WO2024153554A1

WO2024153554A1 - Drive assembly for electric bicycle and electric bicycle

Info

Publication number: WO2024153554A1
Application number: PCT/EP2024/050682
Authority: WO
Inventors: Steffen Meyer-Salfeld
Original assignee: Brp-Rotax Gmbh & Co. Kg
Priority date: 2023-01-18
Filing date: 2024-01-12
Publication date: 2024-07-25

Abstract

A drive assembly (200) for an electric bicycle (10) has: a housing (206); a motor disposed within the housing (206); a transmission assembly (210, 84) disposed within the housing (206) and operatively connected to the motor; an input shaft (96) disposed in part within the housing (206) and operatively connected to the transmission assembly (210, 84), the input shaft (96) being configured to connect to pedals (100) of the bicycle (10); an output shaft (102, 98) disposed in part within the housing (206) and operatively connected to the transmission assembly (210, 84), the output shaft (102, 98) being configured to operatively connect to a wheel (38) of the bicycle (10); and at least one pressure modulator (202, 204, 222, 22) disposed within the housing (206), the at least one pressure modulator (202, 204, 222, 22) being configured to selectively actuate at least one brake assembly of the bicycle (10). A bicycle (10) having the drive assembly (200) is also disclosed.

Description

DRIVE ASSEMBLY FOR ELECTRIC BICYCLE AND ELECTRIC BICYCLE

CROSS-REFERENCE

[0001] The present application claims priority from United States Provisional Patent Application No. 63/439,702, entitled “DRIVE ASSEMBLY FOR ELECTRIC BICYCLE AND ELECTRIC BICYCLE”, filed on January 18, 2022, the entirety of which is incorporated by reference herein.

TECHNICAL FIELD

[0002] The present technology relates to drive assemblies for electric bicycles and to electric bicycles.

BACKGROUND

[0003] Following improvements in battery and electric motor technologies, electric bicycles have become an increasingly popular mode of short distance transportation. Electric bicycles provide the convenient aspects of motor-less bicycles while reducing the effort required by the cyclist to propel the bicycle.

[0004] There are different types of electric bicycles. One type of electric bicycle is power-on- demand bicycles in which the electric motor is controlled by a “throttle” and can propel the bicycle without the cyclist having to pedal. In a power-on-demand bicycle, the cyclist can also pedal without any assistance from the motor and can pedal while actuating the throttle to provide motorized propulsion assistance. Another type of electric bicycle is pedal-assist bicycles in which an electric motor assists the cyclist’s pedal-power without the need to actuate a “throttle”. Pedal -assist bicycles are also known as pedelecs (from pedal electric cycles) or EPACs (Electronically Power Assisted Cycles). For purposes of the present application, the term pedelec will be used. In a pedelec, motorized propulsion assistance is only provided when the cyclist is pedalling and stops when the bicycle reaches a certain speed, such as 25 km/h. Another type of electric bicycle combines the features of power-on-demand bicycles and pedelecs. In other words, a pedelec with a “throttle” that allows the electric motor to propel the bicycle without having to pedal if desired. [0005] Anti-locking braking systems (ABS) have been implemented in the automotive industry to reduce the distance required for braking and improve handling during the instance of a wheel lock up. During braking, a lock up is when the wheels of the vehicle stop rotating, causing the vehicle to skid in an uncontrolled fashion. With the rise in popularity of electric bicycles, there have been attempts to implement ABS in bicycles. Typically, ABS modules have been mounted towards the front of the bicycle, for example on the handlebars or front tube, resulting in several disadvantages for handling performance. Specifically, due to the light-weight design of bicycles, the additional mass of the ABS module being situated at a vertically high position shifts the bicycle’s center of gravity upwards and to the front. Further, the inertia of the handlebar or front tube is increased due to the additional mass, ultimately impacting the steering of the bicycle.

[0006] Therefore, there is a desire for an anti-locking braking system module for an electric bicycle and associated features that can overcome at least some of the above-described drawbacks.

SUMMARY

[0007] It is an object of the present technology to ameliorate at least some of the inconveniences present in the prior art.

[0008] According to one aspect of the present technology, there is provided a drive assembly for an electric bicycle having: a housing; a motor disposed within the housing; a transmission assembly disposed within the housing and operatively connected to the motor; an input shaft disposed in part within the housing and operatively connected to the transmission assembly, the input shaft being configured to connect to pedals of the bicycle; an output shaft disposed in part within the housing and operatively connected to the transmission assembly, the output shaft being configured to operatively connect to a wheel of the bicycle; and at least one pressure modulator disposed within the housing, the at least one pressure modulator being configured to selectively actuate at least one brake assembly of the bicycle.

[0009] In some embodiments of the present technology, the drive assembly has a controller for selectively actuating the at least one pressure modulator in response to a signal received by at least one speed sensor of the bicycle. [0010] In some embodiments of the present technology, the controller is configured to control the at least one pressure modulator to prevent locking up at least one wheel of the bicycle provided with the at least one brake assembly.

[0011] In some embodiments of the present technology, the controller is configured to control at least one of the transmission assembly and the motor.

[0012] In some embodiments of the present technology, the at least one brake assembly has a first brake assembly and a second brake assembly; the at least one pressure modulator has: a first pressure modulator being configured to selectively actuate the first brake assembly; and, a second pressure modulator being configured to selectively actuate the second brake assembly.

[0013] In some embodiments of the present technology, the at least one pressure modulator has a variable volume chamber.

[0014] In some embodiments of the present technology, the at least one pressure modulator has a pressure valve.

[0015] In some embodiments of the present technology, at least one brake assembly hydraulic line is disposed in part within the housing; wherein: a first end of the at least one brake assembly hydraulic line is operatively connected to the at least one pressure modulator; and a second end of the at least one brake assembly hydraulic line is configured to operatively connect to the at least one brake assembly.

[0016] In some embodiments of the present technology, at least one brake actuator hydraulic line is disposed in part within the housing; wherein: a first end of the at least one brake actuator hydraulic line is operatively connected to the at least one pressure modulator; and a second end of the at least one brake actuator hydraulic line is configured to operatively connect to at least one brake actuator of the bicycle.

[0017] In some embodiments of the present technology, a connector is disposed in part within the housing, the connector being configured to electrically connect to a battery pack of the bicycle for supplying power to the drive assembly. [0018] In some embodiments of the present technology, the at least one pressure modulator is at least one pressure modulator of an anti-lock braking system.

[0019] According to one aspect of the present technology, there is provided an electric bicycle having: a frame; a handlebar pivotably connected to the frame; a first brake actuator movably connected to the handlebar; a first wheel rotationally connected to the frame; a second wheel rotationally connected to the frame; a first brake assembly mounted to the first wheel and operatively connected to the first brake actuator; a first speed sensor connected to one of the frame and the first brake assembly for detecting a first wheel speed of the first wheel; a drive assembly having, a housing disposed on the frame; a motor disposed within the housing; a transmission assembly disposed within the housing and operatively connected to the motor; an input shaft disposed in part within the housing and operatively connected to the transmission assembly; an output shaft disposed in part within the housing and operatively connected to the first wheel; and a first pressure modulator disposed within the housing and operatively connected to the first brake assembly and the first brake actuator; a controller for selectively activating the first pressure modulator in response to a signal received from the first speed sensor; a battery pack connected to the frame and electrically connected to the drive assembly; and a pair of pedals operatively connected to the input shaft.

[0020] In some embodiments of the present technology, the first brake actuator comprises a brake lever.

[0021] In some embodiments of the present technology, the first pressure modulator has a variable volume chamber.

[0022] In some embodiments of the present technology, the first pressure modulator has a pressure valve.

[0023] In some embodiments of the present technology, the first pressure modulator is operatively connected to the first brake assembly by a first hydraulic line. [0024] In some embodiments of the present technology, the controller is configured to control the first pressure modulator to pulsate pressure to the first brake assembly in response to the signal of the first speed sensor being indicative of a lock up of the first wheel.

[0025] In some embodiments of the present technology, the bicycle includes a second brake actuator movably connected to the handlebar; a second brake assembly mounted to the second wheel and operatively connected to the second brake actuator; a second speed sensor connected to one of the frame and the second brake assembly for detecting a second wheel speed of the second wheel; a second pressure modulator disposed within the housing and operatively connected to the second brake assembly and the second brake actuator; and wherein the controller is configured to selectively actuate the second pressure modulator in response to a signal of the second speed sensor.

[0026] In some embodiments of the present technology, the second brake actuator is a brake lever.

[0027] In some embodiments of the present technology, the second pressure modulator is operatively connected to the second brake assembly by a second hydraulic line.

[0028] In some embodiments of the present technology, the controller is configured to control the second pressure modulator to pulsate pressure to the second brake assembly in response to the signal of the at second speed sensor being indicative of a lock up of the second wheel.

[0029] In some embodiments of the present technology, a switch is mounted to one of the handlebar and the frame, the switch being in electrical communication with the controller for selectively operating the first pressure modulator.

[0030] In some embodiments of the present technology, the switch is configured to selectively operate the second pressure modulator.

[0031] In some embodiments of the present technology, the controller is disposed within a down tube of the frame.

[0032] In some embodiments of the present technology, the frame has a seat tube and a down tube and wherein the housing is mounted at a first end of the seat tube and a first end of the down tube. [0033] In some embodiments of the present technology, a display is mounted to one of the handlebar and the frame.

[0034] In some embodiments of the present technology the display is an interactive display in communication with the controller and configured to selectively operate the first pressure modulator and the second pressure modulator.

[0035] In some embodiments of the present technology, an adjustable seat tube is operatively connected to the frame, wherein the interactive display is configured to adjust the adjustable seat tube.

[0036] In some embodiments of the present technology, an adjustable seat tube is operatively connected to the frame.

[0037] In the context of the present specification, unless expressly provided otherwise, the words “first”, “second”, “third”, etc. have been used as adjectives only for the purpose of allowing for distinction between the nouns that they modify from one another, and not for the purpose of describing any particular relationship between those nouns.

[0038] It must be noted that, as used in this specification and the appended claims, the singular form “a”, “an” and “the” include plural referents unless the context clearly dictates otherwise.

[0039] As used herein, the term “about” in the context of a given value or range refers to a value or range that is within 20%, preferably within 10%, and more preferably within 5% of the given value or range.

[0040] As used herein, the term “and/or” is to be taken as specific disclosure of each of the two specified features or components with or without the other. For example “A and/or B” is to be taken as specific disclosure of each of (i) A, (ii) B and (iii) A and B, just as if each is set out individually herein.

[0041] For purposes of the present application, terms related to spatial orientation when referring to a vehicle and components in relation to the bicycle, with the bicycle steered straight-ahead and being at rest on flat, level ground. [0042] Embodiments of the present technology each have at least one of the above-mentioned object and/or aspects, but do not necessarily have all of them. It should be understood that some aspects of the present technology that have resulted from attempting to attain the above-mentioned object may not satisfy this object and/or may satisfy other objects not specifically recited herein.

[0043] Additional and/or alternative features, aspects, and advantages of embodiments of the present technology will become apparent from the following description, the accompanying drawings, and the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

[0044] For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where:

[0045] Figure 1 is a right side elevation view of a bicycle according to the present technology;

[0046] Figure 2 is a perspective view, taken from a front, right side, of the bicycle of Fig. 1 with a front wheel and pedals removed;

[0047] Figure 3 is a left side elevation view of the bicycle of Fig. 1, with the front wheel and pedals removed;

[0048] Figure 4 is a perspective view taken from a rear, left side of a battery pack of the bicycle of Figure 1;

[0049] Figure 5 is a longitudinal cross-section of a frame and a drive assembly of the bicycle of Figure 1;

[0050] Figure 6 is a perspective view, taken from a front, right side, of the drive assembly of the bicycle of Fig. 1;

[0051] Figure 7 is a perspective view, taken from a front, left side, of the components of the drive assembly of Figure 6; [0052] Figure 8 is schematic representation of electric and electronic components of the bicycle of Fig. 1; and

[0053] Figure 9 is a perspective view, taken from a front, left side, of components of an alternative embodiment of the drive assembly of Figure 1.

DETAILED DESCRIPTION

[0054] The present disclosure is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the drawings. The disclosure is capable of other embodiments and of being practiced or of being carried out in various ways. Also, the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of "including", "comprising", "having", "containing", "involving" and variations thereof herein, is meant to encompass the items listed thereafter as well as, optionally, additional items. In the following description, the same numerical references refer to similar elements.

[0055] The present technology will be described with reference to a bicycle 10. It is contemplated that aspects of the present technology could be applied to electric bicycles, such as pedelecs, power-on- demand bicycles or combination pedelec/power-on-demand bicycles. It is also contemplated that certain aspects of the present technology could be used in other types of bicycles, including bicycles that do not have an electric motor.

[0056] With reference to Fig. 1, the bicycle 10 has a frame 12. The frame 12 has a head tube 14, a top tube 16, a seat tube 18, and a down tube 20. As can be seen, the top tube 16, the seat tube 18 and the down tube 20 form a generally triangular shape. The seat tube 18 receives a seat post 22 therein. A saddle 24 is connected to a top of the seat post 22. The seat post 22 is selectively slidable in the in the seat tube 18 to adjust a height of the saddle 24. In some embodiments, it is contemplated that a clamp (not shown) could be used to fix the seat post 22 in the desired position. In an alternative embodiment, it is contemplated that the adjustment to the desired height may be achieved by interacting with a display 118 (Fig. 8). As an example, the seat post 18 could be a dropper seat post having a valve in electrical communication with the display 118, and interaction with the display 118 can send commands to open or close the valve of the dropper seat post to adjust the height of the saddle 24 based on the user input. However, it is contemplated that other means to adjust the seat may be used.

[0057] A handlebar 26 is pivotally connected to the head tube 14. The handlebar 26 has left and right hand grips 28. Left and right brake actuators 30 are disposed on and movably connected to the handlebar 26. The left and right brake actuators 30 are in proximity to the left and right hand grips 28 respectively in front of the handlebar 26. Preferably, the left and right brake actuators 30 are brake levers. It is contemplated that the left and right brake actuators 30 may be replaced by a different type of actuator, such as a button. It is contemplated that the bicycle 10 could have a single brake actuator. A shifter 32 is pivotally connected to the handlebar 26 in proximity to the right hand grip 28. The shifter 32 extends partially rearward of the right hand grip 28. As such, the shifter 32 can be actuated by a thumb of a right hand of a cyclist riding the bicycle 10. It is contemplated that shifter 32 could alternatively be provided in proximity to the left hand grip 28. The shifter 32 is used to upshift and downshift. It is contemplated that the bicycle 10 could have one shifter for upshift and a second for downshift. The two shifters could be provided in proximity to the same hand grip 28 or there could be one shifter provided in proximity to each hand grip 28. It is also contemplated that in some embodiments, the shifter 32 could be replaced by a different type of shifter, such as a twistgrip. It is contemplated that in some embodiments, the shifter 32 could be omitted.

[0058] A fork 34 is connected to the handlebar 26 below the head tube 14. The fork 34 includes a pair of front shock absorbers 36 to allow the front wheel 38 to travel up and down, such as when going over bumpy terrain. It is contemplated that in some embodiments, the front shock absorbers 36 could be omitted.

[0059] Left and right chain stays 40, 42 are pivotally connected to the left and right sides of the frame 12 about a pivot axis 44. A rear shock absorber 50 is pivotally connected between tabs 52 extending downward from the top tube 16. A yoke 54 is connected to the rear shock absorber 50. The seat tube 18 is disposed between the legs of the yoke 54. The ends of the legs of the yoke 54 are connected to left and right arms 56. The lower ends of the left and right arms 56 are connected to the inner sides of the left and right chain stays 40, 42 respectively. It is contemplated that in some embodiments, the rear shock absorber 50, the yoke 54 and the arms 56 could be omitted. In such embodiment, the chain stays 40, 42 are fixedly connected to the frame 12 and the frame 12 includes left and right seat stays connected between the upper end of the seat tube 18 and the rear ends of the chain stays 40, 42.

[0060] A front wheel 38 is rotationally connected to the fork 34. The fork 34 and the front wheel 38 pivot with the handlebar 26 to steer the bicycle 10. The front wheel 38 has a threaded tire 58 of the type typically found on mountain bikes, but other types of tires are contemplated. A front brake assembly 60 is mounted to the front wheel 38. The front brake assembly 60 includes a brake disc 62 and a brake caliper 64. The brake caliper 64 is hydraulically actuated by the left brake actuator 30. Fluid communication is established between the left brake actuator 30 and front brake caliper 64 by hydraulic lines 66, 67 and a pressure modulator 202. The pressure modulator 202 is associated with the anti-locking braking system (ABS) and may be activated during a lock up of the front wheel 38 which will be described further below. The left brake actuator 30 is connected to the pressure modulator 202 via the hydraulic line 66. The pressure modulator 202 is connected to the front brake caliper 64 via the hydraulic line 67. More specifically, the hydraulic line 66 is disposed within the frame 12 and routed from the left brake actuator 30, along the handlebar 26 and down the down tube 20, connecting to the pressure modulator 202. From the pressure modulator 202, the hydraulic line 67 is disposed within the frame 12 and routed up the down tube 20 and down the fork 34, connecting to the front brake caliper 64. During normal braking, the left brake actuator 30 is actuated and fluid is pushed, via a plunger (for example), through the hydraulic line 66 and into the pressure modulator 202. Under normal braking conditions, the fluid is unaffected by the pressure modulator 202. The fluid moves through the pressure modulator 202 and into the hydraulic line 67. Through the hydraulic line 67, the fluid enters the front brake caliper 64. Pressure is applied to the brake caliper piston, resulting in the brake pads being pushed towards the front brake disc 62, engaging the brake disc 62, and stopping the front wheel 38 of the bicycle 10.

[0061] A rear wheel 70 is disposed between the chain stays 40, 42 and is rotationally connected thereto. The rear wheel 70 has a threaded tire 72 of the type typically found on mountain bikes, but other types of tires are contemplated. The rear shock absorbers 50 allow the rear wheel 70 to travel up and down by pivoting with the chain stays 40, 42 about the pivot axis 44 when travelling over bumpy terrain. A rear brake assembly 74 is mounted to the rear wheel 70. The rear brake assembly 74 includes a brake disc 76 and a brake caliper 78. The brake caliper 78 is mounted to a bracket 80 defined by the left chain stay 40 as shown in Fig. 3. The brake caliper 78 is actuated hydraulically by the right brake actuator 30. Fluid communication is established between the right brake actuator 30 and the rear brake caliper 78 by hydraulic lines 82, 83 and a pressure modulator 204. The pressure modulator 204 is associated with the ABS and is activated during a lock up of the rear wheel 70 which will be described further below. The right brake actuator 30 is connected to the pressure modulator 204 via the hydraulic line 82. Specifically, the hydraulic line 82 is disposed within the frame 12 and routed from the right brake actuator 30, along the handlebar 26 and down the down tube 20, connecting to the pressure modulator 204. From the pressure modulator 204, the hydraulic line 82 is disposed within the frame 12 and routed along the inner side of the left chain stay 40, connecting to the rear brake caliper 78. During normal braking, the right brake actuator 30 is actuated and fluid is pushed through the hydraulic line 82 and into pressure modulator 204. Under normal braking conditions, the fluid is unaffected by the pressure modulator 204 and moves into hydraulic line 83. Through the hydraulic line 83, the fluid enters the rear brake caliper 78, engaging the rear brake disc 76, and stopping the rear wheel 70 of the bicycle 10.

[0062] In an alternative embodiment, it is contemplated that the left and right brake actuators 30 may be in electrical communication with a controller 214 which then controls the pressure modulators 202, 204 based on actuation of the brake actuators 30 to actuate the front and rear brake assemblies 60, 74, (i.e. brake-by-wire) as will be described further below. Further, it is contemplated that instead of the front and rear brake assemblies 60, 74 being disc brake assemblies, the front and/or rear brake assemblies 60, 74 could be another type of brake assembly, such as a rim brake assembly or a drum brake assembly for example. It is also contemplated that instead of being hydraulically actuated, the disc brake assemblies 60, 74 could be electrically actuated for example.

[0063] With reference to Figs. 4 and 5, a battery pack 86 is disposed in the down tube 20 of the frame and connected to the frame 12. The battery pack 86 is inserted through the bottom of the down tube 20 before the housing 206 is mounted to the frame 12. The battery pack 86 includes a battery tray 90, thirty-six batteries 92 (only some of which are labeled for simplicity), and power and control electronics 208. The battery tray 90 holds the batteries 92 in five sets 138 of six batteries 92 disposed in a circle and two sets 94 of three batteries 92 disposed in an arc. The power and control electronics 208 are disposed below the sets 94 at a lower end of the battery pack 86. By arranging the batteries 92 of the sets 94 in a circle, a passage is formed in the center of the battery pack 86 permitting the passage of electric wiring therein. Three groups of batteries 92 are connected in parallel, with each group containing twelve batteries 92 connected in series. The batteries 92 are lithium-ion batteries such as SamsungTM 40T batteries. It is contemplated that the batteries 92 could be of a different type, could be electrically connected differently, could be disposed in the frame differently and/or that there could be a different number of batteries 92. To recharge the batteries 92, a magnetic charging connector is connected to the frame 12 between the lower ends of the seat tube 18 and the down tube 20. The connector is electrically connected to the battery management system which will be described further below. In some embodiments, the connector also permits the exchange of data with the power and control electronics 208 for diagnostic and/or programming purposes.

[0064] With reference to Figs. 6 and 7, the drive assembly 200 will now be explained in detail. The drive assembly 200 includes a transmission assembly 210 and an electric motor 212 which are associated with the propulsion (or assisted propulsion) of the bicycle 10. The drive assembly 200 also includes the pressure modulators 202, 204 which are associated with the ABS. The transmission assembly 210, electric motor 212, and pressure modulators 202, 204 are disposed within a housing 206. The drive assembly 200 also includes the power and control electronics 208. The power and control electronics 208 are disposed within the down tube 20 of the frame 12 (Fig. 5). Alternatively, it is contemplated that at least some of the power and control electronics 208 may be disposed within the housing 206. As seen in Fig. 6, the housing 206 has a central portion 124 having left and right sides closed by left and right side covers 126, 128. The central portion 124 has two internally threaded sleeves 130 on a top portion 132 which are used to fasten the housing 206 to the lower end of the seat tube 18. Each of the left and right side covers 126, 128 has two tabs 134 defining apertures 136. The lower end of the down tube 20 is received between the left and right tabs 134 and fasteners are inserted through the apertures 136 to fasten the housing 206 to the lower end of the down tube 20. By disposing the housing 206, containing the relatively heavy components of the transmission assembly 210, the electric motor 212, and the pressure modulators 202, 204, at the lower ends of the seat tube 18 and down tube 20 on the frame 12, a low and central center of gravity is established for the bicycle 10, mitigating negative impacts imposed by the weight of these components on steering and maneuverability.

[0065] The components of the drive assembly 200 will now be explained. As previously described, the transmission assembly 210 and the electric motor 212 are disposed within the housing 206. The electric motor 212 is electrically connected to the battery pack 86 via connector 120 and selectively drives the transmission assembly 84. It is contemplated that connector 120 is disposed, at least in part, within housing 206 (Fig. 5). An input shaft 96 extends through the housing 206 and selectively drives the transmission assembly 210. Crank arms 98 are connected to the ends of the input shaft 96. Pedals 100 (Fig. 1) are rotationally connected to the ends of crank arms 98. The transmission assembly 210 has an output shaft 102 extending through a right side of the housing 206. A drive sprocket 104 is connected to and driven by the right end of the output shaft 98. A driven sprocket 106 is rotationally fixed to the rear wheel 62. A flexible drive member 108 wraps around and engages the drive and driven sprockets 104, 106 to transmit torque from the drive sprocket 104 to the driven sprocket 106. In the present embodiment, the flexible drive member 108 is a chain and the drive and driven sprockets 104, 106 are chain sprockets. It is contemplated that in other embodiments, the flexible drive member 108 could be a toothed drive belt and the sprockets 104, 106 could be belt sprockets. A chain tensioner 110 is provided near the drive sprocket 104.

[0066] The power and control electronics 208 include a battery management system (BMS) 216 for controlling the flow of power to and from the batteries 92, a transmission control unit (TCU) 218 for controlling operation of the transmission assembly 210, a motor control unit (MCU) 220 for operation of the electric motor 212, and an ABS controller 214 for operation of the pressure modulators 202, 204. In the present embodiment, the power and control electronics 208 are disposed within the frame 12 and positioned at the lower end of the down tube 20. Alternatively, it is contemplated that at least some of the power and control electronics 208 may be disposed within the housing 206. As can be seen in Fig. 8, the BMS 216, TCU 218, MCU 220, and ABS controller 214 are electrically connected to each other to allow the exchange of power and electronic signals therebetween. It is also contemplated that the power and control electronics 208 could include, but not limited to, a microcontroller for allowing wireless communication.

[0067] The MCU 220 is used to supply power from the batteries 92 to the electric motor 212 and to control the electric motor 212. The TCU 218 connects to the front speed sensor 112 and rear speed sensor 114, a torque sensor 116, the shifter 32, the display 118, and to the transmission assembly 210. The ABS controller 214 is connected to front and rear speed sensors 112, 114 and the display 118. A connector 122 is used to connect the front speed sensor 112 and rear speed sensor 144 to the TCU 218 and ABS controller 214. By leveraging the same components (e.g., BMS 216, speed sensors 112, 114, the display 118, etc.) for both the propulsion system and the ABS, the weight of the bicycle 10 can be optimized.

[0068] The front and rear speed sensors 112, 114 are configured to receive a signal indicative of wheel rotation for the front wheel 38 and rear wheel 63, respectively. The front speed sensor 112 is attached to the front brake caliper 64 and the rear speed sensor is attached to the rear brake caliper 78. Alternatively, it is contemplated that the front speed sensor 112 may be attached to the fork 34. It is further contemplated that the rear speed sensor 114 may be attached to one of the chain stays 40, 42. In the present embodiment, the speed sensors 112, 114 are Hall sensors, but other types of speed sensors are contemplated. In some embodiments, it is contemplated that acceleration and/or tilt sensors may be used in combination with or instead of the speed sensors 112, 114. The ABS controller 214 controls the activation of the pressure modulators 202, 204 based on signals received from the speed sensors 112, 114. The ABS controller 214 is disposed in the down tube 20 of the frame 12. In an alternative embodiment, it is contemplated that the ABS controller 214 may be disposed within the housing 206.

[0069] The pressure modulators 202, 204 are in electrical communication with the ABS controller 214 and disposed within the housing 206. The pressure modulators 202, 204 may be positioned proximate to the electric motor 212. However, it is contemplated that the pressure modulators 202, 204 may be positioned proximate to the transmission assembly 210. Although in Figs. 5 and 7 the pressure modulators 202, 204 are depicted as positioned next to one another, it is contemplated that the pressure modulators 202, 204 may be positioned spaced apart from one another. For example, the pressure modulator 202 may be positioned in the front portion of the housing 206 while the pressure modulator 204 may be positioned in the rear portion of the housing 206. In some embodiments, the pressure modulators 202, 204 may be secured or fastened to an interior surface of the housing 206. The pressure modulators 202, 204 are configured to regulate the pressure supplied to the brake assemblies 60, 74. It is contemplated that in some embodiments, the pressure modulators 202, 204 may include a variable volume chamber and/or pressure valves.

[0070] Upon receiving a signal from the front speed sensor 112 and/or the rear speed sensor 114 which is indicative of a lock up of one or both wheels 38, 70 the ABS controller 214 activates the pressure modulators 202, 204 to interrupt or pulsate the pressure towards the braking assemblies 60, 74. A lock up occurs when the brakes stop the wheel, however the wheel continues sliding across the surface without rotating, causing the bicycle to skid in an uncontrollable manner. In some embodiments, when the ABS controller 214 receives a signal indicative of a lock up of the front wheel 38 from the front speed sensor 112, the ABS controller 214 activates the pressure modulator 202 to pulsate the pressure towards the front brake assembly 60 through hydraulic line 67. In response, the front brake caliper 62 pulses the brake pads to repeatedly engage and disengage the front brake disc 62, allowing the front wheel 38 to rotate slightly to increase traction, reduce braking distance, and allow steering of the bicycle 10 during the skid. Similarly, when the ABS controller 214 receives a signal indicative of a lock up of the rear wheel 70 from the rear speed sensor 114, the ABS controller 214 activates the pressure modulator 204 to pulsate the pressure towards the rear brake assembly 74 through hydraulic line 83. The pulsed pressure causes the rear brake caliper 78 to pulse the brake pads to repeatedly engage and disengage the rear brake disc 76, allowing the rear wheel 70 to rotate slightly to increase traction, reduce braking distance, and allow the steering of bicycle 10 during the skid. It is contemplated that the ABS controller 214 can activate the pressure modulators 202, 204 independently from one another based on which wheel 38, 70 is experiencing a lock up. For example, if the front wheel 38 is experiencing a lock up, the ABS controller 214 may activate the pressure modulator 202 to pulsate pressure to the front brake assembly 60 while the rear wheel 70 undergoes a normal braking process. Alternatively, it is contemplated that the ABS controller 214 can activate the pressure modulators 202, 204 simultaneously regardless of whether the front wheel 38 or the rear wheel 70 is experiencing a lock up. For example, if the front wheel 38 undergoes a lock up, the ABS controller 214 will activate the pressure modulator 202 to pulse pressure to the front brake assembly 60 and the pressure modulator 204 to pulse pressure to the rear brake assembly 74. Alternatively, it is contemplated that the ABS controller 214 activates the pressure modulator 202 to pulse the front brake assembly 60 in response to signals from both the front speed sensor 112 and the rear speed sensor 114. Alternatively, it is contemplated that the ABS controller 214 could activate the pressure modulator 204 to pulse the rear brake assembly 74 in response to signals from both the front speed sensor 112 and the rear speed sensor 114.

[0071] In some embodiments, it is contemplated that the ABS controller 214 may also be in communication with the left brake actuator and right brake actuator 30 (Fig. 8). Pressure sensors 113, 115 may be positioned within the fluid path between the left brake actuator 30 and pressure modulator 202, as well as within the fluid path between the right brake actuator 30 and pressure modulator 204. The pressure sensors 113, 115 are configured to send a signal of pressure within the fluid path to the ABS controller 214 to indicate to the ABS controller 214 that the user is actuating the left and/or right brake actuators 30. For example, a first pressure sensor 113 may be positioned in the hydraulic line 66 which connects the left brake actuator 30 to the pressure modulator 202. Upon actuation of the left brake actuator 30, the pressure sensor sends a signal to the ABS controller 214 indicative that the user is actuating the left brake actuator 30. Similarly, a second pressure sensor 115 may be positioned in hydraulic line 82 which connects the right brake actuator 30 to the pressure modulator 204. Upon actuation of the right brake actuator 30, the pressure sensor sends a signal to the ABS controller 214 indicative that the user is actuating the right brake actuator 30. Alternatively, it is contemplated that the first pressure sensor 113 may be provided on the left brake actuator 30 and the second pressure sensor 115 may be provided on the right brake actuator 30. It is further contemplated that the first pressure sensor 113 may be provided on the pressure modulator 202 and the second pressure sensor 115 may be provided on the pressure modulator 204. It is also contemplated that instead of being in hydraulic communication with the pressure modulators 202, 204, the left and right brake actuators 30 may be in communication with the ABS controller 214. For example, the ABS controller 214 may be in electrical communication with the left and right brake actuator 30. Upon actuation of the left brake actuator and/or the right brake actuator 30, a signal is sent to the controller 214 to indicate the user is engaging either or both brake actuators 30 which, in turn, actuates the corresponding pressure modulator(s) 202, 204 to send fluid to a corresponding one or both of the brake assemblies 60, 74. Specifically, actuation of the left brake actuator 30 would send a signal to the ABS controller 214 indicating that the user is actuating the left brake actuator 30. The ABS controller 214 then activates the pressure modulator 202 to send fluid to the front brake assembly 60 causing the front wheel 38 to undergo a normal braking process. Similarly, actuation of the right brake actuator 30 would send a signal to the ABS controller 214, indicating the user is actuating the right brake actuator 30, to activate the pressure modulator 204 to send fluid to the rear brake assembly 74 causing the rear wheel 70 to undergo a normal braking process. In some embodiments, it is contemplated that pressure sensors 113, 115 may be used to provide a signal that the left and/or right brake actuators 30 are being engaged. For example, a first pressure sensor 113 may be provided on the left brake actuator 30 and a second pressure sensor 115 may be provided on the right brake actuator 30. Upon actuation of the left and/or right brake actuators 30, the first and second pressure sensors 115 send a signal to the ABS controller 214 to indicate that the left and/or right brake actuator 30 is being actuated (for example, indicating that the brake actuators 30 are being squeezed if the brake actuator 30 is a lever) to activate one or both pressure modulators 202, 204. Alternatively, it is contemplated that the position sensors may be provided on the left and right brake actuators 30 and in communication with the ABS controller 214 to provide a signal that the left and/or right brake actuators 30 are being actuated.

[0072] In an alternative embodiment shown in Fig. 9, a single pressure modulator 222 is used instead of the two pressure modulators 202, 204. The pressure modulator 222 is disposed in the housing 206. The left and right brake actuators 30 are in communication with the pressure modulator 222. Specifically, the left brake actuator 30 is connected to the pressure modulator 222 via a hydraulic line 140. The front brake caliper 64 is connected to the pressure modulator 222 via hydraulic line 142. Similarly, the right brake actuator 30 is connected to the pressure modulator 222 via a hydraulic line 144. The rear brake caliper 78 is connected to the pressure modulator 222 via a hydraulic line 146. Alternatively, it is contemplated that hydraulic lines 140, 142 may be omitted. Instead, the left and right brake actuators 30 may be in communication (e.g., in electrical communication) with the ABS controller 214 to send signals indicative of actuation, causing the ABS controller 214 to actuate the front and rear brake assemblies 60, 74 via the pressure modulator 22 in a manner similar to the one described above. The pressure modulator 222 is in communication with the ABS controller 214. Upon receiving a signal indicative of a lock up from the front speed sensor 112 and/or the rear speed sensor 114, the ABS controller 214 activates the pressure modulator 222 to interrupt or pulsate pressure to the front brake assembly 60 and/or rear brake assembly 74. In some embodiments, it is contemplated that when the front wheel 38 undergoes a lock up, the ABS controller 214 activates the pressure modulator 222 in response to the signal received from the front speed sensor 112 being indicative of a lock up. The pressure modulator 222 then pulsates pressure to the front brake caliper 64 via hydraulic line 142. The pulsed pressure causes the front brake caliper 64 to pulse the brake pads to rapidly engage and disengage the front brake disc 62, allowing the front wheel 38 to rotate slightly to increase traction, reduce braking distance, and allow for steering of the bicycle 10 during the skid. Similarly, when the rear wheel 70 undergoes a lock up, the ABS controller 214 activates the pressure modulator 222 in response to the signal received from the rear speed sensor 114 being indicative of a lock up. The pressure modulator 222 then pulsates pressure to the rear brake caliper 78 via hydraulic line 146. The pulsed pressure causes the rear brake caliper 78 to pulse the brake pads to rapidly engage and disengage the rear brake disc 76, allowing the rear wheel 70 to rotate slightly to increase traction, reduce braking distance, and allow for steering of the bicycle 10 during the skid. In an alternative embodiment, it is contemplated that the ABS controller 214 will activate the pressure modulator 222 to pulsate both the front brake caliper 64 and rear brake caliper 78, regardless of whether a signal of a lock up originated from the front speed sensor 112 or the rear speed sensor 114.

[0073] A display 118 is provided on or near the handlebar 26 or mounted onto the frame 12 (Fig. 3) and receives signals from the speed sensors 112, 114, the TCU 218 and ABS controller 214 to display information including, but not limited to, the speed of the bicycle 10, selected gear of the transmission assembly 210, ABS activation, or other information. It is contemplated that the display 118 may be an interactive display, enabling the user to select and adjust settings including, but not limited to, gear selection, speed selection, seat height adjustment, and turning on/off of the ABS setting. It is contemplated that instead of the interactive display 118, the user may have the ability to select and adjust settings via control buttons positioned on the handlebar 26 or frame 12. In one example, the user may turn on/off the ABS setting using an on/off switch 138 mounted to one of the handlebar 26 or the frame 12 of the bicycle 10 (Fig. 2).

[0074] Modifications and improvements to the above-described embodiments of the present invention may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting. The scope of the present invention is therefore intended to be limited solely by the appended claims.

Claims

What is claimed is:

1. A drive assembly for an electric bicycle comprising: a housing; a motor disposed within the housing; a transmission assembly disposed within the housing and operatively connected to the motor; an input shaft disposed in part within the housing and operatively connected to the transmission assembly, the input shaft being configured to connect to pedals of the bicycle; an output shaft disposed in part within the housing and operatively connected to the transmission assembly, the output shaft being configured to operatively connect to a wheel of the bicycle; and at least one pressure modulator disposed within the housing, the at least one pressure modulator being configured to selectively actuate at least one brake assembly of the bicycle.

2 The drive assembly of claim 1, further comprising a controller for selectively actuating the at least one pressure modulator in response to a signal received by at least one speed sensor of the bicycle.

3 The drive assembly of claim 2, wherein the controller is configured to control the at least one pressure modulator to prevent locking up at least one wheel of the bicycle provided with the at least one brake assembly.

4 The drive assembly of claim 2 or 3, wherein the controller is configured to control at least one of the transmission assembly and the motor.

5 The drive assembly of any one of claims 1 to 4, wherein: the at least one brake assembly comprises a first brake assembly and a second brake assembly; the at least one pressure modulator comprises: a first pressure modulator being configured to selectively actuate the first brake assembly; and, a second pressure modulator being configured to selectively actuate the second brake assembly.

6 The drive assembly of any one of claims 1 to 5, wherein the at least one pressure modulator comprises a variable volume chamber.

7 The drive assembly of any one of claims 1 to 6, wherein the at least one pressure modulator comprises a pressure valve.

8 The drive assembly of any one of claims 1 to 7, further comprising at least one brake assembly hydraulic line disposed in part within the housing; wherein: a first end of the at least one brake assembly hydraulic line is operatively connected to the at least one pressure modulator; and a second end of the at least one brake assembly hydraulic line is configured to operatively connect to the at least one brake assembly.

9 The drive assembly of any one of claims 1 to 8, further comprising at least one brake actuator hydraulic line disposed in part within the housing; wherein: a first end of the at least one brake actuator hydraulic line is operatively connected to the at least one pressure modulator; and a second end of the at least one brake actuator hydraulic line is configured to operatively connect to at least one brake actuator of the bicycle.

10. The drive assembly of any one of claims 1 to 9, further comprising a connector disposed in part within the housing, the connector being configured to electrically connect to a battery pack of the bicycle for supplying power to the drive assembly.

11. The drive assembly of any one of claims 1 to 10, wherein the at least one pressure modulator is at least one pressure modulator of an anti-lock braking system.

12. An electric bicycle comprising: a frame; a handlebar pivotably connected to the frame; a first brake actuator movably connected to the handlebar; a first wheel rotationally connected to the frame; a second wheel rotationally connected to the frame; a first brake assembly mounted to the first wheel and operatively connected to the first brake actuator; a first speed sensor connected to one of the frame and the first brake assembly for detecting a first wheel speed of the first wheel; a drive assembly comprising, a housing disposed on the frame; a motor disposed within the housing; a transmission assembly disposed within the housing and operatively connected to the motor; an input shaft disposed in part within the housing and operatively connected to the transmission assembly; an output shaft disposed in part within the housing and operatively connected to the first wheel; and a first pressure modulator disposed within the housing and operatively connected to the first brake assembly and the first brake actuator; a controller for selectively activating the first pressure modulator in response to a signal received from the first speed sensor; a battery pack connected to the frame and electrically connected to the drive assembly; and a pair of pedals operatively connected to the input shaft.

13. The bicycle of claim 12, wherein the first brake actuator comprises a brake lever.

14. The bicycle of claim 12 or 13, wherein the first pressure modulator comprises a variable volume chamber.

15. The bicycle of any one of claims 12 to 14, wherein the first pressure modulator comprises a pressure valve.

16. The bicycle of any one of claims 12 to 15, wherein the first pressure modulator is operatively connected to the first brake assembly by a first hydraulic line.

17. The bicycle of any one of claims 12 to 16, wherein the controller is configured to control the first pressure modulator to pulsate pressure to the first brake assembly in response to the signal of the first speed sensor being indicative of a lock up of the first wheel.

18. The bicycle of any one of claims 12 to 17, further comprising a second brake actuator movably connected to the handlebar; a second brake assembly mounted to the second wheel and operatively connected to the second brake actuator; a second speed sensor connected to one of the frame and the second brake assembly for detecting a second wheel speed of the second wheel; a second pressure modulator disposed within the housing and operatively connected to the second brake assembly and the second brake actuator; and wherein the controller is configured to selectively actuate the second pressure modulator in response to a signal of the second speed sensor.

19. The bicycle of claim 18, wherein the second brake actuator is a brake lever.

20. The bicycle of claim 18 or 19, wherein the second pressure modulator is operatively connected to the second brake assembly by a second hydraulic line.

21. The bicycle of any one of claims 18 to 20, the controller is configured to control the second pressure modulator to pulsate pressure to the second brake assembly in response to the signal of the at second speed sensor being indicative of a lock up of the second wheel.

22. The bicycle of any one of claims 18 to 21, further comprising a switch mounted to one of the handlebar and the frame, the switch being in electrical communication with the controller for selectively operating the first pressure modulator.

23. The bicycle of claim 22, wherein the switch is configured to selectively operate the second pressure modulator.

24. The bicycle of any one of claims 12 to 23, wherein the controller is disposed within a down tube of the frame.

25. The bicycle of any one of claims 12 to 24, wherein the frame comprises a seat tube and a down tube and wherein the housing is mounted at a first end of the seat tube and a first end of the down tube.

26. The bicycle of any one of claims 18 to 25, further comprising a display mounted to one of the handlebar and the frame.

27. The bicycle of claim 26, wherein the display is an interactive display in communication with the controller and configured to selectively operate the first pressure modulator and the second pressure modulator.

28. The bicycle of claim 28 or 29, further comprising an adjustable seat tube operatively connected to the frame, wherein the interactive display is configured to adjust the adjustable seat tube.

29. The bicycle of any one of claims 12 to 27, further comprising an adjustable seat tube operatively connected to the frame.