DE102021102988A1 - Drive arrangement with deceleration device for human-powered vehicle, vehicle with the drive arrangement and method - Google Patents

Abstract

It is an object of the present invention to propose a drive arrangement for a human-powered vehicle, which is characterized by a particularly high level of operating comfort. For this purpose, a drive arrangement 5 for a human-powered vehicle 1 is proposed, with a generator module 6 for generating electrical energy for a drive module 7 for generating an electrical drive torque, generator module 6 having a generator 15 which can be driven by a vehicle user by pedaling power, generator module 6 having a pedal crankshaft 14 for transmitting the pedaling power from a pedal crank 9 to generator 15, generator module 6 having a delay device 33 has for generating a deceleration force, wherein the deceleration force counteracts the pedaling force.

Description

The invention relates to a drive arrangement for a human-powered vehicle with the features of the preamble of claim 1. The invention also relates to a vehicle with the drive arrangement and a method for operating the drive arrangement and/or the vehicle.

Electric bicycles are known which can be driven without a physical drive connection between the crank and the rear wheel. The driver uses the pedal cranks to drive a generator to generate electricity in order to supply electricity to a drive motor connected to the rear wheel. With such a drive system, the physical drive connection, such as a chain, toothed belt, cardan shaft, etc., can be omitted. The omission of the physical drive connection leads to a greatly changed pedaling behavior of these electric bicycles.

The pamphlet DE 59709997 D1 discloses a vehicle that can be operated with muscle power, in particular a bicycle. The bicycle has a generator drivable by a vehicle user to generate electricity, and at least one electric motor for driving the vehicle, which is connected to the generator for transmitting electric power.

It is an object of the present invention to propose a drive arrangement for a human-powered vehicle, which is characterized by a particularly high level of operating comfort.

This object is achieved by a drive arrangement having the features of claim 1, by a vehicle having the features of claim 9 and by a method having the features of claim 10. Preferred or advantageous embodiments of the invention result from the dependent claims, the following description and the attached figures.

The subject matter of the invention is a drive arrangement which is designed and/or suitable for a human-powered vehicle. In particular, the vehicle is designed as an electric bicycle, also known as an e-bike. In principle, the bicycle can have exactly two wheels. Alternatively, however, the vehicle can also have more than two wheels, in particular exactly three or four wheels.

The drive arrangement can be coupled to a drive module, alternatively the drive module forms a component of the drive arrangement. The drive module is used to generate an electrical drive torque. The drive module preferably includes at least one electric motor, which converts electrical energy into an electrical drive torque. In this case, the drive module, in particular the electric motor, can be and/or is connected in terms of drive technology to at least or precisely one drive wheel of the vehicle. In principle, the drive module is designed as a wheel hub drive, which is integrated into the drive wheel of the vehicle. Alternatively, however, the drive module can also be arranged outside of the drive wheel and/or can serve as a central drive motor for one or more drive wheels. Basically, the drive wheel is designed as a rear wheel of the vehicle. Alternatively, however, the drive wheel can also be designed as a front wheel of the vehicle.

The drive arrangement has a generator module which is designed and/or suitable for generating electrical energy for the electric motor. The generator module is in particular designed separately from the drive module. For this purpose, the generator module has a generator that can be driven by a vehicle user by pedaling. In particular, the generator generates electrical power which results from the torques and speeds applied to the generator. Preferably, the vehicle user can vary the size of the electrical power depending on the pedaling force or pedaling frequency. The drive arrangement preferably has a control device which is designed to control the drive torque and/or a drive speed of the drive module as a function of the pedaling force and/or pedaling frequency. Particularly preferably, the generator is not designed to operate as a drive motor and/or can run exclusively in generator mode. Alternatively, the generator can be operated by an electric motor, e.g. to bring the cranks into a certain position.

The generator module has a pedal crankshaft, which is designed and/or suitable for transmitting the pedaling force to the generator. In particular, a pedal crank is arranged at each end of the pedal crankshaft, via which the pedaling force is introduced into the pedal crankshaft. In particular, the pedal crankshaft is rotatably mounted in the generator module. The pedal crankshaft preferably defines a main axis of rotation of the generator module with its axis of rotation. The pedal crankshaft preferably runs continuously from one pedal crank to the other pedal crank.

In the context of the invention, it is proposed that the generator module has a deceleration device for generating a deceleration force has, wherein the deceleration force counteracts the pedaling force. In particular, the deceleration force is designed as a counterforce to the pedaling force. If a pedaling force torque is thus introduced into the generator module by the vehicle user by pedaling force, the delay device produces a support of the pedaling force torque by a delaying torque. In particular, the delay device is designed as an integrated delay device.

The delay device can be used in many ways. This can be used, for example, to block the crankshaft in order to keep the cranks in a predefined position when stationary or when driving, for example to be able to put your feet down. Alternatively or in addition, the delay device can be used to display the pedaling resistance for the vehicle user in a more ergonomic and/or realistic manner compared to a vehicle with conventional chain power transmission. Overall, the ease of use of the generator module, and thus of the drive arrangement and ultimately of the vehicle, can thus be increased.

The deceleration device is designed in particular as a mechanical deceleration device, with the deceleration force being generated mechanically. In particular, the deceleration device is designed as a friction-based deceleration device, with the deceleration force being generated by friction. In principle, it can be provided that the deceleration device is designed as a clutch device, with both deceleration partners being in motion, in particular rotating, during operation. However, it is particularly preferably provided that the deceleration device is implemented as a braking device which has a rotatable deceleration partner, in particular a braking partner, and a stationary deceleration partner, in particular a braking partner.

In a preferred implementation of the invention, the deceleration device has a rotating deceleration partner, the rotatable deceleration partner being non-rotatably connected to a rotor of the generator. The rotating deceleration partner thus has the same speed as the rotor. In most or even all designs of the drive arrangement, in particular the generator module, the rotor in the drive train between the pedal cranks and the rotor will have the highest speed and thus at the same time the lowest torque, in particular pedaling torque. This means that only the reduced pedaling torque has to be supported by the delay device, so that it can be made more compact and/or smaller. The deceleration device is particularly preferably designed as the braking device and the rotating deceleration partner as the rotating braking partner.

In a preferred embodiment of the invention, the generator module has a transmission device which is designed and/or suitable for transmitting the pedaling force to the generator. The pedal crankshaft is connected in terms of transmission to the generator via the transmission device. In particular, the transmission device is used for stepping up (i<1), the speed at the generator being increased and the torque transmitted to the generator being reduced. It is preferred that the deceleration device is arranged between the transmission device and the generator and/or the rotor, in particular in an axial respect with respect to the main axis of rotation. This positioning is particularly advantageous since access to the rotor can be made particularly easy.

In a preferred embodiment of the invention, the transmission device is arranged in a wet room and the deceleration device is arranged in a dry room. Oil, in particular transmission oil, and/or grease, in particular lubricating grease, is particularly preferably provided for the transmission device in the wet space. On the other hand, the drying chamber is designed to be oil-free and/or grease-free in order not to impair the delay effect of the delay device. Since the generator is also arranged in one or the drying room, the positioning of the deceleration device between the transmission device and the generator or the rotor is particularly advantageous.

In a preferred implementation of the invention, the delay device is implemented as a braking device, in particular as a magnetic brake. The magnetic brake has a magnetic coil for generating a magnetic field and a friction partner, in particular designed as a friction lining, with the friction partner being arranged in a stationary manner on the magnetic coil. For example, the magnetic brake has a yoke, the yoke carrying the magnetic coil and the friction partner being arranged on the yoke. The magnetic coil is fixed to the frame and/or positioned in a stationary manner in the generator module. The magnetic brake also has an anchor plate, the anchor plate being arranged such that it can be displaced in the axial direction relative to the main axis of rotation. When electric current is applied to the magnetic coil, the armature plate is pulled in the direction of the magnetic coil and presses on the friction lining. The anchor plate can carry a further friction partner or can be designed as the further friction partner. Preferably, the magnetic brake has a reset device, wherein the Restoring device is designed, for example, as a rotating leaf spring. The reset device opens the magnetic brake when the magnetic coil is de-energized. Provision is made for the anchor plate to be connected directly or indirectly to the rotor in a rotationally fixed manner about the main axis of rotation.

It is preferred that the drive arrangement, in particular the generator module, has a control device, the control device being designed to activate the deceleration device. The control device is designed, for example, as a digital data processing device, such as a microcontroller, etc.

In a very simple implementation, the control device can be controlled, for example, by a man-machine interface, in particular user-controlled, or automatically in order to block the generator module. This can be useful, for example, for a parking function when the vehicle is stationary and the vehicle user would like to place his foot on one of the pedal cranks without the pedal crank shaft rotating. The man-machine interface can be designed as an actuating button, for example.

In an alternative or a development of the invention, one or the control device can be designed to control the delay device depending on a generator state, in particular automatically, in order to implement a protective function. For example, it can happen that the generator is overheated due to a very high pedaling power and/or high outside temperatures. In order to avoid this, the delay device can be activated, for example, if a limit temperature or another limit for the generator state is exceeded, in order to divert the power from the generator.

In a preferred implementation, the control device can control the deceleration device as a function of the crankshaft angle and/or as a function of the pedaling force.

A control strategy provides that at predetermined angular positions of the pedal crankshaft and thus the pedal crank, an increase in the deceleration force is controlled in order to give the vehicle user an even and pleasant pedaling feeling and thus to implement a pedaling simulation function. It can be provided that the deceleration force is reduced or set to 0 at the top and bottom dead center of the pedal cranks and that the deceleration force is set higher in comparison to this in an intermediate range in which the vehicle user can apply a particularly large amount of pedaling force.

A further or supplementary control strategy provides that the delay device is actuated when a limit pedaling force is exceeded. This is done in particular to avoid or reduce the perceived "slipping" or "idling" of the pedal cranks.

Optionally, it can be provided that the increase in a counteracting force to the pedaling force is optionally implemented by activating the generator and/or by activating the delay device. The control device can thus preferably use both the generator and the delay device as actuators for generating a counterforce to the pedaling force. The counterforce in the generator is increased by appropriately controlling the generator, as is already known. Since usable electrical energy is always generated when the counterforce is generated by the generator, but heat is lost when the counterforce is generated by the delay device, it is preferred that the generator is primarily used to generate the counterforce and only secondarily the delay device to generate the counterforce is used. The transition is controlled in particular by the control device in such a way that the vehicle user does not feel any difference between the counterforce generated purely by the generator and the counterforce supported by the deceleration device.

In principle, it would thus be possible to use only the generator for generating the counterforce and to dispense with the delay device.

However, the generator and, optionally, the transmission device must then be designed for the maximum counterforce to be expected and not for the usual load. By using the delay device, in particular as a secondary tool to increase the counterforce, the generator module can thus be designed for the usual load and the maximum counterforce to be expected can be compensated for by the delay device. This distribution of tasks also means that the energy loss to be expected from the delay device is very small, since the delay device can only be used to save energy in extreme situations. It is certainly also possible to use the delay device not only in extreme situations, but also in rare high-performance situations, in order to balance the tension between user comfort and energy energy loss as well as the design of the generator module in a way that suits the application.

The control device has, for example, an input interface for receiving a signal, the signal having information about the pedal crank angle and/or the pedaling force. Instead of the pedal crank angle and/or the pedaling force, equivalent measured variables can also be recorded. So it is conceivable that a corresponding torque is absorbed. The measurement variables can be recorded by suitable sensors in the drive train of the generator module.

In a further embodiment, it is provided that the generator module is connected directly to the drive module via an electrical line in order to provide the electrical energy. In particular, the electric motor can thus be fed directly by the current generated by the generator. Alternatively or optionally in addition, the generator module is connected to the drive module indirectly via an energy storage module to provide the electrical energy. In particular, the energy storage module is designed as an accumulator, which is fed by the generator while driving and can also be charged from an external power source. In particular, the electric motor can thus be fed by the current stored in the energy storage module.

A further object of the invention relates to a vehicle with the drive arrangement as already described above. In particular, the vehicle is a human-powered vehicle, in particular a bicycle, which is driven by an electric motor. In particular, the vehicle is characterized in that the electrical energy required for the electric motor is at least partially generated by the driver using the generator module.

Another subject relates to a method for operating the drive arrangement as described above and/or the vehicle as described above, the delay device being user-controlled, automated, activated as a function of the pedal crankshaft angle and/or depending on the pedaling force, as described above.

• 1 eine schematische Darstellung eines Fahrzeugs mit einer Antriebsanordnung als ein Ausführungsbeispiel der Erfindung;
• 2 eine Schnittdarstellung eines Generatormoduls der Antriebsanordnung,
• 3 ein Flussdiagramm eines Verfahrens zum Betreiben der Antriebsanordnung.

Further features, advantages and effects of the invention result from the following description of a preferred exemplary embodiment of the invention and the attached figures. show:

• 1 a schematic representation of a vehicle with a drive arrangement as an embodiment of the invention;
• 2 a sectional view of a generator module of the drive assembly,
• 3 a flowchart of a method for operating the drive arrangement.

Corresponding or identical parts are each provided with the same reference symbols in the figures.

1 shows a muscle-powered vehicle 1 in a greatly simplified representation. The vehicle 1 is designed as a bicycle, which is essentially formed from a frame 2 and a front wheel 3 and a rear wheel 4 .

The vehicle 1 has a drive arrangement 5 which is used to drive the rear wheel 4 . The rear wheel 4 thus forms a drive wheel of the vehicle 1, with the front wheel 3 remaining unpowered. Optionally, however, it can also be provided that the front wheel 3 is driven.

The drive arrangement 5 comprises a generator module 6, optionally a drive module 7 and an energy storage module 8. The generator module 6 is arranged in the area of the bottom bracket and can be driven by a vehicle user by pedaling power in order to generate electrical energy for the drive module 7. For this purpose, the generator module 6 has two pedal cranks 9 arranged diametrically opposite one another, which are set in rotation by pedaling force in order to generate electrical power in the generator module 6 .

The bicycle has no mechanical drive connection between the pedal cranks 9 and the drive wheel 4 . The generator module 6 is only electrically connected to the drive module 6 and/or the energy storage module 8 via an electrical line 10 in order to provide the electrical energy required for the drive module 7 . The drive module 7 can be designed, for example, as a wheel hub motor that is integrated into the rear wheel 4 and transmits an electrical drive torque to the rear wheel 4 . The drive module 7 can be supplied directly by the electrical energy generated by the generator module 6 or indirectly by the electrical energy stored in the energy storage module 8 . The energy storage module 8 can be fed by the generator module 6 while driving and can also be charged from an external power source. Optionally, the electrical energy provided by the generator module 6 can be made available to a consumer 11, e.g. light.

the 2 shows the generator module 6 in a longitudinal section along a main axis of rotation H. The generator module 6 has a pedal crankshaft 14 which defines the main axis of rotation H with its axis of rotation. In an installation situation, the pedal cranks 9 are mounted on the end of the pedal crankshaft 14 .

The generator module 6 has a generator 15 and a transmission device 16 which are accommodated together in a housing 17 . The generator 15 has a stator 18 and a rotor 19 , the pedal crankshaft 14 being connected to a transmission input and the rotor 19 being connected to a transmission output of the transmission device 16 . The stator 18, on the other hand, is fixed to the housing 17 and thus remains stationary. The transmission device 16 serves to convert a pedaling torque introduced into the pedal crankshaft 14 to the generator 18 via the transmission device 16 .

The gear device 16 is designed as an eccentric gear 20 . In relation to the main axis of rotation H, the eccentric gear 20 is arranged coaxially with the generator 15 and the pedal crankshaft 14 and in the axial direction with a positive fit between the generator 15 and the housing 17 . The housing 17 is designed in two parts, with the housing 17 having a housing base body 21 which is closed off in the axial direction by a housing cover 22 .

The eccentric gear 20 has a ring gear section 29 as an input element, which is arranged in a rotationally fixed manner with the pedal crankshaft 14 . Furthermore, two cam disks 26, 27 are provided, the cam disks 26, 27 having an eccentric receiving opening and a plurality of off-center driver openings. The outer circumference of the cam disks 26, 27 is designed in a wave shape, which engages in the ring gear section 29 exclusively in sections, namely in opposite directions and/or diametrically, offset by 180°, for example. In particular, the waveform is formed as a cycloid shape. The eccentric gear 20 has a roller carrier 25 with a plurality of driver rollers 28, the driver rollers 28 engaging in the driver openings of the cam discs 26, 27, so that these are supported in the direction of rotation by the driver rollers 28 and thus by the roller carrier 26.

An output element of the eccentric gear 20 is designed as a hollow shaft 30, the hollow shaft 30 having two eccentric sections 31, 32, the eccentric sections 31, 32 engaging in the eccentric receiving opening of the cam discs 26, 27 via a disk bearing device. The hollow shaft 30 is connected to the rotor 19 in a torque-proof manner. When the pedal crankshaft 14 rotates, the ring gear section 29 is also rotated and the rotational movement is accelerated. In a preferred implementation, it is provided that the eccentric gear 20 has a transmission ratio between the gear input and gear output of less than 1:30. The eccentric gear 20 preferably has a transmission ratio of between 1:30 and 1:100. The eccentric gear 20 preferably has a transmission ratio of 1:50. In this way, the high pedaling torque generated by the driver (in the range of up to approx. 200 Nm) at the transmission input/input element at low speeds (in the range from 30 to 120 rpm) is converted into a lower torque with high speeds at the transmission output/output element.

To further reduce the friction losses in the generator module 6, in particular in the gear device 16 and specifically in the eccentric gear 20, the gear space with the gear device 16 is provided as a wet space 12 with oil or grease lubrication. The wet room 12 is separated from a dry room 13 for the generator 15 and any electronics. The drying chamber 13 is designed to be free of oil and/or grease.

A deceleration device 33 is arranged between the transmission device 16 and the generator 15, which is designed as a braking device, in this case as a magnetic brake. The deceleration device 33 has a stationary deceleration partner, in particular a braking partner, in this case the housing 17 or components connected thereto, and a rotatable deceleration partner, in particular a braking partner, in this case the rotor 19 , connected via the hollow shaft 30 .

The deceleration device 33 has a magnet coil 34 , the magnet coil 34 being wound on a yoke 35 . The yoke 35 is firmly connected to the housing 17 via a clamping sleeve 36 . On the yoke 35 a friction lining 37 is arranged in a stationary manner. The magnetic coil 34, yoke 35 and friction lining 37 form the stationary deceleration partner. The deceleration device 33 has an armature plate 38, the armature plate 38 being connected to the rotor 19, in this exemplary embodiment via the hollow shaft 30, so as to be non-rotatable in the direction of rotation about the main axis of rotation H, but displaceable in the axial direction. The armature plate 38 is tensioned away from the magnetic coil 34 in the axial direction by a spring device 39, in this case a leaf spring.

The generator module 6 has a control device 40 for controlling the delay device 33 . During operation, the control device controls 40 the delay device 33 so that the magnetic coil 34 is energized. A magnetic field generated by the magnetic coil 34 presses the armature plate 38 against the preload of the spring device 39 against the friction lining 37 so that a frictional connection is created and the rotating deceleration partner is braked with the rotor 19 .

The deceleration device 33 is arranged in the drying chamber 13 at least with the frictionally engaged components. The yoke 35 and/or the roller carrier 25 seal the dry space 13 from the wet space 12 . For this purpose, generator module 6 has a static seal 23, which seals yoke 35 and/or roller carrier 25 from housing 17, and a dynamic seal 24, which seals yoke 35 and/or roller carrier 25 from hollow shaft 30. As shown, the yoke 35 and the roller carrier 25 can be designed as a common component, in particular in one piece.

• Bei einer Parkfunktion wird die Verzögerungseinrichtung 33 aktiviert, so dass die Tretkurbelwelle 14 und damit die Tretkurbeln 9 blockiert sind. Hierdurch ist es möglich, dass ein Fahrzeugbenutzer die Tretkurbeln 9 in eine 9:00 Uhr bzw. 3:00 Uhr Position stellt und nachfolgend blockiert, um zum Beispiel bei einer Ampel einen Fuß bequem abstellen zu können. Vorzugsweise wird die Verzögerungseinrichtung 33 vollständig aktiviert, so dass ein weiter drehen der Tretkurbelwelle 14 verhindert ist. Die Aktivierung der Verzögerungseinrichtung 33 kann beispielsweise durch eine Mensch-Maschinen-Schnittstelle erfolgen.

The delay device 33 can be used for different functions:

• In a parking function, the delay device 33 is activated so that the pedal crankshaft 14 and thus the pedal cranks 9 are blocked. This makes it possible for a vehicle user to set the pedal cranks 9 to a 9:00 or 3:00 o'clock position and then block them, for example to be able to put a foot down conveniently at traffic lights. The delay device 33 is preferably fully activated, so that the pedal crankshaft 14 is prevented from turning further. The delay device 33 can be activated, for example, by a human-machine interface.

In the case of a protective function, the delay device 33 is frictionally activated via the control device 40 when a predefined generator state is assumed or exceeded. The specified generator state can be, for example, a temperature of generator 15, in which case if the temperature of generator 15 is exceeded, delay device 33 is drivingly activated via control device 14 in order to divert part of the power, which is introduced via the vehicle user, to the generator 15 to spare.

In the case of a pedaling simulation function, the delay device 33 is controlled via the control device 40 as a function of the crankshaft angle and/or as a function of the pedaling force.

In normal operation, given angular positions of the pedal crankshaft and thus the pedal crank, an increase in the deceleration force can be controlled in order to give the vehicle user an even and pleasant pedaling feel and thus to implement a pedaling simulation function.

Alternatively or additionally, when a limit pedaling force is exceeded, the delay device is activated. This is done in particular to avoid or reduce the perceived "slipping" or "idling" of the pedal cranks. A method for operating the drive assembly 5 is in 3 shown.

In a step 100, the pedaling power is increased above a predetermined limit pedaling power. In an optional step 200, the generator 15 is controlled by the control device 40 to increase the opposing force to the pedaling force. The counterforce in the generator 15 is increased in an energy-neutral manner, so that the entire pedaling energy is converted into electrical energy. In the event that the increase in the counterforce by the generator 15 is not sufficient and/or the pedaling force is increased above a predetermined further limit pedaling force, the control device 40 activates the delay device 33 in order to provide a sufficient counterforce through the generator module 6.

With a bicycle drive, torques that are significantly higher occur twice per crank revolution than can be achieved on average. In order to be able to support this so that the vehicle user does not step “into the void”, a generator 15 of correspondingly large dimensions would be required. Such a generator 15 is costly and space-intensive and is clearly oversized for regular operation, without this capacity being able to be meaningfully used in real operation. An increase in the torque that can be supported by increasing the upstream translation in the transmission device 16 is also only possible to a limited extent, since such transmissions become self-locking from a certain translation and are therefore not suitable.

The delay device 33 therefore provides an arrangement which, despite the small-sized generator 15 and moderate pretranslation, can support large peak torques that occur briefly. To support torques above the limit which can be achieved solely with the transmission device 16 and the generator 15, it is proposed that the delay device 33, in particular designed as an electromagnetic brake, be provided in parallel with the transmission device 16/generator 15. This is arranged, for example, "behind" the transmission device (ie, for example, parallel to the rotor 19 and stator 18/housing 17) by only the transmission ratio of the transmission device 16 having to support reduced torques on the delay device 33 and thus being able to make them smaller. The generator module 6 with the delay device 33 can be used independently of the gear device 33 used (planetary gear, cyclo-gear, spur gear, etc.), possibly even without a gear device 33 and independently of the generator type used (external rotor, internal rotor; brushed, brushless, etc.). come.

The actuation of the delay device 33 is designed in such a way that when the maximum possible torque is reached by the generator 15, it provides further torque requested by the vehicle user through the delay device 33, so that the vehicle user cannot distinguish between the torque supported purely by the generator 15 and the torque supported by the brakes torque felt. The generator 15 can therefore be made so small that space is available for the delay device 33 . Although this "excess" torque cannot be converted into electrical energy (for driving or charging the battery) because it is converted into heat by the deceleration device 33, since this only occurs for a short time in real operation, the resulting loss in the Medium hardly relevant. Depending on the operating state of the generator 15 (overheating, protective function, etc.), the delay device 33 can be switched on from a variable torque threshold, so that this is not noticeable to the vehicle user. With conventional systems, the vehicle user would feel this through a lower maximum supportable torque on the crank. A further advantage is that the deceleration device 33 can also be used when stationary in order to prevent the pedal crank 9 from “sagging” due to the weight of the leg/foot of the vehicle user. This would also be possible with conventional systems, but only possible with considerably higher energy expenditure (battery capacity) due to the generator 15, so that it is therefore not required in systems according to the prior art. According to the invention, this parking function can alternatively be activated automatically or, for example, by a driver command, for example by pressing a button, or controlled by a service brake.

Reference List

1

vehicle

2

frame

3

front wheel

4

rear wheel

5

drive assembly

6

generator module

7

drive module

8th

energy storage module

9

crank

10

Management

11

consumer

12

wet room

13

drying room

14

pedal crankshaft

15

generator

16

gear mechanism

17

Housing

18

stator

19

rotor

20

eccentric gear

21

housing body

22

housing cover

23

static seal

24

dynamic seal

25

role carrier

26, 27

cam discs

28

carrier rollers

29

ring gear section

30

hollow shaft

31, 32

eccentric sections

33

delay device

34

magnetic coil

35

yoke

36

collet

37

friction lining

38

anchor plate

39

spring device

40

control device

H

main axis of rotation

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 59709997 D1 [0003]

Claims (10)

Drive arrangement (5) for a human-powered vehicle (1) with a generator module (6) for generating electrical energy for a drive module (7) for generating an electrical drive torque, the generator module (6) having a generator (15) which is driven by a vehicle user can be driven by pedaling power, the generator module (6) having a pedal crankshaft (14) for transmitting the pedaling power from a pedal crank (9) to the generator (15), characterized in that the generator module (6) has a delay device (33) for generating having a deceleration force, the deceleration force counteracting the pedaling force. Drive arrangement (5) after claim 1 , characterized in that the delay device (33) is designed as an electrically controllable delay device (33). Drive arrangement (5) according to one of Claims 1 or 2 , characterized in that the delay device (33) has a rotatable delay partner, the rotatable delay partner being non-rotatably connected to a rotor (19) of the generator (15). Drive arrangement (5) according to one of the preceding claims, characterized in that the generator module has a gear device (16) for transferring the pedaling force to the generator (15), the pedal crankshaft (14) being geared to the generator ( 15) is connected, and wherein the delay device (33) is arranged between the transmission device (16) and the generator (15) and/or the rotor (19). Drive arrangement (5) according to one of the preceding claims, characterized in that the delay device (33) has a magnet coil (34), the magnet coil (34) being arranged in a stationary manner, and an armature plate (38), the armature plate (38) is arranged to rotate, wherein when the magnetic coil (34) is energized, the armature plate (38) and the magnetic coil (34) are pulled towards one another and generate a friction torque via friction partners. Drive arrangement (5) according to one of the preceding claims, characterized by a control device (40), wherein the control device (40) is designed to activate the delay device (33) as a function of the crankshaft angle and/or as a function of the pedaling force. Drive arrangement (5) according to one of the preceding claims, characterized by one or the control device (40), the control device (40) being designed to activate the delay device (33) as a function of a generator state. Drive arrangement (5) according to one of the preceding claims, characterized by the drive module (7) and an energy storage module (8), wherein the generator module (6) for providing the electrical energy via an electrical line (10) directly to the drive module (7) or is indirectly connected to the drive module (7) via an energy storage module (8). Vehicle (1) with the drive arrangement (5) according to one of the preceding claims. Method for operating the drive arrangement (5) according to one of Claims 1 until 8th and/or the vehicle (1). claim 9 , characterized in that the delay device (33) is user-controlled, automated, activated as a function of the crankshaft angle and/or as a function of the pedaling force.

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