DE102014007271A1 - Stepless bottom bracket gearbox for LEVs (Light electric vehicles) with integrated electric motor - Google Patents

Stepless bottom bracket gearbox for LEVs (Light electric vehicles) with integrated electric motor

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Publication number
DE102014007271A1
DE102014007271A1 DE102014007271.1A DE102014007271A DE102014007271A1 DE 102014007271 A1 DE102014007271 A1 DE 102014007271A1 DE 102014007271 A DE102014007271 A DE 102014007271A DE 102014007271 A1 DE102014007271 A1 DE 102014007271A1
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Germany
Prior art keywords
electric motor
axially
ring
bottom bracket
friction
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Pending
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DE102014007271.1A
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German (de)
Inventor
Anmelder Gleich
Original Assignee
Peter Strauss
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Priority to DE102013010130.1 priority Critical
Priority to DE102013010130 priority
Application filed by Peter Strauss filed Critical Peter Strauss
Priority to DE102014007271.1A priority patent/DE102014007271A1/en
Publication of DE102014007271A1 publication Critical patent/DE102014007271A1/en
Application status is Pending legal-status Critical

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62MRIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40Rider propelled cycles with auxiliary electric motor
    • B62M6/55Rider propelled cycles with auxiliary electric motor power-driven at crank shafts parts
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62MRIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/12Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with frictionally-engaging wheels

Abstract

Development of a stepless bottom bracket gearbox for LEVs (eg bicycles, pedelecs and e-bikes) with integrated electric motor with a total ratio greater than 200%, a total mass less than 5 kg including electric motor and an efficiency greater than 90%.
This is realized by the combination of a double-cone ring Regelreibgetriebes with an upstream spur gear as Hochtreiberstufe and a Reduzierstufe of pinion gear output and chainring on the driving wheel.
Applicable is the transmission in LEV's z. B. bicycles, pedelecs and e-bikes.

Description

  • So-called LEVs, single or multi-lane light vehicles with a weight of up to 250 kg, which are equipped with an electric drive and are considered here with the example of bicycles with electric drive (pedelecs and e-bikes), are enjoying ever-increasing popularity. They offer the possibility of individual, low-cost, low-emission and space-saving transportation in urban areas and in the opinion of the author of this text are the compelling answer to the question of how we as humans want to shape our mobility in the near future. Increasing global urbanization with population densities in metropolitan areas is a great motivation for the use of low-emission and space-saving means of transportation.
  • In addition, there is a constant trend towards more comfort / convenience that expresses itself in the bicycle by the desire for maintenance-free and the bicycle with electric drive by the desire for automated switching. Also, big companies like Deutsche Bahn are thinking about providing their customers with LEVs at train stations, which allow rail customers to travel in their inner city individually. Such LEVs should be maintenance-free and easy to use (eg by automated switching).
  • The current state of the art knows a variety of LEV variants. In the following, due to the clarity, only one-lane, two-wheeled concepts based on the classic bicycle are considered in more detail. These include i.d.R. a multi-stage, positive working gearbox (hub gearbox with one or more planetary gear sets, bottom bracket gearbox with multiple spur gears or the classic derailleur with multiple chainrings and pinions) and an electric motor, which i.d.R. is designed as a brushless DC motor (BLDC motor). The engine usually sits either in the front hub, in the vicinity of the bottom bracket or in the rear hub. Radially small and thus light engines require i.d.R. a slow translating, at least single-stage gearbox, (usually planetary) to adapt the speed / torque curve to the needs of a bicycle. Common geared motors for bicycle applications on the market reach a weight minimum of currently 2 kg with a diameter of around 120 mm. Also available on the market so-called direct drive motors, which realize gear-specific torques without gears, build larger diameter (> 200 mm) and are usually heavier (weight about 4 kg). A combination of electric motor (with or without its own gearbox) and multistage bicycle gearbox is currently only realized by one manufacturer. A three-hub hub from Sram and a BLDC engine from BionX are integrated into the rear hub of an electric bicycle. (Model easy by Grace)
  • The common requirements for the electric motor and the gearbox when used in a LEV are low-cost construction, low weight, high efficiency, robustness, low maintenance and no maintenance. The electric motor should also provide a bike-specific torque of up to 50 Nm at the driving wheel and the transmission should have the largest possible range (smallest to largest gear) in each driving situation (on the mountain and in the plane) the driver and Electric motor a favorable speed / resp. Cadence range to allow.
  • Among the above-mentioned common requirements for transmission and electric motor, the high efficiency is one of the most important, since with a high efficiency of the drive train high ranges of the electric drive achieved or the size and thus the cost and weight of the battery at the same Can reduce range. In addition, driving without electromotive assistance is easier because the driving resistance is lower.
  • From the requirement "high efficiency" results in a favorable arrangement of electric motor and multi-stage bicycle transmission such that the electric motor (with or without its own gearbox) uses the bicycle transmission, since the speed range of the electric motor, in which he supplied electrical energy efficiently converted into mechanical energy (efficiency> 80%), is relatively narrow. In addition, even the human being as a prime mover uses only a narrow speed or cadence range (cadence between 50-80 rpm), in which the muscles work efficiently or a comfortable feeling sets in. In this respect, it can be considered favorable to tune the speed range of the highest engine efficiency on the perceived by humans as comfortable cadence range and to use the bicycle transmission together.
  • From the arrangement of the electric motor in front of the bicycle transmission results in the following problem. The conventional bicycle transmissions (form-fitting chain shifting and rear-wheel transmissions) are i.d.R. not designed or developed for operation with an electric motor. Operation with an electric motor leads to switching noises, a hook of the circuit and increased wear, or can lead to damage to the transmission, if at the moment of the power output of the electric motor, a gear change is made by the driver.
  • In this respect, it can be considered favorable to use a continuously variable transmission, which has a part load switching capability due to the frictional power transmission (that is, the power flow must not be interrupted at gear ratio change) and thus also under part load no switching noise emitted and has no switching wear. Noise and wear resulting in conventional, form-fitting gear or sprocket gears from the requirement of interrupting the power flow during the switching process, which z. B. happens in the car through the clutch. With the bike, a clutch would be too costly and expensive to integrate, so you take the noise and wear into account.
  • The current state of the art knows various, in their gear ratio continuously variable transmission, which operate non-positively or frictionally, also called Regelreibradgetriebe. The drive power is transmitted by circumferential forces, which act between rotationally symmetrical friction bodies under a contact force in the radial direction of rotation of the friction body disposed contact surfaces. The resulting flattening at the Reibkörperberührstellen under the contact force can be calculated according to Hertz or Stribeck and are point, elliptical or linear. The realized Regelreibradgetriebebauformen have in common that they realize the stepless change in the ratio by a stepless change in the effective radius of the contact surfaces relative to the Reibkörperrotationsachsen. The friction bodies are essentially conical or spherical. The change in radius is realized in Kugelreibgetrieben mostly by the tilting of the ball rotation axis relative to a drive / driven body and Kegelreibgetrieben essentially by the displacement of the friction surface along the cone surface line. Depending on the usable friction coefficient and the circumferential force to be transmitted high contact forces are necessary, which burden the friction body.
  • For bicycles there is recently a stepless gear hub of the company Fallbrook from USA. It is called NuVinci N360 and works with a friction gear stage with spherical friction bodies whose rotation axis can be tilted. As a result, the effective radii of the friction balls are changed on the input and output side and thus realized a stepless transmission change. Due to the single stage, very large torque requirements are placed on the gearbox, which is located in the rear hub (drive wheel on a bicycle up to 250 Nm). This requires very large contact forces in the circumferential force transmitting friction surfaces of the transmission, since the lever arm for generating a torque, due to the small diameter of the gearbox due to weight reasons, is also small. This results in high hertzian pressure in the contact surfaces of the friction body. The contact forces generated by so-called Spreizkupplungen proportional to the size of the applied torque, which can be several tens of thousands Newton, must in turn be supported by the hub shell, which must be correspondingly stable and therefore heavy. Another disadvantage of this design is the small and large gear ratios towards progressively increasing Bohr- / Wälzverhältnis in the friction surfaces and thus a disproportionate increase in power loss. As a result, the setting range in which the transmission operates efficiently, that is to say has a sufficiently high (> 90%) efficiency for bicycle transmissions, is restricted. In addition, in this design, the forces acting between the friction rings and the spherical friction body contact forces must be supported by roller bearings. On the one hand, due to the unfavorable geometrical conditions, this leads to higher hertzian pressures in these support points than in the friction points and also here to wear and losses and on the other to bearing losses in the rolling bearings of the rings.
  • If, taking into account the disadvantages of the NuVinci N360 transmission, the possibilities of using other known types of control gearboxes are examined, it makes sense first to ask about the efficiency, since this is an important requirement, as shown above. The efficiency can basically be read on a so-called Bohr / Wälzverhältnis. Wherein small Bohr / Wälzverhältnisse basically for a high efficiency in the frictional force transmission and thus usually for a high efficiency. This Bohr / Wälzverhältnis usually changes with the translation. If you want to realize efficiencies of more than 90% with a large transmission ratio, only the following types are considered: tapered-disc gearbox, double-cone ring gearbox, full and half toroidal gearbox, bevel ring gearbox as well as push and pull belt transmission. If one examines these designs with regard to the boundary conditions of weight, construction volume and performance for use in a bicycle according to the above assumptions, the transmission types double-cone-ring transmission and full / half-toroidal transmission remain. Since in full and half-toroidal gearboxes the storage of the so-called. Rollers and their tilt angle adjustment for a ratio change is mechanically very expensive, fall even these two types. A detailed description of the selection process is omitted here.
  • The double-cone-ring-Regelreibgetriebe was developed by Jean Ernst Kopp in the 1950s and combines a simple structure, a simple translation change - by axial displacement of the double cone carrier - with a favorable Bohr- / Wälzverhältnis, which varies only moderately due to the conical shape of the friction body with translation change and thus a good efficiency> 90%. In addition, the contact forces on the input and output side must not be removed via additional bearings, since they cancel each other almost over the double-conical friction body. All this provides a wear and efficiency advantage over the NuVinci N360 gearbox from Fallbrook.
  • Description of how it works:
  • The pedal crankshaft rotatably driven by the driver via cranks ( 1a ) drives the big gear ( 3a ) of a spur gear, which is a small gear ( 3b ) drives, which via a rotatably and axially fixedly connected Mitnehmerkranz ( 4 ) the support ring ( 16a ) of the expansion coupling ( 16 ) and thus the large friction ring ( 2c ) of the double-cone ring gear ( 2 ) drives.
  • The crankshaft ( 1a ) is on the side of the large gear ( 3a ) in the transmission housing ( 30 ) radially and axially roller bearings. The big gear ( 3a ) of the spur gear is rotationally and axially fixed to the pedal crankshaft ( 1a ) connected. The small gear ( 3b ) of the spur gear is on a hollow shaft ( 6 ) radially rolling and axially slidably mounted. The hollow shaft ( 6 ) is on the side of the small gear ( 3b ) Rotationally and axially fixed to the transmission housing ( 30 ) connected. The footbridge ( 2a ) of the friction gear ( 2 ) is internally toothed and on the externally toothed ( 6az ) Hollow shaft ( 6 ) axially displaceable and rotatably connected thereto.
  • The big friction ring ( 2c ) drives over the friction contacts ( 2c - 2 B ) the double tapered rollers ( 2 B ) at. The axial preload of the Spreizkupplungen ( 16 and 17 ) ensures that the double tapered rollers ( 2 B ) not between the two friction rings ( 2c and 2d ) but slip on you. When torque is applied to the friction ring ( 2c ), the spreader coupling ( 16 ) a torque-proportional axial force which the friction ring ( 2c ) presses on the conical surfaces and thus the necessary normal force on the friction surfaces ( 2c - 2 B ) for transmitting the torque resulting from the circumferential force. The expansion coupling ( 17 ) generates in turn a torque-proportional axial force (induced by the circumferential force in the friction points ( 2 B - 2d )), which the friction ring ( 2d ) presses on the conical surfaces and thus the necessary normal force on the friction surfaces ( 2 B - 2d ) for transmitting the peripheral force.
  • The in the jetty ( 2a ) roller bearing double cone rollers ( 2 B ) stand with the friction rings ( 2c and 2d ) in frictional connection ( 2 B - 2c and 2 B - 2d ). The friction rings ( 2c and 2d ) are at rest by the Spreizkupplungen ( 16 and 17 ) axially against the double-cone roller shell surfaces springing. This is realized by several compression springs ( 16d and 17d ) in the spreader couplings ( 16 and 17 ), which between their support rings ( 16a and 17a ) and the friction rings ( 2c and 2d ) are arranged.
  • The expansion coupling ( 16 ) rests axially in the inner housing ( 40 ) over its raceway ( 16b ) and with its support ring ( 16a ) rotatably but axially displaceable via grooves ( 16an ) and cones ( 4Z ) of the entrainment ring ( 4 ) connected to this. The race ( 16b ) and the support ring ( 16a ) each have a trough ( 16aLr and 16bLr ), in which rolling bearing balls in a cage ( 16K ) guided to absorb the axial forces. Race ring ( 16b ), Support ring ( 16a ) and the rolling bearing balls thus form an axial rolling bearing for receiving by the Spreizkupplungen ( 16 and 17 ) generated axial forces. The expansion coupling ( 17 ) is supported axially in the interior of the transmission housing ( 30 ) over its raceway ( 17b ) and with its support ring ( 17a ) radially in the transmission housing ( 30 ) roller-mounted. The race ( 17b ) and the support ring ( 17a ) each have a trough ( 17aLr and 17bLr ), in which rolling bearing balls in a cage ( 17K ) guided to absorb the axial forces. Race ring ( 17b ), Support ring ( 17a ) and the rolling bearing balls thus form an axial rolling bearing for receiving by the Spreizkupplungen ( 16 and 17 ) generated axial forces. The support ring ( 17a ) of the expansion coupling ( 17 ) rotates with the friction ring ( 2d ) With. The support ring ( 17a ) of the expansion coupling ( 17 ) has an internal thread ( 17aIG ) and is about this with the pinion ( 11 ) screwed. The trapezoidal thread spindle ( 8th ) is in the pinion ( 11 ) Radially mounted roller.
  • The pinion ( 11 ) drives over a chain the larger chainring ( 31 ) of a drive wheel of the bicycle. In one embodiment, the support ring ( 17a ) screwed to a small toothed belt wheel, which drives the large toothed belt wheel on a drive wheel of a bicycle via a toothed belt.
  • The invention specified in the claims of continuously variable transmission with integrated electric motor ( 1 ) is based on the problem to realize a high efficiency with low wear.
  • This problem is solved on the part of the transmission by the use of a double-cone-ring-Regelreibgetriebes ( 2 ) according to Kopp with efficiency advantages mentioned under [012], in combination with a one-stage helical gearbox ( 3a and 3b ) as Hochtreiberstufe. By reducing the torque in the Hochtreiberstufe the high hertzian pressures as in the single-stage operating NuVinci N360 transmission and thus the wear in the friction surfaces by z. B. Pitting reduced. On the part of the electric motor ( 20 ) can be achieved by the joint use of the double-cone-ring-Regelreibgetriebes ( 2 ) with the driver the speed range of the electric motor ( 20 ) are always close to its maximum efficiency when it is tuned to the driver's typical cadence (50 to 80 rpm). By using a continuously variable transmission ( 2 ), the problems of noise and wear-related switching mentioned under [007] are solved.
  • The invention specified in the claims of continuously variable transmission with integrated electric motor ( 1 ) is based on the problem of a cost-effective design, low weight, robustness and low maintenance or freedom from maintenance to realize.
  • This problem is solved by an arrangement of the bicycle transmission and the electric motor in an integrated solution near the bottom bracket. By integrating the two components, costs and weight can be saved. For example, only one housing is required. The arrangement near the bottom bracket reduces the mass forces on the components because they are near the center of rotation of the bicycle, which increases the robustness, since bumps caused by road bumps in the center of rotation of the bicycle cause lower acceleration values than outside the turning center in height the wheel axles. The proximity of the battery to the front frame tube also allows for internal wiring, reducing the susceptibility to loosening of loose contacts, oxidation of the contacts or damage to them, thus reducing any maintenance required. In addition, the center of gravity for improved driving dynamics is optimized (the masses of battery and bicycle / electric motor are close to the center of gravity or the center of gravity of the driver) and in the case of a rear suspension, the unsprung masses are minimized, resulting in excellent rear suspension allowed by the absence of a hub gear or a sprocket set and derailleur on the rear wheel.
  • The invention specified in the claims of continuously variable transmission with integrated electric motor ( 1 ) is based on the problem a torque of up to 340 Nm at the transmission input, introduced by the bottom bracket shaft ( 1a ) to manage something.
  • The problem is solved by the combination of a double-cone ring Regelreibgetriebes ( 2 ) with a spur gear stage ( 3a and 3b ), this as Hochetreiberstufe before the friction gear ( 2 ) is arranged. The arrangement of a gear transmission ( 3a and 3b ) in front of the friction gear ( 2 ) allows the reduction of the friction in ( 2 ) to be transmitted torque, which generally represents a limiting factor in the power transmission of friction gears. The transmission of high torque and thus high circumferential forces, with required small radial size and thus small lever arms, requires high contact forces in friction gears, which in turn to high hertzian pressures in the friction surfaces ( 2 B -D and 2 B -C) and thus lead to increased wear. By connecting a spur gear stage ( 3a and 3b ) as Hochetreiberstufe the high torque of the pedal crank axle ( 1a ) at the friction gear input.
  • The invention specified in the claims of continuously variable transmission ( 2 ) with integrated electric motor ( 20 ) is based on the problem of a bike-specific torque (at the rear wheel up to 50 Nm) by the electric motor ( 20 ), with a small radial size of the same (0 <100 mm) to produce. Thus, the electric motor itself provides only a low torque (2-3 Nm) at high speed (1,000-2,000 rpm). In addition, lossless driving without electromotive assistance should be possible.
  • This problem is solved by increasing the speed at the transmission input with respect to the cadence by the spur gear ( 3a and 3b ), increasing the torque of the electric motor ( 20 ) by a spur gear set ( 21 and 22 ) in front of the transmission input and the increase of the torque between transmission output and driving wheel by a reduction stage of pinion ( 11 ) and larger chainring ( 31 ). In this case, the permanent-magnet rotor ( 20b ) of the BLDC motor ( 20 ) via a freewheel ( 23 ) on the shaft of the gear ( 21 ), which the gear ( 22 ), which rotatably and axially fixed to the drive ring ( 4 ) connected is. The electronically commutated stator ( 20a ) is rotationally and axially fixed to the transmission housing ( 30 ) and uses them as a heat sink. The freewheel ( 23 ) allows driving without electromotive assistance and decouples both the drag torque of the engine and inertial forces of the rotor ( 20b ). In one embodiment, the freewheel ( 23 ) between gear ( 22 ) and gear ( 3b ) arranged. The gear ( 21 ) is on the pedal crank axle ( 1a ) radially and axially roller bearings.
  • The invention specified in the claims is based on the problem of realizing the ratio change of the transmission from outside the transmission and this with a low torque, which can be conveniently generated on a hand twist grip on the handlebar of a bicycle by the driver.
  • This problem is solved by the axial adjustment of the web ( 2a ) by means of a trapezoidal threaded nut connected thereto in a rotationally and axially fixed manner ( 7 ) and a trapezoidal threaded spindle ( 8th ), which is rotationally driven on the left outside of the transmission as seen in the direction of travel and in the hollow shaft ( 6 ) is mounted radially on roller bearings. In one embodiment, the axial drive of the web ( 2a ) realized by a recirculating ball screw nut and recirculating ball screw spindle, which in turn are roller bearings.
  • The invention specified in the claims addresses the problem of manufacturing and assembly tolerances in the positioning of the web ( 2a ) during initial assembly of the gearbox.
  • This problem is solved by a fine thread (FG) between trapezoidal nut ( 7 ) and bridge ( 2a ) which is coated with thread protection before initial assembly. During initial assembly and uncured thread lock can thus be the position of the web ( 2a ) and thus compensate the manufacturing and assembly tolerances. After setting, the thread lock hardens and the bridge ( 2a ) is rotationally and axially fixed with the trapezoidal nut ( 7 ) and can be moved axially with this.
  • The invention specified in the claims is based on the problem that the trapezoidal thread goes with small pitch in self-locking. Would a rotation of the trapezoidal threaded spindle ( 8th ) from the outside and thus an axial displacement of the web ( 2a ) take place against a fixed stop inside the housing, it could lead to a jamming of the trapezoidal threaded spindle ( 8th ) in the trapezoidal nut ( 7 ) come.
  • This problem is solved by the arrangement of two cylindrical pins ( 7a and 7b ) in the trapezoidal nut ( 7 ) at the level of the threaded running surface against which the threaded ends ( 8a and 8b ) of the trapezoidal threaded spindle ( 8th ) nudge.

Claims (8)

  1. Stepless bottom bracket for LEV's (Light electric vehicles) with integrable electric motor, characterized in that a rotationally driven by a driver via cranks pedal crankshaft ( 1a ) via a large toothed wheel rotatably and axially connected thereto ( 3a ) and one on a hollow shaft ( 6 ) roller-mounted small gear ( 3b ), one with the small gear ( 3b ) rotatably and axially fixed entrainment ring ( 4 ) drives. This carrier wreath ( 4 ) over tenons ( 4Z ) and grooves ( 16an ) the support ring ( 16a ) a Spreizkupplung ( 16 ) which drives the large friction ring ( 2c ) a double-cone-ring-Regelreibgetriebes ( 2 ) drives. The big friction ring ( 2c ) via the friction contacts ( 2c - 2 B ) the double tapered rollers ( 2 B ) drives. The in the jetty ( 2a ) of the double-cone-ring-Regelreibgetriebes ( 2 ) radially rolling double cone rollers ( 2 B ) in frictional connection with the friction rings ( 2c and 2d ) stand. The footbridge ( 2a ) via an internal toothing rotatably but axially displaceable with the externally toothed ( 6az ) Hollow shaft ( 6 ) connected is. The hollow shaft ( 6 ) Rotationally and axially fixed to the transmission housing ( 30 ) connected is. The friction rings ( 2c and 2d ) at idle and under load from the Spreizkupplungen ( 16 and 17 ) are pressed against the double bevel roller shell surfaces, at idle by in the Spreizkupplungen ( 16 and 17 ), between the friction rings ( 2c and 2d ) and the support rings ( 16a and 17a ) arranged compression springs ( 16d and 17d ) and under load by the of the Spreizkupplungen ( 16 and 17 ) torque proportional generated axial forces. The larger spreader coupling ( 16 ) over your race ( 16b ) axially in the inner housing ( 40 ) is supported. The smaller spreader coupling ( 17 ) over your race ( 17b ) axially in the transmission housing ( 30 ) is supported. The double tapered rollers ( 2 B ) via the frictional contact ( 2 B - 2d ) the friction ring ( 2d ) drive rotationally. The friction ring ( 2d ) the support ring ( 17a ) of the expansion coupling ( 17 ) drives rotationally. The support ring ( 17a ) radially in the housing ( 30 ) is roller-mounted. The support ring ( 17a ) the bolted with him pinion ( 11 ) drives a chain drive whose teeth are located outside of the transmission housing. The smaller pinion ( 11 ) via a chain the rotatably and axially fixed to the drive wheel of a bicycle associated larger chainring ( 31 ) drives.
  2. Stepless bottom bracket gearbox for LEVs (Light electric vehicles) with integrated electric motor characterized in that the rotor ( 20b ) of an electric motor ( 20 ) via a freewheel ( 23 ) on the crankshaft ( 1a ) roller-mounted small gear ( 21 ) which drives a larger gear ( 22 ), which is axially and rotationally fixed with the small gear ( 3b ) and the stator ( 20a ) of the electric motor ( 20 ) with the transmission housing ( 30 ) is rotationally and axially connected.
  3. Stepless bottom bracket gear for LEV's (Light electric vehicles) with integrated electric motor, characterized in that the axial displacement of the web ( 2a ) by a trapezoidal threaded nut connected thereto in a rotationally and axially fixed manner ( 7 ) he follows. The trapezoidal nut ( 7 ) by a trapezoidal threaded spindle ( 8th ) is moved axially, which is rotationally driven outside of the transmission. The trapezoidal thread spindle ( 8th ) in the hollow shaft ( 6 ) is mounted radially on roller bearings.
  4. Stepless bottom bracket gearbox for LEVs (Light electric vehicles) with integrated electric motor characterized in that the driving ring ( 4 ) not about his cones 4Z in grooves ( 16an ) of the support ring ( 16a ) but forms part of it.
  5. Stepless bottom bracket gearbox for LEVs (Light electric vehicles) with integrated electric motor characterized in that not between rotor ( 20b ) and small gear ( 21 ) a freewheel ( 23 ) is mounted, but between large gear ( 22 ) and small gear ( 3b ).
  6. Stepless bottom bracket for LEV's (Light electric vehicles) with integrated electric motor, characterized in that the axial springing of the Spreizkupplungen ( 16 and 17 ) at idle via a wave spring or a plurality of helical compression springs between housing ( 30 ) and raceway ( 17b ) or inner housing ( 40 ) and raceway ( 16b ) he follows.
  7. Stepless bottom bracket gearbox for LEVs (Light electric vehicles) with integrated electric motor, characterized in that the positioning of the web ( 2a ) to compensate for manufacturing and assembly tolerances during initial assembly via a fine thread (FG) between trapezoidal nut ( 7 ) and bridge ( 2a ), which is coated prior to assembly with thread lock, which after the positioning of the web ( 2a ) and the trapezoidal nut ( 7 ) with the bridge ( 2a ) rotatably and axially connected.
  8. Stepless bottom bracket gear for LEVs (Light electric vehicles) with integrated electric motor, characterized in that the axial travel of the web ( 2a ) by two cylindrical pins ( 7a and 7b ) in the trapezoidal nut ( 7 ) is limited to the height of the threaded path to which the threaded ends ( 8a and 8b ) of the trapezoidal threaded spindle ( 8th ) nudge.
DE102014007271.1A 2013-06-15 2014-05-17 Stepless bottom bracket gearbox for LEVs (Light electric vehicles) with integrated electric motor Pending DE102014007271A1 (en)

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US10066712B2 (en) 2010-03-03 2018-09-04 Fallbrook Intellectual Property Company Llc Infinitely variable transmissions, continuously variable transmissions, methods, assemblies, subassemblies, and components therefor
US10066713B2 (en) 2008-06-23 2018-09-04 Fallbrook Intellectual Property Company Llc Continuously variable transmission
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