected in parallel.
The boosting assembly further comprises a first-stage DCDC boosting module and a second-stage DCDC boosting module which are connected in series.
The high-speed electronic switch I and the high-speed electronic switch are electrically connected with the first-stage DCDC boosting module and the second-stage DCDC boosting module for control, and the high-speed electronic switch III is connected with the output end of the second-stage boosting module.
The high-speed electronic switch I, the high-speed electronic switch II and the high-speed electronic switch III are controlled by a Micro Control Unit (MCU), and the five high-speed electronic switches can be subjected to PWM modulation, wherein a completely closed state is defined as 1, a completely open state is defined as 0, and an initial state is 0.
The electronic governor defines the throttle signal as THR.
Wherein, the full output of the throttle signal is1, the zero output is 0, and the initial value is 0.
Defining the signal receiving period constant of electronic speed regulator as T ESC。
A constant throttle sensitivity constant KTHR is defined, which is used to adjust the reaction rate of THR.
An electronic continuously variable transmission system for a bicycle, comprising the operating steps of:
step one, measuring that a rider steps on a brushless generator to generate power, outputting direct current voltage after synchronous rectification processing, acquiring voltage data of a primary sensor by a Micro Control Unit (MCU), entering step four if the generated voltage is enough for charging an energy buffer module, and entering step two if the voltage is lower than that of the step four;
step two, the generated voltage is enough to be input by the two-stage DCDC boosting module, the step four is carried out after boosting, then a Micro Control Unit (MCU) controls an electronic switch, a high-speed electronic switch I and a high-speed electronic switch II are disconnected, a high-speed electronic switch III and the high-speed electronic switch IV are closed, and otherwise the step three is carried out;
step three, if the generated voltage is enough for the input of the first-stage DCDC boosting module, the step four is performed after the step is boosted step by step through the first-stage DCDC boosting module and the second-stage DCDC boosting module, and if the generated voltage is insufficient, the step one is skipped;
if the voltage is not lower than the rated output voltage of the first-stage DCDC boosting module but lower than the rated output voltage of the second-stage DCDC boosting module, the MCU controls the electronic switch, disconnects the first high-speed electronic switch and the third high-speed electronic switch, closes the second high-speed electronic switch and the fourth high-speed electronic switch, and then enters a sixth step;
measuring the power generation power, and sending an accelerator signal to the electronic speed regulator to enable the output power of the brushless power motor to be approximately equal to the power generation power, so that the power consumption of the total generated energy is balanced;
if the voltage is not lower than the rated input voltage of the first-stage DCDC boosting module but lower than the rated output voltage of the first-stage DCDC boosting module, the MCU controls the electronic switch, disconnects the high-speed electronic switch II and the high-speed electronic switch III, closes the high-speed electronic switch I and the high-speed electronic switch IV, and then enters a sixth step;
if the power generation power is still larger than the output power of the brushless motor under the condition that the throttle signal of the electronic speed regulator reaches the maximum value, the power generation power is limited by modulating the electronic switch through PWM (pulse width modulation), so that the power consumption of the total generated energy is balanced;
if the voltage is lower than the rated input voltage of the first-stage DCDC boosting module, the MCU controls to disconnect the first high-speed electronic switch, the second high-speed electronic switch, the third high-speed electronic switch and the fourth high-speed electronic switch, and then the step one is carried out;
step six, the MCU collects the effective power generation power data of the secondary sensor;
step seven, the MCU sends a control signal to the ESC, and the PWM modulates the high-speed electronic switch IV, so that the power measured by the three-level sensor is approximately equal to that of the two-level sensor based on the principle of maximizing the transmission power;
when the electric quantity of the high-power energy storage module is higher, the power data measured by the three-level sensor is larger than that of the two-level sensor, otherwise, the power data measured by the three-level sensor is smaller than that of the two-level sensor, so that the BT module is in a half-electric-quantity state as much as possible, the service life of the BT module is prolonged, the best working state is kept, the power difference between the three-level sensor and the two-level sensor is balanced by the BT module, and the power difference between the three-level sensor and the two-level sensor is balanced by the BT module;
and step eight, returning to the step one, and entering the next cycle.
The operation steps are suitable for a two-wheeled bicycle, a three-wheeled bicycle or an electric two-wheeled bicycle, a three-wheeled bicycle and the like which work under electric drive.
The invention has the technical effects that:
according to the invention, the transmission mode of the whole system is changed from the traditional mechanical transmission into the energy transmission mode of converting mechanical energy into electric energy and then converting the electric energy into the mechanical energy, so that the mechanical loss of transmission and the transmission mechanical failure are avoided; secondly, when the brushless generator is in a low rotating speed state and the generated direct current voltage is too low, energy can still be effectively utilized through single-stage and multi-stage boosting, and the defect that the energy conversion efficiency is too low or even cannot be converted under the working condition is overcome.
The invention can lead the transmission system of the bicycle and the like to achieve the effects of maintenance free, low failure rate, large transformation ratio range and self-adaptive continuous gear shifting, avoids the trouble of chain dropping for users, the trouble of oiling gears, does not need manual gear shifting, does not need worry about improper gear shifting positions and the instant pause and frustration of gear shifting, and gives people a silky riding experience. When a user pursues a better riding experience, the transmission system is extremely valuable to be applied.
Drawings
FIG. 1 is a schematic representation of the frame structure of the electronic continuously variable transmission system of the present invention;
FIG. 2 is a schematic structural diagram of the electronic continuously variable transmission system of the present invention. .
Detailed Description
In order that the objects and advantages of the invention will be more clearly understood, the following description is given in conjunction with the accompanying examples. It is to be understood that the following text is merely illustrative of one type of electrically variable bicycle transmission system or several specific embodiments of the present invention and does not strictly limit the scope of the present invention.
As shown in fig. 1:
GMOTOR-brushless generator;
A/V-sensor;
SW 1-high speed electronic switch I;
SW 2-high speed electronic switch II;
SW 3-high speed electronic switch III;
SW 4-high speed electronic switch IV;
SW 5-high speed electronic switch five;
d-a diode;
BT-high power energy storage module;
ESC-electronic governor;
motor-brushless power Motor.
As shown in fig. 1: the utility model provides an electronic infinitely variable speed bicycle transmission system, includes brushless generator, and brushless generator adaptation is on-vehicle fixed, and wherein brushless generator can be for pedal-type synchronous rectification output.
The brushless generator is characterized by comprising a first-level sensor, wherein the first-level sensor is electrically connected with the brushless generator, the first-level sensor works in a sensing mode after the brushless generator is started, and a Micro Control Unit (MCU) acquires a first-level voltage data sensor.
The boosting assembly is electrically connected with the primary sensor and comprises a high-speed electronic switch I, a high-speed electronic switch II and a high-speed electronic switch III which are connected in parallel;
the boosting assembly further comprises a first-stage DCDC boosting module and a second-stage DCDC boosting module which are connected in series;
the high-speed electronic switch I and the high-speed electronic switch are electrically connected with the first-stage DCDC boosting module and the second-stage DCDC boosting module for control, and the high-speed electronic switch III is connected with the output end of the second-stage boosting module;
the high-speed electronic switch I, the high-speed electronic switch II and the high-speed electronic switch III are controlled by a Micro Control Unit (MCU), and the five high-speed electronic switches can be subjected to PWM modulation, wherein a completely closed state is defined as 1, a completely open state is defined as 0, and an initial state is 0.
And the high-speed electronic switch IV is electrically connected with the boosting assembly for control.
And the secondary sensor is electrically connected with the high-speed electronic switch IV.
And the high-speed electronic switch five is electrically connected with the secondary sensor.
And the third-stage sensor is electrically connected with the high-speed electronic switch.
The electronic speed regulator is electrically connected with the tertiary sensor and defines an accelerator signal as THR;
wherein, the full output of the throttle signal is1, the zero output is 0, and the initial value is 0;
defining the signal receiving period constant of electronic speed regulator as T ESC， E.g., 5ms, the faster the reaction rate as the value decreases;
defining a constant throttle sensitivity constant K THR Accelerator sensitivity constant K THR The reaction rate for adjusting THR, for example 0.005, increases sensitively with increasing value.
The brushless power motor is electrically connected with the electronic speed regulator, and the electronic speed regulator is used for driving the reaction rotating speed of the brushless power motor.
The brushless generator, the first-stage sensor, the boosting assembly, the high-speed electronic switch IV, the second-stage sensor, the high-speed electronic switch V, the third-stage sensor, the electronic speed regulator and the brushless power motor are all controlled by a Micro Control Unit (MCU).
According to the structure, the three sensors are all voltage and current sensors, and measured data are transmitted to a Micro Control Unit (MCU).
When the Brake-BOOL amount is equal, whether the Brake state is in a Brake state or not is indicated, and the default is 0;
when the EPASS-BOOL amount is equal, whether the system is in transmission or not is indicated, and the default is 0;
as shown in FIG. 1, US1, IS1, US2, IS2, US3, IS3 are measured values of the corresponding voltage-current sensors in the figure, and
defining U1in as the lowest input voltage constant of the first-stage DCDC boosting module;
defining U2in as the lowest input voltage constant of the two-stage DCDC boosting module;
defining U1out as a rated output voltage constant of a first-stage DCDC booster module, wherein U1out is more than U2in;
and defining U2out as a rated output voltage constant of the two-stage DCDC boosting module.
And a diode for preventing electric energy from flowing reversely is arranged between the secondary sensor and the high-speed electronic switch five, so that unidirectional flow of current is ensured.
A high-power energy storage module for energy buffering is further arranged between the secondary sensor and the high-speed electronic switch five, a power lithium battery pack, a super-capacitor battery pack and the like can be used, the BT module is required to have low self-discharge rate (other electronic equipment on a bicycle needs power consumption so as to avoid the situation that the electronic equipment is powered off when the BT module is not used for a long time), the BT module is used as energy buffering, so that high requirements on the capacity of the BT module are not high, the storage capacity of the high-power energy storage module is defined as BCT, the full capacity of the high-power energy storage module is1, the empty capacity of the high-power energy storage module is 0, and the optimal storage capacity of the BT is defined as BTC B (typically 0.5) defining an adjustment coefficient K (of value less than 1, e.g. 0.5) for regulating the module storageIn an amount to approximate BTC to BTC B 。
When the electric quantity of the high-power energy storage module is higher than the electric quantity, the power data measured by the third-level sensor is larger than that measured by the second-level sensor, otherwise, the power data measured by the third-level sensor is smaller than that measured by the second-level sensor, so that the BT module is in a half-electric-quantity state as much as possible, the service life of the BT module is prolonged, the best working state is kept, and the power difference between the third-level sensor and the second-level sensor is balanced by the BT module.
The system in the application has the following operation steps:
the method comprises the following steps: the MCU acquires sensor data BTC, brake, US1, IS1, US2, IS2, US3, IS3.
Step two:
SW1 = (US1 >= U1in && US1 < U2in)，
SW2 = (US1 >= U2in && US1 < U2out)，
SW3 = (US1 >= U2out)。
step three:
SW4 = SW4 * EPASS，
SW5 = EPASS，
EPASS = !Brake && (US1 >= U1in)，
THR = THR * EPASS，
if EPASS = = 0 then wait until the next TESC cycle jumps to step one.
Step four: if (THR < 1 & & US3 IS3 < = (US 2 IS2 ((BTC-BTCB) × K + 1))) THR = THR + KTHR and the THR value IS checked, if (THR > 1) THR = 1, then jump to step eight.
Step five: if (THR = = 1 & & US3 IS3 < = (US 2 IS2 ((BTC-BTCB) × K + 1))) SW4 = SW4-KTHR and the value of SW4 IS checked, if (SW 4 < 0) SW4 = 0, then jump to step eight.
Step six: if (SW 4 < 1 & & US3 IS3 > (US 2 IS2 ((BTC-BTCB) × K + 1))) SW4 = SW4 + KTHR and the value of SW4 IS checked, if (SW 4 > 1) SW4 = 1, then jump to step eight.
Step seven: THR = THR-KTHR if (SW 4 = = 1 & & US3 IS3 > (US 2 IS2 (BTC-BTCB) × K + 1))) and the THR value IS checked, and THR = 0 if (THR < 0), and then it jumps to step eight.
And step eight, the MCU sends control signals to the high-speed electronic switches SW1, SW2, SW3, SW4, SW5 and ESC according to the calculated SW1, SW2, SW3, SW4, SW5 and THR data.
Step nine, waiting for the next TESC period, and then returning to the step one to enter the next circulation.
The operation steps are suitable for a two-wheeled bicycle, a three-wheeled bicycle or an electric two-wheeled bicycle, a three-wheeled bicycle and the like which work under electric drive.
The working principle of the invention is as follows: step one, measuring that a rider steps on a brushless generator to generate power, outputting direct current voltage after synchronous rectification processing, acquiring voltage data of a primary sensor by a Micro Control Unit (MCU), entering step four if the generated voltage is enough for charging an energy buffer module, and entering step two if the voltage is lower than that of the step four;
step two, the generated voltage is enough to be input by the two-stage DCDC boosting module, the step four is carried out after boosting, then a Micro Control Unit (MCU) controls an electronic switch, a high-speed electronic switch I and a high-speed electronic switch II are disconnected, a high-speed electronic switch III and the high-speed electronic switch IV are closed, and otherwise the step three is carried out;
step three, if the generated voltage is enough for the input of the first-stage DCDC boosting module, the step four is performed after the step is boosted step by step through the first-stage DCDC boosting module and the second-stage DCDC boosting module, and if the generated voltage is insufficient, the step one is skipped;
if the voltage is not lower than the rated output voltage of the first-stage DCDC boosting module but lower than the rated output voltage of the second-stage DCDC boosting module, the MCU controls the electronic switch, disconnects the first high-speed electronic switch and the third high-speed electronic switch, closes the second high-speed electronic switch and the fourth high-speed electronic switch, and then enters a sixth step;
measuring the power generation power, and sending an accelerator signal to the electronic speed regulator to enable the output power of the brushless power motor to be approximately equal to the power generation power, so that the power consumption of the total generated energy is balanced;
if the voltage is not lower than the rated input voltage of the first-stage DCDC boosting module but lower than the rated output voltage of the first-stage DCDC boosting module, the MCU controls the electronic switch, disconnects the high-speed electronic switch II and the high-speed electronic switch III, closes the high-speed electronic switch I and the high-speed electronic switch IV, and then enters a sixth step;
if the power generation power is still larger than the output power of the brushless motor under the condition that the throttle signal of the electronic speed regulator reaches the maximum value, the power generation power is limited by modulating the electronic switch through PWM (pulse width modulation), so that the power consumption of the total generated energy is balanced;
if the voltage is lower than the rated input voltage of the first-stage DCDC boosting module, the MCU controls to disconnect the first high-speed electronic switch, the second high-speed electronic switch, the third high-speed electronic switch and the fourth high-speed electronic switch, and then the step one is carried out;
step six, the MCU collects the effective power generation power data of the secondary sensor;
step seven, the MCU sends a control signal to the ESC, and the PWM modulates the high-speed electronic switch IV, so that the power measured by the three-level sensor is approximately equal to that of the two-level sensor based on the principle of maximizing the transmission power;
when the electric quantity of the high-power energy storage module is higher, the power data measured by the three-level sensor is larger than that of the two-level sensor, otherwise, the power data measured by the three-level sensor is smaller than that of the two-level sensor, so that the BT module is in a half-electric-quantity state as much as possible, the service life of the BT module is prolonged, the best working state is kept, the power difference between the three-level sensor and the two-level sensor is balanced by the BT module, and the power difference between the three-level sensor and the two-level sensor is balanced by the BT module;
step eight, returning to the step one, and entering the next cycle.
Taking the transmission mode commonly used by a human-powered vehicle (usually a bicycle) as an example, there are a fixed single-gear chain transmission, a multi-gear multi-ratio gear chain transmission, and a less common transmission shaft transmission. It has various disadvantages:
1. the variation range is small or no variation range at all, so that the adaptable speed range of the vehicle is small, and people can feel very hard or not hard in certain speed sections;
2. even if the gear shifting function is provided, only a few gears are provided, one gear seems to be a little strenuous but the other gear seems to have a little unbalancing feeling, but the gears cannot be increased without limitation, otherwise, the speed change mechanism is too complicated, and high failure rate, high maintenance cost and high purchase cost are caused;
3. even if the gear shifting function is available, the manual gear shifting operation is required by people, the energy of people is consumed, after the gear is selected, the selected gear is not necessarily suitable for people, and the gear shifting operation is required to be repeatedly tried by people, so that the gear which is the most comfortable for people to find is found, and the whole process is complicated;
4. the mechanical transmission mechanism has high failure rate, such as frequently encountered problems of chain dropping and the like, is troublesome to maintain, needs to be cleaned regularly and replenished with lubricating oil and the like, and otherwise, the mechanical failure is frequently encountered.
After the transmission system provided by the invention is used: the transformation ratio range of the system is greatly enlarged, the application range is wide, the adaptability to the market is strong, and the range is determined by the electric performance of the brushless generator and the brushless power motor; the system has no gear concept, belongs to a continuous stepless speed change transmission system, and can avoid the pause and frustration during gear shifting; the system transmits power in a mode of directly transmitting power, can be self-adapted to the optimal transformation ratio, does not need manual operation and does not need to try different gears back and forth; the transmission system is a solid electronic device, has no movable mechanical part, can be subjected to closed three-proofing treatment, has low failure rate and can be easily maintained without maintenance. If the transmission system provided by the invention is adopted, only the wheels and the pedals are left in main movable mechanical components on the whole rickshaw, the product becomes extremely simple, the failure rate and the maintenance rate of the rickshaw are reduced, compared with the traditional rickshaw, the service life is longer, meanwhile, the use process is simple, and the use feeling is comfortable.
The method provided by the invention is suitable for various manpower-driven carriers, including but not limited to a bicycle with two wheels and feet, a bicycle with three wheels and feet, a moped with a manpower-driven function, an electric two-wheeled or three-wheeled vehicle with a manpower-driven function and the like.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be construed as the protection scope of the present invention. Structures, devices, and methods of operation not specifically described or illustrated herein are not specifically illustrated or described, but are instead contemplated to be practiced in the art by those skilled in the art.
Claims (10)
1. An electronic continuously variable transmission system for a bicycle, comprising:
the brushless generator is matched with the vehicle and fixed;
the primary sensor is electrically connected with the brushless generator;
the boosting assembly is electrically connected with the primary sensor;
the high-speed electronic switch IV is electrically connected with the boosting assembly for control;
the secondary sensor is electrically connected with the high-speed electronic switch IV;
the high-speed electronic switch five is electrically connected with the secondary sensor;
the three-stage sensor is electrically connected with the high-speed electronic switch five;
the electronic speed regulator is electrically connected with the tertiary sensor;
the brushless power motor is electrically connected with the electronic speed regulator, and the electronic speed regulator is used for driving the reaction rotating speed of the brushless power motor;
the brushless generator, the first-level sensor, the boosting assembly, the high-speed electronic switch IV, the second-level sensor, the high-speed electronic switch V, the third-level sensor, the electronic speed regulator and the brushless power motor are all controlled by a Micro Control Unit (MCU).
2. An electronic continuously variable bicycle transmission system as claimed in claim 1, wherein: and a diode for preventing electric energy from flowing reversely is further arranged between the secondary sensor and the high-speed electronic switch five, so that unidirectional flow of current is ensured.
3. An electronic continuously variable bicycle transmission system as claimed in claim 1, wherein: and a high-power energy storage module for energy buffering is also arranged between the secondary sensor and the high-speed electronic switch V.
4. An electronic continuously variable bicycle transmission system as defined in claim 3, wherein: the storage capacity of the high-power energy storage module is defined as BCT;
the full capacity of the high-power energy storage module is1, and the empty capacity of the high-power energy storage module is 0.
5. An electronic continuously variable bicycle transmission system as defined in claim 3, wherein: when the electric quantity of the high-power energy storage module is higher than that of the secondary sensor, the power data measured by the tertiary sensor is larger than that of the secondary sensor, otherwise, the power data measured by the tertiary sensor is smaller than that of the secondary sensor, so that the high-power energy storage module is in a half-electric-quantity state and is kept in a stable working state, and the power difference between the tertiary sensor and the secondary sensor is balanced by the high-power energy storage module.
6. An electronic continuously variable bicycle transmission system as defined in claim 1, wherein: the boosting assembly comprises a first high-speed electronic switch, a second high-speed electronic switch and a third high-speed electronic switch which are connected in parallel;
the boosting assembly further comprises a first-stage DCDC boosting module and a second-stage DCDC boosting module which are connected in series;
the high-speed electronic switch I and the high-speed electronic switch are electrically connected with the first-stage DCDC boosting module and the second-stage DCDC boosting module for control, and the high-speed electronic switch III is connected with the output end of the second-stage boosting module.
7. An electronic continuously variable bicycle transmission system as claimed in claim 4, wherein: the high-speed electronic switch I, the high-speed electronic switch II and the high-speed electronic switch III are controlled by a Micro Control Unit (MCU), and the five high-speed electronic switches can be subjected to PWM modulation, wherein a completely closed state is defined as 1, a completely open state is defined as 0, and an initial state is 0.
8. An electronic continuously variable bicycle transmission system as defined in claim 1, wherein: the electronic speed regulator defines an accelerator signal THR;
wherein, the full output of the throttle signal is1, the zero output is 0, and the initial value is 0;
defining the signal receiving period constant of electronic speed regulator as T ESC ；
Defining a constant throttle sensitivity constant K THR Accelerator sensitivity constant K THR For adjusting the reaction rate of THR.
9. The electric continuously variable transmission system of any one of claims 1 to 7, wherein: the method comprises the following operation steps:
step one, measuring that a rider steps on a brushless generator to generate power, outputting direct current voltage after synchronous rectification processing, entering step four if the generated voltage is enough for charging an energy buffer module, and entering step two if the voltage is lower than the voltage entering step four;
step two, the generated voltage is enough for the input of the two-stage DCDC boosting module, the step four is carried out after boosting, otherwise, the step three is carried out;
step three, if the generated voltage is enough for the input of the first-stage DCDC boosting module, the generated voltage is boosted step by step through the first-stage DCDC boosting module and the second-stage DCDC boosting module and then enters the step four, and if the generated voltage is insufficient, the step one is skipped;
measuring the power generation power, and sending an accelerator signal to the electronic speed regulator to enable the output power of the brushless power motor to be approximately equal to the power generation power, so that the power consumption of the total generated energy is balanced;
if the power generation power is still larger than the output power of the brushless motor under the condition that the throttle signal of the electronic speed regulator reaches the maximum value, the power generation power is limited by modulating the electronic switch through PWM (pulse width modulation), so that the power consumption of the total generated energy is balanced;
and step six, returning to the step one, and entering the next cycle.
10. The electric continuously variable transmission system of claim 9, wherein: the operation steps are suitable for a two-wheel bicycle, a three-wheel bicycle or an electric two-wheel vehicle, a three-wheel vehicle and the like which work under the drive of electric power.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202210356565.8A CN115416796A (en) | 2022-04-06 | 2022-04-06 | Electronic stepless speed change bicycle transmission system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210356565.8A CN115416796A (en) | 2022-04-06 | 2022-04-06 | Electronic stepless speed change bicycle transmission system |
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| JPH0848279A (en) * | 1994-08-06 | 1996-02-20 | Suzuki Motor Corp | Power bicycle |
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| CN101172502A (en) * | 2006-10-30 | 2008-05-07 | 孙念超 | Electric chainless speed-variation bicycle |
| US20150019062A1 (en) * | 2012-02-22 | 2015-01-15 | Politecnico Di Milano | Pedal Assisted Bicycle And Method Of Controlling The Pedal Assisted Bicycle |
| CN104670408A (en) * | 2013-11-26 | 2015-06-03 | 株式会社万都 | Chainless electric bicycle |
| EP3360769A1 (en) * | 2017-02-13 | 2018-08-15 | Mando Corporation | Electric bicycle and method of controlling the same |
| JP6669422B1 (en) * | 2019-10-10 | 2020-03-18 | 次郎 蔭山 | Electric bicycle that can run on self-charge |
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2022
- 2022-04-06 CN CN202210356565.8A patent/CN115416796A/en active Pending
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0848279A (en) * | 1994-08-06 | 1996-02-20 | Suzuki Motor Corp | Power bicycle |
| FR2824043A1 (en) * | 2001-04-27 | 2002-10-31 | Hichami Mohamed El | Chain less drive for pedal bicycle has pedal crank driving generator and wheel motor indirectly |
| CN101172502A (en) * | 2006-10-30 | 2008-05-07 | 孙念超 | Electric chainless speed-variation bicycle |
| US20150019062A1 (en) * | 2012-02-22 | 2015-01-15 | Politecnico Di Milano | Pedal Assisted Bicycle And Method Of Controlling The Pedal Assisted Bicycle |
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