Operation-Switch Assembly for Vehicle Propulsion Mode Transition
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Solution Overview
Problem
Existing human-powered vehicles are energy inefficient due to permanently engaged drive systems, which prevent free-wheeling and result in unnecessary energy consumption.
Innovation Solution
An operation-switch assembly that allows switching between a power-train force propulsion mode and a non-power-train force propulsion mode, enabling free-wheeling and reducing energy expenditure by disengaging the power-train force during cruising.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the drive system is permanently engaged to the drive wheels, then the vehicle can maintain continuous propulsion capability, but free-wheeling becomes impossible and energy efficiency deteriorates
Solution Approach 1:
The drive system transitions from a static permanently engaged state to a dynamic state where the connection between power-train and drive wheels can be switched. The operation-switch assembly enables the drive system to adapt between engaged and disengaged states based on propulsion needs, allowing free-wheeling when power-train force is not required while maintaining propulsion capability when needed.
Solution Approach 2:
The drive system is segmented into controllable components where the operation-switch assembly separates the power-train assembly from the drive wheels. This segmentation allows independent control of the power transmission path, enabling selective engagement and disengagement to optimize between continuous propulsion capability and energy-efficient free-wheeling operation.
2Force
If the power-train assembly remains engaged, then propulsion force is continuously available, but energy consumption increases due to unnecessary engagement during cruising
Solution Approach 1:
The power-train assembly engagement becomes periodic rather than continuous. The operation-switch assembly enables the system to alternate between engaged states (when propulsion force is needed for acceleration or overcoming resistance) and disengaged states (during cruising or coasting), reducing energy consumption while maintaining force availability when required.
Solution Approach 2:
Instead of maintaining full engagement of the power-train assembly at all times, the system applies partial action by engaging only when necessary. The operation-switch assembly allows disengagement during periods when full propulsion force is not needed, reducing energy loss while maintaining the capability to provide full force when required.
3Power
If the drive system is permanently coupled, then power transmission is always available, but the vehicle cannot coast or maintain momentum without power-train influence
Solution Approach 1:
The drive system transitions from a static permanently coupled configuration to a dynamic configuration where the operation-switch assembly enables switching between coupled and decoupled states. This allows the vehicle to coast and maintain momentum through natural inertia when the power-train is disengaged, while maintaining power transmission availability when the switch engages the power-train assembly.
Data Source
AI summary
An apparatus includes a vehicle configured to support the user. The apparatus also includes an operation-switch assembly configured to be supported by the vehicle. The operation-switch assembly is also configured to switch propulsion operation of the vehicle between a first propulsion-operation mode and a second propulsion-operation mode. In the first propulsion-operation mode, the operation-switch assembly is also configured to permit propulsion of the vehicle to be influenced by a power-train assembly being configured to generate a power-train force. In the second propulsion-operation mode, the operation-switch assembly is also being configured to: (A) permit propulsion of the vehicle to be influenced by a non power-train force, and (B) permit propulsion of the vehicle to be not influenced by the power-train force of the power-train assembly.