Series hybrid electric / human powered vehicle and method of operating same

Abstract

A series hybrid electric and human powered drive vehicle includes at least one wheel rotatably coupled to a frame, a generator, a human power energy input device coupled to the generator and movable by a user to provide kinetic energy to the generator, an electric motor coupled to the generator and to the wheel, a user input resistance device coupled to the human power energy input device and operable to provide resistance to the human power energy input device, and a control system configured to receive speed and acceleration input signals from the human power energy input device, instruct the electric motor to drive the at least one wheel based on the input signals, and instruct the user input resistance device to provide supplemental resistance to the human user input device that varies in response to changes in user cadence and / or force and / or load on the vehicle, at least in part to provide a natural feel of operation.

Description

Technical Field

[0001] This disclosure generally relates to a series hybrid electric / human-powered vehicle (e.g., a series hybrid electric-assisted bicycle) and its operating method. Background Technology

[0002] A series hybrid electric-assist bicycle is a type of electric / human-powered vehicle in which mechanical energy from the rider is first converted into electrical energy by a generator coupled to the pedal crankshaft. This electrical energy can be stored in a battery and / or used to power an electric motor mechanically coupled to the bicycle's wheels. Because the pedal crankshaft is not mechanically coupled to the wheels, this type of series hybrid bicycle is sometimes referred to as a chainless bicycle.

[0003] In contrast, most commercially available e-bikes are parallel electric / human-powered bicycles, where the pedal crankshaft is typically mechanically coupled to the drive wheel via a one-way clutch; the motor can also be coupled to the drive wheel via a clutch, allowing the rider and motor to drive the drive wheel simultaneously or independently. A particularly common arrangement places the motor at the crank and connects it to the pedal crankshaft via a transmission (known as a "mid-drive" motor configuration). The assistance provided by the motor is predetermined by control logic and is typically proportional to the torque or power input by the rider through the pedals. This arrangement retains a pedal feel similar to traditional unassisted bicycles and can be operated with electric assistance, but may have several drawbacks. These disadvantages may include one or more of the following: increased manufacturing complexity and cost of repetitive drive systems; mechanical drive components that may stretch, corrode, and wear, and may require frequent cleaning, maintenance, and / or parts replacement; accelerated wear of mechanical components due to the increased load on the electric motor; lack of regenerative braking to extend range during gliding due to the pedal disengagement from the motor; reliance on precise gear selection for biomechanical efficiency (pedaling force and speed) and motor efficiency, which may require significant rider experience to effectively control the force; and torque pulsation due to uneven pedaling force with each rotation, which may cause wheel slippage.

[0004] In contrast, series hybrid electric drive systems completely eliminate mechanical drive from pedals to wheels, using only an electric motor connected to the wheels to power the vehicle. This arrangement eliminates the aforementioned problems and is therefore potentially easier to operate and maintain. Fully automatic shifting can be less distracting for the rider and can improve road safety. Using a reliable electric motor / generator, the vehicle is likely to be mechanically more durable, have a longer lifespan, reduce waste, and lower environmental impact. However, such series hybrid electric-assist bicycles tend to offer a different pedal feel than traditional non-assist bicycles, often feeling unnatural to the rider. Pedal resistance in known series hybrid electric-assist bicycles is provided by a generator, which is often not configured to provide a natural riding feel, especially when the rider uses pedals to input changes in speed and / or acceleration.

[0005] U.S. Patent No. 9,346,515 to Previdi et al. discloses a series-hybrid electric pedal-assist bicycle. The bicycle includes a first wheel and a second wheel. The bicycle includes a pedal assembly mechanically decoupled from the first and second wheels, through which a user can provide pedaling power. The bicycle includes an electric motor mechanically coupled to at least one of the first and second wheels, capable of acquiring motor power. The bicycle includes a generator adapted to generate electricity from the pedaling power, the generator being arranged in an energy exchange relationship with the pedal assembly and the electric motor. The bicycle includes an energy storage device arranged in an energy exchange relationship with the electric motor and the generator. The bicycle includes a control system including a module for controlling the power required by the generator to supply the electric motor and / or the energy storage device. The bicycle includes a heart rate sensor adapted to generate a signal representing a heart rate. The module for controlling the power required by the generator is operatively connected to the heart rate sensor and configured to determine the power required by the generator based on the signal representing the heart rate. Operating parameters of the generator can be modified to change the generator's power output and the resistance torque encountered by the user. However, Previdi does not disclose or suggest adjusting the resistance torque to provide riders with a natural pedal feel to improve controllability.

[0006] U.S. Patent No. 7,156,780 to Fuchs et al. discloses a muscle-powered electric drive system for vehicles such as bicycles. The electric drive system includes pedals and a generator mechanically connected to the pedals. The electric drive system includes an electric transmission from the generator to a drive motor. The electric drive system includes an electric control system that includes a control program for the generator, which can generate a counter-torque on the generator in relation to the forward pedaling direction. The drive system includes generator start-up control, which generates immediate pedal resistance when the pedals are actuated from a stationary state, and generates a high starting torque on the pedals from a stationary state until a minimum riding speed is reached. Fuchs appears to focus primarily on providing pedal resistance from a stationary state and does not provide instruction on providing a natural pedal feel as the rider moves.

[0007] U.S. Patent No. 2022 / 0161890 A1 to Earle et al. discloses a motor controller for an electric pedal-assist bicycle. The electric pedal-assist bicycle includes wheels rotatably coupled to a frame. The electric pedal-assist bicycle includes a drivetrain configured to drive the wheels. The drivetrain includes a crankset and an electric motor. The electric pedal-assist bicycle includes a pedal sensor configured to determine pedal cadence information. The electric pedal-assist bicycle includes an orientation sensor configured to determine the bicycle's pitch orientation. The electric pedal-assist bicycle includes an electronic controller configured to drive the motor to smoothly propel the bicycle based on the pedal cadence information and pitch orientation. Earle did not disclose or suggest a controller configured to provide the rider with a natural pedal feel during riding to improve controllability. Summary of the Invention

[0008] One object of the present invention is to address at least some of the following challenges to the general availability of series hybrid electric / human-powered vehicles, such as series hybrid electric-assist bicycles including pedal crank sets for inputting human power into the electric drive system and controlling the bicycle's speed and acceleration.

[0009] The first challenge is providing a consistent resistance that is comfortable to pedal and varies in response to changes in cadence and applied force. Without proper counterforce, the limbs of a person / user / cyclist may accelerate rapidly under constant load, and their muscles may be counter-activated to reduce pedaling rate. This can subject joints to uncomfortably repetitive loads in order to maintain a constant cadence that is comfortable for the body. This is complicated by the fact that pedal speed and torque are the primary inputs used to indicate the desired vehicle speed and acceleration, and if they fluctuate, they can result in uneven stop / start processes when the motor engages and disengages. Conversely, over-filtering for a smoother process can lead to a feeling of disconnection, exacerbating the next challenge.

[0010] The second challenge is to provide a vehicle that responds to subtle changes in pedaling force and acceleration, much like a traditional bicycle, to avoid excessive stress on the rider's joints and provide a natural riding experience and intuitive speed control. To accelerate, the user's primary control over the vehicle should be their pedaling action. This allows the rider intuitive control, giving their hands complete control over braking and steering, providing beneficial exercise, and extending the vehicle's range. To signal the need for acceleration, the natural response is to use a small increase in force to accelerate the pedal cranks. This may then require the vehicle to make a dual response. The first response is to immediately increase resistance to simulate inertia upon detecting pedal acceleration. This allows the rider to set precise cadence and acceleration, providing the vehicle with clear instructions regarding the desired speed and acceleration. This keeps the rider feeling connected to and in control of the vehicle's speed. The second response is to use the motor controller to adjust the motor current and vehicle speed based on the rider's varying input. This result can be both intuitive for the rider and crucial for avoiding unexpected acceleration or deceleration. The human-powered vehicle or its pedals described herein are configured as a haptic feedback-like device that signals changes in vehicle load, allowing the rider to determine the exact effort required to reach the target speed and acceleration, thereby creating a human-in-the-loop control system while ensuring that the rider is not overworked.

[0011] The third challenge is providing an appropriate response to changes in surface gradient (and / or wind resistance, bump resistance, or rolling resistance), which can act independently on the vehicle, causing it to decelerate or accelerate at a given motor output. For example, the motor power required to maintain the same speed when riding uphill may increase dramatically compared to that required on flat ground. Due to motor size and power limitations, the maximum speed the vehicle can achieve may decrease regardless of the speed the user desires. Without changes in resistance, the rider might naturally compensate for the speed drop by increasing pedaling speed, especially on steep inclines or against the wind, where the speed may fall close to a threshold equilibrium speed. To counteract this inverse relationship between pedaling speed and vehicle speed, resistance should be increased so that pedaling speed can decrease naturally. The aim is only to partially replicate a traditional bicycle, as one advantage of electric drive is the ability to control effort regardless of gradient and wind conditions, thus avoiding overexertion.

[0012] As the external vehicle load increases, the system described herein responds as follows: i) the vehicle decelerates, ii) the rider increases pedaling rate, iii) the system increases resistance load, iv) the pedaling rate decreases to a target level, and v) if pedaling acceleration persists at a preset maximum resistance load, the vehicle is configured to attempt to accelerate to the limit of the motor capacity, determined by its current and temperature thresholds. Once this limit is reached, further increases in pedaling speed should result in the system providing a significantly higher resistance load, which may continue to increase until the pedaling rate is forced to decrease to a stable cadence.

[0013] A further challenge / requirement is to ensure that the resistance load profile is unique for each individual, and that the system described herein can adjust in real time during the stroke. Because everyone's physical condition is different, their definition of a comfortable or strenuous pedaling speed, and the pedal force they can apply over short and long durations, also differ. Therefore, it may be difficult to define target values ​​for a vehicle control system that are ideal for everyone, and these values ​​may need to be adjusted over time, as they become more or less capable, or within each stroke, as fatigue levels increase due to distance traveled or prior activity.

[0014] Another further challenge arises from the irregularity of pedaling force during a single rotation due to the human kinematics involved in converting most of the vertical muscle force into rotational torque via the crank. When providing completely constant resistance within a single rotation, the user may feel uneven resistance and be unable to pedal at a constant speed due to the relatively low force available near top dead center compared to approximately 90 degrees from top dead center. This feeling can be more pronounced at higher forces compared to, for example, wheels connected by a chain, where the relatively small angular momentum of the generator is insufficient to maintain pedal speed during low force angles. This can be uncomfortable for the user and also complicates the measurement of pedal speed and acceleration, as well as the final vehicle speed to be delivered. Therefore, the load profile should also be able to be adjusted within each half-revolution of pedal movement so that even during the maximum fluctuations in cyclic pedal force, uniform resistance is felt and pedal speed is smooth.

[0015] This invention aims to address at least some of the aforementioned challenges. According to one aspect of the invention, an improved series hybrid electric and human-powered vehicle is provided, comprising: a frame; at least one wheel rotatably coupled to the frame; a generator; a human energy input device movably coupled to the generator and movable by a user to provide kinetic energy to the generator; a motor electrically coupled to the generator and mechanically coupled to at least one wheel; a user input resistance device coupled to the human energy input device and operable to provide resistance to the human energy input device; and a control system communicating with the human energy input device, the motor, and the user input resistance device. The control system is configured to receive speed and acceleration input signals from the human energy input device, instruct the motor to drive at least one wheel based on the input signals, and instruct the user input resistance device to provide supplementary resistance to the human energy input device, the supplementary resistance varying in response to changes in user cadence and / or force, the supplementary resistance supplementing the generator-generated resistance provided to the human energy input device by the generator.

[0016] The vehicle may be a bicycle with one or more wheels, wherein the human power input device is a crank assembly that includes foot pedals or hand pedals rotatably coupled to a generator.

[0017] The vehicle may also include a battery electrically coupled to the generator and motor. The user input resistance device may include one or more of the following: friction pads, clutches, hydraulic dissipators, fans, magnets, or pulse width modulation (PWM) switchable circuits that use one or more of electromagnets, eddy currents, inductors, resistors or capacitors, current injection, polarity switching, or current recirculation to modify the load.

[0018] In some aspects of the invention, the user input resistance device includes a converter for a three-phase motor coupled to a generator, wherein the converter is operable to rectify the alternating current generated by the back electromotive force of the three-phase motor when the human power input device rotates the motor, while providing a regenerative braking circuit that can variably adjust the resistance to the human power input device. The converter may include an array of semiconductor switches to provide the regenerative braking circuit while rectifying the three-phase current output from the generator, and the control system includes a processor and a memory having instructions that, when executed by the processor, controllably turn the semiconductor switches on and off using PWM with a variable duty cycle, thereby variably controlling the amount of supplementary resistance.

[0019] The control system memory may also include instructions that, when executed by the processor, measure the cadence and force applied by the user to the human energy input device in response to the provided supplemental resistance and power generation resistance, determine the user's desired target vehicle speed and acceleration based on the measured cadence and / or force, and instruct the motor to drive the wheels at the determined target vehicle speed.

[0020] The control system memory can also store instructions that, when executed by the processor, determine the total pedal resistance based on the instantaneous air resistance and instantaneous inertial resistance at at least a given vehicle speed, and then determine the supplementary resistance based on the total pedal resistance and the generator resistance.

[0021] The vehicle may also include one or more sensors configured to measure the vehicle’s speed and acceleration, and the processor determines the total pedal resistance at a given vehicle speed based on air resistance and inertial drag estimated using the speed and acceleration measured at the given vehicle speed.

[0022] Alternatively, the memory may store a lookup table containing multiple instantaneous air resistance and instantaneous inertial drag values ​​for the vehicle at different vehicle speeds, and the processor may determine the total pedal resistance based on the instantaneous air resistance and instantaneous inertial drag values ​​obtained from the lookup table.

[0023] The control system memory may also store instructions that, when executed by the processor, determine the total pedal resistance based on at least instantaneous air resistance, instantaneous inertial drag, instantaneous wind resistance, instantaneous gradient drag, instantaneous rolling resistance, and instantaneous bump resistance, all of which are corrected for at a given vehicle speed by one or more adjustable user correction factors. These one or more adjustable user correction factors may be adjusted based on one or more of the user's physical condition, user effort preference, and vehicle condition. More specifically, the one or more adjustable user correction factors may be adjustable based on a user profile that includes at least one torque-speed curve defining the relationship between the user's expected torque on the crankset at a given vehicle speed. The control system memory may also include instructions that, when executed by the processor, receive physiological measurements from the user while operating the vehicle and dynamically adjust the one or more adjustable user correction factors to maintain the user's desired power output.

[0024] The control system memory may also include instructions that, when executed by the processor, in response to a detected increase in user cadence exceeding a cadence upper limit threshold, instruct the user input resistance device to increase supplemental resistance until the detected user cadence returns to or falls below the cadence upper limit threshold.

[0025] According to another aspect of the invention, a control system assembly for a series hybrid electric / human-powered vehicle is provided, the series hybrid electric / human-powered vehicle having a frame, at least one wheel rotatably coupled to the frame, a generator, a motor electrically coupled to the generator and mechanically coupled to at least one wheel, and a human-powered energy input device movably coupled to the generator and movable by a user to provide mechanical energy to the generator. The control system assembly includes: a user input resistance device configured to be coupled to the human-powered energy input device and operable to provide resistance to the human-powered energy input device; and a control system communicating with the user input resistance device and configured to communicate with the human-powered energy input device, the motor, and the generator to receive speed and acceleration input signals from the human-powered energy input device, instruct the motor to drive at least one wheel based on the input signals, and instruct the user input resistance device to provide supplementary resistance to the human-powered user input device, the supplementary resistance varying in response to changes in user cadence and / or force, the supplementary resistance supplementing the generator-generated resistance provided to the human-powered energy input device by the generator.

[0026] The user-input resistance device may include a converter for coupling to a three-phase motor of a generator, wherein the converter is operable to rectify the alternating current generated by the back electromotive force of the three-phase motor when the human-powered input device rotates the three-phase motor, while providing a regenerative braking circuit capable of variably adjusting the resistance to the human-powered input device. More specifically, the converter may include an array of semiconductor switches to provide the regenerative braking circuit while rectifying the three-phase current output from the generator, and the control system includes a processor and a memory having instructions that, when executed by the processor, controllably turn the semiconductor switches on and off using pulse width modulation (PWM) with a variable duty cycle, thereby variably controlling the amount of supplementary resistance.

[0027] According to another aspect of the invention, a method for controlling a series hybrid electric / human-powered vehicle is provided, the vehicle having a frame, at least one wheel rotatably coupled to the frame, a generator, a motor electrically coupled to the generator and mechanically coupled to the at least one wheel, a human-powered energy input device movably coupled to the generator and movable by a user to provide mechanical energy to the generator, and a user-input resistance device coupled to the human-powered energy input device and operable to provide resistance to the human-powered energy input device. The method includes: receiving speed and acceleration input signals from the human-powered energy input device; instructing the motor to drive the at least one wheel based on the input signals; and instructing the user-input resistance device to provide supplementary resistance to the human-powered energy input device, the supplementary resistance varying in response to changes in the user's cadence and / or force, the supplementary resistance supplementing the generator-generated resistance provided to the human-powered energy input device by the generator.

[0028] According to another aspect of the invention, a human-powered vehicle simulator, such as a stationary exercise bike, is provided. The simulator includes: a frame; a generator; a human energy input device movably coupled to the generator and movable by a user to provide mechanical energy to the generator; a user input resistance device coupled to the human energy input device and operable to provide resistance to the human energy input device; and a control system. The control system communicates with the human energy input device and the user input resistance device, and is configured to receive speed and acceleration input signals from the human energy input device and instruct the user input resistance device to provide supplementary resistance to the human energy input device, the supplementary resistance varying in response to changes in the user's cadence and / or the force applied to the human energy input device, the supplementary resistance supplementing the generator-generated resistance provided to the human energy input device by the generator.

[0029] Other aspects and exemplary embodiments are shown in the accompanying drawings and / or described in the following description. Attached Figure Description

[0030] The accompanying drawings illustrate non-limiting exemplary embodiments of the present invention:

[0031] Figure 1 It is a schematic side view of an electric bicycle based on one aspect; Figure 2 It is the circuit diagram of its electric drive system and control system; and Figure 3 It is a flowchart of the resistance target setting process of its control system. Detailed Implementation

[0032] Throughout the following description, specific details are set forth in order to provide a more thorough understanding of the invention. However, the invention may be practiced without these details. In other instances, well-known elements have not been shown or described in detail to avoid unnecessarily obscuring the invention. Accordingly, the specification and drawings are to be regarded as illustrative rather than restrictive.

[0033] Refer to the attached diagram and first refer to... Figure 1 The illustration shows a series hybrid electric and human-powered vehicle, which in this example is a mobile vehicle, in this non-limiting embodiment is a micro-mobile vehicle, and in this case is also a vehicle that is at least partially electric driven, which in this example is an electric bicycle 20.

[0034] The bicycle includes a frame 22. The bicycle 20 includes a seat 24 coupled to the frame and positioned near the top 26 of the frame and between the front 28 and rear 30 of the frame. In this non-limiting embodiment, the bicycle includes handlebars 32 coupled to the frame and positioned forward along the top of the frame.

[0035] Bicycle 20 includes at least one, and in this example, a pair of spaced-apart wheels 34 and 36, rotatably coupled to frame 22. The wheels are positioned along the bottom 27 of the bicycle and adjacent to the front 28 and rear 30 of the bicycle, respectively. In this example, each wheel includes a rim 40 and a tire 42 coupled to the rim, although this is not strictly required. Each wheel 36 includes a hub 44 radially inwardly positioned from its tire and rim, although this is not strictly required (e.g., in another non-limiting embodiment, a hub motor may be connected to a ring gear forming the rim). Each wheel includes an axle 46 rotatably coupled to the wheel. The axles of bicycle 20 are operatively connected to frame 22 to suppress rotation of the axles.

[0036] Bicycles comprise a drive system that is partially electric and partially human- or muscle-driven; in this example, it is an electric drive system 48. For example... Figure 2 As shown, the drive system includes at least one, and in this non-limiting example, a pair of motors 50 and 52. Each motor is operatively connected to... Figure 1The corresponding wheels in wheels 34 and 36 shown. In other embodiments, for example, only one motor may be operatively connected to one of the wheels. Figure 2 The motors 50 and 52 shown can be referred to as drive motors. Each motor is configured to drive its corresponding tire 42 and... Figure 1 The road surface 54 shown provides traction torque. Each motor has a motor capacity. The motor capacity can be determined based on the motor's current and temperature thresholds.

[0037] In this non-limiting embodiment, each motor 50 may include a permanent magnet synchronous motor (PMSM) positioned within and / or at least partially forming the hub of its respective wheel 36. In this non-limiting example, each motor includes a rotor 56 mechanically connected to the corresponding rim 40. In this non-limiting example, each motor 50 includes a stator 58 connected to the axle 46 of its corresponding wheel 36. Thus, in this non-limiting example, each motor may be referred to as a hub motor. The bicycle 20 (including one or more of its motors) may be configured to include direct drive using one or more motors of appropriate size. Alternatively, the bicycle may include, for each of its motors, a transmission (not shown) operatively coupled to the motor and increasing torque output to the rim 40 while simultaneously increasing the operating speed of the motor.

[0038] like Figure 1 As shown, the drive system 48 includes an energy storage device, in this example a battery 60, although this is not strictly required: the system may be more efficient using an energy storage device (electric or mechanical), but in other non-limiting embodiments, the system may operate using only the generated power. The battery may be a lithium-ion battery; however, this is not strictly required, and the energy storage device may, for example, be a supercapacitor. In this example, the battery is coupled to the frame 22, coupled to the lower tube 62 of the frame, and extends along the lower tube of the frame. However, the latter is not strictly required, and in other embodiments, the battery may be coupled to the frame in other ways. The battery 60 is electrically connected to... Figure 2 The motors 50 and 52 shown are configured to selectively supply power to the motors via motor controllers 51 and 53, although this is not strictly required. The battery does require a device to regulate the motor voltage and thus the speed, but this device can be built into the battery: if motors 50 and 52 are brushed DC motors, the device could be a simple potentiometer.

[0039] refer to Figure 1The drive system 48 includes at least one human-powered drive unit / component / member configured to convert reciprocating motion from a rider's limbs (legs in this non-limiting example) into rotational motion. In this non-limiting example, the at least one human-powered drive unit / component / member is in the form of a pedal assembly 63. The pedal assembly includes a crank assembly 64 coupled to the frame 22 and positioned near the bottom 27 of the frame and between the front 28 and rear 30 of the frame. In this example, the crank assembly includes a ring member or a hub 66.

[0040] In this non-limiting embodiment, crank assembly 64 includes at least one, and in this example, a pair of spaced-apart elongated members, in this case, crank arms 68 and 70. The crank arms are coupled to either side of hub 66 and extend radially outward from either side of hub. Pedal assembly 63 includes at least one, and in this example, a pair of bicycle pedals 72 and 74. In this non-limiting embodiment, the bicycle pedals are shaped to receive the corresponding foot of the rider and can therefore be referred to as foot pedals. However, this is not strictly required, and in other embodiments, the pedals can be configured as hand cranks to receive the rider's hand and can therefore be referred to as hand pedals. Bicycle pedals 72 and 74 are rotatably coupled to the distal ends 68A and 70A of the respective crank arms 68 and 70. Alternatively, other human power input devices may be provided instead of foot pedals or hand pedals to provide human power, such as reciprocating arms.

[0041] The bicycle 20 at this stage can be conventional. Bicycles, as well as their motors, batteries, and cranksets, are well known to those skilled in the art, and therefore the various common components and functions of the bicycle 20, motors 50 and 52, battery 60, and crankset 64 will not be described in further detail.

[0042] like Figure 2 As shown, the bicycle includes at least one, and in this example, a pair, motor controllers 51 and 53 powered by a battery 60. The motor controllers are operatively connected to their respective motors 50 and 52 and are configured to change the current and voltage applied to their respective motors. (Reference) Figure 1 The voltage can be proportional to the wheel speed, causing current to be drawn and wheels 34 and 36 to accelerate until the desired vehicle speed is reached. The torque applied to the wheels can be determined from the drawn current. Advantageously and referring to... Figure 2 Since no secondary mechanical torque is applied, motor controllers 51 and 53 can precisely control the wheel speed and applied torque under any circumstances, and use this control to maintain smooth movement decoupled from the pedal actuation of bicycle 20.

[0043] Bicycle 20 includes a power generation device, which in this example is generator 76. The generator and... Figure 1The crank assembly 64 shown is mechanically coupled, including crank arms 68 and 70 of the crank assembly and bicycle pedals 72 and 74. Generator 76 is configured to generate electricity from pedaling or muscle power: in this case, the rider's rotation of the bicycle pedals. Each motor 50 is electrically connected and / or operatively connected to the generator. For the latter, in one non-limiting example, generator 76 may be attached to a separate battery or other storage device, which in turn is connected to the battery or motor; and in another non-limiting example, a flywheel or other energy storage device may be coupled / positioned as an intermediary between the motor and the generator.

[0044] Generator 76 is configured to convert the pedaling torque from the cyclist into current, which can be used to... Figure 2 The motors 50 and 52 shown supply power to or charge the battery 60 or other energy storage device. Therefore, the generator is operatively connected to at least one wheel of the bicycle 20, and in this example, to both wheels 34 and 36 of the bicycle.

[0045] The generator 76 is also configured to provide a generating resistance torque to the crankset 64, which can be configured to make the rider feel comfortable when pedaling.

[0046] like Figure 1 As shown, bicycle 20 includes a user-input resistance device (referred to herein as a "pedal resistance device") 77 that provides supplemental resistance to the pedal crank assembly, which complements the generator resistance provided by generator 76 (when present). Pedal resistance device 77 is operatively connected to bicycle pedals 72 and 74. Pedal resistance device 77 is configured to provide an independent force or pedal resistance to the bicycle pedals, independent of the battery voltage of battery 60 and independent of the voltage output of generator 76. Pedal resistance device is configured to be continuously finely adjusted to compensate for changes in base load from the generator. Pedal resistance device 77 is sized / configured to generate the required maximum pedaling force without any generator load.

[0047] In one embodiment, the pedal resistance device 77 includes a converter connected to a three-phase motor for rectifying the alternating current generated by the motor's back electromotive force (EMF) as the pedal rotates. Using a high-power semiconductor switch array similar to a typical converter, such as MOSFETs in one non-limiting example, a regenerative braking circuit can be created that utilizes the principle of a boost converter to adjust the pedal resistance while rectifying the three-phase current to supply the battery or traction motor. Using a suitable control algorithm, the back EMF voltage can be increased above the battery voltage so that current can flow from the converter; in one non-limiting example, the boost amount is proportional to the duration of the switch being on or off, using pulse width modulation (PWM) with a variable duty cycle.

[0048] Since the boost voltage is proportional to the PWM duty cycle, and according to Ohm's law voltage is related to current, the duty cycle can be used to increase the current. Because the current generated by the motor is proportional to the torque it rotates, increasing the duty cycle leads to an increase in counter-torque and pedal resistance. In this way, the voltage can be adjusted so that current always flows from the generator, while also allowing for independent changes in resistance to achieve the required supplemental pedal force.

[0049] When combined with a properly configured generator, the pedal resistance device 77 can generate sufficient counter-torque to provide comfortable resistance for even very strong riders, except at very low speeds. Furthermore, the pedal resistance device 77 can limit pedaling speed as needed, allowing vehicle speed to be precisely and comfortably controlled as described herein. Advantageously, the resistance generated naturally increases with pedaling speed due to the voltage constant, but can now be easily increased and decreased as required.

[0050] Other non-limiting embodiments of the pedal resistance device that can achieve the above functions may include one or more of the following: friction pads, clutches, hydraulic dissipators, fans, magnets, or pulse width modulation (PWM) switchable circuits that use electromagnets, eddy currents, sensors, resistors or capacitors, current injection, polarity switching or current recirculation to modify the load; these methods may be less efficient due to greater energy loss, but may be needed to provide supplemental resistance at a specific speed that exceeds the resistance provided by the generator under certain conditions, or for the preferences or physical conditions of a particular user.

[0051] Still referencing Figure 1 The bicycle 20 may also include a pedal input controller 79 operably connected to the bicycle pedals 72 and 74.

[0052] The bicycle 20 includes at least one, and in this example, multiple, data acquisition devices. A first data acquisition device is configured to measure or acquire the instantaneous speed / acceleration of the bicycle 20 and transmit one or more signals based on that instantaneous speed / acceleration, and in this non-limiting example includes one or more three-phase Hall effect sensors 78. However, the latter is not strictly required, and in other embodiments, other types of devices or sensors may be used to acquire the instantaneous speed / acceleration of the bicycle 20, including but not limited to one or more of the following: speedometer; tachometer; single or pair of quadrature Hall effect sensors; Global Positioning System (GPS) / satellite system with a GPS receiver on the bicycle; and accelerometer; or, it may be inferred from other motor or motor controller signals (e.g., voltage).

[0053] The bicycle 20 may include a second data acquisition device to acquire or measure the bicycle's instantaneous slope, angle, and / or pitch relative to a horizontal plane and / or acquire data indicating the bicycle's instantaneous slope resistance and transmit one or more signals based on that data. Figure 2 As shown, in this non-limiting embodiment, the slope, angle, and / or pitch of the bicycle 20 are measured / acquired via a second data acquisition device in the form of an inertial measurement unit (IMU) 80. However, the latter is not strictly required, and in other embodiments, other types of devices or sensors may be used to acquire the instantaneous slope / angle / pitch / roll orientation of the bicycle 20, including but not limited to one or more of the following: a microelectromechanical system (MEMS) gyroscope; and one or more software inputs, such as map terrain data and / or GPS map / route data.

[0054] The bicycle 20 may include a third data acquisition device to acquire or measure instantaneous wind speed or pressure on it and / or acquire data indicating instantaneous wind resistance of the bicycle and transmit one or more signals based on that data. Figure 1 As shown, in the following example, wind speed / pressure is measured / acquired via a third data acquisition device, in this case an anemometer 82. However, the latter is not strictly required, and other types of devices or sensors can be used in other embodiments to acquire instantaneous wind speed / pressure on the bicycle 20, such as those from software input, weather application programming interface (API) integration, etc. Wind speed can also be inferred from wheel speed, air resistance, motor current or power, and lean angle. If to be completely removed, wind can also be ignored, allowing closed-loop speed control to compensate for wind by increasing the power required to reach the target speed at a given incline. Similarly, changes in rider and cargo weight can be measured or inferred to adjust resistance accordingly, or can be removed. Advantageously, forces that may not require precise speed determination (e.g., wind and weight) can be eliminated, thus simplifying the control system.

[0055] refer to Figure 1 and Figure 2 The bicycle 20 includes a control system 84. For example... Figure 2 As shown, the control system includes a processor 85 and a memory containing instructions that, when executed by the processor, provide tactile pedal resistance feedback to the pedal crank assembly that varies with riding conditions and user input. More precisely, this "tactile" force is a real force felt by the rider, rather than a simulated force provided by a conventional tactile device, and is used to provide the rider with natural feedback related to riding conditions, which helps the rider to more accurately control the vehicle's speed and acceleration. Pedal controller 79 and motor controllers 51 and 53 can be considered part of the control system. (Reference) Figure 1 and Figure 2 The control system 84 (and / or its processor 85) is operatively connected to motors 50 and 52, motor controllers 51 and 53, bicycle pedals 72 and 74, generator 76, pedal resistance device 77, and data acquisition device or wheel sensor 78, IMU 80, and anemometer 82.

[0056] For a mechanically driven bicycle, the total pedal resistance F required at a given speed is... P The reaction to the combination of forces applied to a vehicle can be used to determine, estimate, or approximate the following: • Air resistance F A • Wind resistance F W • Slope resistance F S • Rolling resistance F R • Bump resistance F B • Inertial drag F I Therefore, the "feel" of a bicycle can constantly change in response to conditions and the rider's speed and acceleration. These resistances can be categorized as: 1) external resistance determined solely by road conditions, i.e., wind resistance F. W Slope resistance F S Rolling resistance F R and bump resistance F B ; and those resistances directly determined by the rider's choices, namely air resistance F. A and inertial drag F I .

[0057] Unlike mechanical and hybrid mechanical drive systems, the series hybrid drive system described in this article allows pedaling force and traction to be completely independent. This can provide an inherent advantage to the rider, as it allows for more comfortable and consistent pedaling force in all situations. However, if pedaling force and traction are completely disconnected, the result can be an unnatural, disjointed feeling, similar to driving a stationary generator, rather than the pleasant experience of driving a self-propelled vehicle.

[0058] To gain an intuitive feel, the force at the pedal can be approximated / estimated as typically increasing with speed, usually proportional to the square of the speed, to simulate air resistance F. A Furthermore, during acceleration, it is typically proportional to the acceleration to simulate inertial drag F. I Without mechanical connection, air resistance F A and inertial drag F I The control system 84 estimates the resistance in real time and generates / applies it to... Figure 1 The bicycle pedals 72 and 74 shown are equal to F. P The pedal resistance is determined manually. Starting with the actual force of pure mechanical drive, this actual force can be modified to reduce or increase the actual force felt at the pedal.

[0059] Therefore, the control system needs to accurately generate the total pedal resistance F. P Sufficient resistance is required, and the total pedal resistance can be calculated / estimated / determined using the following equation / formula:

[0060] A through G are adjustable correction factors, which, for example, allow the force to be adjusted based on the rider's strength / physical condition, exercise preferences, trip purpose, fatigue level, and the condition of the vehicle itself. For example, the latter may be affected by motor current consumption and temperature, motor controller temperature, and battery temperature, state of charge (SoC) or state of health (SoH).

[0061] In the simplest implementation, the influence of external forces can be removed (up to the motor / battery limit), making the total pedal resistance F... P Calculate / estimate / determine using the following equations / formulas:

[0062] When the total pedal resistance F P Only the generator load (F) GWhen supplied, the total pedal resistance is related to the generator speed, but only when the voltage is higher than the battery pack voltage, which itself depends on its state of charge (SoC) and state of health (SoH), and whether the battery pack is discharging to motor 50 (or 52). This results in a discontinuous force that may often be unrelated to the required resistance. This may also mean that when Figure 1 When the battery 60 shown is fully charged, or when pedaling is slow, the available resistance from the generator 76 may be insufficient to generate the required total pedal resistance F calculated above. P .

[0063] Therefore, the total resistance F supplied to the pedal crank assembly P The power F generated from generator 76 G With independent supplementary resistance F from pedal resistance device 77 H In combination, the pedal resistance device is configured to compensate for the required total pedal resistance F. P With available power generation F G The difference between them. Therefore, the independent supplementary resistance F H It needs to be able to provide the entire total pedal resistance F on its own. P And when the required total pedal resistance F P Lower or can be entirely due to the power generation resistance F G When providing this, the independent supplementary resistance needs to be reduced to zero. Independent supplementary force F H Based on the required total pedal resistance F P And the available power generation resistance F at that moment G Continuous calculation and adjustment. In the simplest implementation to remove the influence of external forces (up to the motor / battery limit), the independent force F... H The following equations / formulas can be used to calculate / estimate / determine: .

[0064] This concept can be implemented in a closed-loop system by following these steps: Figure 3 As shown.

[0065] 1. Evaluate the current vehicle speed using measurements from wheel sensor 78. 2. Estimate the total pedal resistance F required to maintain the current vehicle speed. P 3. Calculate the available power F from generator 76. G 4. Calculate the required supplementary resistance F h To provide total pedal resistance F P With available power generation resistance F G The difference between 5. Adjust the pedal resistance to provide the required supplementary resistance F.h 6. Measure the total resistance F applied to the crank assembly in response. P The speed and force applied by the rider to the crankset 7. Based on the measured crankset speed and the force applied by the rider, determine the rider's desired target vehicle speed and acceleration. 8. Adjust the motor speed and current consumption to increase the vehicle speed to the target vehicle speed. 9. ... (Repeat steps 1 to 8) etc.

[0066] Such control methods can be implemented deterministically based entirely on sensors, empirically based on calibrated values ​​derived through experiments, or some combination of both. For example, an increase in pedal speed will naturally increase voltage and drag, while also being correlated with an increase in air resistance at higher speeds. The result can be adjusted to an acceptable response rate via a pedal drag system, or in some cases, no intervention is required.

[0067] The following is a description and explanation of the steps described above. (Reference) Figure 1 Bicycle pedals 72 and 74 are operatively connected to control system 84, and rotation of the pedals in the first example thus causes a first pedal speed / acceleration to be input to the control system. Control system 84 is configured to determine the instantaneous motor current required by motors 50 and 52 based on the first pedal speed / acceleration, and is configured to supply instantaneous motor current to the motors based on this determination. The control system can be configured to increase / decrease the speed of bicycle 20 by adjusting the voltage and therefore the current sent to the motors. Therefore, control system 84 is configured to at least partially respond to a signal indicating the first pedal speed / acceleration to increase / decrease the speed of bicycle 20 by the motors. Figure 2 The motors 50 and 52 shown are electrically connected to the control system 84 via motor controllers 51 and 53, which thus increase / decrease the speed of the bicycle 20 based on the first pedal speed / acceleration.

[0068] Therefore, in this non-limiting example, the control system is then configured to determine the instantaneous speed / acceleration of the bicycle 20 via the wheel sensor 78. The control system 84 is configured to determine or estimate the instantaneous air resistance and instantaneous inertial drag of the bicycle 20 based on this, and to determine a new target pedal resistance. Thus, the control system is configured to estimate the instantaneous air resistance and instantaneous inertial drag of the bicycle 20 based on its speed / acceleration.

[0069] The control system 84 is configured to determine / estimate the instantaneous air resistance as equal to or proportional to the square of the instantaneous speed of the bicycle 20. The control system may be configured to determine / estimate the instantaneous air resistance by multiplying the square of the instantaneous speed of the bicycle 20 by a first coefficient. The control system 84 may be configured to determine / estimate the instantaneous inertial drag as equal to or proportional to the instantaneous acceleration of the bicycle 20. The control system may be configured to determine / estimate the instantaneous inertial drag by multiplying the instantaneous acceleration of the bicycle 20 by a second coefficient. According to one aspect, a new target pedal resistance is determined by the control system 84 by adding i) the instantaneous air resistance thus estimated and / or multiplied by the first coefficient, and ii) the instantaneous inertial drag thus estimated and / or multiplied by the second coefficient.

[0070] Alternatively, the control system may be configured to acquire, from a data acquisition device or otherwise, information indicating the instantaneous air and inertial drag of the bicycle 20 (e.g., via...). Figure 1 The wheel sensor 78 shown), instantaneous wind resistance (e.g., via an anemometer 82), instantaneous gradient resistance (e.g., via... Figure 2 The data or signals of the IMU 80 shown, instantaneous rolling resistance, and instantaneous bump resistance, and / or the same data or signals determined based thereon. The control system 84 is configured to determine the target pedal resistance by adding one or more of the following: i) the instantaneous air resistance of the bicycle and / or multiplied by a first coefficient; ii) the instantaneous inertial resistance of the bicycle and / or multiplied by a second coefficient; and iii) a) the instantaneous wind resistance of the bicycle and / or multiplied by a third coefficient; b) the instantaneous gradient resistance of the bicycle and / or multiplied by a fourth coefficient; c) the instantaneous rolling resistance of the bicycle and / or multiplied by a fifth coefficient; and d) the instantaneous bump resistance of the bicycle and / or multiplied by a sixth coefficient. The target pedal resistance may be referred to as the desired pedal resistance.

[0071] The control system 84 is also configured to next determine the instantaneous power generation of the bicycle 20. Power generation is a function of the generator load. The control system 84 is then configured to determine an independent supplementary resistance provided by the pedal resistance device 77, which is configured to compensate for any difference between the target pedal resistance and the instantaneous power generation. Therefore, the control system is configured to determine / calculate the independent supplementary resistance required to achieve the target pedal resistance based on the instantaneous power generation thus determined. If the instantaneous power generation is less than the target pedal resistance, the control system 84 is configured to determine that an independent supplementary resistance is needed to compensate for the difference between the target pedal resistance and the instantaneous power generation, and triggers the determined independent supplementary resistance via the pedal resistance device 77 toward the target pedal resistance. Therefore, the control system 84 is configured to obtain the target pedal resistance by combining the instantaneous power generation of the bicycle 20 with the independent supplementary resistance configured to compensate for the difference between the target pedal resistance and the instantaneous power generation. The control system is configured to facilitate power transfer from the generator 76 to the motors 50 and 52 or the battery 60 and maximize vehicle range, for which only the required supplementary torque from the pedal resistance device 77 is used.

[0072] The control system 84 is configured to determine the independent supplementary resistance by adding the following two items: i) the instantaneous air resistance thus estimated and / or multiplied by the first coefficient; and ii) the instantaneous inertial drag thus estimated and / or multiplied by a second coefficient; and subtracting from it the instantaneous power generation thus determined iii). Therefore, the control system is configured to determine / calculate the independent supplementary resistance required to achieve the target pedal resistance, based at least on the instantaneous power generation, instantaneous air resistance, and instantaneous inertial drag thus determined. According to another aspect, the control system 84 is configured to determine the target pedal resistance based on an estimate of one or more of the instantaneous wind resistance, instantaneous gradient resistance, instantaneous rolling resistance, and instantaneous bump resistance.

[0073] The control system 84 is then configured to increase / decrease pedal resistance by selectively triggering / activating the pedal resistance device 77, based on a combination of the instantaneous power generated by the bicycle 20 and an independent supplementary resistance configured to compensate for the difference between the target pedal resistance and the power generated. Therefore, the drive system 48 (via its control system 84) is configured to increase / decrease the pedal resistance of the bicycle pedals toward or to reach the target pedal resistance.

[0074] The drive system (and its control system) is configured for real-time monitoring. Figure 1The pedal speed / acceleration of the bicycle pedals 72 and 74 shown can be used as a second pedal speed / acceleration input to the control system. The control system 84 is configured to increase / decrease the speed of the bicycle 20 via motors 50 and 52 based on the second pedal speed / acceleration, determine a new instantaneous speed / acceleration of the bicycle 20, determine an additional new target pedal resistance based on a new estimate of instantaneous air resistance and instantaneous inertial drag, and increase / decrease the pedal resistance of the bicycle pedals toward or to reach the additional new target pedal resistance in the same manner as described above.

[0075] Therefore, the control system 84 is configured to determine changes in the external load on the bicycle 20 based on changes in the speed / acceleration of the bicycle 20. The control system is configured to indicate changes in the external load on the bicycle 20 by altering the pedal resistance on the bicycle pedals 72 and 74. Thus, the bicycle pedals function as a haptic feedback device.

[0076] According to another aspect, this document also provides a method for providing pedal resistance to a bicycle 20. This method may include via... Figure 1 The rotational input of the bicycle pedals 72 and 74 shown is a first pedal speed / acceleration. The method may include increasing / decreasing the speed of the bicycle 20 via motor 50 based on the first pedal speed / acceleration.

[0077] The method may include subsequently measuring the instantaneous speed / acceleration of the bicycle 20 via one or more data acquisition devices. In this non-limiting example, pedal resistance is based on estimates of the instantaneous air resistance and instantaneous inertial drag of the bicycle 20. The method may include increasing / decreasing the pedal resistance of the bicycle pedals by moving toward or reaching a target pedal resistance.

[0078] Alternatively, the method for obtaining the target pedal resistance of bicycle 20 may include: adding one or more of the following to determine the target pedal resistance: i) the instantaneous air resistance of the vehicle multiplied by a first coefficient, ii) the instantaneous inertial resistance of the vehicle multiplied by a second coefficient, and iii) a) the instantaneous wind resistance of the vehicle multiplied by a third coefficient, b) the instantaneous gradient resistance of the vehicle multiplied by a fourth coefficient, c) the instantaneous rolling resistance of the vehicle multiplied by a fifth coefficient, and d) the instantaneous bump resistance of the vehicle multiplied by a sixth coefficient.

[0079] Alternatively, methods for obtaining the target pedal resistance of bicycle 20 may include estimating each vehicle drag coefficient or direct measurement, depending on the availability, ease of installation, and cost of suitable devices or sensors. Specifically, coefficients such as instantaneous rolling resistance, wind resistance, and bump resistance can be estimated by comparing the power required to maintain a given speed with the power expected based on vehicle speed acceleration and tilt data. This difference can be explained by the aggregation effect of unknown coefficients without needing precise knowledge of each individual coefficient.

[0080] The method may include inputting a second pedal speed / acceleration by rotating the bicycle pedal; increasing / decreasing the speed of the bicycle 20 via a motor based on the second pedal speed / acceleration; measuring a new instantaneous speed / acceleration of the bicycle 20; determining a new target pedal resistance based on a new estimate of instantaneous air resistance and instantaneous inertial drag of the bicycle 20; and increasing / decreasing the pedal resistance of the bicycle pedal to or toward the new target pedal resistance.

[0081] In the basic implementation, the computation described in this paper can pre-use lookup tables in the microcontroller, based on previous testing and optional mode inputs from the cyclist. Based on this baseline, the system can collect data to personalize control parameters by comparing the cyclist's response with the expected response. Therefore, unique user / cyclist profiles can be automatically developed, from which deviations can be detected and underlying trends analyzed to adjust control parameters.

[0082] Alternatively, a calibration program can be run, which requires the rider to pedal at different speeds and effort levels, from which the rider's individual torque-speed characteristic curve can be directly derived and fed into the control logic.

[0083] Alternatively, trends in pedal speed, force, or acceleration compared to expectations can be used to optimize control parameters or detect changes in user physical condition or preferences. In one non-limiting example, lower pedal speed or force may indicate fatigue and require a reduction in resistance so that pedal speed and vehicle speed can be increased. In a second non-limiting example, consistently higher pedal speeds may indicate increased force, requiring an upward adjustment of resistance to reduce pedal speed and increase the human power input to the generator. Based on such principles, machine learning algorithms can be used to automatically optimize parameters based on data collected from onboard sensors. The data can be processed by the onboard processor and / or sent to a remote processor for algorithmic evaluation and optimization of systematic trends, more complex calculations, and aggregation across multiple users.

[0084] Alternatively, GPS, road traffic, other vehicle, and infrastructure data can be used to train the system to account for different road conditions, such as traffic congestion, accidents, severe weather, speed limits, traffic lights, and so on. Onboard cameras and image processing can also be used to provide the control system with a more real-time perception of its surroundings, allowing the system to learn appropriate responses for each situation. In a non-limiting example, an unusually rapid tap immediately after a green light at an intersection could inform the control system to provide higher drag each time the vehicle is in the same position, or when encountering any green light from a standstill or at a predetermined low speed.

[0085] The control system 84 is configured to partially replicate the pedal resistance from a conventional bicycle. This pedal resistance, thus varied by the control system 84, can be controlled to suppress excessive rider effort, regardless of external loads on the bicycle 20. When the bicycle 20 decelerates and the pedaling rate increases accordingly, the control system 84 is configured to increase pedal resistance as the pedaling rate (cadence) exceeds a predetermined upper cadence threshold. This causes the pedaling rate to decrease to the upper cadence threshold. If pedaling acceleration persists at a preset maximum resistance load, the control system is configured to attempt to accelerate the bicycle 20 to the limit of motor capacity. Once the motor capacity limit is reached, the control system is configured to provide a significantly higher resistance load or pedal resistance until the pedaling rate decreases to a stable cadence within a predetermined threshold.

[0086] In this non-limiting embodiment, the control system 84 can be configured to determine / customize a resistance load or pedal resistance profile based on one or more individual characteristics. Characteristics may include one or more of the individual's age, fatigue level, stroke length, etc. The resistance load or pedal resistance profile thus determined / customized by the control system is adjustable in real time. This can be a variation of one or more characteristics.

[0087] In other embodiments that may include more advanced implementations, the bicycle 20 and its drive system 48 described herein may be configured to monitor the rider's response to changes in pedal resistance FP, dynamically reconfiguring adjustable variables A to G using a machine learning model in conjunction with heart rate, respiratory rate, blood pressure, and other physiological measurements from wearable sensors. This may include detecting when a new rider is present, or when a rider is more or less fatigued. The bicycle 20 and its drive system 48 described herein may be configured to automatically maintain the rider's optimal power output. Compensation may also be provided to adjust for ambient temperature. When operating the bicycle in high ambient temperatures, such as when the ambient temperature exceeds a predetermined upper temperature threshold, the drive system 48 described herein may be configured to reduce pedal resistance and increase / increase the bicycle's speed to improve heat transfer from the rider's skin. For example, when operating the bicycle 20 in cold temperatures, such as when the ambient temperature is below a predetermined lower temperature threshold, the drive system described herein may be configured to increase pedal resistance to stimulate blood circulation and generate body heat, while reducing the bicycle's speed to reduce the wind chill effect.

[0088] The bicycle 20 and its drive system 48 described herein can be configured to and / or also provide a precise basis for sports training, fitness, or physical therapy, wherein the pedal resistance F P It can be modified for specific training objectives. Such training objectives may include interval training or simulated terrain, where the slope resistance F... S air resistance F A and inertial drag F I Virtual roads are artificially added to create either to enhance real roads or to create a realistic riding experience indoors. For example, the bicycle 20 and its drive system 48 described herein can also be customized for specific medical conditions by reducing the required peak force or heart rate, or by asymmetrically applying more force to one pedal side rather than the other.

[0089] The structure of this invention offers numerous advantages. For example, the bicycle 20 and its drive system 48 described herein can produce an improved riding experience that feels natural and allows the rider intuitive control of speed. This system can be described as a fully electric "series hybrid" drive system that completely eliminates mechanical drive from the pedals to the wheels, using only electric motors mounted on the wheels to power the vehicle. Therefore, the bicycle 20 and its drive system 48 described herein can reduce manufacturing complexity and costs by avoiding redundant drive systems. Thus, by eliminating mechanical drive components, the bicycle (and its drive system) described herein avoids the stretching, corrosion, and wear of mechanical drive components. By eliminating mechanical drive components, the bicycle 20 and its drive system 48 described herein can also reduce the frequency of cleaning, maintenance, and / or parts replacement. By eliminating mechanical drive components, the bicycle and drive system described herein can avoid or suppress accelerated wear of mechanical parts due to the increased load on the electric motor. The bicycle 20 and its drive system 48 described herein can achieve regenerative braking during deceleration to extend the bicycle's range. The bicycle and drive system described herein avoids relying on precise gear selection to achieve biomechanical efficiency (pedaling force and speed) and motor efficiency. The bicycle 20 and its drive system 48 described herein can suppress or avoid torque pulsations caused by uneven pedaling force during each rotation, and therefore can suppress or avoid wheel slippage. Thus, for one or more of the reasons mentioned above, the bicycle and drive system described herein may be easier to operate and maintain. Fully automatic shifting can reduce rider distraction and improve road safety. Using a reliable electric motor / generator, the bicycle 20 and its drive system 48 described herein can have greater mechanical durability, extended service life, reduced waste, and a lower environmental impact.

[0090] While the above description pertains to a series hybrid electric / human-powered vehicle, such as an electric-assist bicycle, other embodiments are contemplated. For example, an alternative embodiment is a simulator of a human-powered vehicle, such as a stationary exercise bike (not shown). Similar to the series hybrid electric / human-powered vehicle described above, this simulator includes: a frame; a generator; a human energy input device movably coupled to the generator and movable by a user to provide mechanical energy to the generator; a user input resistance device coupled to the human energy input device and operable to provide resistance to the human energy input device; and a control system. However, no motor or wheels are required.

[0091] The control system communicates with both the human energy input device and the user input resistance device, and includes a processor and a memory storing instructions executable by the processor to provide feedback to the user energy input device that simulates the feel of operating a real vehicle. For example, for a stationary exercise bike, the control system can be configured to receive speed and acceleration input signals from the pedal crankset and instruct the user input resistance device to provide supplemental or reduced resistance to the pedal crankset, which varies based on changes in user cadence and / or the force applied to the pedal crankset and / or changes in vehicle speed and load determined by environmental simulation or instructions from the exercise routine. Supplemental resistance supplements or reduces the generated resistance supplied to the pedal crankset by a generator. The electricity generated by the generator can be used to power components or accessories of the simulator, such as a display or fan. The control system communicates with the generator and can reduce the resistance generated by the generator by reducing the load.

[0092] It should be understood that many variations are possible within the scope of the invention described herein. When a component (e.g., a software module, processor, component, device, circuit, etc.) is referred to herein, unless otherwise stated, references to that component (including references to “device”) should be interpreted as including equivalents of that component, i.e., any component that performs the function of the described component (i.e., a functionally equivalent component), including components that are not structurally equivalent to the disclosed structure that performs the function in the exemplary embodiments of the present invention.

[0093] Embodiments of the present invention may be implemented using specially designed hardware, configurable hardware, a programmable data processor configured by providing software (which may optionally include "firmware") executable on a data processor, a dedicated computer or data processor specifically programmed, configured, or constructed to perform one or more steps of the methods explained in detail herein, and / or a combination of two or more of the above. Examples of specially designed hardware include: logic circuits, application-specific integrated circuits ("ASICs"), large-scale integrated circuits ("LSIs"), very large-scale integrated circuits ("VLSIs"), etc. Examples of configurable hardware include: one or more programmable logic devices, such as programmable array logic ("PALs"), programmable logic arrays ("PLAs"), and field-programmable gate arrays ("FPGAs"). Examples of programmable data processors include: microprocessors, digital signal processors ("DSPs"), embedded processors, graphics processors, math coprocessors, general-purpose computers, server computers, cloud computers, mainframe computers, computer workstations, etc. For example, one or more data processors in the control circuitry of a device may implement the methods described herein by executing software instructions in a processor-accessible program memory.

[0094] Processing can be centralized or distributed. In the case of distributed processing, information, including software and / or data, can be stored centrally or distributed. Such information can be exchanged between different functional units via communication networks, such as local area networks (LANs), wide area networks (WANs) or the Internet, wired or wireless data links, electromagnetic signals or other data communication channels.

[0095] This invention can also be provided in the form of a program product. The program product may include any non-transitory medium carrying a set of computer-readable instructions that, when executed by a data processor, cause the data processor to perform the method of this invention. The program product according to the invention can take any of a wide variety of forms. The program product may include, for example, non-transitory media, such as magnetic data storage media (including floppy disks, hard disk drives), optical data storage media (including CD-ROMs, DVDs), electronic data storage media (including ROMs, flash RAMs, EPROMs), hardwired or pre-programmed chips (e.g., EEPROM semiconductor chips), nanotechnology memories, etc. Computer-readable signals on the program product may optionally be compressed or encrypted.

[0096] In some embodiments, the present invention can be implemented in software. For clarity, "software" includes any instructions that execute on a processor and may include (but is not limited to) firmware, resident software, microcode, code for configuring configurable logic circuitry, application programs, applications, etc. Both the processing hardware and software can be centralized or distributed (or a combination thereof), wholly or partially, as known to those skilled in the art. For example, the software and other modules can be accessed via local memory, via a network, via a browser or other application in a distributed computing environment, or via other means suitable for the purposes described above.

[0097] The software and other modules may reside on servers, workstations, personal computers, tablets, and other devices suitable for the purposes described herein.

[0098] Terminology Explanation Unless the context clearly requires otherwise, throughout the specification and claims: • Terms such as “including” and “contains” should be interpreted as inclusive rather than exclusive or exhaustive; that is, they should be understood as meaning “including but not limited to”. • “Connection,” “coupling,” or any variation thereof means any connection or coupling between two or more elements, whether direct or indirect; the coupling or connection between elements can be physical, logical, or a combination thereof. • The words “this document,” “above,” “below,” and similar terms, when used to describe this specification, shall refer to this specification as a whole, and not to any particular part thereof; • “Or”, when referring to a list of two or more items, encompasses all of the following interpretations of the word: any one item in the list, all items in the list, and any combination of items in the list; • The singular forms “a,” “one,” and “the” also include the meaning of any appropriate plural form. These terms (“a,” “one,” and “the”) mean one or more, unless otherwise stated; • “and / or” is used to indicate that one or both of the situations may occur, for example, A and / or B includes (A and B) and (A or B); • When “approximately” is applied to a number, it means that the number is ±10% of the value; • When a feature is described as "optional" or "optionally" present, or as present "in some embodiments," this disclosure is intended to cover embodiments in which the feature is present, as well as other embodiments in which the feature is not necessarily present, and other embodiments in which the feature is excluded. Furthermore, in the case of any combination of features described in this application, this statement is intended as a prior basis for using exclusive terms (e.g., "only," "only," etc.) to refer to combinations of features and for using the "negative" restriction to exclude the presence of other features; and The terms “first” and “second” are used for descriptive purposes and should not be construed as indicating or implying relative importance or the number of technical features indicated.

[0099] The terms indicating direction used in this specification and any accompanying claims (if any), such as “vertical,” “lateral,” “horizontal,” “upward,” “downward,” “forward,” “backward,” “inward,” “outward,” “left,” “right,” “front,” “backward,” “top,” “bottom,” “below,” “above,” “below,” etc., depend on the specific orientation of the described and illustrated device. Various alternative orientations may be adopted for the subject matter described herein. Therefore, these directional terms are not strictly defined and should not be interpreted narrowly.

[0100] When a range of a value is declared, the range includes all subranges of that range. A range declaration is intended to support the value at the endpoints of the range and any intermediate values ​​located at one-tenth of the lower limit of the range, as well as any subranges or sets of subranges of that range, unless the context explicitly specifies otherwise or any part of the range is explicitly excluded.

[0101] In cases where the range includes one or both endpoints of the range, the range excluding one or both of the included endpoints is also included in the present invention.

[0102] Certain numerical values ​​described herein are preceded by "about". In this context, "about" provides literal support for the exact numerical value preceding it, that exact value ±5%, and all other numerical values ​​that are close to or approximately equal to that value. Unless otherwise stated, a particular numerical value is included within the specific referenced value when it provides substantial equivalence to that specific referenced value in the context in which it is presented. For example, a claim that something has a value of "about 10" should be interpreted as the following set of statements: • In some embodiments, this value is 10; • In some embodiments, the value is in the range of 9.5 to 10.5; Furthermore, if, based on the context, a person skilled in the art would understand that a value within a certain range is substantially equivalent to 10, since values ​​within that range would be understood to provide substantially the same result as the value 10, then "about 10" also includes: • In some embodiments, the value is in the range of C to D, where C and D are the lower and upper endpoints, respectively, of the range that covers all those values ​​that provide a substantial equivalent to the value 10.

[0103] This document has described specific examples of systems, methods, and apparatuses for illustrative purposes. These are merely examples. The techniques provided herein can be applied to systems other than those described in the examples. Many changes, modifications, additions, omissions, and permutations are possible in the practice of this invention. This invention includes variations to the described embodiments, which will be apparent to those skilled in the art, including variations obtained by: replacing features, elements, and / or actions with equivalent features, elements, and / or actions; mixing and matching features, elements, and / or actions from different embodiments; combining features, elements, and / or actions of the embodiments described herein with features, elements, and / or actions of other technologies; and / or omitting combinations of features, elements, and / or actions from the embodiments described.

[0104] It will be apparent to those skilled in the art upon reading this disclosure that each individual embodiment described and illustrated herein has discrete components and features that can be readily separated from or combined with features of any other said embodiment without departing from the scope of the invention.

[0105] Any aspect described above with reference to the apparatus may also be applied to the method, and vice versa.

[0106] Any of the described methods may be executed in the order of the events, or in any other logically possible order. For example, while processes or modules are presented in a given order, alternative examples may execute routines with steps or employ systems with modules in a different order, and some processes or modules may be deleted, moved, added, subdivided, combined, and / or modified to provide alternatives or sub-combinations. Each of these processes or modules may be implemented in a variety of different ways. Furthermore, while processes or modules are sometimes shown to be executed serially, they may also be executed in parallel, simultaneously, or at different times.

[0107] This document describes various features as existing in “some embodiments.” Such features are not mandatory and may not be present in all embodiments. Embodiments of the invention may include zero, any, or any combination of two or more of such features. This disclosure contemplates all possible combinations of such features, even if such features are shown in different figures and / or described in different sections or paragraphs. This is limited only to the extent that some of such features are incompatible with other features of such features, i.e., it is impossible for someone of ordinary skill in the art to construct a practical embodiment combining such incompatible features. Therefore, the description of “some embodiments” having feature A and “some embodiments” having feature B should be interpreted as the inventors also explicitly contemplating embodiments combining features A and B (unless otherwise stated in the description or features A and B are not incompatible at all). This is true even if features A and B are illustrated in different figures and / or mentioned in different paragraphs, sections, or sentences.

[0108] Additional description Examples of human-powered vehicles, including electric vehicles and electric bicycles, their electric drive systems, and methods for providing pedal resistance, have been described. The following terms are provided as further description.

[0109] (1) A method for providing pedal resistance for a human-powered vehicle, the method comprising: inputting a first pedal speed / acceleration by rotating a bicycle pedal; increasing / decreasing the speed of the human-powered vehicle via a motor based on the first pedal speed / acceleration; measuring the instantaneous speed / acceleration of the human-powered vehicle; determining a target pedal resistance based on estimates of the instantaneous air resistance and instantaneous inertial drag of the vehicle; and increasing / decreasing the pedal resistance of the bicycle pedal to or toward the target pedal resistance.

[0110] (2) The method according to any of the foregoing clauses, wherein, during the measurement step, the instantaneous speed / acceleration of the human-driven vehicle is measured via one or more sensors.

[0111] (3) The method according to any provision of this document: inputting a second pedal speed / acceleration by rotating the bicycle pedal; increasing / decreasing the speed of the human-powered vehicle via the motor based on the second pedal speed / acceleration; measuring a new instantaneous speed / acceleration of the human-powered vehicle; determining a new target pedal resistance based on a new estimate of the instantaneous air resistance and the instantaneous inertial drag of the vehicle; and increasing / decreasing the pedal resistance of the bicycle pedal to or toward the new target pedal resistance.

[0112] (4) The method pursuant to any of the foregoing terms or any of the terms herein, wherein each step occurs in sequence.

[0113] (5) The method according to any provision of this document includes obtaining the target pedal resistance by determining the instantaneous power generation of the vehicle and determining, if any, the independent force required to compensate for the difference between the target pedal resistance and the instantaneous power generation, and, if the difference is determined, triggering the independent force so determined.

[0114] (6) The method according to any provision of this document includes: obtaining the target pedal resistance by determining the instantaneous power generation of the vehicle; and if the instantaneous power generation is less than the target pedal resistance, determining that an independent force is needed to compensate for the difference between the target pedal resistance and the instantaneous power generation, and triggering the independent force so determined.

[0115] (7) The method according to any provision of this document includes: determining / calculating the instantaneous power generation of the vehicle; determining whether an additional independent force is required to achieve the target pedal resistance, and if so, triggering the additional independent force to increase / decrease the pedal resistance toward the target pedal resistance.

[0116] (8) The method according to any provision of this document, including determining / calculating the independent force required to achieve the target pedal resistance based on the instantaneous power generation thus determined.

[0117] (9) The method according to any provision of this document includes obtaining the target pedal resistance by combining the instantaneous power generation of the vehicle with an independent force configured to compensate for the difference between the target pedal resistance and the instantaneous power generation.

[0118] (10) Methods according to any provision of this document, including a combination of the instantaneous power generation of the vehicle and an independent force configured to compensate for the difference between the target pedal resistance and the power generation, to increase / decrease pedal resistance.

[0119] (11) The method according to any provision of this document, including determining / calculating the independent force required to achieve the target pedal resistance based on the instantaneous power generation, the instantaneous air resistance and the instantaneous inertial drag thus determined.

[0120] (12) The method according to any provision of this document includes determining the independent force by adding i) the instantaneous air resistance thus estimated and / or multiplied by a first coefficient to ii) the instantaneous inertial drag thus estimated and / or multiplied by a second coefficient; and subtracting from iii) the instantaneous power generation thus determined.

[0121] (13) The method according to any provision of this document, including the control system operatively connected to the bicycle pedals, the motor, or the one or more sensors.

[0122] (14) The method according to any provision of this document, wherein the control system receives the input, causes the motor to increase / decrease the human-powered vehicle based thereon, estimates the instantaneous air resistance and the instantaneous inertial resistance, determines the target pedal resistance, and increases / decreases the pedal resistance of the bicycle pedal to or toward the target pedal resistance.

[0123] (15) The method according to any provision of this document, wherein the vehicle includes a generator mechanically coupled to the bicycle pedals.

[0124] (16) The method according to any provision of this document, wherein the power generation is a function of the generator load.

[0125] (17) The method according to any provision of this document, wherein the generator is electrically connected to the control system.

[0126] (18) The method according to any provision of this document, wherein the vehicle includes a pedal resistance device operatively connected to the bicycle pedals and provides the independent force via the pedal resistance device.

[0127] (19) The method according to any provision of this document, wherein the pedal resistance device is configured to be continuously finely adjusted to compensate for changes in the base load from the generator.

[0128] (20) The method according to any provision of this document, wherein the pedal resistance device is operatively connected to and actuated via the control system.

[0129] (21) The method according to any provision of this document, wherein the pedal resistance device is configured to be independent of the battery voltage and the voltage output of the generator.

[0130] (22) The method according to any provision of this document, wherein the pedal resistance device comprises a friction pad.

[0131] (23) The method according to any provision of this document, wherein the pedal resistance device includes a clutch.

[0132] (24) The method according to any provision of this document, wherein the pedal resistance device includes a hydraulic dissipator.

[0133] (25) The method according to any provision of this document, wherein the pedal resistance device includes a fan.

[0134] (26) The method according to any provision of this document, wherein the pedal resistance device comprises a magnet.

[0135] (27) The method according to any provision of this document, wherein the pedal resistance device includes a pulse width modulation (PWM) switchable circuit that uses an electromagnet, eddy current, inductor, resistor or capacitor, current injection, polarity switching or current recirculation to change the load.

[0136] (28) The method according to any provision of this document, wherein the pedal resistance device is sized / configured to generate the required maximum pedal force without any generator load.

[0137] (29) The method according to any provision of this document, wherein the control system is configured to facilitate power transfer from the generator to the motor or energy storage device and maximize vehicle range, and requires only supplemental torque from the pedal resistance device to achieve this as needed.

[0138] (30) A method for providing pedal resistance for a human-powered vehicle, the method comprising: determining a target pedal resistance based on an estimate of instantaneous air resistance and instantaneous inertial drag of the vehicle; and increasing / decreasing the pedal resistance of the bicycle pedal to or toward the target pedal resistance.

[0139] (31) The method according to any provision of this document, including in the step of determining the target pedal resistance, further determines the target pedal resistance based on an estimate of at least one of the instantaneous wind resistance, instantaneous gradient resistance, instantaneous rolling resistance and instantaneous bump resistance of the vehicle.

[0140] (32) Methods according to any provision of this document, including measuring or determining the instantaneous wind resistance of the vehicle via one or more data acquisition devices or sensors.

[0141] (33) Methods applicable to any of these provisions, including measuring or determining the instantaneous gradient resistance of the vehicle via one or more data acquisition devices or sensors.

[0142] (34) Methods according to any provision of this document, including measuring or determining the instantaneous rolling resistance of the vehicle via one or more data acquisition devices or sensors.

[0143] (35) Methods according to any provision of this document, including measuring or determining the instantaneous bump resistance of the vehicle via one or more data acquisition devices or sensors.

[0144] (36) The method according to any provision of this document, including in the step of determining the target pedal resistance, further determines the target pedal resistance based on estimates of at least two of instantaneous wind resistance, instantaneous slope resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0145] (37) The method according to any provision of this document, including in the step of determining the target pedal resistance, further determines the target pedal resistance based on estimates of at least three of instantaneous wind resistance, instantaneous slope resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0146] (38) The method according to any provision of this document, including in the step of determining the target pedal resistance, further determines the target pedal resistance based on estimates of instantaneous wind resistance, instantaneous slope resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0147] (39) A method for providing pedal resistance for a human-powered vehicle, the method comprising: determining a target pedal resistance by adding i) an instantaneous air resistance thus estimated and / or multiplied by a first coefficient to ii) an instantaneous inertial resistance thus estimated and / or multiplied by a second coefficient; and increasing / decreasing the pedal resistance of the bicycle pedal to or toward the target pedal resistance.

[0148] (40) The method according to any provision of this document, including within the step of determining the target pedal resistance, further determines the target pedal resistance based on an estimate of at least one of instantaneous wind resistance, instantaneous slope resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0149] (41) The method according to any provision of this document, including in the step of determining the target pedal resistance, further determines the target pedal resistance based on estimates of at least two of instantaneous wind resistance, instantaneous slope resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0150] (42) The method according to any provision of this document, including in the step of determining the target pedal resistance, further determines the target pedal resistance based on estimates of at least three of instantaneous wind resistance, instantaneous slope resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0151] (43) The method according to any provision of this document, including within the step of determining the target pedal resistance, further determines the target pedal resistance based on estimates of instantaneous wind resistance, instantaneous slope resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0152] (44) A method for providing pedal resistance for a human-powered vehicle, the method comprising: measuring an instantaneous speed / acceleration of the human-powered vehicle; estimating instantaneous air resistance and instantaneous inertial drag based on the measurement; determining a target pedal resistance by adding i) the instantaneous air resistance thus estimated and / or multiplied by a first coefficient to ii) the instantaneous inertial drag thus estimated and / or multiplied by a second coefficient; and increasing / decreasing the pedal resistance of a bicycle pedal to or toward the target pedal resistance.

[0153] (45) A method for providing pedal resistance or obtaining / determining a target pedal resistance for a human-powered vehicle, the method comprising: determining the target pedal resistance by i) the instantaneous air resistance of the vehicle and / or multiplying it by a first coefficient, ii) the instantaneous inertial drag of the vehicle and / or multiplying it by a second coefficient, and iii) adding one or more of the following: a) the instantaneous wind resistance of the vehicle and / or multiplying it by a third coefficient, b) the instantaneous gradient drag of the vehicle and / or multiplying it by a fourth coefficient, c) the instantaneous rolling resistance of the vehicle and / or multiplying it by a fifth coefficient, and d) the instantaneous bump resistance of the vehicle and / or multiplying it by a sixth coefficient.

[0154] (46) A method for providing pedal resistance or obtaining / determining a target pedal resistance for a human-powered vehicle, the method comprising: determining the target pedal resistance by i) the instantaneous air resistance of the vehicle and / or multiplying it by a first coefficient, ii) the instantaneous inertial drag of the vehicle and / or multiplying it by a second coefficient, and iii) adding two or more of the following: a) the instantaneous wind resistance of the vehicle and / or multiplying it by a third coefficient, b) the instantaneous gradient drag of the vehicle and / or multiplying it by a fourth coefficient, c) the instantaneous rolling resistance of the vehicle and / or multiplying it by a fifth coefficient, and d) the instantaneous bump resistance of the vehicle and / or multiplying it by a sixth coefficient.

[0155] (47) A method for providing pedal resistance or obtaining / determining a target pedal resistance for a human-powered vehicle, the method comprising: determining the target pedal resistance by i) the instantaneous air resistance of the vehicle and / or multiplying it by a first coefficient, ii) the instantaneous inertial resistance of the vehicle and / or multiplying it by a second coefficient, and iii) adding together three or more of the following: a) the instantaneous wind resistance of the vehicle and / or multiplying it by a third coefficient, b) the instantaneous gradient resistance of the vehicle and / or multiplying it by a fourth coefficient, c) the instantaneous rolling resistance of the vehicle and / or multiplying it by a fifth coefficient, and d) the instantaneous bump resistance of the vehicle and / or multiplying it by a sixth coefficient.

[0156] (48) A method for providing pedal resistance or obtaining / determining a target pedal resistance for a human-powered vehicle, the method comprising: determining the target pedal resistance by adding i) the instantaneous air resistance of the vehicle and / or multiplying it by a first coefficient, ii) the instantaneous inertial resistance of the vehicle and / or multiplying it by a second coefficient, iii) the instantaneous wind resistance of the vehicle and / or multiplying it by a third coefficient, iv) the instantaneous gradient resistance of the vehicle and / or multiplying it by a fourth coefficient, v) the instantaneous rolling resistance of the vehicle and / or multiplying it by a fifth coefficient, and vi) the instantaneous bump resistance of the vehicle and / or multiplying it by a sixth coefficient.

[0157] (49) Methods according to any provision of this document, including increasing / decreasing the pedal resistance of a bicycle pedal to or toward the target pedal resistance so determined.

[0158] (50) The method according to any provision of this document includes measuring the instantaneous speed / acceleration of the human-powered vehicle via a first data acquisition device and estimating the instantaneous air resistance and the instantaneous inertial drag based on the measurement.

[0159] (51) The method according to any provision of this document, wherein the first data acquisition device is a first sensor.

[0160] (52) The method according to any provision of this document includes measuring one or more of instantaneous wind resistance, instantaneous slope resistance, instantaneous rolling resistance and instantaneous bump resistance via one or more second data acquisition devices, and estimating one or more of instantaneous wind resistance, instantaneous slope resistance, instantaneous rolling resistance and instantaneous bump resistance based on said measurement.

[0161] (53) The method according to any provision of this document, wherein the one or more second data acquisition devices include one or more second sensors.

[0162] (54) The method according to any provision of this document, wherein the independent force comprises i) the instantaneous air drag thus estimated and / or multiplied by a first coefficient and ii) the instantaneous inertial drag thus estimated and / or multiplied by a second coefficient.

[0163] (55) Methods according to any provision of this document, including determining / estimating that the instantaneous air resistance is equal to or proportional to the square of the instantaneous speed of the human-powered vehicle.

[0164] (56) The method according to any provision of this document includes determining / estimating that the instantaneous air resistance is equal to a first coefficient multiplied by the square of the instantaneous speed of the human-powered vehicle.

[0165] (57) The method according to any provision of this document includes determining / estimating the instantaneous air resistance by multiplying the square of the instantaneous speed of the human-powered vehicle by the first coefficient.

[0166] (58) Methods according to any provision of this document, including determining / estimating that the instantaneous inertial drag is equal to or proportional to the instantaneous acceleration of the human-powered vehicle.

[0167] (59) The method according to any provision of this document includes determining / estimating that the instantaneous inertial drag is equal to a second coefficient multiplied by the instantaneous acceleration of the human-powered vehicle.

[0168] (60) The method according to any provision of this document includes determining / estimating the instantaneous inertial drag by multiplying the instantaneous acceleration of the human-powered vehicle by the second coefficient.

[0169] (61) Methods according to any of the provisions herein, including inputting the first pedal speed / acceleration by rotating the bicycle pedal.

[0170] (62) The method according to any provision of this document, including sending a signal based thereon within the step of inputting the first pedal speed / acceleration.

[0171] (63) Methods according to any provision of this document, including configuring the motor to increase / decrease the speed of the human-powered vehicle in at least a partial response to the signal.

[0172] (64) The method according to any provision of this document includes determining the instantaneous motor current required by the motor based on the first pedal speed / acceleration via a motor controller.

[0173] (65) The method according to any provision of this document, including providing the instantaneous motor current to the motor based on the determination.

[0174] (66) The method according to any provision of this document, wherein the one or more sensors include one or more wheel sensors.

[0175] (67) The method described in any of the provisions herein, wherein the human-powered vehicle is an electric bicycle.

[0176] (68) The method according to any provision of this document includes, within the step of increasing / decreasing the speed of the human-powered vehicle via the motor, increasing / decreasing the speed of the human-powered vehicle by adjusting the voltage.

[0177] (69) Human-powered vehicles used in accordance with any of the provisions of this document.

[0178] (70) A human-powered vehicle comprising: a frame; at least one bicycle pedal rotatably coupled to the frame; a generator mechanically coupled to the bicycle pedal; a wheel rotatably coupled to the frame; a motor operatively connected to the generator and the wheel and configured to increase / decrease the speed of the vehicle based on the speed / acceleration of the bicycle pedal; and a control system operatively connected to the bicycle pedal, the motor and the generator, the control system being configured to signal changes in external loads on the vehicle by changing pedal resistance on the bicycle pedal, wherein the bicycle pedal thereby functions as a haptic feedback device.

[0179] (71) A human-powered vehicle under any of the provisions of this document, wherein the human-powered vehicle is an electric bicycle and wherein the control system is configured to partially replicate the pedal resistance from a conventional bicycle.

[0180] (72) A human-powered vehicle under any of the provisions herein, wherein the pedal resistance so altered by the control system is controlled to suppress excessive human exertion, regardless of the external load on the vehicle.

[0181] (73) A human-powered vehicle under any of the provisions herein, wherein the control system is configured to determine changes in external load on the vehicle based on changes in the vehicle’s speed / acceleration.

[0182] (74) A human-powered vehicle under any of the provisions herein, including one or more data acquisition devices, wherein the control system determines the instantaneous speed / acceleration of the human-powered vehicle via the data acquisition devices.

[0183] (75) A human-powered vehicle under any of the provisions herein, wherein the one or more data acquisition devices include one or more sensors.

[0184] (76) A human-powered vehicle under any provision of this document, wherein when the vehicle decelerates, the control system is configured to increase the pedal resistance as the pedaling rate of the bicycle increases.

[0185] (77) A human-powered vehicle under any provision of this document, wherein when the vehicle decelerates and the pedaling rate of the bicycle pedals increases as a result, the control system is configured to increase the pedal resistance, thereby facilitating a reduction in the pedaling rate to a target level.

[0186] (78) A human-powered vehicle under any of the provisions of this document, wherein the motor has a motor capacity, and wherein if pedaling acceleration continues under a preset maximum resistance load, the control system is configured to attempt to accelerate the vehicle to the limit of the motor capacity.

[0187] (79) A human-powered vehicle under any of the provisions herein, wherein the motor capacity is determined based on its current and temperature thresholds.

[0188] (80) A human-powered vehicle under any of the provisions herein, wherein once the limit of the motor capacity is reached, the control system is configured to provide a significantly higher resistance load or pedal resistance until the pedaling rate decreases.

[0189] (81) A human-powered vehicle under any of the provisions herein, wherein once the limit of the motor capacity is reached, the control system is configured to provide a significantly higher resistance load or pedal resistance until the pedaling rate is reduced to a stable cadence within a predetermined threshold.

[0190] (82) A human-powered vehicle under any of the provisions herein, wherein the control system is configured to determine / customize a resistance load or pedal resistance profile based on one or more personal characteristics.

[0191] (83) A human-powered vehicle under any of the provisions herein, wherein the resistance load or pedal resistance profile so determined / customized by the control system is adjustable in real time.

[0192] (84) A human-powered vehicle under any of the provisions herein, wherein the resistance load or pedal resistance profile so determined / customized by the control system is adjustable over time as one or more of the features change.

[0193] (85) A human-powered vehicle under any of the terms of this document, wherein the characteristics include one or more of the following: personal age, level of fatigue, length of trip, etc.

[0194] (86) Control systems for human-powered vehicles under any of the provisions of this document.

[0195] (87) Electric drive systems used in human-powered vehicles according to any of the provisions herein.

[0196] (88) An electric drive system for a human-powered vehicle, the drive system comprising: at least one bicycle pedal; a generator mechanically coupled to the bicycle pedal; a motor operatively connected to the generator and operatively connected to the wheels of the vehicle, the motor being configured to increase / decrease the speed of the vehicle based on the speed / acceleration of the bicycle pedal; and a control system operatively connected to the bicycle pedal, the motor and the generator, the control system being configured to signal changes in external loads on the vehicle by changing pedal resistance on the bicycle pedal, wherein the bicycle pedal thereby functions as a haptic feedback device.

[0197] (89) An electric drive system for a human-powered vehicle, the drive system comprising: a control system; a bicycle pedal operatively connected to the control system and having a first pedal speed / acceleration input to the control system; a motor electrically connected to the control system, the control system causing the motor to increase / decrease the speed of the human-powered vehicle based on the first pedal speed / acceleration; one or more data acquisition devices operatively connected to the control system and via which to measure the instantaneous speed / acceleration of the human-powered vehicle; wherein the control system is configured to determine a target pedal resistance based on estimates of instantaneous air resistance and instantaneous inertial drag, and to increase / decrease the pedal resistance of the bicycle pedal to or toward the target pedal resistance.

[0198] (90) An electric drive system under any of the provisions herein, wherein the one or more data acquisition devices include one or more sensors.

[0199] (91) An electric drive system according to any provision of this document, wherein the bicycle pedal is configured to input a second pedal speed / acceleration to the control system, the control system being configured to increase / decrease the speed of the human-powered vehicle via the motor based on the second pedal speed / acceleration, determine a new instantaneous speed / acceleration of the human-powered vehicle, determine a new target pedal resistance based on a new estimate of the instantaneous air resistance and the instantaneous inertial drag, and increase / decrease the pedal resistance of the bicycle pedal to or toward the new target pedal resistance.

[0200] (92) An electric drive system according to any provision of this document, wherein the control system is configured to obtain the target pedal resistance by determining the instantaneous power generation of the vehicle and determining an independent force (if any) required to compensate for the difference between the target pedal resistance and the instantaneous power generation, and, in the case of determining the difference, the control system is configured to trigger the independent force so determined.

[0201] (93) An electric drive system under any provision of this document, wherein the control system is configured to obtain the target pedal resistance by determining the instantaneous power generation of the vehicle; and if the instantaneous power generation is less than the target pedal resistance, the control system is configured to determine that an independent force is needed to compensate for the difference between the target pedal resistance and the instantaneous power generation, and to trigger the independent force so determined.

[0202] (94) An electric drive system under any provision of this document, wherein the control system is configured to determine / calculate the instantaneous power generation of the vehicle; and wherein the control system is configured to determine whether an additional independent force is required to achieve the target pedal resistance, and if so, the control system is configured to trigger the additional independent force to increase / decrease the pedal resistance toward the target pedal resistance.

[0203] (95) An electric drive system under any provision of this document, wherein the control system is configured to determine / calculate the independent force required to achieve the target pedal resistance based on the instantaneous power generation thus determined.

[0204] (96) An electric drive system under any provision of this document, wherein the control system is configured to obtain the target pedal resistance by combining the instantaneous power generation of the vehicle with an independent force configured to compensate for the difference between the target pedal resistance and the instantaneous power generation.

[0205] (97) An electric drive system under any provision of this document, wherein the control system is configured to increase / decrease pedal resistance based on a combination of the instantaneous power generation of the vehicle and an independent force configured to compensate for the difference between the target pedal resistance and the power generation.

[0206] (98) An electric drive system under any provision of this document, wherein the control system is configured to determine / calculate the independent force required to achieve the target pedal resistance based on the instantaneous power generation, the instantaneous air resistance and the instantaneous inertial drag thus determined.

[0207] (99) An electric drive system under any provision of this document, wherein the control system is configured to determine the independent force by adding i) the instantaneous air resistance thus estimated and / or multiplied by a first coefficient to ii) the instantaneous inertial drag thus estimated and / or multiplied by a second coefficient; and subtracting from therethe the instantaneous power generation thus determined.

[0208] (100) An electric drive system under any of the provisions herein includes a generator mechanically coupled to the bicycle pedals, the generator being operatively connected to the motor and operatively connected to the wheels of the vehicle.

[0209] (101) An electric drive system under any of the provisions herein, wherein the generated power is a function of the generator load.

[0210] (102) An electric drive system according to any provision of this document, wherein the vehicle includes a pedal resistance device operatively connected to the bicycle pedals and provides the independent force via the pedal resistance device.

[0211] (103) An electric drive system according to any provision of this document, wherein the pedal resistance device is configured to be continuously finely adjusted to compensate for changes in the base load from the generator.

[0212] (104) An electric drive system according to any provision of this document, wherein the pedal resistance device is operatively connected to and actuated via the control system.

[0213] (105) An electric drive system under any provision of this document, wherein the pedal resistance device is configured to be independent of the battery voltage and the voltage output of the generator.

[0214] (106) An electric drive system under any of the provisions herein, wherein the pedal resistance device comprises a friction pad.

[0215] (107) An electric drive system under any of the provisions herein, wherein the pedal resistance device includes a clutch.

[0216] (108) An electric drive system under any of the provisions herein, wherein the pedal resistance device comprises a hydraulic dissipator.

[0217] (109) An electric drive system under any of the provisions herein, wherein the pedal resistance device includes a fan.

[0218] (110) An electric drive system under any of the provisions herein, wherein the pedal resistance device comprises a magnet.

[0219] (111) An electric drive system under any of the provisions herein, wherein the pedal resistance device comprises a pulse width modulation (PWM) switchable circuit that uses an electromagnet, eddy current, inductor, resistor or capacitor, current injection, polarity switching or current recirculation to change the load.

[0220] (112) An electric drive system under any of the provisions herein, wherein the pedal resistance device is sized / configured to generate the maximum required pedaling force without any generator load.

[0221] (113) An electric drive system under any of the provisions herein, wherein the control system is configured to facilitate power transfer from the generator to the motor or energy storage device and maximize vehicle range, and requires only supplemental torque from the pedal resistance device to achieve this as needed.

[0222] (114) An electric drive system according to any provision of this document, wherein the control system is configured to determine a target pedal resistance based on an estimate of the instantaneous air resistance and instantaneous inertial drag of the vehicle; and to increase / decrease the pedal resistance of the bicycle pedal to or toward the target pedal resistance.

[0223] (115) An electric drive system according to any provision of this document, wherein the control system is configured to determine the target pedal resistance based on an estimate of at least one of instantaneous wind resistance, instantaneous gradient resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0224] (116) An electric drive system according to any provision of this document, wherein the control system is configured to determine the target pedal resistance based on an estimate of at least two of instantaneous wind resistance, instantaneous gradient resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0225] (117) An electric drive system according to any provision of this document, wherein the control system is configured to determine the target pedal resistance based on an estimate of at least three of instantaneous wind resistance, instantaneous gradient resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0226] (118) An electric drive system according to any provision of this document, wherein the control system is configured to determine the target pedal resistance based on estimates of instantaneous wind resistance, instantaneous gradient resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0227] (119) An electric drive system under any of the provisions herein, wherein the instantaneous wind resistance is measured or determined by the control system via one or more data acquisition devices or sensors.

[0228] (120) An electric drive system under any of the provisions herein, wherein the instantaneous gradient resistance is measured or determined by the control system via one or more data acquisition devices or sensors.

[0229] (121) An electric drive system under any of the provisions herein, wherein the instantaneous rolling resistance is measured or determined by the control system via one or more data acquisition devices or sensors.

[0230] (122) An electric drive system under any of the provisions herein, wherein the instantaneous bump resistance is measured or determined by the control system via one or more data acquisition devices or sensors.

[0231] (123) An electric drive system according to any provision of this document, wherein the control system is configured to determine the target pedal resistance by adding i) the instantaneous air resistance thus estimated and / or multiplied by a first coefficient to ii) the instantaneous inertial resistance thus estimated and / or multiplied by a second coefficient.

[0232] (124) An electric drive system according to any provision of this document, wherein the drive system is configured to increase / decrease the pedal resistance of the bicycle pedal to or toward the target pedal resistance.

[0233] (125) An electric drive system according to any provision of this document, wherein the control system is configured to determine the target pedal resistance based on an estimate of at least one of instantaneous wind resistance, instantaneous gradient resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0234] (126) An electric drive system according to any provision of this document, wherein the control system is configured to determine the target pedal resistance based on an estimate of at least two of instantaneous wind resistance, instantaneous gradient resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0235] (127) An electric drive system according to any provision of this document, wherein the control system is configured to determine the target pedal resistance based on an estimate of at least three of instantaneous wind resistance, instantaneous gradient resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0236] (128) An electric drive system according to any provision of this document, wherein the control system is configured to determine the target pedal resistance based on estimates of instantaneous wind resistance, instantaneous gradient resistance, instantaneous rolling resistance and instantaneous bump resistance.

[0237] (129) An electric drive system for a human-powered vehicle, the drive system comprising: one or more data acquisition devices configured to measure instantaneous speed / acceleration of the human-powered vehicle and, based thereon, issue one or more signals; and a control system operatively connected to the one or more data acquisition devices, the control system being configured to determine, based on the one or more signals, estimated instantaneous air resistance and instantaneous inertial drag of the vehicle, and to determine a target pedal resistance by adding i) the estimated instantaneous air resistance and / or multiplied by a first coefficient to ii) the estimated instantaneous inertial drag and / or multiplied by a second coefficient.

[0238] (130) An electric drive system for a human-powered vehicle, the drive system comprising: a control system configured to determine a target pedal resistance by i) the instantaneous air resistance of the vehicle and / or multiplying it by a first coefficient, ii) the instantaneous inertial resistance of the vehicle and / or multiplying it by a second coefficient, and iii) adding one or more of the following: a) the instantaneous wind resistance of the vehicle and / or multiplying it by a third coefficient, b) the instantaneous gradient resistance of the vehicle and / or multiplying it by a fourth coefficient, c) the instantaneous rolling resistance of the vehicle and / or multiplying it by a fifth coefficient, and d) the instantaneous bump resistance of the vehicle and / or multiplying it by a sixth coefficient.

[0239] (131) An electric drive system for a human-powered vehicle, the drive system comprising: a control system configured to determine a target pedal resistance by i) the instantaneous air resistance of the vehicle and / or multiplying it by a first coefficient, ii) the instantaneous inertial resistance of the vehicle and / or multiplying it by a second coefficient, and iii) adding two or more of the following: a) the instantaneous wind resistance of the vehicle and / or multiplying it by a third coefficient, b) the instantaneous gradient resistance of the vehicle and / or multiplying it by a fourth coefficient, c) the instantaneous rolling resistance of the vehicle and / or multiplying it by a fifth coefficient, and d) the instantaneous bump resistance of the vehicle and / or multiplying it by a sixth coefficient.

[0240] (132) An electric drive system for a human-powered vehicle, the drive system comprising: a control system configured to determine a target pedal resistance by i) the instantaneous air resistance of the vehicle and / or multiplying it by a first coefficient, ii) the instantaneous inertial resistance of the vehicle and / or multiplying it by a second coefficient, and iii) adding together three or more of the following: a) the instantaneous wind resistance of the vehicle and / or multiplying it by a third coefficient, b) the instantaneous gradient resistance of the vehicle and / or multiplying it by a fourth coefficient, c) the instantaneous rolling resistance of the vehicle and / or multiplying it by a fifth coefficient, and d) the instantaneous bump resistance of the vehicle and / or multiplying it by a sixth coefficient.

[0241] (133) An electric drive system for a human-powered vehicle, the drive system comprising: a control system configured to determine a target pedal resistance by adding i) the instantaneous air resistance of the vehicle and / or multiplying it by a first coefficient, ii) the instantaneous inertial drag of the vehicle and / or multiplying it by a second coefficient, iii) the instantaneous wind resistance of the vehicle and / or multiplying it by a third coefficient, iv) the instantaneous gradient drag of the vehicle and / or multiplying it by a fourth coefficient, v) the instantaneous rolling resistance of the vehicle and / or multiplying it by a fifth coefficient, and vi) the instantaneous bump resistance of the vehicle and / or multiplying it by a sixth coefficient.

[0242] (134) An electric drive system under any of the provisions herein, wherein the control system is configured to increase / decrease the pedal resistance of a bicycle pedal to or toward the target pedal resistance.

[0243] (135) An electric drive system pursuant to any provision of this document, including one or more data acquisition devices and / or a processor in communication therewith, is configured to measure / determine one or more of the following: the vehicle’s instantaneous air resistance, the vehicle’s instantaneous inertial drag, the vehicle’s instantaneous wind resistance, the vehicle’s instantaneous gradient drag, the vehicle’s instantaneous rolling resistance, and the vehicle’s instantaneous bump resistance.

[0244] (136) An electric drive system under any provision of this document, wherein the control system is configured to estimate the instantaneous air resistance and the instantaneous inertial drag of the vehicle based on the vehicle’s speed / acceleration.

[0245] (137) An electric drive system under any of the provisions herein, wherein the control system is configured to increase / decrease the pedal resistance of a bicycle pedal to or toward the target pedal resistance thus determined.

[0246] (138) An electric drive system under any provision of this document, wherein the control system is configured to measure the instantaneous speed / acceleration of the human-powered vehicle via a first data acquisition device and to estimate the instantaneous air resistance and the instantaneous inertial drag based on the measurement.

[0247] (139) An electric drive system under any of the provisions herein, wherein the first data acquisition device is a first sensor.

[0248] (140) An electric drive system under any provision of this document, wherein the control system is configured to determine / estimate the instantaneous air resistance as equal to or proportional to the square of the instantaneous speed of the human-powered vehicle.

[0249] (141) An electric drive system under any provision of this document, wherein the control system is configured to determine / estimate the instantaneous air resistance as equal to a first coefficient multiplied by the square of the instantaneous speed of the human-powered vehicle.

[0250] (142) An electric drive system according to any provision of this document, wherein the control system is configured to determine / estimate the instantaneous air resistance by multiplying the square of the instantaneous speed of the human-driven vehicle by the first coefficient.

[0251] (143) An electric drive system under any provision of this document, wherein the control system is configured to determine / estimate the instantaneous inertial drag equal to or proportional to the instantaneous acceleration of the human-powered vehicle.

[0252] (144) An electric drive system under any provision of this document, wherein the control system is configured to determine / estimate the instantaneous inertial drag equal to a second coefficient multiplied by the instantaneous acceleration of the human-powered vehicle.

[0253] (145) An electric drive system according to any provision of this document, wherein the control system is configured to determine / estimate the instantaneous inertial drag by multiplying the instantaneous acceleration of the human-driven vehicle by the second coefficient.

[0254] (146) An electric drive system under any provision of this document, including a motor in electrical communication with the control system, the control system being configured to increase / decrease the speed of the human-powered vehicle by the motor in response at least in part to a signal indicating a first pedal speed / acceleration.

[0255] (147) An electric drive system under any of the provisions herein, wherein the control system is configured to determine the instantaneous motor current required by the motor based on the first pedal speed / acceleration.

[0256] (148) An electric drive system according to any provision of this document, wherein the control system is configured to provide the instantaneous motor current to the motor based on the determination.

[0257] (149) An electric drive system under any of the provisions herein, wherein the one or more sensors include one or more wheel sensors.

[0258] (150) Electric drive system under any of the provisions of this document, wherein the human-powered vehicle is an electric bicycle.

[0259] (151) An electric drive system under any of the provisions herein, wherein the control system is configured to increase / decrease the speed of the human-powered vehicle by adjusting the increasing / decrease voltage sent to the motor.

[0260] (152) An electric drive system for a human-powered vehicle, the drive system comprising: at least one bicycle pedal; a generator mechanically coupled to the bicycle pedal; a motor operatively connected to the generator and operatively connected to the wheels of the vehicle, the motor being configured to increase / decrease the speed of the vehicle based on the speed / acceleration of the bicycle pedal; and a control system operatively connected to the bicycle pedal, the motor and the generator, the control system being configured to signal changes in external loads on the vehicle by changing pedal resistance on the bicycle pedal, wherein the bicycle pedal thereby functions as a haptic feedback device.

[0261] (153) An electric drive system for a human-powered vehicle, the drive system comprising: one or more sensors configured to measure the instantaneous speed / acceleration of the human-powered vehicle and emit one or more signals thereon; and a control system operatively connected to the one or more sensors, the control system being configured to determine / estimate instantaneous air resistance based on the one or more signals, and to determine a target pedal resistance by adding the estimated instantaneous air resistance and / or multiplying it by a coefficient.

[0262] (154) An electric drive system for a human-powered vehicle, the drive system comprising: one or more sensors configured to measure the instantaneous speed / acceleration of the human-powered vehicle and emit one or more signals thereon; and a control system operatively connected to the one or more sensors, the control system being configured to determine / estimate the instantaneous inertial drag of the vehicle based on the one or more signals, and to determine a target pedal resistance by adding the estimated instantaneous inertial drag and / or multiplying it by a coefficient.

[0263] (155) Includes human-powered vehicles with electric drive systems pursuant to any of the provisions herein.

[0264] (156) A device that includes any novel and inventive feature, combination of features or sub-combination of features as described herein.

[0265] (157) Methods that include any novel and inventive steps, actions, combinations of steps and / or actions, or sub-combinations of steps and / or actions as described herein.

[0266] Therefore, the appended claims and the claims introduced herein are intended to be construed as including all such modifications, permutations, additions, omissions, and sub-combinations that can be reasonably inferred. The scope of the claims should not be limited to the preferred embodiments set forth in the examples, but should be given the broadest interpretation consistent with the entire specification.

Claims

1. A series hybrid electric / human-powered vehicle, comprising: Frame; At least one wheel is rotatably coupled to the frame; dynamo; A human energy input device that can be movably coupled to the generator and can be moved by the user to provide mechanical energy to the generator; The electric motor is electrically coupled to the generator and mechanically coupled to the at least one wheel; A user input resistance device is coupled to the human energy input device and operable to provide resistance to the human energy input device; as well as A control system, communicating with the human power input device, the motor, and the user input resistance device, is configured to receive speed and acceleration input signals from the human power input device, instruct the motor to drive the at least one wheel based on the input signals, and instruct the user input resistance device to provide supplementary resistance to the human power input device, the supplementary resistance varying in response to changes in the user's cadence and / or the force applied thereto, the supplementary resistance supplementing the generator resistance provided to the human power input device by the generator.

2. The vehicle according to claim 1 further includes a battery or supercapacitor electrically coupled to the generator and the motor.

3. The vehicle according to claim 2, wherein, The human power input device is a crank assembly, which includes a foot pedal or hand pedal that can be rotatably coupled to the generator.

4. The vehicle according to any one of claims 1 to 3, wherein, The user input resistance device includes one or more of the following: a friction pad, a clutch, a hydraulic dissipator, a fan, a magnet, or a pulse width modulation (PWM) switchable circuit.

5. The vehicle according to any one of claims 1 to 3, wherein, The user input resistance device includes a converter for a three-phase motor coupled to the generator, wherein the converter is operable to rectify the alternating current generated by the back electromotive force of the three-phase motor when the human energy input device rotates the three-phase motor, while providing a regenerative braking circuit capable of variably adjusting the resistance to the human energy input device.

6. The vehicle according to claim 5, wherein, The converter includes an array of semiconductor switches to provide the regenerative braking circuit while rectifying the three-phase current output from the generator, and the control system includes a processor and a memory having instructions that, when executed by the processor, use pulse width modulation (PWM) with a variable duty cycle to controllably turn the semiconductor switches on and off, thereby enabling variable control of the amount of supplementary resistance.

7. The vehicle according to any one of claims 1 to 5, wherein, The control system includes a processor and a memory, the memory storing instructions that, when executed by the processor, measure the cadence and force applied by the user to the human energy input device in response to the provided supplemental resistance and power generation resistance, determine the user's desired target vehicle speed and acceleration based on the measured cadence and / or force, and instruct the motor to drive the wheels at the determined target vehicle speed.

8. The vehicle according to claim 7, wherein, The control system memory also stores instructions that, when executed by the processor, determine the total pedal resistance based on at least the instantaneous air resistance and instantaneous inertial resistance of the vehicle, both of which are at a given speed and corrected by one or more adjustable user correction factors, and then determine the supplementary resistance as the difference between the determined total pedal resistance and the power generation resistance.

9. The vehicle of claim 8, further comprising one or more sensors configured to measure the speed and acceleration of the vehicle, and the processor determining the total pedal resistance at the given vehicle speed based on air resistance and inertial drag estimated using the speed and acceleration measured at the given vehicle speed.

10. The vehicle according to claim 8, wherein, The memory stores a lookup table that includes multiple instantaneous air resistance and instantaneous inertial drag values ​​for the vehicle at different vehicle speeds, and the processor determines the total pedal resistance based on the instantaneous air resistance and instantaneous inertial drag values ​​obtained from the lookup table.

11. The vehicle according to claim 7, wherein, The control system memory also stores instructions that, when executed by the processor, determine the total pedal resistance based on at least instantaneous air resistance, instantaneous inertial drag, instantaneous wind resistance, instantaneous gradient drag, instantaneous rolling resistance, and instantaneous bump resistance, all of which are corrected at a given vehicle speed by one or more adjustable user correction factors.

12. The vehicle according to claim 8 or 11, wherein, The one or more adjustable user correction factors are adjustable based on one or more of the user's physical condition, user effort preference, and vehicle condition.

13. The vehicle according to claim 12, wherein, The one or more adjustable user correction factors are adjustable based on a user profile, which includes at least one torque-speed curve defining the relationship between the user's expected torque on the crankset at a given vehicle speed.

14. The vehicle according to any one of claims 7 to 13, wherein, The control system memory also includes instructions that, when executed by the processor, in response to a detected increase in the user's cadence exceeding a cadence upper limit threshold, instruct the user input resistance device to increase the supplemental resistance until the detected user cadence returns to or falls below the cadence upper limit threshold.

15. The vehicle according to claim 8 or 11, wherein, The control system memory also includes instructions that, when executed by the processor, receive physiological measurements from the user when the user operates the vehicle and dynamically adjust the one or more adjustable user correction factors to maintain the desired power output from the user.

16. A control system assembly for a series hybrid electric / human-powered vehicle, the series hybrid electric / human-powered vehicle having a frame, at least one wheel rotatably coupled to the frame, a generator, an electric motor electrically coupled to the generator and mechanically coupled to the at least one wheel, and a human-powered input device movably coupled to the generator and movable by a user to provide mechanical energy to the generator, the control system assembly comprising: A user input resistance device is configured to be coupled to the human energy input device and operable to provide resistance to the human energy input device; as well as The control system communicates with the user input resistance device and is configured to communicate with the human power input device and the motor to receive speed and acceleration input signals from the human power input device, instruct the motor to drive the at least one wheel based on the input signals, and instruct the user input resistance device to provide supplementary resistance to the human power input device, the supplementary resistance varying in response to changes in user cadence and / or force, the supplementary resistance supplementing the power generation resistance provided to the human power input device by the generator.

17. The control system component of claim 16, wherein, The user input resistance device includes one or more of the following: a friction pad, a clutch, a hydraulic dissipator, a fan, a magnet, or a pulse width modulation (PWM) switchable circuit.

18. The control system component according to claim 16 or 17, wherein, The user input resistance device includes a converter for coupling to the three-phase motor of the generator, wherein the converter is operable to rectify the alternating current generated by the back electromotive force of the three-phase motor when the human energy input device rotates the three-phase motor, while providing a regenerative braking circuit capable of variablely adjusting the resistance to the human energy input device.

19. The control system component of claim 18, wherein, The converter includes an array of semiconductor switches to provide the regenerative braking circuit while rectifying the three-phase current output from the generator, and the control system includes a processor and a memory having instructions that, when executed by the processor, use pulse width modulation (PWM) with a variable duty cycle to controllably turn the semiconductor switches on and off, thereby enabling variable control of the amount of supplementary resistance.

20. A method for controlling a series hybrid electric / human-powered vehicle, the series hybrid electric / human-powered vehicle having a frame, at least one wheel rotatably coupled to the frame, a generator, an electric motor electrically coupled to the generator and mechanically coupled to the at least one wheel, a human-powered energy input device movably coupled to the generator and movable by a user to provide mechanical energy to the generator, and a user-input resistance device coupled to the human-powered energy input device and operable to provide resistance thereto, the method comprising: Receive speed and acceleration input signals from the human energy input device; The motor is instructed to drive the at least one wheel based on the input signal; as well as The user input resistance device is instructed to provide supplemental resistance to the human energy input device, the supplemental resistance varying in response to changes in the user's pedal frequency and / or force, and the supplemental resistance complements the power generation resistance provided to the human energy input device by the generator.

21. A human-powered vehicle simulator, comprising: Frame; dynamo; A human-powered energy input device that can be movably coupled to the generator and moved by the user to provide mechanical energy to the generator; A user input resistance device is coupled to the human energy input device and operable to provide resistance to the human energy input device; as well as A control system, communicating with the human energy input device and the user input resistance device, is configured to receive speed and acceleration input signals from the human energy input device and instruct the user input resistance device to provide supplementary resistance to the human energy input device, the supplementary resistance varying in response to changes in the user's cadence and / or the force applied to the human energy input device, the supplementary resistance supplementing the generator resistance provided to the human energy input device by the generator.

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