Reactive Proportional Control as Applied to Human Powered Bicycles and Pedi Cabs

Reactive Control optimizes the physics of series resonance as applied to motor/generator power control. It is applicable to many other proportional control processes.
In this proposed hybrid electro-dynamic process, power provided by the prime mover is converted to electrical energy via a crank integrated alternator, and depending on application, the output AC is first fed to a high ratio voltage step up, a full wave rectifier, and then to the power and storage circuit.
Infinitely Variable Torque Control:
Torque is controlled by varying circuit admittance.
Torque demand on the prime mover is controlled by varying the admittance of the Charging Circuit. (1/z where z is circuit impedance) Torque demand on the prime mover is proportional to Charging Circuit Admittance (1/z). Maximum torque demand is greatest when capacitive and inductive values are at resonance with the alternator frequency. The alternator frequency is defined by the rotor speed and number of magnetic poles in the alternator.
The Charging Circuit admittance can be either manually controlled by the operator via a variable control capacitance, inductance, or both; or by a process control algorithm. When combined with temporary storage this eliminates real-time demand on the prime mover and allows the operator or control algorithm to average power input throughout the entire transport cycle regardless of terrain or other demand variables, within limits. Peak tractive demand is met by capacitated energy and can far exceed the peak power output of the prime mover for short periods of time.
For a human powered process this allows the operator to choose when to input power regardless of real time demand.
For Internal Combustion Powered Processes this means optimizing prime mover mass and volume fractions. This process proposes a means to increase energy throughput efficiency, and optimize performance in land based vehicles.
This proportional control method eliminates all mechanical linkage between the crank or shaft and drive wheel(s) and allows for infinitely variable control of power and braking within the limits of wheel to road adhesion.
Input Power is fed into the system independent of real time demand and Propulsion Power is drawn off the storage capacitor based on real time demand. Regenerated brake energy is recovered and returned to storage. The same proportional control methodology is used in initial input power, propulsion and regenerative braking.
Below is the familiar equation for RLC series resonance. As stated above; maximum torque demand on the Permanent Magnet Alternator (PMA) occurs when the PMA output frequency is at resonance with the charging circuit. Maximum propulsion or regenerative braking force is developed when the wheel integrated Permanent Magnet Motor/Generator (PMMG) output frequency is at resonance with the propulsion or regenerative braking circuit. f=1/(2π√LC) in HZ or ω=1/√LC. This is controlled by the operator or algorithm.
In the theory circuit as shown, the system charging circuit, power circuit, and regeneration circuit are so interconnected as to allow the charging circuit to function independently of propulsion or regenerative braking.
Prime mover input energy can be continuously or intermittently input regardless of the propulsion or braking state.
In algorithmically controlled processes this allows for averaging power input over the entire transport cycle. For manual operator-controlled processes it allows the operator to control the rate of system energy input regardless of instantaneous propulsion or braking demand. The prime mover output can be "averaged" over the entire transport cycle; with the storage system providing peak power. The prime mover is no longer required to respond solely to instantaneous demand defined by acceleration, braking, or grading.