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Because the maximum velocity of the bicycle is 32 km/h (Table 2), the angular speed of

Table 2 Because the maximum velocity of the bicycle is 32 km/h (Table 2), the angular speed of

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the bicycle drops into emergency cases such as going downhill with high speed. 4.f.L, CONCEP UL ~ DDL UL OUSEH OF UA CLOSEU-LOOP LOL WLLMOUL FESCHEUlins CHEl sy In this concept, the HST is built to enhance only the first design target — automatic transmission. From the derived transmission diagram in Fig. 1, the first SBIC concept is called SBICO1 and proposed as in Fig. 2. As seen in this figure, there are two decisive components which directly affect to the performance of the bicycle: the hydraulic pump and proportional control valve. Here, the pump displacement is determined by the swash angle which can be varied by the MCU — automatic control mode or by the rider — manual control mode. The proportional control valve is employed to adjust the flow rate outing from the motor during a braking process. The port open areas are adjusted by a control signal of the solenoid which is given by the MCU or by the rider. Besides using the hydraulic brake, the traditional drum brake is still remained in the SBICO1 as an added option for the rider when
the bicycle drops into emergency cases such as going downhill with high speed. 4.f.L, CONCEP UL ~ DDL UL OUSEH OF UA CLOSEU-LOOP LOL WLLMOUL FESCHEUlins CHEl sy In this concept, the HST is built to enhance only the first design target — automatic transmission. From the derived transmission diagram in Fig. 1, the first SBIC concept is called SBICO1 and proposed as in Fig. 2. As seen in this figure, there are two decisive components which directly affect to the performance of the bicycle: the hydraulic pump and proportional control valve. Here, the pump displacement is determined by the swash angle which can be varied by the MCU — automatic control mode or by the rider — manual control mode. The proportional control valve is employed to adjust the flow rate outing from the motor during a braking process. The port open areas are adjusted by a control signal of the solenoid which is given by the MCU or by the rider. Besides using the hydraulic brake, the traditional drum brake is still remained in the SBICO1 as an added option for the rider when
Table 1. Basic comparison between the regenerative circuits in SBICO2 and SBIC03 disadvantages of the two regenerative circuits in these designs can be shown in Table 1. electric motor are separated instead of combining together as in the SBICO2. Therefore, the
Table 1. Basic comparison between the regenerative circuits in SBICO2 and SBIC03 disadvantages of the two regenerative circuits in these designs can be shown in Table 1. electric motor are separated instead of combining together as in the SBICO2. Therefore, the
derived as SBICO3 and depicted in Fig. 4. In this SBICO3, the electric generator and the
derived as SBICO3 and depicted in Fig. 4. In this SBICO3, the electric generator and the
Figure 6. 3D views of the proposed SBIC 3. Verification of the designed SBIC 3.1. Installation Possibility of the designed HST on the bicycle frame
Figure 6. 3D views of the proposed SBIC 3. Verification of the designed SBIC 3.1. Installation Possibility of the designed HST on the bicycle frame
Figure 5. A sketch drawing of the proposed SBIC Based on the design concept 01 for a HST bicycle, the sketch drawing of the SBIC is connect from the hydraulic pump control system to the pedal-crank and from the hydraulic
Figure 5. A sketch drawing of the proposed SBIC Based on the design concept 01 for a HST bicycle, the sketch drawing of the SBIC is connect from the hydraulic pump control system to the pedal-crank and from the hydraulic
Table 4. Material properties of alloy steel
Table 4. Material properties of alloy steel
In order to balance between robust structure and economy effectiveness, alloy steel is
In order to balance between robust structure and economy effectiveness, alloy steel is
From Fig. 3 and the description, the model for the SBICO1 design named SBICMO01 is hilt as shown in Fis 11. Figure 11. SBICMO1 model built in AMESim integrated Simulink controller
From Fig. 3 and the description, the model for the SBICO1 design named SBICMO01 is hilt as shown in Fis 11. Figure 11. SBICMO1 model built in AMESim integrated Simulink controller
example, so fast going downhill. As the result, the rider and bike become safer. case of going downhill. Therefore, in the proposed SBICO1, the front brake is replaced by
example, so fast going downhill. As the result, the rider and bike become safer. case of going downhill. Therefore, in the proposed SBICO1, the front brake is replaced by
onsequently, the AMESim model is as same as that of the SBICMO02 (see §4.2). The
onsequently, the AMESim model is as same as that of the SBICMO02 (see §4.2). The
Based on the road profile, the rider applies braking forces to the drum brake. The clutches 01 and 02 are directly controlled by the braking control signal while the clutch 03 is controlled by the inversed control signal as shown in Eq. (32). Consequently, the working performance of the hydraulic pump is then displayed in Figs. 14(c) and (d). The results show that the pump displacement is well controlled with respected to the variation of the load profile (Fig. 14(a)) and the braking control signal.
Based on the road profile, the rider applies braking forces to the drum brake. The clutches 01 and 02 are directly controlled by the braking control signal while the clutch 03 is controlled by the inversed control signal as shown in Eq. (32). Consequently, the working performance of the hydraulic pump is then displayed in Figs. 14(c) and (d). The results show that the pump displacement is well controlled with respected to the variation of the load profile (Fig. 14(a)) and the braking control signal.
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