Novel digital and mechanical integrated variable-speed bicycle

Abstract

The invention discloses a novel digital and mechanical integrated variable-speed bicycle, which relates to the field of bicycles and comprises a frame, a power component and wheels. A power supply is arranged in the frame, and the bottom of the grip is fixedly connected with an electronic transmission; the power assembly comprises a shell arranged on the other side of the frame, a rotating shaft is installed in the torque sensor, a power-assisted gear is fixedly connected to the outer side of the rotating shaft, a connecting gear is fixedly connected to the output end of the power-assisted motor, and a meshing gear is movably installed at the end, between the connecting gear and the power-assisted gear, of the shell. Wheels are movably mounted on the two sides of the bottom of the frame, and power generation drums are arranged between the wheels and the frame; according to the novel digital and mechanical integrated variable-speed bicycle, various requirements are met through electronic speed changing, torque sensing and permanent magnet synchronous motor fusion, preset gear real-time energy supplementing and assisting and downhill resistance braking in three modes, three-stage gear ratio adjustment is matched with the working condition, a power generation drum is recycled and recharged, convenience and safety are improved, and the endurance is prolonged.

Description

Technical Field

[0001] This invention belongs to the field of bicycles, specifically a new type of variable-speed bicycle that integrates digital and mechanical technologies. Background Technology

[0002] Bicycles, as a green and environmentally friendly short-distance transportation tool, are widely used in daily commutes, leisure exercises, and short-distance travel due to their flexibility, convenience, and low energy consumption. With technological advancements, traditional purely mechanical bicycles are gradually upgrading towards digital and mechanical integration. By introducing features such as electronic shifting and electric motor assistance, they aim to reduce riding fatigue, adapt to complex road conditions, and meet users' higher demands for riding comfort and efficiency, becoming an important development direction in the current bicycle industry.

[0003] Currently, however, some existing products have a lagging assist response and cannot dynamically adjust the assist output according to the rider's real-time effort and road conditions. This results in insufficient assist when going uphill or against the wind, or excessive assist when on flat roads, wasting power. At the same time, the flexibility of switching riding modes is insufficient, and it cannot fully meet the usage needs in different scenarios. Summary of the Invention

[0004] The purpose of this invention is to provide a novel multi-speed bicycle that integrates digital and mechanical technologies, in order to solve the problems of existing multi-speed bicycles that integrate digital and mechanical technologies.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a novel digital and mechanical integrated variable-speed bicycle, comprising a frame, a power assembly, and wheels; a power source is installed inside the frame, a connecting frame is movably mounted on the top of the frame, a handlebar is fixedly connected to one side of the connecting frame, and an electronic gearbox is fixedly connected to the bottom of the handlebar; the power assembly includes a housing disposed on the other side of the frame, a torque sensor is disposed inside the housing, a rotating shaft is installed inside the torque sensor, an assist gear is fixedly connected to the outer side of the rotating shaft, an assist motor is fixedly connected inside the housing on one side of the torque sensor, a connecting gear is fixedly connected to the output end of the assist motor, and a meshing gear is movably mounted on one end of the housing between the connecting gear and the assist gear; wheels are movably mounted on both sides of the bottom of the frame, and a generator drum is disposed between the wheels and the frame.

[0006] Preferably, the electronic transmission has a control chip inside, a gear shift lever is movably mounted on one side of the electronic transmission, and a display screen is provided on the top of the control chip.

[0007] Preferably, a support rod is fixedly connected to the top of the frame, and a seat cushion is fixedly connected to the top of the support rod.

[0008] Preferably, a brake pad is fixedly connected to one end of the wheel, and a brake disc is fixedly connected to the outer side of the frame at one end of the wheel. The brake disc and the brake lever are connected by a steel wire rope.

[0009] Preferably, a transmission gear is fixedly connected to the outer side of the shaft at one end of the power assist gear, and a linkage gear is fixedly connected to the other end of the wheel. A chain is provided around the linkage gear and the transmission gear.

[0010] Preferably, the connecting gear, the meshing gear, and the assist gear mesh with each other.

[0011] Preferably, pedals are movably mounted at both ends of the rotating shaft.

[0012] Compared with the prior art, the present invention has the following beneficial effects:

[0013] 1. This invention achieves intelligent coordination between human power and electric assistance by deeply integrating an electronic transmission system, torque sensing technology, and a permanent magnet synchronous motor power assist system. Riders can preset the starting gear and three power assist levels via the electronic transmission. During riding, the torque sensor detects pedaling force in real time, and the control chip dynamically adjusts the motor output based on the preset gear and real-time torque, forming a highly efficient closed loop of "human power application - torque detection - motor compensation." This not only significantly reduces starting resistance and riding burden in complex road conditions such as uphill and headwinds, achieving a relaxed and effortless riding experience, but also effectively slows down the vehicle and improves riding safety by switching the motor to resistance braking mode when going downhill. Simultaneously, the system provides three modes: pure mechanical, pure electric, and hybrid, meeting diverse needs from daily exercise and short-distance commuting to long-distance travel.

[0014] 2. This invention, through an optimized three-stage gear meshing transmission structure and the introduction of a generator drum energy recovery system, achieves high efficiency and energy saving while improving power performance. This gear meshing structure, through the transition of the intermediate gear, flexibly adjusts the transmission ratio between the motor and the shaft, ensuring that the electric assist output can meet both the low-speed, high-torque starting requirements and the high-speed, low-torque cruising requirements, guaranteeing smooth and adaptable power transmission. Furthermore, the generator drum converts mechanical kinetic energy into electrical energy when the wheels rotate and recharges the power source, significantly improving energy utilization efficiency and extending the driving range, thus achieving a perfect balance between performance, range, and economy. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0016] Figure 1 An overall perspective view provided for an embodiment of the present invention;

[0017] Figure 2 This is a schematic diagram of a partial structure of the torque sensor and rotating shaft provided in an embodiment of the present invention;

[0018] Figure 3 A rear view provided for an embodiment of the present invention;

[0019] Figure 4 This is a partial structural diagram of the housing and connecting gear provided in an embodiment of the present invention;

[0020] Figure 5 This is a schematic diagram of a partial structure of the wheel and the generator drum provided in an embodiment of the present invention;

[0021] Figure 6 This is a partial structural diagram of the speed shift lever and control chip provided in an embodiment of the present invention;

[0022] Figure 7 This is a partial structural diagram of the assist gear and meshing gear provided in an embodiment of the present invention.

[0023] In the picture:

[0024] 1. Handlebar; 101. Connecting frame; 2. Electronic derailleur; 201. Gear shifter; 202. Control chip; 3. Frame; 4. Power supply; 5. Housing; 6. Support rod; 601. Seat; 7. Torque sensor; 8. Shaft; 801. Pedal; 9. Power assist motor; 10. Brake disc; 11. Brake pad; 12. Wheel; 13. Drive gear; 14. Chain; 15. Linkage gear; 16. Connecting gear; 17. Generator drum; 18. Power assist gear; 19. Meshing gear; 20. Brake lever. Detailed Implementation

[0025] To enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings.

[0026] As attached Figure 1 To be continued Figure 7 As shown:

[0027] Example 1: This invention provides a novel digital and mechanical integrated variable-speed bicycle, including a frame 3, a power assembly, and wheels 12. A power source 4 is installed inside the frame 3. A connecting frame 101 is movably mounted on the top of the frame 3. A handlebar 1 is fixedly connected to one side of the connecting frame 101, and an electronic gearbox 2 is fixedly connected to the bottom of the handlebar 1. The power assembly includes a housing 5 located on the other side of the frame 3. A torque sensor 7 is installed inside the housing 5. A rotating shaft 8 is installed inside the torque sensor 7. An assist gear 18 is fixedly connected to the outside of the rotating shaft 8. An assist motor 9 is fixedly connected inside the housing 5 on one side of the torque sensor 7. A connecting gear 16 is fixedly connected to the output end of the assist motor 9. A meshing gear 19 is movably mounted on one end of the housing 5 between the connecting gear 16 and the assist gear 18. Wheels 12 are movably mounted on both sides of the bottom of the frame 3, and a generator drum 17 is provided between the wheels 12 and the frame 3.

[0028] When using the bicycle, the rider first powers the entire electronic system through the power supply 4 inside the frame 3. The power supply 4 ensures the stable operation of core components such as the electronic gearbox 2, torque sensor 7, and assist motor 9. Before starting to ride, the rider can preset the riding gear according to road conditions and their own needs through the electronic gearbox 2 at the bottom of the handlebars 1 and by pulling the gear lever 201. This gear system includes a starting gear and three assist gears: the starting gear is for starting from a standstill, which can reduce the initial riding resistance and help the rider start the vehicle easily; the three assist gears correspond to different riding intensities, with the low gear suitable for flat roads to save power, the medium gear suitable for slight inclines or constant speed cruising, and the high gear for steep inclines or headwinds that require strong power support. During riding, the torque sensor 7 of the power component monitors the force on the shaft 8 in real time. The shaft 8 is the core transmission component connecting the pedal 801 and the assist gear 18. The human torque generated when pedaling 801 is directly transmitted to the shaft 8. The torque sensor 7 accurately captures the rider's force intensity by sensing the torque change of the shaft 8. When the increased riding torque is detected, and the rider exerts significant force and feels fatigued, the torque sensor 7 transmits the torque signal to the control chip 202 built into the electronic gearbox 2. The control chip 202 sends a power compensation command to the power assist motor 9 inside the housing 5 according to the previously preset gear parameters. The power assist motor 9 is a permanent magnet synchronous motor. After receiving the command, the connecting gear 16 at the output end of the power assist motor 9 will start to rotate. Since the connecting gear 16, the meshing gear 19 and the power assist gear 18 mesh with each other, the power will be efficiently transmitted to the power assist gear 18 through the meshing gear 19, thereby driving the shaft 8 to rotate faster and providing the rider with electric assistance matched to the gear. This achieves a closed-loop response of human force exertion - torque detection - motor compensation, allowing electric assistance and human force to sense each other and output in coordination. When going downhill, if the wheel 12 rotates too fast, the torque sensor 7 detects a sudden drop in riding torque. The control chip 202 will adjust the working mode of the power assist motor 9, switching it from "power output" to "resistive braking" to appropriately release the resistance to slow down the wheel 12 rotation speed and ensure safe riding downhill.

[0029] In one embodiment of the present invention, a control chip 202 is provided inside the electronic transmission 2, a gear shift lever 201 is movably mounted on one side of the electronic transmission 2, and a display screen is provided on the top of the control chip 202.

[0030] The electronic gearbox 2 is the core component for the vehicle's gear control and information display. Its internal control chip 202 serves as the signal processing center. On one hand, the control chip 202 is linked with the gear shift lever 201 on the grip 1 side. When the rider moves the gear shift lever 201, the lever transmits the gear selection signal to the control chip 202. The control chip 202 determines the target gear by analyzing the signal and sends the corresponding power output parameters to the assist motor 9. On the other hand, the control chip 202 receives feedback signals from components such as the torque sensor 7 and the generator drum 17 in real time. It converts key information such as the current riding torque, battery level, real-time gear, and riding speed into visual data and displays it on the display screen on the top of the control chip 202. This allows the rider to intuitively grasp the vehicle's operating status and easily adjust their riding strategy.

[0031] In one embodiment of the present invention, a support rod 6 is fixedly connected to the top of the frame 3, and a seat cushion 601 is fixedly connected to the top of the support rod 6.

[0032] The support rod 6 fixed at the top of the frame 3 is a key component connecting the frame 3 and the saddle 601. The length and angle of the support rod 6 are ergonomically designed to ensure that when the rider sits on the saddle 601, the movement of the legs on the pedals 801 is natural and the force is smooth, reducing fatigue during long rides. At the same time, the material of the saddle 601 is both soft and breathable, which can improve riding comfort and avoid discomfort caused by local pressure.

[0033] In one embodiment of the present invention, a brake pad 11 is fixedly connected to one end of the wheel 12, and a brake disc 10 is fixedly connected to the outer side of the frame 3 at one end of the wheel 12. The brake disc 10 and the brake lever 20 are connected by a steel wire rope.

[0034] The brake pad 11 at one end of the wheel 12 and the brake disc 10 on the outside of the frame 3 form a mechanical braking unit. The brake disc 10 is connected to the brake lever 20 at the handlebar 1 via a steel cable, forming a complete operation-transmission-braking link. When the rider needs to slow down or stop, he grips the brake lever 20, which pulls the brake disc 10 via the steel cable, causing the brake disc 10 to fit tightly against the brake pad 11 on the wheel 12. The friction between the two resists the rotation of the wheel 12, thus slowing down the vehicle. During braking, the contact force between the brake disc 10 and the brake pad 11 can be controlled by the grip strength of the brake lever 20. The greater the grip strength, the stronger the friction, and the more obvious the deceleration effect, ensuring that the rider can accurately control the braking intensity according to the actual road conditions and improve riding safety.

[0035] In one embodiment of the present invention, a transmission gear 13 is fixedly connected to the outer side of the shaft 8 at one end of the power assist gear 18, and a linkage gear 15 is fixedly connected to the other end of the wheel 12. A chain 14 is provided around the linkage gear 15 and the transmission gear 13.

[0036] The transmission gear 13, fixed to the outside of the shaft 8 at one end of the power assist gear 18, and the linkage gear 15 at the other end of the wheel 12 form a mechanical transmission path of shaft 8-gear-chain 14-wheel 12 via chain 14. When the rider pedals 801, the pedal 801 drives the shaft 8 to rotate, and the shaft 8 simultaneously drives the power assist gear 18 and the transmission gear 13 to rotate synchronously. The transmission gear 13 transmits power to the linkage gear 15 via chain 14. The linkage gear 15 is fixedly connected to the wheel 12, thereby driving the wheel 12 to rotate, realizing the transmission of human power. In electric assist mode, when the power assist motor 9 drives the shaft 8 to rotate through gear transmission, the transmission gear 13 also transmits electric assist to the wheel 12 via chain 14, ensuring that human power and electric assist can be efficiently output through the same transmission path, avoiding power loss and ensuring smooth riding.

[0037] In one embodiment of the present invention, pedals 801 are movably mounted at both ends of the rotating shaft 8.

[0038] When the rider places their foot on pedal 801, the pedal will drive the rotating shaft 8 to rotate, thus enabling the bicycle to be driven by human power.

[0039] AI Algorithm Models and Workflows:

[0040] Model Inputs / Features

[0041] The AI ​​model receives multidimensional sensor data as input within a time window (e.g., data from the past second, with 100 data points at 10ms intervals).

[0042] torque(t): The pedaling torque over a time series

[0043] cadence(t): cadence (can be obtained from torque sensor 7)

[0044] speed(t): Vehicle speed

[0045] acceleration(t): Vehicle acceleration

[0046] slope(t): Current road slope

[0047] battery_SOC: Current battery level (percentage)

[0048] current_assist_level: The current assist level (optional, used as a reference for the model).

[0049] current_gear: The current gear position (optional)

[0050] 3. Model Outputs (ModelOutputs / Predictions)

[0051] After calculation, the model outputs the optimal control command for a short future time window (e.g., 0.5 seconds in the future).

[0052] target_assist_torque: Target electric assist torque. This is a continuous value, and the main controller will precisely control the motor output based on this target value using the FOC algorithm.

[0053] gear_shift_command: Gear shifting command. This is a discrete value, for example: {-1,0,1}, which represents "downshift one gear", "keep current gear", and "upshift one gear" respectively.

[0054] Workflow

[0055] Data Acquisition and Preprocessing:

[0056] The torque sensor 7 of the sensing layer continuously collects data at a high frequency (e.g., 1 kHz).

[0057] The data is cached in a SlidingWindow buffer.

[0058] Data preprocessing includes:

[0059] Normalization: Transform all input features (such as torque and velocity) to a uniform range of [-1,1] or [0,1]. This is a standard step in training neural networks.

[0060] Outlier handling: Filter out obviously erroneous sensor readings.

[0061] Feature engineering: Sometimes, advanced features, such as the rate of change of torque and the rate of change of velocity, are calculated as additional inputs to help the model better understand the dynamics.

[0062] AI Inference:

[0063] Every fixed control cycle (e.g., 10ms), the system packages the data in the current scrolling window and inputs it into the AI ​​model.

[0064] The AI ​​coprocessor performs a forward propagation computation (inference) and obtains target_assist_torque and gear_shift_command very quickly (in microseconds or milliseconds).

[0065] Decision integration and execution:

[0066] Safety logic takes precedence: The AI's output is not executed directly. The main controller performs a safety check first. For example, if a braking signal is detected, regardless of the AI's output, `target_assist_torque` will be immediately set to 0.

[0067] Command execution:

[0068] Electric assist control: The main controller converts target_assist_torque into specific current commands and sends them to the motor drive circuit, which then controls the motor to generate the corresponding torque through the FOC algorithm.

[0069] Gear control: If gear_shift_command is not 0, the main controller will send a command to the electronic transmission mechanism to perform upshift or downshift operation.

[0070] Model training (Training-Offline):

[0071] Data collection: Allows professional riders and ordinary users to ride in various road conditions (city, mountain roads, highways, low speeds), while recording all sensor data and the rider's manual operation of gear shifting and gear selection.

[0072] Labeling: The rider's manually selected "optimal state" is used as the target for the AI ​​model's learning. For example, the gear selected by the rider at a certain moment and the power generated (human power + electric assist) are used as labels for gear_shift_command and target_assist_torque.

[0073] Model training: Using a large amount of collected labeled data, the LSTM model is trained through the backpropagation algorithm, and the network weights are continuously adjusted to make it as close as possible to the operation strategy of professional riders.

[0074] Model Deployment: Burning the trained, optimized model (such as using TensorRT or TFLite for quantization and acceleration) into the bicycle's main controller or AI coprocessor.

[0075] Through the aforementioned intelligent control system and AI algorithms, the bicycle is no longer simply able to detect and assist when force is applied, but can proactively understand, predict, and assist, truly achieving a deep integration of digital and mechanical technologies and providing users with an unprecedented intelligent riding experience.

[0076] Working principle: Before starting, the rider can preset the riding gear according to the road conditions and their own riding ability by using the gear shift lever 201 of the electronic gearbox 2 at the bottom of the handlebar 1. The gears include a starting gear and three-speed assist gears: The starting gear is used for starting the vehicle from a standstill, which can reduce the initial riding resistance and help the rider start the vehicle easily; the three-speed assist gears correspond to different riding intensities. The low gear is suitable for flat roads to reduce power consumption, the medium gear is suitable for slight slopes or constant speed cruising, and the high gear is for steep slopes, headwinds, and other scenarios that require strong power support. During riding, the torque sensor 7 in the power component monitors the force changes of the shaft 8 in real time. As the core transmission component connecting the pedal 801 and the assist gear 18, the torque generated by the rider stepping on the pedal 801 is directly transmitted to the shaft 8. The torque sensor 7 accurately identifies the rider's force intensity by sensing the torque changes of the shaft 8. When an increase in riding torque is detected, i.e. the rider is exerting significant force and feeling fatigued, the torque sensor 7 transmits the collected torque signal to the control chip 202 built into the electronic gearbox 2. The control chip 202 sends a power compensation command to the power assist motor 9 inside the housing 5 according to the previously preset gear parameters. After receiving the command from the control chip 202, the connecting gear 16 at the output end of the power assist motor 9 begins to rotate. Because the connecting gear 16, the meshing gear 19, and the assist gear 18 mesh with each other, the power generated by the assist motor 9 is transmitted to the meshing gear 19 through the connecting gear 16, and then to the assist gear 18 through the meshing gear 19. The assist gear 18 is fixedly connected to the rotating shaft 8, thereby driving the rotating shaft 8 to rotate faster, providing the rider with electric assistance matched to the preset gear, forming a closed-loop response of "human force exertion - torque detection - motor compensation", realizing mutual sensing and coordinated output of electric assistance and human force, reducing the burden of riding; when riding downhill, causing the wheel 12 to rotate too fast, the torque sensor 7 detects a sudden drop in riding torque, with no obvious human pedaling input, and feeds this signal back to the control chip 202. The control chip 202 immediately adjusts the working mode of the assist motor 9, switching it from "power output mode" to "resistive braking mode". The assist motor 9 generates resistance force acting on the transmission system, thereby slowing down the rotation speed of the wheel 12, avoiding safety risks caused by excessive downhill speed, and ensuring riding safety.

[0077] Example 2: This example is basically the same as the previous example, except that the rider can switch between different riding modes via the electronic gearbox 2: In pure mechanical mode, the assist motor 9 stops working, and the power is entirely dependent on the rider pedaling the pedal 801, which is transmitted to the wheel 12 through the shaft 8, the assist gear 18 and subsequent transmission structure, suitable for daily exercise or scenarios where the battery is low; in pure electric mode, no human pedaling is required, and the assist motor 9 directly drives the wheel 12 to rotate through gear transmission, meeting the needs of short-distance commuting; the hybrid mode is a coordinated mode of human and electric assistance, which is also the main mode of daily riding. The assist ratio can be dynamically adjusted according to the torque change. At the same time, the generator drum 17 between the wheel 12 and the frame 3 will convert mechanical kinetic energy into electrical energy during the rotation of the wheel and recharge it to the power source 4, realizing energy recovery and extending the range.

[0078] In one embodiment of the present invention, the connecting gear 16, the meshing gear 19, and the assist gear 18 mesh with each other.

[0079] The meshing structure of the connecting gear 16, the meshing gear 19, and the assist gear 18 is the core transmission unit for electric power assist transmission: After the power assist motor 9 starts, the connecting gear 16 at its output end rotates first. Since the connecting gear 16 meshes with the meshing gear 19, the connecting gear 16 drives the meshing gear 19 to rotate synchronously. The meshing gear 19 then meshes with the assist gear 18, thereby transmitting the power of the power assist motor to the assist gear 18. The assist gear 18 is fixedly connected to the rotating shaft 8, ultimately driving the rotating shaft 8 to rotate, providing electric power assist for riding. The advantage of this meshing structure is that, through the transition of the intermediate meshing gear 19, the transmission ratio between the power assist motor 9 and the rotating shaft 8 can be flexibly adjusted, ensuring that the electric power assist output can meet both the starting requirements of low speed and high torque, and the high-speed cruising requirements of high speed and low torque, thus improving the adaptability of power transmission.

[0080] Working principle: After the rider switches to pure mechanical mode via electronic gearbox 2, the assist motor 9 stops outputting power and disconnects from the active connection of the transmission system. At this time, the vehicle's power relies entirely on the rider's human input. When the rider pedals 801, the generated human torque is transmitted to the shaft 8. The shaft 8 drives the externally fixed assist gear 18 to rotate synchronously. The assist gear 18 forms a complete mechanical transmission link through subsequent meshing transmission components, transmitting human power sequentially to the wheel 12, driving the wheel to rotate and achieve movement. This mode is suitable for daily exercise or when the power supply 4 is low on power. When the rider selects pure electric mode via electronic gearbox 2, there is no need to pedal 801. The control chip 202 starts the assist motor 9 according to the instruction and controls its output power. The connecting gear 16 at the output end of the power assist motor 9 begins to rotate. Through the meshing relationship with the meshing gear 19 and the assist gear 18, the motor power is transmitted to the rotating shaft 8. The rotating shaft 8 drives the transmission gear 13 to rotate, and then through the cooperation of the chain 14 and the linkage gear 15, the electric power is directly transmitted to the wheel 12, driving the wheel to rotate. This meets the travel needs of short-distance commuting scenarios without human intervention. The hybrid mode is the main mode for daily riding. After the rider switches to this mode through the electronic gear selector 2, the system enters a state of coordinated operation of human and electric assistance. During riding, the torque sensor 7 monitors the torque change of the rotating shaft 8 in real time, that is, the rider's force intensity, and transmits the torque signal to the control chip 202. The control chip 202 dynamically adjusts the power output ratio of the power assist motor 9 according to preset parameters and real-time torque data. When the rider's force is weak or in conditions such as steep slopes or headwinds, the power assist motor 9 can be adjusted accordingly. Increase the electric assist output ratio; when the rider exerts sufficient force or is on a smooth road, reduce the electric assist output ratio to achieve precise coordination between human power and electric assistance, balancing the effort-saving aspect of riding and power consumption; the generator drum 17 is installed between the wheel 12 and the frame 3, and integrates a permanent magnet, coil winding and rectification and voltage regulation module. No matter what riding mode the vehicle is in, as long as the wheel 12 rotates, it will drive the coil winding inside the generator drum 17 to move around the permanent magnet to cut the magnetic field lines through the mechanical structure, generating alternating current according to the principle of electromagnetic induction; the generated alternating current then enters the rectification module built into the generator drum 17, is converted into direct current, and then is regulated by the voltage regulation module to match the voltage level of the power supply 4, and then fed back to the power supply 4 inside the frame 3 through the wire, converting the excess mechanical kinetic energy during the wheel rotation into electrical energy storage, realizing energy recovery, and effectively extending the range of the power supply 4.

[0081] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A novel multi-speed bicycle integrating digital and mechanical technologies, characterized in that: Includes the frame (3), power components and wheels (12); The frame (3) is equipped with a power supply (4), and a connecting frame (101) is movably installed on the top of the frame (3). A handle (1) is fixedly connected to one side of the connecting frame (101), and an electronic gearbox (2) is fixedly connected to the bottom of the handle (1). The power assembly includes a housing (5) disposed on the other side of the frame (3). A torque sensor (7) is disposed inside the housing (5). A rotating shaft (8) is installed inside the torque sensor (7). An assist gear (18) is fixedly connected to the outside of the rotating shaft (8). An assist motor (9) is fixedly connected inside the housing (5) on one side of the torque sensor (7). A connecting gear (16) is fixedly connected to the output end of the assist motor (9). A meshing gear (19) is movably installed at one end of the housing (5) between the connecting gear (16) and the assist gear (18). Wheels (12) are movably mounted on both sides of the bottom of the frame (3), and a power generation drum (17) is provided between the wheel (12) and the frame (3).

2. The novel multi-speed bicycle integrating digital and mechanical components according to claim 1, characterized in that: The electronic transmission (2) has a control chip (202) inside, a shift lever (201) is movably mounted on one side of the electronic transmission (2), and a display screen is provided on the top of the control chip (202).

3. The novel multi-speed bicycle integrating digital and mechanical functions according to claim 1, characterized in that: The top of the frame (3) is fixedly connected to a support rod (6), and the top of the support rod (6) is fixedly connected to a seat cushion (601).

4. A novel multi-speed bicycle integrating digital and mechanical components according to claim 1, characterized in that: One end of the wheel (12) is fixedly connected to a brake pad (11), and a brake disc (10) is fixedly connected to the outside of the frame (3) at one end of the wheel (12). The brake disc (10) and the brake lever (20) are connected by a steel wire rope.

5. A novel multi-speed bicycle integrating digital and mechanical components according to claim 1, characterized in that: A transmission gear (13) is fixedly connected to the outer side of the shaft (8) at one end of the power assist gear (18), and a linkage gear (15) is fixedly connected to the other end of the wheel (12). A chain (14) is provided around the linkage gear (15) and the transmission gear (13).

6. A novel multi-speed bicycle integrating digital and mechanical components according to claim 1, characterized in that: The connecting gear (16), meshing gear (19) and assist gear (18) mesh with each other.

7. A novel multi-speed bicycle integrating digital and mechanical components according to claim 1, characterized in that: Both ends of the pivot (8) are movably mounted with pedals (801).

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