Marine propulsion – Operator powered drive for propelling means
Reexamination Certificate
1999-04-16
2001-04-17
Sotelo, Jesus D. (Department: 3617)
Marine propulsion
Operator powered drive for propelling means
C440S001000, C440S002000, C280S216000
Reexamination Certificate
active
06217398
ABSTRACT:
FIELD OF THE INVENTION
The present invention generally relates to human-powered energy generation and transmission, and more particularly relates to using human power as at least a partial contributor of power to a vehicle and to any other electrically actuated device.
BACKGROUND OF THE INVENTION
Vehicles which use human generated power have been around for centuries. The advantages of energy storage in these vehicles has been well known for over a century. For example, U.S. Pat. No. 89,882, issued to S. Wilmarth, dated May 4, 1869, discloses the use of a flywheel to improve the performance of a three-wheeled, human-powered velocipede. Likewise, U.S. Pat. No. 190,353, issued to W. S. Mitchell on May 1, 1877 discloses a spring as an alternative form of energy storage; again, to improve the performance of a velocipede.
The typical pedal mechanism used on most bicycles, using chains and sprockets, inputs power in a cyclical fashion, with maximum input only when the pedal is horizontal. In addition, the aforementioned pedal mechanism requires numerous different sprockets, changed via a shifting mechanism, to be able to change gears, depending on the terrain. People have understood the limitations of the typical pedaling system used on most bicycles for many years. Some have tried to make various elliptical sprockets to try to extend the portion of a rotation where the maximum power input is obtained; that is during the horizontal position of the pedals. There has been some improvement in performance using this technique; yet, because of the complexities of “un-round” sprockets, and the need for special chain-handling techniques to deal with it, this method has never been wide spread. This problem is exacerbated by the fact that ten to twenty ratios are still required to meet the needs of running on various terrains. As with most other bicycles built today, they utilize a shifting mechanism with a “derailleur” system to meet those requirements.
More recently, U.S. Pat. No. 5,035,678 issued to M. D. Hageman discloses an “Energy-Storing Bicycle Sprocket Drive System”. This device helps to improve the efficiency of a chain and sprocket type bicycle drive system by using a set of springs to add torque to the point of minimum applied leverage. However, it would be advantageous to have a vehicle that is not constrained by the requirements of using chains, sprockets, idlers, derailleurs, etc., with their associated penalties of added weight, maintenance, and safety concerns.
Over much of the last century, many people have also worked to change the position that a bicycle rider sits while pedaling. For instances, they are many “recumbents” on the market today. These recumbents let the rider sit in a reclining riding position; rather than the more common upright position used for most bicycles. This configuration gives a much lower wind resistance; and, to most riders, a more comfortable riding position. While offering certain advantages, the recumbents still have the same limitations of requiring the use of multiple sprockets and the associated gear changing mechanism. In addition, they have even longer chains; which adds both weight and complexity to the recumbents.
Most bicycle racers now have the rider's feet tied to the pedals so that they can pull up on one pedal, as they push on the other. This technique also lets one add energy during the minimum energy portion of a cycle, i.e., at the two vertical positions of the pedal stroke. This has helped to increase overall mechanical efficiency of human-power. Yet, at the same time, because the rider's feet are indeed tied to the pedals, it also adds a level of danger; especially, during slow speed operating and when stopping.
Similar efforts have been made with regard to watercraft. Since the mid-1980's, people have experimented with hydrofoils on human-powered watercrafts. For example, Allan V. Abbott, riding such a craft, called the “Flying Fish II”, recorded a record speed of 6 minutes, 39.44 seconds over a 2,000 meter course. This was about 10 seconds faster than the single-person rowing-shell record (reference December 1986“Scientific American”). This craft, as well as other hydrofoil human-powered boat (hereinafter referred to “human powered boats”), exhibited several problems which limited their use to extremely well-conditioned athletes. First, the amount of power required to get the hydrofoil human-powered boat up on plane took about 1.5 HP for about 3 seconds. This level of power takes a very well-conditioned athlete to produce, even for that short period of time. Second, because of the cyclical motion of the bicycle type power-transmission, there were losses in the thrust from the propeller. The above mentioned Abbott estimated this loss to be from 2% to 5% of the total. Third, the stability of the hydrofoil was quite poor.
Since the turn of the 20
th
century, people have also tried to develop aircraft to accomplish human-powered flight. During the late 1970's and early 1980's, several very successful human-powered airplanes were demonstrated. This included the “Gossamer Condor”, the “Gossamer Albatross”, and the “Monarch B”, each winning various “Kramer awards” (prizes set up by Henry Kramer, a British industrialist; reference November 1985“Scientific American”). All of these crafts exhibited similar problems to the aforementioned hydrofoils and human powered boats.
The “Monarch B” was successful with one problem: that of energy storage. This craft utilized a separate electric generator with a number of NiCd batteries for energy storage, along with an electric motor that drives a huge propeller, in parallel to the chain and sprocket system that drives that propeller. This composite drive system did the job to win the Kramer Prize; yet, again, required an extremely well-conditioned athlete to accomplish this feat.
By utilizing the present invention, all of the aforementioned limitations can be eliminated. Only wires (which can be quite flexible and easily routed) are required to transmit power from the generator to the energy storage device; and then from the energy storage device to the output motor (or in the case of human powered boats, two motors are used in the preferred embodiment). Thus, the rider can be in sitting in the most effective position (which may vary from person to person). In addition, the frame of the vehicle (whether using two, three, or four wheels, on a wheeled vehicle) can be designated with a maximum strength to weight ratio, while minimizing wind resistance and maximizing overall efficiency, without being constrained by the placement of chains, multiple sprockets, and complex derailleur systems.
The use of harmonic drives to get efficient, high gear increasing ratios has been well known for decades. For instance, a leading supplier of harmonic drives has informed the inventor that harmonic drives have been used by the United States military for hand driven electric generators for use with radio communications since the 1960's. However, by using highly efficient, switched reluctance, or rare earth magnet generators, coupled with the profiling disclosed later in this document, as part of this invention, the overall efficiency of such a device would be significantly improved. For at least a decade, the high efficiencies of such switched reluctance motors and generators have been well known. For instance, the motors used to drive the feed roll on rotary plotters have used switched reluctance motors to drive such feed rollers. Since such feed rollers are typically made of plastic, and thus have no good way to dissipate the heat from the motors, they typically require motors with efficiencies greater than ninety-six percent (96%), to minimize the heat build-up in the first place. The switched reluctance motors proved to be extremely reliable in these applications, largely due to their high efficiencies. Likewise, as disclosed in the September 1998 issue of
Aerospace Engineering
, because of their high efficiencies, switched reluctance motors and generators are effectively used
Arrowswift, Inc.
Leydig , Voit & Mayer, Ltd.
Sotelo Jesus D.
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