Multi-gear electronic drive for bicycles and electric bicycles

Abstract

A key aspect of the hardware and software technology of the present invention is the ability of the system to provide the cyclist with an experience that imitates extremely accurately the experience of pedalling a conventional bicycle . That is to say, the cyclist feels the same mechanical signal of rotational speed and resistance generated by the chain in the multi-gear mechanical transmission that connects the pedals to the rear wheel, without there being a chain to transmit this mechanical signal. As mentioned above, this system replaces the mechanical gears and the chain that connects conventional gears and replaces them with "software gears and a software chain" comprising five components that interact with each other: a battery and / or power accumulator (1); a pedal drive (2); a rear-wheel drive (3); a handlebar actuator (4); and an onboard computer with software (5) that displays the control data of the system via a control screen and image (6) on a mobile device or on a screen on board the bicycle.

Description

[0001] MULTI-GEAR ELECTRONIC DRIVE FOR BICYCLES AND ELECTRIC BICYCLES

[0002] Technical field

[0003] The scope or industrial area or technical field to which the present development applies is the electric propulsion and transmission for bicycles, where a more specific field is electric assisted bicycles as the object of closest proximity to the present development.

[0004] In general, the following development presents a multi-gear transmission system for bicycles, electric-assist bicycles, and e-bikes in which traditional mechanical components (e.g., chain, gears, shifting mechanisms, etc.) are replaced by technology that utilizes electronic hardware and software. In other words, the mechanical gears and the chain connecting the gears are replaced by "software gears and a software chain," which eliminates physical risks for the user and improves the physical experience of pedaling.

[0005] Summary

[0006] A central aspect of the hardware and software technology of this development is the system's ability to offer the cyclist an experience that closely mimics the experience of pedaling a traditional bicycle. That is, the cyclist feels the same mechanical signal of rotational speed and resistance provided by the chain in a multi-gear mechanical transmission that connects the pedals to the rear wheel. Furthermore, the device does not have a chain connecting the pedal to the rear wheel, generating unprecedented levels of safety. However, when the cyclist transitions from a flat road to an incline, the mechanical signal—which in a multi-gear mechanical transmission is transmitted from the rear wheel to the pedal, indicating that the cyclist needs to increase their effort to maintain speed—is, in this development, generated by electronic computer technology and its "software gear and chain."Similarly, when the cyclist increases their pedaling effort to increase their speed, the "software gear and chain" transmit the increased effort to the wheel, which increases its rotational speed.

[0007] The cycling industry is characterized by highly demanding customers who seek lightweight, high-performance, and efficient components. These customers want to ensure that every unit of power exerted on the pedals is transferred to the rear wheel as efficiently as possible. The system is designed to operate at 100% effective efficiency using energy storage, so that every unit of effort on the pedals translates into a unit of effort transferred to the rear wheel. Any inefficiency of the device is overcome thanks to the energy supplied by the energy storage system. Furthermore, the system can recover energy during braking to recharge the energy storage system and use that energy to help maintain 100% efficiency. On the other hand, in the electric bicycle market, one of the most important features that cyclists look for is the low noise level of the components.This system features components that operate with high precision and therefore function at very low noise levels. Furthermore, the onboard computer electronics include a noise-canceling chip to further reduce system noise.

[0008] As is well known, the bicycle is a preferred means of transportation for humans, and this system represents a more cost-effective and efficient advancement. The system significantly simplifies bicycle manufacturing and allows for much greater performance at a significantly reduced price. At the same time, the system eliminates a large number of traditional components, including the chain and the traditional multi-speed mechanical transmission, replacing them with five pre-assembled components.

[0009] The experience and risks associated with the use of bicycles, electric bicycles, electric assisted bicycles or e-bikes are based on the mechanics of the components involved in power generation; by eliminating some of these components, the risk decreases.

[0010] The present system, as previously mentioned, replaces the mechanical gears and the chain that connects the traditional gears and are replaced by "software gears and a software chain", summarized in five interacting components, a Battery and / or power accumulator (1); a pedal drive (2); a rear drive (3); a handlebar actuator (4); and an on-board computer and software (5) that presents the system control data by means of a control screen and image (6) on a mobile device or on a screen on board the same bicycle.

[0011] Description of what is known in the state of the art

[0012] Currently there is varied information on developments in electric bicycles or electric-assisted bicycles that use gears, transmissions and batteries that attempt to optimally use the energy generated, by the operator himself or by the support battery, to support the riding experience.

[0013] It is estimated that the mechanical multi-gear drivetrain for bicycles was developed in the early 20th century, making the modern bicycle a machine built around a century-old technology. Although the precision, component quality, and functionality of mechanical multi-gear transmissions have evolved, the fundamental technology remains centuries old.

[0014] Physical limitations related to the size, weight, and high cost of high-quality mechanical components restrict the number of speeds to around 12 gear levels for modern bicycles. The complexity of adding precision and durability to multi-gear mechanical drivetrains for an increasingly demanding user is raising the standards and costs of high-end bicycles to unprecedented levels.

[0015] A new development in the sector is the introduction of electric-assist bicycles, or e-bikes. Electric bicycles offer hybrid technology in which multi-gear mechanical transmissions are combined with an electric motor to increase the power generated by the rider. Currently, experiments are being conducted using miniaturized automotive gearboxes to provide multi-gear functionality.

[0016] Reviewing the state of the art of multi-gear mechanics technology involved in electric assisted bicycles or e-bikes, we can mention patent EP2799327, which presents a freewheel hub comprising a magnetoelastic sensor and a bicycle, pedelec, fast pedelec or e-bike, where the freewheel hub is formed by a rotating housing that accommodates a freewheel, where the torque is coupled to the rotating hub via a torque transmitting member, where at least one magneto-elastically active region is directly or indirectly attached to or forms part of the torque transmitting member such that the applied torque is transmitted to the active region comprising at least one magnetically polarized region, where said magnetic polarization becomes increasingly helical as the applied torque increases, whereA magneto-elastic sensor is arranged, at least in its active region, to emit a signal corresponding to a torque-induced magnetic flux emanating from the polarized magnetic region.

[0017] Also worth mentioning is patent application EP2942267, which presents an electric drive system for a vehicle, in particular an e-bike, s-pedelec, battery-powered e-bike with control in different operating modes, where the application provides a drive system for a vehicle, with an electric drive or motor of a crankshaft and a gearbox, in particular a hub gear, where said gearbox is arranged in the central region of the vehicle, in particular the crankshaft region, and in particular is integrated with and transmits the speed of the crankshaft.

[0018] Another related application is application EP3290317, which shows a wireless connection system between a smartphone and an e-bike by means of a wireless connection, comprising a smartphone, an e-bike, and a holder configured to house the smartphone in the e-bike and at least a first magnetic element, wherein the holder comprises at least a second magnetic element, an NFC tag configured to launch an associated application to send a message to the smartphone when housed in the holder, and a wireless charging module.

[0019] With regard to the mechanical transmission, it can be mentioned that patent application WO2023193998 presents a drive system for an e-bike or pedelec comprising a pedal axle, comprising an electric machine that is operatively connected to the pedal axle, and comprising a transmission, wherein the transmission is connected between the electric machine and the pedal axle, wherein the transmission has a first spur gear transmission stage, a second spur gear transmission stage and a bevel gear transmission stage, wherein the first spur gear transmission stage is directly operatively connected to the electric machine, and wherein the bevel gear transmission stage is directly operatively connected to the pedal axle.and where the second spur gear transmission stage is connected between the first spur gear transmission stage and the bevel gear transmission stage.

[0020] There is another document, EP0665384, which presents a ratchet lock control device for multi-gear bicycle transmission hubs, comprising at least one ratchet with at least one spring that is radially damped inwards, wherein said ratchet lock engages an annular body in a rotational direction with a hub shaft in a rotationally fixed manner with at least one control device extending parallel to the hub shaft to control the ratchet engagement between the annular body and the hub shaft, wherein the control device consists of at least one control slide having at least one cam by means of which the ratchet lock can be disengaged, wherein said device is advantageous for switching the ratchet locks, in some cases even under load, and with the possibility of disengaging or engaging more than one ratchet lock with a single control slide.

[0021] Finally, other mechanical transmission systems are presented, such as the one described in patent application WO9845621, which presents an in-line multi-gear transmission system and a multi-gear wheel hub in a helical transmission system. This system has an input carrier assembly coupled to an output portion of a helical drive such that a rotational axis of the input carrier assembly is substantially aligned with a rotational axis of the output portion of the helical drive. A gear assembly in the in-line multi-gear transmission system and a multi-gear hub transfer rotational energy from an input portion to an output portion of the gear assembly. Technical problems to be solved in this development

[0022] Based on the previous state of the art and the different technical solutions presented above, this development aims to solve a series of problems associated with existing multi-gear transmission technologies in electric bicycles, electric-assist bicycles and e-bikes, including:

[0023] The first advantage of this system is that it achieves and improves the physical experience of pedaling and power, based on software gears and a software chain that replace the traditional mechanical power transmission in electric bicycles, electric-assist bicycles, and e-bikes. A second advantage of the system is the reduced number of parts used and, consequently, the weight of similar equipment.

[0024] A third aspect of the system is the passive silence generated by the electromechanical equipment itself and by the noise cancellation software associated with this development.

[0025] A fourth feature is the application of mechanical resistance to the pedals when shifting to uneven or sloping terrain, realistically simulating the feel of pedaling a bicycle. Similarly, when the cyclist increases their pedaling effort to increase the bicycle's speed, the software's gearing and chain transmit the increased effort, thus increasing the wheel's rotational speed.

[0026] A fifth feature is the injection of power into the system when required to overcome an obstacle, while still providing a degree of resistance to make the experience realistic.

[0027] A sixth scope is that it eliminates physical risks to the user because the traditional mechanical components (e.g., chain, gears, shifting mechanisms, etc.) are replaced by the present technology that uses electronic hardware and software, where the mechanical gears and the chain that connects the gears are replaced by said "software gears and a software chain".

[0028] A seventh benefit is that the present system considerably simplifies bicycle manufacturing and allows for much higher performance at a significantly reduced price, by eliminating traditional components such as the chain and the multi-speed mechanical transmission.

[0029] An eighth key feature is that the current system is designed to operate at 100% effective efficiency using energy storage, so that each unit of effort on the pedals translates into a unit of effort transferred to the rear wheel. Any inefficiency of the device is overcome thanks to the energy supplied by the energy storage battery. Furthermore, the system recovers energy during braking to recharge the battery and use that energy to help maintain 100% efficiency.

[0030] Description of the invention

[0031] It should be understood that the present invention is not limited to the particular methodology, compounds, materials, manufacturing techniques, uses, and applications described herein, as these may vary. It should also be understood that the terminology employed herein is used solely for the purpose of describing a particular representation and is not intended to limit the scope and potential of the present invention. It should be noted that the terms system, part, device, element, use, and method, herein, in the claims, and throughout the text, are used in the singular, not excluding the plural, unless clearly implied by the context. Thus, for example, a reference to a “use or method” is a reference to one or more uses or methods and includes equivalents known to those skilled in the art.Similarly, as another example, the reference to “a step”, “a stage” or “a mode”, is a reference to one or more steps, stages or modes and may include implicit and / or subsequent sub-steps, stages or modes.

[0032] All conjunctions used must be understood in their least restrictive and most inclusive sense. Thus, for example, the conjunction “or” should be understood in its orthodox logical sense, and not as an “exclusive or,” unless the context or text expressly requires or indicates otherwise. The structures, materials, and / or elements described should also be understood to refer to those that are functionally equivalent, thus avoiding endless, exhaustive lists.

[0033] Expressions used to indicate approximations or conceptualizations should be understood as such, unless the context dictates a different interpretation.

[0034] All technical and / or scientific names and terms used herein have the common meaning given to them by a person who is competent in these matters, unless otherwise expressly indicated.

[0035] Methods, techniques, elements, systems and parts similar and / or equivalent to those described may be used or preferred in the practice and / or testing of the present invention.

[0036] All patents and other publications are incorporated as references, for the purpose of describing and / or informing, for example, the methodologies described in said publications, which may be useful in relation to the present invention.

[0037] These publications are included only for their information prior to the filing date of this patent application.

[0038] In this respect, nothing should be considered as an admission or acceptance, rejection or exclusion, that the authors and / or inventors are not legitimate to be so, or that said publications are pre-dated by virtue of previous ones, or for any other reason.

[0039] Some concepts applied in the present invention are based on the definition of:

[0040] Bicycle, electric bicycles, electric-assist bicycles, and e-bikes: for the purposes of this development, this refers to a two-wheeled vehicle, usually of equal size, whose pedals transmit motion to the rear wheel by means of a chainring, sprocket, and chain. However, also for the purposes of this development, the vehicle could have two or more wheels. Software Chain: for the purposes of this development, this refers to a gear that is not connected to a mechanical chain, where the relationship between rotational speed and effort is electronically regulated between the physical experience of pedaling, through the pedal generator (2), and the rotational speed and effort of the wheel that propels the bicycle, through the rear-wheel drive (3).

[0041] Software gearing: for the present development refers to the electronic signal that gives the cyclist the opportunity to change the relationship of rotation speed and effort between the physical experience of pedaling, by means of the generator drive of the pedal (2) and the rotation speed and effort of the wheel that drives the bicycle, by means of the drive of the rear traction (3).

[0042] The present electric adaptive pedaling system with multi-gear gearing, as previously mentioned, replaces the mechanical gears and the chain that connects the traditional gears by substituting them with "software gears and a software chain", summarized in five physical components that interact with each other, a Battery and / or power accumulator (1); a pedal drive (2); a rear drive (3); a handlebar actuator (4); and an on-board computer and software (5) that presents the system control data by means of a control screen and image (6).

[0043] In general, the rear drive unit (3) is designed to deliver rotational speed and force to the rear wheel and send a signal indicating the required rotational speed and force to the pedal drive unit (2) when a change in required force is necessary due to a change in road or terrain conditions. Conversely, the pedal drive unit (2) is designed to detect the rider's rotational speed and effort on the pedal and send a signal to the wheel when the rider changes their rotational speed and effort on the pedals to increase or decrease the bicycle's speed. Additionally, the battery and / or power accumulator (1) is designed to augment the energy generated by the rider that is delivered to the rear drive unit (3).The onboard computer and software (5) are designed to coordinate the operation of all system elements, providing the system with multi-gear electronic functionality and managing effort and speed signals to ensure the system provides the rider with a natural cycling experience, as if the rider were pedaling with a real chain connecting the pedals to the rear wheel. The onboard computer and software (5) also send a signal to a mobile device or display with images of the bicycle controls or the user's physical position (6) via an electronic application or app. Finally, the handlebar actuators (4) are designed to control the level of power boosted by the battery and / or power accumulator (1) desired by the rider and to control the rotation and effort ratio between the pedal and the rear wheel as desired by the rider.The first element of the electric adaptive pedaling system comprises a battery and / or power accumulator (1), wherein said battery and / or power accumulator (1) comprises two protective housings, the first being the battery connector protection housing (97) and the battery enclosure housing (98), the second housing being made of high heat transfer materials, such as aluminum or similar elements, in order to ensure safe handling of these units. The battery connector protection housing (97) is made of moisture-resistant materials, such as different types of polymer or similar elements.Inside the battery connector protection box (97), the charging and discharging process of the battery packs (105) is controlled. This element comprises a series of electrical connectors that include female and male components for ease of connection. There is a first battery connector plug (100), of the Amass XT90 type or similar, which energetically connects the battery (1) with the on-board computer and software (5). Then there is a circular push and pull connector type HGG 1B.310.CLLPV (101) and YHG.

[0044] 1B.310.CLAPV (103) or similar, which energetically connects the ten battery cells (1) to the onboard computer and software for controlling battery charging and discharging. Finally, the second mountable male battery connector (102), also of the Amass XT90E-M type or similar, connects to a mountable female battery connector (104) of the XT90 type or similar in order to transfer power to the onboard computer (5) by means of an XT90 connector (136), where, from the same onboard computer (5), a male micro serial connector (137) extends and connects to a female micro serial connector (138) of the control display or image (6). There is a second circular connector from the onboard computer to the battery (139) for controlling battery parameters such as temperature and charge.There is also a connection between the control display (6) and the handlebar actuator (4) via two male and female microserial connectors (140) for communication and control between the two components. Additionally, there is another XT90 connector (143) for power transfer to the auxiliary battery (127), which originates from the same on-board computer (5). A second circular connector (144) connects the on-board computer to the battery for monitoring parameters such as temperature and charge level. Finally, two similar connectors (141) connect the on-board computer (5) to the rear-wheel drive actuator (3). The second connector (142) connects the on-board computer (5) to the pedal generator actuator (2).In general, the cables used for the respective connectors are specific to those connectors and their corresponding electrical power ratings, and have specific lengths ranging from 10 mm to 1500 mm, as shown in Figure 17.

[0045] The same battery casing (98) is limited by a fixed end and a movable end called battery casing caps (99), which restrict the movement of the batteries and allow for their replacement. In this battery configuration (1), the battery connector protection box (97) is located on top of the battery casing (98) at a 45° angle with respect to the fixed battery casing cap (99), and the movable cap is located on the opposite side of the battery pack (105), as shown in Figure 13.

[0046] For this development, as an alternative to the main battery (1), a second auxiliary battery (127) was implemented. This battery comprises two protective enclosures: the first, a protective enclosure for the auxiliary battery connectors (106), and the second, a protective enclosure for the auxiliary batteries (107). The latter is constructed of high heat transfer materials, such as aluminum or similar elements, to ensure safe handling of these units. The protective enclosure for the auxiliary battery connectors (106) is made of moisture-resistant materials, such as various types of polymers or similar elements. The charging and discharging process of the auxiliary battery packs (113) is controlled within the protective enclosure for the auxiliary battery connectors (106). This component includes a series of electrical connectors, among them a circular push-pull connector, type HGG 1B.310.The auxiliary battery CLLPV (110) or similar, which connects the battery to the on-board computer and software, is manually connected to the aforementioned connector. The circular push-and-pull connector type YHG is also connected. 1 B.310.CLAPV of the auxiliary battery (111) or similar, which connects the battery to the on-board computer and software, is also manually connected. Finally, the auxiliary battery mountable male plug connector (109), also of the Amass XT90E-M type or similar, connects to an auxiliary battery mountable female plug connector (112) of the XT90 type or similar in order to transfer power between the auxiliary battery and the on-board computer (5).

[0047] The auxiliary battery casing (107) is limited by a fixed end and a movable end called the auxiliary battery casing caps (108), which restrict the movement of the batteries and allow for their replacement. In this battery configuration (1), the auxiliary battery connector protection box (106) is located above the fixed auxiliary battery casing cap (108), and the movable cap includes, centrally located on the outside, an auxiliary battery hook (114) for adjusting and securing the battery, as shown in Figure 14.

[0048] Continuing with the description of the pedal generator drive (2), this comprises a pedal attachment (66) designed to integrate with standard pedal accessories widely used in the bicycle industry to provide cyclists with the broadest possible range of pedaling options. Furthermore, the width of the pedal generator drive (2) is designed to maintain the distance between the two pedals (i.e., the Q-factor) within the recommended range of 150 mm to 170 mm, offering cyclists a comfortable pedaling experience and preventing strain on the cyclist's skeletal structure.

[0049] In general, the components of the pedal generator drive (2) are made of lightweight materials with high mechanical strength, preferably iron, carbon and their derivatives, aluminum and its derivatives, metallic alloys, or lightweight ceramics and their derivatives. Furthermore, the pedal generator drive (2) comprises three sequentially connected elements, linked by an internal pedal drive shaft (45): a low-speed planetary gear (9); a pedal drive magnetic gear (46); and a stator generator (47).

[0050] This sequence begins with the low-speed planetary gear (9), which is defined as a precision, low-noise planetary gear designed to withstand the mechanical loads of a wide range of cyclists, including professional cyclists. It has been designed to have a high reduction ratio of 5:1, which, combined with the 6:1 ratio of the pedal drive's magnetic gear (46), provides the pedal generator drive (2) with a high reduction ratio of 30:1. This reduction ratio allows for the inclusion of the low-speed planetary gear (9). The aforementioned reduction ratios enable the operation of a small, high-speed generator within the pedal generator drive (2).

[0051] As mentioned previously, the low-speed planetary gear set (9) comprises a planetary gear cover (118), which is round and pressed against an inner ring of the planetary gear set (119). This cover protects the low-speed planetary gear set body (122), into which three planetary major gears (124) are inserted in an equidistant triangular arrangement. These are intersected by three major gear shafts (123), and between them is a central planetary gear (125). Together, these components enable the previously mentioned high reduction ratio of 5:1. The central planetary gear (125) is connected by the same shaft to the central planetary differential gear (126), and both are intersected by the internal shaft of the pedal drive (45). The central planetary differential gear (126) is the component that makes contact with the magnetic gear of the pedal drive (46).Covering the body of the low-speed planetary gear (122), around its perimeter is an outer ring of the planetary gear (121), which is sealed to the planetary gear cover (118) by means of an oil-resistant planetary gear O-ring (120).

[0052] Continuing with the sequence, we have the pedal drive magnetic gear (46), which achieves its high performance by combining the low-speed planetary gear (9) in series. These low-speed planetary gears (9) have the unique characteristic of being able to handle high torques (i.e., they have a high torque density). On the other hand, the pedal drive magnetic gear (46) has the unique characteristic of being able to operate at high speeds (i.e., it has a high speed density). With this unique combination of a planetary gear and a magnetic gear in series, the assembly can handle very high torque at very high speeds.

[0053] To achieve the above, the pedal drive magnetic gear (46) comprises a magnetic gear base cover (77) which screws onto the magnetic gear base (78) and is sealed with the oil-resistant O-ring (81).Internally, in the aforementioned structure and centrally located within it, there is a middle shaft (85) that is not in contact with a machined area of ​​the perforated shaft thimble (74), which are in direct contact with the internal shaft of the pedal drive (45), where said machined area of ​​the perforated shaft thimble (74) is fused with the cup area of ​​the perforated shaft thimble (83), thus being a single element, and this element in turn, is positioned within an internal lamination (80), in contact with this lamination on its exterior, are located four internal magnets (79) distributed equidistantly, which are covered by a layer of Interlaminate (86), where also distributed equidistantly and above the layer of Interlaminate (86), are positioned the external magnets (76) which are covered by an external lamination (69).To correctly position the outer magnets (76) between the different laminates or layers, they are mounted perpendicularly on an interlamination ring (84) and secured with a plate called the interlamination shaft (75). Both elements are connected by a series of internal bolts (82). This ensures that all internal elements of the pedal drive's magnetic gearing (46) are contained and correctly positioned. The interlamination shaft (75) is also correctly positioned when it is caught by the crossed roller bearing (87), as clearly shown in Figure 11.

[0054] The pedal drive magnetic gear (46) is connected by means of screws (71), sequentially with the stator generator (47), which comprises a stator generator cover (56) that closes the stator generator base (57), which in turn comprises, from its center outwards, a stator generator shaft (58) machined at its connection end, to the pedal drive magnetic gear (46), where below the machined part there is a ball bearing for interconnection with the stator generator cover (59) and on the opposite side, near the base of the shaft, there is a ball bearing for interconnection with the stator generator shaft (64), below the previous bearing and attached to the base of the shaft there is a ball bearing for interconnection with the stator generator base (63).The stator-generator rotor (62) is positioned between bearings (63) and (59) and retained by an external stator-generator retaining ring (65). The stator-generator rotor (62) is encased in a series of generator magnets (60), and the stator (61), internally coated with copper coils, is positioned over these magnets. Furthermore, a kidney-shaped hole, called the lubrication hole for the pedal-operated generator drive (55), is located in the lower part of the stator-generator (47) to provide access. All of the above is illustrated in Figure 10.

[0055] In general, the pedal generator drive (2) is of a size, weight, and performance suitable for the cycling industry. The drive includes a lightweight, compact, and high-performance generator. The serial integration of the planetary gear, magnetic gear, and high-speed generator allows the unit to have a very small profile and reduced weight. Furthermore, this combination provides the lowest possible operating noise level. Moreover, the energy generated by the cyclist while pedaling is captured and efficiently transmitted electrically to the rear drive unit (3).

[0056] Both the pedal drive magnetic gear (46) and the stator generator (47) are pierced by the pedal drive internal shaft (45). These two structures are protected by a hollow, tube-shaped mounting bracket (52) for the pedal generator drive. The bracket has internal threads at its base for screwing onto the stator generator mounting bracket's fastening thread (48). A primary protective cover, known as the gear cover for the stator generator mounting assembly (49), covers the magnetic gear (46). On the opposite side of this cover is the stator generator cover (56), to which the pedal drive generator's right-hand threaded bracket (50) is attached.At each end of the pedal generator drive mounting bracket body (52), specific brackets are provided. For the gear side of the stator generator mounting assembly (47), there is the left pedal generator drive mounting bracket (51), and for the stator generator side (47), there is the right threaded pedal generator drive bracket (50). Between the pedal generator drive mounting bracket body (52) and the stator generator cover (56), two elements are present: the external thread for anchoring the pedal generator drive to the frame (53), and above it, a loop for the central support and anchor of the pedal generator drive (54), where the latter acts as a base for securing the battery to the bicycle frame. All of the above is shown in Figure 9.In general, the protection of the aforementioned elements is designed to fit between the different frames (7) of bicycle manufacturers to allow users a method to be able to upgrade their bicycles as new Pedal Generator Drive (2) technology becomes available.

[0057] The pedal drive generator (2) also has several seals to prevent moisture and dirt from entering its structure, such as a larger coring (70) and a retaining ring (73) on the magnetic gear side of the pedal drive (46). On the other side, there is a retaining ring for the stator generator area (72). Also on the stator generator side, there is a low-profile socket head screw (68) that helps secure both the internal shaft of the pedal drive (45) and the corresponding internal shaft cover of the pedal drive (67). All of the above is shown in Figure 8.

[0058] Continuing with the description, the rear-wheel drive system (3) is presented, which mainly comprises four structures: a low-speed planetary gear (9), with some modifications in internal dimensions compared to that described for the pedal generator drive (2); a high-speed magnetic gear (10); an assembly for the series connection of the high-speed electric motor to the magnetic gear and the brake disc mounting (44); and a brake disc mounting (12). This is shown in Figure 3. In general, the materials used for the rear-wheel drive system (3) are lightweight and high-strength, preferably iron, carbon and its derivatives, aluminum and its derivatives, metallic alloys, or lightweight ceramics and their derivatives.

[0059] Externally, the rear drive unit (3) is attached to the frame (7) via the rear drive unit mounting point (8) and the rear drive unit mounting bolts (32). These components operate according to standards to ensure compatibility across different bicycle manufacturers. The external structure of the rear drive unit (3) functions as a hub for the rear wheel and is designed to fit a wide range of bicycles, preferably those with a 142 mm wide hitch (e.g., road and gravel bikes). With the use of spacers (14), it can also be fitted to bicycles with different hitch widths, such as 148 mm.The attachment point of the rear drive drive to the bicycle frame (8) is designed to couple the rear drive drive (3) to a wide range of bicycle frames in the industry.

[0060] The first component of the rear-wheel drive system (3) is the low-speed planetary gear (9), specifically developed for this purpose. This low-noise, precision planetary gear is designed to withstand the mechanical loads of a wide range of riders, including professional cyclists. It has been designed with a high reduction ratio of 7:1, which, combined with the 6:1 ratio of the high-speed magnetic gear (10), provides the rear-wheel drive system (3) with a high reduction ratio of 42:1. This reduction ratio allows for the integration of the low-speed planetary gear (9). These reduction ratios enable the operation of a high-speed rear-wheel drive electric motor (31) within the rear-wheel drive system (3).

[0061] As mentioned above, the low-speed planetary gear set (9) comprises a planetary gear cover (118), which is round and pressed against an inner ring of the planetary gear set (119). This cover protects the low-speed planetary gear set body (122), where three larger planetary gears (124) are inserted in an equidistant triangular arrangement. These are traversed by three shafts of the larger gear set (123), and between them is a central planetary gear set (125). Together, these components enable the previously mentioned high reduction ratio of 7:1. The central planetary gear set (125) is connected by the same shaft to the central planetary differential gear set (126), and both are intersected by the shaft with a machined end of the high-speed rear-wheel drive electric motor (39).The central planetary differential gear (126) is the component that makes contact with the low-speed planetary gear (9). Covering the body of the low-speed planetary gear (122), around its perimeter is an outer ring of the planetary gear (121), which is sealed to the planetary gear cover (118) by means of an oil-resistant O-ring of the planetary gear (120). Figure 7 illustrates this description. Continuing with the sequence, the high-speed magnetic gear (10) is introduced, which achieves its high performance by combining the performance of the low-speed planetary gear (9) in series. These low-speed planetary gears (9) have the unique characteristic of being able to handle high torques (i.e., they have a high torque density).On the other hand, the high-speed magnetic gear (10) has the unique characteristic of being able to operate at high speeds (i.e., it has a high velocity density). With its unique combination of a planetary gear and a magnetic gear in series, the assembly can handle very high torque at very high speeds.

[0062] The high-speed magnetic gear (10) is peripherally connected by means of long bolts to the low-speed planetary gear (9), where said high-speed magnetic gear (10) comprises, from the center to the periphery, an inner shaft of the high-speed magnetic gear (15) that connects with the assembly of the series connection of the high-speed electric motor to the magnetic gear and the fixing of the brake disc, then said shaft (15) is anchored by means of a button-head hexagonal screw (28) to a perforated thimble structure for bearings (129) and to a shaft with a machined end (130) of the high-speed magnetic gear, where surrounding this latter shaft, there is a thimble base ball bearing (26) and attached to this, a thimble edge ball bearing (25), where the connection of this machined shaft (130) is to the center of the low-speed planetary gear (9).Surrounding the perforated thimble structure (129) is an inner lamination of the high-speed magnetic gear (16) having specific cavities to retain the inner magnets of the high-speed magnetic gear (17), preferably four. Over these magnets extends an interlamination of the high-speed magnetic gear (18). Over this interlamination are positioned the outer magnets of the high-speed magnetic gear (23), surrounding equidistantly the previous interlamination. Then, over the outer magnets extends an outer lamination of the high-speed magnetic gear (22). Finally, over the last lamination extends an outer crown ring of the high-speed magnetic gear (24) containing a set of the wheel radius fixings (13).On the other hand, a cover for the outer magnets of the high-speed magnetic gear (19) is presented, which positions the outer magnets (22) together with an interlocking ring (21) by means of long screws (29). Finally, a retaining ring for the cover of the outer magnets of the high-speed magnetic gear (20) closes the entire assembly. To seal the entire assembly, two O-rings are used: the first, the larger O-ring of the high-speed magnetic gear (27), and the second, a smaller O-ring (30), in order to seal the different components against moisture and environmental dirt, as shown in Figure 6.

[0063] Following the continuity of the rear drive unit (3) and connected to the high-speed magnetic gear (10), there is a series connection assembly for the high-speed electric motor to the magnetic gear and a brake disc mounting (44) that overlaps the high-speed rear drive electric motor assembly (31). Externally, this assembly comprises a series connection zone for the high-speed electric motor to the magnetic gear (11), followed by a second ring with wheel spoke mountings (13) at an angle suitable for the cross-linking of the bicycle spokes, and terminating in the brake disc mounting (12), which is essential for safety, as these discs are considered the safest type of brake for all weather conditions.In general, the wheel spoke fixings (13) are designed to support the most common method of wheel and spoke mounting the rear wheel with rear-wheel drive (3). Another method of braking and recharging the system using the aforementioned components is based on using the motor as a brake. This resistance, which reduces the wheel's speed, generates energy that is then used to recharge the battery, as shown in Figure 4.

[0064] Overall, the rear-wheel drive unit (3) is of suitable size, weight, and performance for the cycling industry. The unit includes a high-speed rear-wheel drive electric motor assembly (31) that is lightweight, compact, and high-performance. The integrated planetary gear, magnetic gear, and high-speed motor assembly result in a very small profile and reduced weight. Furthermore, this combination provides the lowest possible operating noise level.

[0065] The rear drive drive (3) comprises an outer casing of the high-speed rear drive electric motor (33) and in the center of this casing is placed a shaft with a machined end of the high-speed rear drive electric motor (39), in addition, located on the shaft and near the base of the casing, is positioned a rigid ball bearing of the high-speed rear drive electric motor (34) fixed by an outer retaining ring of the high-speed rear drive electric motor (36), continuing in the same order, a stator core of the high-speed rear drive electric motor is placed, where the winding (35) is located and below this core is positioned a rotor of the high-speed rear drive electric motor (37), where, below the rotor and above the shaft are placed a series of magnets of the high-speed rear drive electric motor (38).The shaft is a long, non-uniform piece with a series of depressions adapted to the different elements in contact with it. At one end of this shaft is a machined section designed to fit the high-speed magnetic gear (10). A second rigid ball bearing for the high-speed rear-wheel drive electric motor (34) is positioned on the same shaft, next to the rotor. This bearing is secured by a cover (40) for the high-speed rear-wheel drive electric motor, which is screwed with button-head hex screws (41) against the housing. The housing has slots for anchoring the motor to the high-speed magnetic gear (43). On the opposite side of the machined section of the shaft, the housing has a lubrication groove and a slot for securing the electric motor to the high-speed magnetic gear (42), as shown in Figure 5.Continuing with the description, an onboard computer and software (5) are presented, contained within a protective housing (93). This computer primarily comprises hardware and operating software. The electronic hardware also provides a set of functions, such as dual electronic battery management devices (88), which ensure the safe operation of the internal BMP battery (128) and the power battery / accumulator (1). Furthermore, the device has two battery management systems, allowing the addition of an auxiliary battery to increase the system's autonomy.This hardware also provides the electronic management devices for the pedal generator drive (89) for the correct operation of the pedal generator drive (2) and the synchronization of its operation with the other system components. Furthermore, this hardware provides the electronic management devices for the rear drive drive (90) for the correct operation of the rear drive drive (3) and the synchronization of its operation with the other system components. Finally, this hardware provides the electronic noise management devices or white noise chip (91), where, given cyclists' preference for bicycles (especially e-bikes) that are noisy and distracting from the experience, this device provides white noise reduction.

[0066] The core of the hardware control operation is the software, which is based on three management algorithms: the electronic chain management algorithm (94), which eliminates all the gear and chain components of traditional multi-gear transmissions. The system's challenge is to offer the cyclist the same experience as pedaling with a chain connected to the rear wheel. This is what makes the experience feel like riding a bicycle. The "electronic chain" algorithm uses the computer to synchronize the pedal speed and torque (the cyclist's effort) with the speed and torque of the rear wheel, taking into account the gear selected by the cyclist at that moment. To give the sensation of a physical chain, the "electronic chain" management algorithm updates the synchronization between the pedal speed and torque with the rear wheel speed and torque more frequently than every 300 milliseconds.The algorithm can configure the synchronization speed from 3 milliseconds down to 1 millisecond. The initial synchronization limit is set at 1 millisecond, which is the internal clock speed of the microchip inside the computer. However, there is no limit to the synchronization speed as computer chip technology improves.

[0067] The electronic multi-gear management algorithm (95) eliminates all mechanical components to provide multi-gear capabilities. Multi-gear capability is provided by the hardware and algorithm in the onboard computer. One advantage of using this algorithm and hardware is that the system can have an infinite number of unique gears. However, for practical reasons, the system is configured with a maximum of 100 gears for smooth operation, compared to the limit of approximately 12 unique gears in a traditional mechanical multi-gear drive. Using parameters in the algorithm, the number of gears can be increased or decreased depending on the rider's sophistication and requirements. Furthermore, depending on the terrain, the rider can choose the gear combination best suited to their riding style.

[0068] The automatic shifting management algorithm (96) controls the infinite number of gears provided by the electronic multi-gear management algorithm (95) to ensure smooth automatic shifting. The hardware and algorithm for automatic shifting have a wide range of parameters to define the variables used to determine when the system automatically changes gear selection. For example, automatic shifting can be determined by the rider's cadence, the power output, or a combination of both. The importance of the automatic shifting management algorithm (96) lies in its optimization for different types of riders and its ability to enhance riding safety by taking into account the rider's experience.Physically, the control of the different management algorithms and electronic management devices is based on different microcontrollers, such as the general microcontroller (132), for example the IC101, ARM® Cortex®-M4 STM32F4 Microcontroller IC 32-Bit Single-Core 180MHz 512KB (512K x 8) FLASH 64-LQFP (10x10), which coordinates all the functions of the on-board computer, the side microcontroller (133), for example the IC 301, ARM® Cortex®-M4 STM32L4 Microcontroller IC 32-Bit Single-Core 80MHz 128KB (128K x 8) FLASH 32-UFQFPN (5x5), which coordinates the flash memory and the sensors used for the engine and generator of the system (135). On the other hand, an internal battery microcontroller is presented (134), as an example the Battery Multi-Function Controller IC LiFePO4 / Li-ion 48-TQFP (7x7), which coordinates the internal energy management of the on-board computer.

[0069] There are two other functions suitable for this system. The first is provided by the electronic cycling performance management device (92), which helps professional cyclists access information about their performance, power, cadence, and speed, and, in short, the success of their training. The second is provided by the Navigation Management system (131), which, for rider safety, provides location and safety alerts to the rider to ensure a safe journey. All of the above is illustrated in Figure 12.

[0070] Finally, the last component of the system is the handlebar actuators (4), which can be adapted to different handlebar shapes and comprise a power assist control device (115) that allows the rider to select the additional power the battery sends to the rear wheel to increase the power the rider is generating while pedaling. Essentially, the system allows a traditional bicycle to function as an e-bike. The on-board computer software includes the electric assist control function, which is designed to be programmed so that moving the power assist control device (115) up or down allows the rider to adjust the level of electric assist provided by the battery.At the other end of the handlebars is the gear shift control device (116), which allows the rider to select the gear for the bicycle's operation. This device is designed to be programmed so that moving it up or down allows the rider to shift up or down one or more gears at a time.

[0071] All system operating parameters can be projected onto a small display device associated with the system (117) or onto a mobile device screen via a suitable app. If the system includes an associated display, it is designed to allow the cyclist to operate the device safely. It offers full functionality in the convenience of a small device attached to the bicycle (117) for interacting with all the management elements available on the on-board computer. This is all illustrated in Figure 15.

[0072] One of the objectives of this development presents the operating mode when the system is adapted to the terrain where the modified bicycle is being ridden. For this purpose, the system presents 3 applications (apps), such as an administrative application (a), a user application (b), and a control application (c), where:

[0073] i) The administrative application's main function is to establish the operating parameters of the "software gear and chain" that coordinate all the components of this system. These parameters are specific to each type of user and the type of bicycle or electric bicycle. For example, the parameters for a bicycle used for daily transportation are different from those for a racing bicycle. These parameters are generally designed to comply with the regulatory framework for bicycles and electric bicycles in different countries, establish safety frameworks for bicycle or electric bicycle operation, and define characteristics of bicycle use and user experience. For example, these parameters include the bicycle's maximum speed, the number of gears, and the maximum energy level supplied by the battery.

[0074] i) The user application has the function of setting the specific parameters that the user wants during their bike ride, having a copy of the information that shows the performance statistics shown by the control application (c) and finally saving such historical performance statistics.

[0075] iii) The control application has the function of showing the user statistics related to their ride or exercise such as speed, effort, pedaling speed, distance, and position.

[0076] Given the existence of the three applications, the parameters for how the components work together are established. Based on the above, these would be the stages for the case of a user who uses their bicycle or electric bicycle for exercise, and how the components work together:

[0077] a. System startup comprises four sequentially interconnected substages beginning with the generation of effort (a1); then the generation of resistance (a2); continuing with the transfer of torque-electricity-signal (a3); transmission of the computer signal to the energy accumulator / to the motor (a4);

[0078] b. speed increase, comprising two sequentially interconnected substages starting with the speed increase (b1); and updating of parameters and signals in stage a) (b2); and c. change in terrain conditions, comprising two sequentially interconnected substages starting with pedal arrangement resistance (2) (c1); and updating of parameters and signals as in stage a) (c2).

[0079] Description of the system startup substages (a)

[0080] a1. Effort generation, where the perceived exertion felt by a cyclist is defined as the constant torque exerted by the cyclist on the pedal at a given pedal rotation speed. During the initial phase of pedaling, for example, a cyclist typically exerts approximately 5 kg of pressure on the pedals and rotates the pedal at a speed of approximately 30 revolutions per minute (rpm). The typical length of a pedal is 170 mm; therefore, a pressure of 5 kg on a pedal with a 170 mm arm generates a torque of 8.3 Nm. Thus, the perceived exertion would be defined as a torque of 8.3 Nm at a rotation speed of 30 rpm.

[0081] a2. resistance generation, where the sensation of resistance exerted by the pedal (2) on the cyclist's effort is defined as the constant torque that the cyclist must exert on the pedal generator drive (2) to maintain a constant level of rotation;

[0082] a3. Torque-electricity-signal transfer, where, by means of pedal actuation (2), the pedal transfers torque to the stator generator (47), which in turn sends a signal to the on-board computer (5). For example, a constant torque of 8.3 Nm rotating at 30 RPM generates a force of 26.2 watts. These 26.2 watts generated by the cyclist are transmitted to the generator through the planetary gear and magnetic gear working together. Given the combined reduction ratio of the planetary gear and magnetic gear of 30:1, pedaling at a rotational speed of 30 rpm generates a rotational speed of 900 rpm in the stator generator (47) with a force of 26.2 watts.Based on these parameters and the design of the stator generator (47), the on-board computer (5) receives a signal from the stator generator (47) with a series of parameters including current (Cg1), voltage (Vg1), resistance (Rg1), rotation speed (Rg1), force (Fg1), and pedal drive loss (Pg1);

[0083] a4. Signal transmission from the computer to the energy storage device and from the computer to the motor, where, by means of this signal, which the on-board computer (5) receives from the stator generator (47) plus the information that the on-board computer (5) has about the gear level set by the rider, the on-board computer (5) prepares a signal for the high-speed rear-wheel drive electric motor (31) with a signal of parameters including current (Cm1), voltage (Vm1), resistance (Rm1), rotational speed (Rm1), force (Fm1), and loss (Pm1). Similarly, based on the force support level of the energy storage device (1), the generator loss (Pg1), and the rear-wheel drive loss (Pm1), the on-board computer (5) prepares a signal for the energy storage device (1) with energy discharge parameters (Eb1).As an example, if the gear ratio is 1:1 and the support level is zero, the signal would tell the high-speed rear-wheel drive electric motor array (31) to rotate the wheel at 30 rpm at a torque of 8.3 Nm. Given the typical diameter of a 700 mm wheel rotating at 30 rpm, this would give the bicycle a speed of 4.0 kilometers per hour (kph).

[0084] Description of the substages of the speed increase (b)

[0085] b1. Increase in speed, where, if the cyclist wishes to accelerate his speed, the cyclist increases the pressure on the pedal and increases the rotational speed of the pedal;

[0086] b2. Updating parameters of the new scenario and sending new signals by reconfiguring stage a).

[0087] Description of the substages of the change in terrain conditions (c) c1. resistance of the pedal arrangement (2) in response to the signal generated by the on-board computer (5), which senses the change in terrain; and

[0088] c2. updating parameters of the new scenario and sending new signals by reconfiguring stage a) so that the cyclist can maintain a constant rotation level.

[0089] BRIEF DESCRIPTION OF THE FIGURES

[0090] The symbols used are as follows:

[0091] (1) Battery and / or power accumulator

[0092] (2) Pedal generator drive

[0093] (3) Rear-wheel drive operation

[0094] (4) Handlebar actuator

[0095] (5) On-board computer and software

[0096] (6) Control Screen and Image

[0097] (7) Bicycle frame (8) Location of attachment of the rear drive drive to the bicycle frame

[0098] (9) Low-speed planetary gear

[0099] (10) High-speed magnetic gear

[0100] (11) Series connection of the high-speed electric motor to the magnetic gear

[0101] (12) Brake disc fixing

[0102] (13) Wheel radius fixing

[0103] (14) Spacers

[0104] (15) Inner shaft of the high-speed magnetic gear

[0105] (16) Internal lamination of the high-speed magnetic gear

[0106] (17) High-speed magnetic gear internal magnet

[0107] (18) High-speed magnetic gear interlamination

[0108] (19) Cover of the outer magnets of the high-speed magnetic gear (20) Retaining ring of the cover of the outer magnets of the high-speed magnetic gear

[0109] (21) Interlamination ring

[0110] (22) External lamination of the high-speed magnetic gear

[0111] (23) External magnet of the high-speed magnetic gear

[0112] (24) Outer ring of the high-speed magnetic gear

[0113] (25) Thimble rim ball bearing

[0114] (26) Thimble base ball bearing

[0115] (27) High-speed magnetic gear major O-ring

[0116] (28) Hex button head screw

[0117] (29) Long screw

[0118] (30) Minor O-ring

[0119] (31) High-speed rear-wheel drive electric motor arrangement

[0120] (32) Bolts for attaching the rear drive drive to the bicycle frame

[0121] (33) Outer housing of the high-speed rear-wheel drive electric motor (34) Rigid ball bearing of the high-speed rear-wheel drive electric motor

[0122] (35) Stator core of the high-speed rear-wheel drive electric motor, where the winding goes.

[0123] (36) Outer retaining ring of the high-speed rear-wheel drive electric motor

[0124] (37) High-speed rear-wheel drive electric motor rotor

[0125] (38) Magnets of the high-speed rear-wheel drive electric motor (39) Shaft with machined end of the high-speed rear-wheel drive electric motor

[0126] (40) High-speed rear-wheel drive electric motor cover

[0127] (41) Hexagonal button head screw for closing the cover of the high-speed rear-wheel drive electric motor

[0128] (42) Lubrication groove and fixing of the electric motor to the high-speed magnetic gear

[0129] (43) Motor anchoring slots to the high-speed magnetic gear (44) Assembly of the series connection of the high-speed electric motor to the magnetic gear and the fixing of the brake disc

[0130] (45) Internal axis of the pedal drive

[0131] (46) Magnetic gear of the pedal drive (47) Stator generator

[0132] (48) Stator generator mounting bracket clamping thread

[0133] (49) Gear cover of the stator generator mounting assembly (50) Right-hand threaded bracket of the pedal generator drive (51) Left-hand bracket of the pedal generator drive assembly (52) Bracket body of the pedal generator drive assembly (53) External thread of the pedal generator drive frame anchor (54) Center bracket handle and anchor of the pedal generator drive (55) Lubrication hole of the pedal generator drive

[0134] (56) Stator generator cover

[0135] (57) Stator generator base

[0136] (58) Stator generator shaft

[0137] (59) Interconnecting ball bearing with the stator generator cover (60) Stator generator magnet

[0138] (61) Stator

[0139] (62) Generator stator rotor

[0140] (63) Interconnecting ball bearing with the stator generator base (64) Interconnecting ball bearing with the stator generator shaft (65) External retaining ring of the stator generator

[0141] (66) Pedal fixing

[0142] (67) Pedal drive inner shaft cover

[0143] (68) Low profile socket head screw

[0144] (69) External lamination

[0145] (70) Major O-ring

[0146] (71) Connecting bolts between the pedal drive magnetic gear and the stator generator

[0147] (72) Stator generator area safety ring

[0148] (73) Safety ring of the pedal drive magnetic gear area

[0149] (74) Machined area of ​​the perforated shaft thimble

[0150] (75) Interlamination axis

[0151] (76) External magnets

[0152] (77) Magnetic gear base cover

[0153] (78) Magnetic gear base

[0154] (79) Interior magnets

[0155] (80) Internal lamination

[0156] (81) Oil-resistant O-ring

[0157] (82) Interior bolts

[0158] (83) Zone of the perforated thimble vessel of the shaft

[0159] (84) Interlamination ring

[0160] (85) Mid-axis

[0161] (86) Interlaminated

[0162] (87) Crossed roller bearing

[0163] (88) Dual electronic battery management devices

[0164] (89) Electronic management devices for the pedal generator drive (90) Electronic management devices for the rear-wheel drive drive (91) Electronic noise management device or white noise chip

[0165] (92) Electronic cyclist exercise performance management devices (93) On-board computer protection box and software

[0166] (94) Electronic chain management algorithm (95) Electronic multi-gear management algorithm

[0167] (96) Algorithm for the electronic management of the automatic transmission

[0168] (97) Battery connector protection box

[0169] (98) Battery casing

[0170] (99) Battery casing caps

[0171] (100) First connect battery male mountable plug

[0172] (101) Connect circular push and pull type HGG

[0173] (102) Second battery connector mountable male plug

[0174] (103) Connect circular push and pull type YHG

[0175] (104) Connect battery female mountable plug

[0176] (105) Battery pack

[0177] (106) Auxiliary battery connector protection box

[0178] (107) Auxiliary battery casing

[0179] (108) Auxiliary battery casing caps

[0180] (109) Connect auxiliary battery male mountable plug (110) Connect auxiliary battery HGG type push-pull circular plug (111) Connect auxiliary battery YHG type push-pull circular plug (112) Connect auxiliary battery female mountable plug (113) Auxiliary battery pack

[0181] (114) Rear auxiliary battery hook

[0182] (115) Power assistant control device

[0183] (116) Gear shift control device

[0184] (117) Console image displayed from a mobile device or on a small device attached to a bicycle

[0185] (118) Low-speed planetary gear cover

[0186] (119) Inner ring of the low-speed planetary gear

[0187] (120) Low-speed planetary gear oil-resistant O-ring (121) Low-speed planetary gear outer ring

[0188] (122) Low-speed planetary gear body

[0189] (123) Shaft of the larger gear

[0190] (124) Large planetary gear

[0191] (125) Planetary center gear

[0192] (126) Planetary center differential gear

[0193] (127) Auxiliary battery and / or auxiliary power accumulator

[0194] (128) On-board computer BMS battery

[0195] (129) Perforated thimble structure for bearings

[0196] (130) Shaft with machined end of high-speed magnetic gear (131) Navigation management device

[0197] (132) General Microcontroller

[0198] (133) Lateral Microcontroller

[0199] (134) Internal battery microcontroller

[0200] (135) Flash memory and engine and generator control sensor

[0201] (136) Connect battery-on-board computer XT90

[0202] (137) Connect on-board computer control screen or image.

[0203] (138) Connect from the control screen or image.

[0204] (139) Connect the circular plug of the on-board computer to the battery.

[0205] (140) Male and female microserial connectors between the control display or image and the handlebar actuator

[0206] (141) Male and female circular power and data connector (141) between the on-board computer and the rear traction drive (3) (142) Male and female circular power and data connector of the type between the on-board computer and the pedal generator drive (2)

[0207] (143) XT90 connector for power transfer to the auxiliary battery (144) Circular plug connector from the on-board computer to the auxiliary battery Figure 1 / 18

[0208] This figure represents a schematic of the state of the art, showing the mechanical-motor elements of a traditional bicycle or the multi-speed mechanical drives of a traditional bicycle.

[0209] Figure 2 / 18

[0210] The figure below shows how the system is mounted on a bicycle frame (7). It clearly shows how the system eliminates the large number of components, including the chain, of a traditional multi-speed mechanical transmission and replaces it with five pre-assembled components. The numerals describe:

[0211] (1) Battery and / or power accumulator

[0212] (2) Pedal operation

[0213] (3) Rear-wheel drive operation

[0214] (4) Handlebar actuator

[0215] (5) On-board computer and software

[0216] (6) Control Screen and Image

[0217] (7) Bicycle frame

[0218] Figure 3 / 18

[0219] This figure represents a general diagram of the rear-wheel drive system (3), showing the external components of this element. The numerals define:

[0220] (8) Location of attachment of the rear drive drive to the bicycle frame

[0221] (9) Low-speed planetary gear (for rear-wheel drive application)

[0222] (10) High-speed magnetic gear

[0223] (11) Series connection of the high-speed electric motor to the magnetic gear

[0224] (12) Brake disc fixing

[0225] (13) Wheel radius fixing

[0226] (44) Assembly of the series connection of the high-speed electric motor to the magnetic gear and the fixing of the brake disc

[0227] Figure 4 / 18

[0228] This figure represents a general schematic of the series connection assembly of the high-speed electric motor to the magnetic gear and the brake disc mounting (44), showing the external components of this element. The numerals define:

[0229] (10) High-speed magnetic gear

[0230] (11) Series connection of the high-speed electric motor to the magnetic gear

[0231] (12) Brake disc fixing

[0232] (13) Wheel radius fixing

[0233] (14) Spacers

[0234] (31) High-speed rear-wheel drive electric motor arrangement

[0235] (32) Bolts for attaching the rear drive drive to the bicycle frame

[0236] (44) Assembly of the series connection of the high-speed electric motor to the magnetic gear and the fixing of the brake disc

[0237] Figure 5 / 18

[0238] This figure represents a specific schematic of the high-speed rear-wheel drive electric motor assembly, showing its internal components. The numerals define:

[0239] (31) High-speed rear-wheel drive electric motor arrangement

[0240] (33) Outer housing of the high-speed rear-wheel drive electric motor (34) Rigid ball bearing of the high-speed rear-wheel drive electric motor

[0241] (35) Stator core of the high-speed rear-wheel drive electric motor, where the winding goes.

[0242] (36) Outer retaining ring of the high-speed rear-wheel drive electric motor

[0243] (37) High-speed rear-wheel drive electric motor rotor

[0244] (38) Magnets of the high-speed rear-wheel drive electric motor (39) Shaft with machined end of the high-speed rear-wheel drive electric motor

[0245] (40) High-speed rear-wheel drive electric motor cover

[0246] (41) Hexagonal button head screw for closing the cover of the high-speed rear-wheel drive electric motor

[0247] (42) Lubrication groove and fixing of the electric motor to the high-speed magnetic gear

[0248] (43) Motor anchoring slots to the high-speed magnetic gear Figure 6 / 18

[0249] This figure represents a specific schematic of the high-speed magnetic gear (10) of the high-speed rear-wheel drive, showing the internal components of this element. Where the numerals define: (15) Inner shaft of the high-speed magnetic gear

[0250] (16) Internal lamination of the high-speed magnetic gear

[0251] (17) High-speed magnetic gear internal magnet

[0252] (18) High-speed magnetic gear interlamination (19) High-speed magnetic gear outer magnet cover (20) High-speed magnetic gear outer magnet cover fixing ring

[0253] (21) Interlamination ring

[0254] (22) External lamination of the high-speed magnetic gear

[0255] (23) External magnet of the high-speed magnetic gear

[0256] (24) Outer ring of the high-speed magnetic gear

[0257] (25) Thimble rim ball bearing

[0258] (26) Thimble base ball bearing

[0259] (27) High-speed magnetic gear major O-ring

[0260] (28) Hex button head screw

[0261] (29) Long screw

[0262] (30) 0-ring minor

[0263] (129) Perforated thimble structure for bearings

[0264] Figure 7 / 18

[0265] This figure represents a specific schematic of the low-speed planetary gear set (9) for high-speed rear-wheel drive, showing the internal components of this element. Where the numerals define: (9) Low-speed planetary gear set

[0266] (118) Low-speed planetary gear cover

[0267] (119) Inner ring of the low-speed planetary gear

[0268] (120) Low-speed planetary gear oil-resistant O-ring (121) Low-speed planetary gear outer ring

[0269] (122) Low-speed planetary gear body

[0270] (123) Shaft of the larger gear

[0271] (124) Large planetary gear

[0272] (125) Planetary center gear

[0273] (126) Planetary center differential gear

[0274] Figure 8 / 18

[0275] This figure represents a general schematic of a cutaway of the pedal generator drive (2), showing the internal components of this element. The numerals define:

[0276] (45) Internal axis of the pedal drive

[0277] (46) Magnetic Gear of the pedal drive

[0278] (47) Stator generator

[0279] (52) Pedal generator drive mounting bracket body (53) Pedal generator drive frame anchoring external thread (54) Pedal generator drive center bracket handle and anchor (60) Stator generator magnet

[0280] (66) Pedal fixing

[0281] (67) Pedal drive inner shaft cover

[0282] (68) Low profile socket head screw

[0283] (69) External lamination

[0284] (70) Larger O-ring (71) Connecting bolts between the magnetic gear of the pedal drive and the stator generator

[0285] (72) Stator generator area safety ring

[0286] (73) Safety ring of the pedal drive magnetic gear area

[0287] (78) Magnetic gear base

[0288] Figure 9 / 18

[0289] This figure represents a general schematic of the major parts of the pedal generator drive (2), showing the external components of this element. The numerals define:

[0290] (45) Internal axis of the pedal drive

[0291] (46) Magnetic Gear of the pedal drive

[0292] (47) Stator generator

[0293] (48) Stator generator mounting bracket clamping thread

[0294] (49) Gear cover of the stator generator mounting assembly (50) Right-hand threaded bracket of the pedal generator drive (51) Left-hand bracket of the pedal generator drive assembly (52) Bracket body of the pedal generator drive assembly (53) External thread of the pedal generator drive frame anchor (54) Center bracket handle and anchor of the pedal generator drive (55) Lubrication hole of the pedal generator drive

[0295] (56) Stator generator cover

[0296] Figure 10 / 18

[0297] This figure represents a specific stator generator (47) schematic of the pedal actuator, showing the internal components of this element. The numbers define:

[0298] (46) Magnetic Gear of the pedal drive

[0299] (47) Stator generator

[0300] (48) Stator generator mounting bracket clamping thread

[0301] (56) Stator generator cover

[0302] (57) Stator generator base

[0303] (58) Stator generator shaft

[0304] (59) Interconnecting ball bearing with the stator generator cover (60) Stator generator magnet

[0305] (61) Stator

[0306] (62) Generator stator rotor

[0307] (63) Interconnecting ball bearing with the stator generator base (64) Interconnecting ball bearing with the stator generator shaft (65) External retaining ring of the stator generator Figure 11 / 18

[0308] This figure represents a specific schematic of the pedal drive magnetic gear (46), showing the internal components of this element. The numerals define: (46) Pedal drive magnetic gear

[0309] (47) Stator generator

[0310] (69) External lamination

[0311] (74) Machined area of ​​the perforated shaft thimble

[0312] (75) Interlamination axis

[0313] (76) External magnets

[0314] (77) Magnetic gear base cover

[0315] (78) Magnetic gear base

[0316] (79) Interior magnets

[0317] (80) Internal lamination

[0318] (81) Oil-resistant O-ring

[0319] (82) Interior bolts

[0320] (83) Zone of the perforated thimble vessel of the shaft

[0321] (84) Interlamination ring

[0322] (85) Mid-axis

[0323] (86) Interlaminated

[0324] (87) Crossed roller bearing

[0325] Figure 12 / 18

[0326] This figure represents a general schematic of the major components of the on-board computer and software (5), showing the external components of this element. The numerals define:

[0327] (88) Dual electronic battery management devices

[0328] (89) Electronic management devices for the pedal generator drive (90) Electronic management devices for the rear-wheel drive drive (91) Electronic noise management device or white noise chip

[0329] (92) Electronic cyclist exercise performance management devices (93) On-board computer protection box and software

[0330] (94) Electronic Chain Management Algorithm

[0331] (95) Electronic multi-gear management algorithm

[0332] (96) Algorithm for the electronic management of the automatic transmission

[0333] (132) General Microcontroller

[0334] (133) Lateral Microcontroller

[0335] (134) Internal battery microcontroller

[0336] (135) Flash memory and engine and generator control sensor

[0337] Figure 13 / 18

[0338] This figure represents a specific schematic of the battery and / or power accumulator (1), showing the internal components of this element. The numerals define: (97) Battery connector protection box

[0339] (98) Battery casing

[0340] (99) Battery casing caps

[0341] (100) First connect battery male mountable plug

[0342] (101) Connect circular push and pull type HGG

[0343] (102) Second battery connector mountable male plug

[0344] (103) Connect circular push and pull type YHG

[0345] (104) Connect battery female mountable plug

[0346] (105) Battery pack

[0347] Figure 14 / 18

[0348] This figure represents a specific schematic of the auxiliary battery and / or auxiliary power accumulator (127), showing the internal components of this element. The numerals define:

[0349] (106) Auxiliary battery connector protection box

[0350] (107) Auxiliary battery casing

[0351] (108) Auxiliary battery casing caps

[0352] (109) Connect auxiliary battery male mountable plug (110) Connect auxiliary battery HGG type push-pull circular plug (111) Connect auxiliary battery YHG type push-pull circular plug (112) Connect auxiliary battery female mountable plug (113) Auxiliary battery pack

[0353] (114) Rear auxiliary battery hook

[0354] Figure 15 / 18

[0355] This figure represents a specific diagram of the handlebar actuators (4), showing this element and its adaptation to different types of handlebars for different types of bicycles. The numerals define: (115) Power assist control device

[0356] (116) Gear shift control device

[0357] Figure 16 / 18

[0358] This figure represents a general schematic of the Screen and Control Image (6) projected onto the mobile device during overall system operation. The numerals define:

[0359] (117) Console image displayed from a mobile device or on a small device attached to a bicycle

[0360] Figure 17 / 18

[0361] This figure represents a schematic of all electrical and data connections in this system. The numerals define:

[0362] (1) Battery and / or power accumulator (2) Pedal generator drive

[0363] (3) Rear-wheel drive operation

[0364] (4) Handlebar actuator

[0365] (5) On-board computer and software

[0366] (6) Control Screen and Image

[0367] (127) Auxiliary battery and / or auxiliary power accumulator

[0368] (136) Connect battery-on-board computer XT90

[0369] (137) Connect on-board computer control screen or image.

[0370] (138) Connect from the control screen or image.

[0371] (139) Connect the circular plug of the on-board computer to the battery.

[0372] (140) Male and female microserial connectors between the control display or image and the handlebar actuator

[0373] (141) Connect male and female circular power and data (141) between the on-board computer and the rear drive (3)

[0374] (142) Connect circular male and female power and data type between the on-board computer with the pedal generator drive (2)

[0375] (143) Connect XT90 for power transfer to the auxiliary battery (144) Connect the circular plug of the on-board computer to the auxiliary battery Figure 18 / 18

[0376] This figure presents a series of photographs of different elements of the present system, which reflect its complexity.

[0377] APPLICATION EXAMPLE

[0378] In general, all the parts and components described in the preceding paragraphs meet the specific system requirements presented in this development. However, as shown in Figure 18, photographs were taken of some prototype elements produced for this development, particularly the pedal generator drive (2), the rear-wheel drive drive (3), and the on-board computer (5). Figures 16 and 17 also show images of different system statuses displayed on a mobile device or screen. In summary, only minor variations, within the parameters of the elements described in the preceding paragraphs, would constitute variations of the current system.

Claims

CLAIMS 1. An adaptive electric pedaling system with multi-gear gears, where the mechanical gears and the chain connecting the traditional gears are replaced, CHARACTERIZED in that it comprises five interacting physical components, a battery and / or power accumulator (1) that increases the energy generated by the cyclist, which is delivered to a rear drive unit (3) and complements the electrical energy provided by a pedal generator unit (2), where said pedal generator unit (2) captures the rotational speed and effort of the cyclist on the pedal and sends a signal to the rear drive unit (3) when the cyclist changes rotational speed and effort on the pedals, increasing or decreasing the speed of the bicycle, where,The rear-wheel drive actuator (3) also delivers rotational speed and effort to the rear wheel and sends a signal requesting rotational speed and effort to the pedal generator actuator (2) when there is a change in the effort required by the cyclist. Handlebar actuators (4), controlled by the cyclist, regulate the level of power supplied by the battery and / or power accumulator (1) to the cyclist's desired rotational speed and effort ratio between the pedal and the rear wheel. An onboard computer and software (5) coordinate the operation of all system elements, providing electronic multi-gear functionality to the system and managing the effort and speed signals.The on-board computer and software (5) sends a signal to a mobile device or screen with images of the bicycle control or the user's physical body (6) by means of an electronic application or app.

2. An adaptive electric pedaling system, according to claim 1, CHARACTERIZED in that the battery and / or power accumulator (1) comprises two protective boxes, the first being the battery connector protection box (97) and the second battery enclosure box (98), wherein said second box is made of high heat transfer materials and wherein said first battery connector protection box (97) is made of moisture-resistant materials, wherein, within the battery connector protection box (97), the charging and discharging process of the battery packs (105) is controlled, wherein, furthermore, said element comprises a series of electrical connectors that include female and male components for ease of connection,which also energetically connects the battery cells (1) to the on-board computer and software (5) to control the charging and discharging of the batteries and to control battery parameters such as temperature and charge.

3. An adaptive electric pedaling system, according to claim 1, CHARACTERIZED in that, furthermore, as an alternative to the Battery and / or power accumulator (1), a second Auxiliary battery (127) is provided, which comprises two protective boxes, the first being a protective box for connectors to the auxiliary battery (106) and the second a box for enclosing the auxiliary batteries (107), wherein the second box is made of high heat transfer materials, wherein the first protective box for connectors to The auxiliary battery (106) is made of moisture-resistant materials, where, inside the protective box of connectors to the auxiliary battery (106), the charging and discharging process of the auxiliary battery packs (113) is controlled, where said element comprises a series of electrical connectors, which energetically connects the battery to the on-board computer and software.

4. An adaptive electric pedaling system, according to claim 1, CHARACTERIZED in that the pedal generator drive (2) comprises sequentially joined elements connected by an internal pedal drive shaft (45), at one end a pedal fixing (66), continuing with a low-speed planetary gear (9), a pedal drive magnetic gear (46), and a stator generator (47), wherein said low-speed planetary gear (9), which is a precision and low-noise planetary gear, has a high reduction ratio of 5:1, which, combined with the 6:1 ratio of the pedal drive magnetic gear (46), provides the pedal generator drive (2) with a high reduction ratio of 30:1, wherein said reduction ratio allows the inclusion of the low-speed planetary gear (9).where said reduction ratios allow the operation of a small high-speed stator generator (47) in the same pedal generator drive (2)., 5. An adaptive electric pedaling system according to claim 1, CHARACTERIZED in that the rear drive (3) comprises a low-speed planetary gear (9), a high-speed magnetic gear (10), a series connection assembly of the high-speed electric motor to the magnetic gear, and a brake disc mounting (12), wherein said low-speed planetary gear (9) is a low-noise, precision planetary gear having a high reduction ratio of 7:1, which, combined with the 6:1 ratio of the high-speed magnetic gear (10), provides the rear drive (3) with a high reduction ratio of 42:1, wherein said reduction ratio allows for the inclusion of said low-speed planetary gear (9), wherein,The reduction ratios allow the operation of a high-speed rear-wheel drive electric motor arrangement (31) in the rear-wheel drive drive (3).

6. An adaptive electric pedaling system, according to claim 1, CHARACTERIZED in that the handlebar actuator (4) adapts to different handlebar shapes and comprises a power assist control device (115) that allows the cyclist to select the additional power that the battery sends to the rear wheel to increase the power the cyclist is generating in the pedaling motion, where, within the algorithm applied in the on-board computer (5), the electric assist control function is presented, which is designed to be programmed so that the upward or downward movement of the power assist control device (115) allows the cyclist to change one or more levels of the electric assistance provided by the battery, where, at the other end of the handlebar, the gear shift control device (116) is positioned, which allows the cyclist to select the gear for the bicycle operation, programmed so that the upward or downward movement of the device allows the cyclist to move up or down one or more gears at a time.

7. An adaptive electric pedaling system, according to claim 1, CHARACTERIZED in that the on-board computer and software (5), contained within a protective housing for the on-board computer and software (93), wherein said on-board computer and software (5) mainly comprises electronic hardware and an operating algorithm for the system, wherein said hardware provides a set of functions, such as dual electronic battery management devices (88), which deliver safe operation of the internal BMP battery (128) and the power battery and / or accumulator (1), wherein, furthermore, the device has two battery management systems, allowing the addition of an auxiliary battery to increase the autonomy of the system,wherein said hardware also provides the electronic management devices for the pedal generator drive (89) for the correct operation of the pedal generator drive (2) and the synchronization of the operation of the pedal generator drive (2) with the rest of the system components, wherein said hardware also provides the electronic management devices for the rear drive drive (90) for the correct operation of the rear drive drive (3) and the synchronization of the operation of the rear drive drive (3) with the rest of the system components, wherein said hardware also provides the electronic noise management devices or white noise chip (91), wherein the operating algorithm comprises an "electronic chain" algorithm used by the computer (5) to synchronize the pedal speed and torque (the cyclist's effort) with the rear wheel speed and torque,taking into account the gear selected by the cyclist at that moment; an "electronic chain" management algorithm that updates the synchronization between pedal speed and torque with rear wheel speed and torque faster than every 300 milliseconds, where said algorithm has the ability to configure the synchronization speed; an algorithm for electronic multi-gear management (95) that provides multi-gear capabilities, delivering an infinite number of configurable unique gears. 8.- Electric adaptive pedaling system, according to claim 7, further CHARACTERIZED in that the on-board computer and software (5), based on the operating algorithm, delivers the electronic management device for the cyclist's exercise performance (92) and the Navigation management (131), which provides location and safety alerts to the driver.

9. Method of operation of the system described in claim 1 CHARACTERIZED in that it comprises the following steps: a. System startup comprises four sequentially interconnected substages beginning with the generation of effort (a1); then the generation of resistance (a2); continuing with the transfer of torque-electricity-signal (a3); transmission of the computer signal to the energy accumulator / to the motor (a4); b. speed increase, comprising two sequentially interconnected substages beginning with speed increase (b1); and updating of parameters and signals in stage a) (b2); and c. change in terrain conditions, comprises two sequentially interconnected substages starting with pedal arrangement resistance (2) (c1); and updating of parameters and signals as in stage a) (c2).

10. Method of operation of the system described in claim 9 CHARACTERIZED in that in sub-step (a1) the sensation of effort felt by a cyclist is defined as the constant torque exerted by the cyclist on the pedal at a certain level of pedal rotation speed. 11.- Method of operation of the system described in claim 9 CHARACTERIZED in that in sub-stage (a2) the sensation of resistance exerted by the pedal (2) on the effort of the cyclist is defined as the constant torque that the cyclist must exert on the generating drive of the pedal (2) to maintain a constant level of rotation. 12.- Method of operation of the system described in claim 9 CHARACTERIZED in that in sub-stage (a3) ​​by means of the actuation of the pedal (2), the pedal transfers the torque to the stator generator (47) and this in turn sends a signal to the on-board computer (5), where the electricity generated by the cyclist is transmitted to the generator through the planetary gear and the magnetic gear working together. 13.- Method of operation of the system described in claim 9 CHARACTERIZED in that in sub-stage (a4) by means of this signal, which the on-board computer (5) receives on the stator generator (47) plus the information that the on-board computer (5) has on the gear level set by the cyclist, the on-board computer (5) prepares a signal for the arrangement of the high-speed rear-wheel drive electric motor (31) with a series of parameters based on the level of force support of the energy accumulator (1), the generator loss (Pg1), and the rear-wheel drive loss (Pm1), the on-board computer (5) prepares a signal for the energy accumulator (1) with energy discharge parameters (Eb1).

14. Method of operation of the system described in claim 9 CHARACTERIZED in that in sub-step b1, if the cyclist wishes to accelerate, the cyclist increases the pressure on the pedal and increases the rotational speed of the pedal; and in sub-step b2, parameters of the new scenario are updated and new signals are sent, reconfiguring step a).

15. Method of operation of the system described in claim 9 CHARACTERIZED in that in sub-step c1, if a resistance of the pedal assembly (2) is generated in response to the signal generated by the on-board computer (5), which senses the change in terrain; in sub-step c2, parameters of the new scenario are updated and new signals are sent, reconfiguring step a) so that the cyclist can maintain a constant rotational speed.

16. Method of operation of the system described in claim 9 CHARACTERIZED in that the method comprises three forms of application when the present system is adapted to the terrain where the modified bicycle is being ridden, such as, an administrative application (a), a user application (b) and a control application (c), where: This administrative application has the main function of establishing the operating parameters of the "software gear and chain" that coordinate all the components of this system, where these parameters include the maximum speed of the bicycle, the number of gears on the bicycle, and the maximum energy level supplied by the energy accumulator; The user application has the function of setting the specific parameters that the user wants during their bike ride, having a copy of the information that shows the performance statistics displayed by a control application (c), and finally saving these historical performance statistics; This control application has the function of showing the user statistics related to their ride or exercise such as speed, effort, pedaling speed, distance, and position.

Images