DE102021108781B4 - Drive assembly with eccentric gear for a human-powered vehicle and vehicle with the drive assembly - Google Patents

Abstract

The object of the invention is to propose a drive arrangement for a human-powered vehicle which is compact and is characterized by improved efficiency. 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 electric drive torque, the generator module (6) having a generator (15) which can be driven by a vehicle user 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), the generator module (6) having a gear device (16) for transferring the pedaling force to the generator (15), the pedal crank shaft (14) being geared via the gear device (16). is connected to the generator (15), wherein the transmission device (15) wove as an eccentric gear (20). i the eccentric gear has at least one cam disc (26,27) and a ring gear section (29), the outer circumference of the cam disc (26,27) running on the inner circumference of the ring gear section (29), and the at least one cam disc (26,27 ) has an outer peripheral spur gear toothing (59) and/or the ring gear section (29) has an inner peripheral spur gear toothing (58).

Description

The invention relates to a drive assembly for a human-powered vehicle having the features of the preamble of claim 1. The invention also relates to a vehicle having the drive assembly.

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. In order to increase the speed of the crankshaft and reduce the torque accordingly, conventional gear types, such as single or multi-stage planetary gears, tungsten sets, etc., are usually used in order to be able to use a generator with little torque and a correspondingly small size.

The pamphlet DE 196 00 698 A1 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. In particular, between a pedal crank for driving the generator and the generator, a step-up gear is provided for a higher speed, the gear being a planetary gear, which is preferably at least partially accommodated inside the generator.

the EP 0 784 008 B1 describes a human-powered vehicle having a generator drivable by a vehicle user to generate electricity, and an electric motor for propelling the vehicle, connected to the generator for transmitting electrical power.

the DE 20 2012 012 721 U1 describes a drive device with an electric motor, the rotor of which is mounted coaxially to the drive axle and an eccentric gear arranged between the rotor and the output.

the DE 20 2013 105 070 U1 describes a motor-gear bottom bracket unit with an electric motor and a cycloidal gear.

the DE 10 2014 016 719 A1 describes a drive support unit with an electric motor and a gear mechanism designed as a wobble mechanism or as a magnetic wobble mechanism.

the U.S. 2012/0 165 150 A1 describes a motor unit with an auxiliary shaft for receiving an externally provided driving force with a first torque transmission path and a second torque transmission path.

the U.S. 8,646,560 B2 describes a motor unit wherein a controller controls the power supply to the motor in response to a sensed amount of torque of the motor shaft to vary the amount of driving force provided by the motor. An actuator moves relative to a controller sensor, causing it to signal the sensed torque level. The control device is located at one end of the motor housing and the torque sensor at the opposite end of the motor housing. The actuator that couples the torque sensor to the controller sensor is located in a hollow bore of the motor shaft.

the WO 2016/ 164 486 A1 describes an electric drive unit with one or more cycloidal gears interacting with gears on the inside of the housing and moving on a shaft with eccentrics driven by the electric motor.

the DE 10 2010 017 829 A1 describes a motor-gearbox assembly that attaches directly to a standard bicycle bottom bracket shell, with the bottom bracket shell sandwiched between the motor-gearbox assembly and a chainring.

The invention is based on the object of proposing a drive arrangement for a human-powered vehicle which is compact and is characterized by improved efficiency.

This object is achieved by a drive assembly having the features of claim 1 and a vehicle having the features of claim 8. Preferred or advantageous embodiments of the invention result from the dependent claims, the following description and/or 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 be more than have two, in particular three or exactly 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 crankshaft runs continuously from one crank to the other crank.

The generator module has a transmission device which is designed and/or suitable for transferring 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 (amount (i)<1), the speed at the generator being increased and the torque transmitted to the generator being reduced.

In the context of the invention, it is proposed that the gear device be designed as an eccentric gear. In particular, the eccentric gear has a gear input, in particular an input element, and a gear output, in particular an output element, with the pedal crankshaft being arranged on the input side and the generator on the output side. In particular, a power transmission path for transmitting the pedaling power runs from the pedal crankshaft via the eccentric gear to the generator. For this purpose, the pedal crankshaft is guided through the eccentric gear in the axial direction with respect to the main axis of rotation and/or is arranged coaxially with the eccentric gear. According to the invention, the eccentric gear has two cam discs and a ring gear section. The cam discs run with the outer circumference on the inner circumference of the ring gear section, the cam discs having an outer circumferential end toothing and/or the ring gear section having an inner circumferential end toothing. In particular, the outer peripheral spur gear teeth mesh with the inner peripheral spur gear teeth. The respective toothing is designed in particular as an involute toothing. Particularly preferably, the number of teeth of the inner circumferential spur gear and the outer circumferential spur gear differ by at least or exactly one tooth.

The advantage of the invention is, in particular, that by using an eccentric gear, a particularly low-noise gear with a compact design is proposed. A generator module can thus be implemented which is characterized by a small installation space. In contrast to application-specific planetary gear stages, there are no corresponding development efforts, such as time, costs, risk, etc. Furthermore, eccentric gears allow a continuous shaft in the center, which is a basic requirement for use in bicycles with pedal cranks arranged on both sides. The spur gearing leads to sufficient load capacity the transmission device while at the same time being simpler and more cost-effective to manufacture. The production of spur gear teeth is the established state of the art for a large number of standard components, particularly in gear construction, so that this gearing can be implemented in terms of production technology.

In a preferred implementation of the invention, the eccentric gear has a roller carrier with driver rollers as a first element. The roller carrier is particularly preferably designed as a roller disk. The driver rollers are regularly distributed in the direction of rotation on a common pitch circle around the main axis. The entrainment rollers extend in an axial direction and/or parallel to the main axis. The cam discs have driver openings for the driver rollers and a central eccentric receiving opening. The free diameter of the driver openings is larger than the diameter of the driver rollers. In particular, the cam discs are designed as flat discs. The eccentric gear has the ring gear section as a second organ. The ring gear section can be designed in one piece or in multiple pieces. During operation, the cam discs run with their outer circumference on the ring gear section. The eccentric gear has an eccentric shaft as the output element. The eccentric shaft has at least one eccentric section, the eccentric section having a circular cross section. The eccentric section engages in the central eccentric receiving opening. A disk bearing device is preferably arranged between the eccentric section and the eccentric receiving opening in order to reduce the friction.

In a further specification, it is provided that the generator module has a stator and a rotor, with the eccentric shaft being connected to the rotor in a torque-proof manner. When driving, the pedaling torque is thus transmitted to the rotor via the eccentric gear, so that the rotor is rotated about the main axis of rotation relative to the stator. In particular, the eccentric shaft is positively and/or non-positively and/or cohesively connected to the rotor, preferably at least in a rotationally fixed manner. Alternatively, the eccentric shaft and the rotor can also be formed from a common material section. The eccentric shaft is preferably arranged coaxially and/or concentrically to the rotor in relation to the main axis of rotation. A generator module is therefore proposed which is characterized by a particularly compact design.

In a further specific implementation, it is provided that the eccentric shaft has a hollow shaft section for the passage of the pedal crankshaft, with the pedal crankshaft being rotatably mounted on an inner circumference of the hollow shaft section. In particular, the inner circumference of the hollow shaft section has at least one bearing seat for a bearing device, preferably a roller bearing, via which the pedal crankshaft is rotatably supported on the hollow shaft section. The rotor is preferably mounted in a rotationally fixed manner on an outer circumference of the hollow shaft section.

In a preferred implementation, it is provided that the eccentric gear has a transmission ratio between gear input and gear output of less than 1:30. The eccentric gear preferably has a transmission ratio of between 1:30 and 1:100. The eccentric gear 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. 200Nm) at the transmission input with low speeds (in the range of 30 to 120 rpm) is converted into a lower torque with high speeds at the transmission output.

In principle, the driver rollers can be arranged rigidly on the roller carrier, with the at least one cam rolling on the driver rollers. In particular, the driver rollers on the roller carrier are designed as fixed roller pivots. However, it is preferred that the driver rollers each have a bolt, an optional roller bearing and a roller sleeve for transmitting the torque to the cam disk or disks. The roller sleeve is preferably designed as a non-cutting part and/or formed part. The bolts are fixed on the roller carrier. A roller bearing is arranged or formed between the bolts and the roller sleeves. In principle, it can be a plain bearing, but the roller bearing is preferably designed as a rolling element bearing. With this configuration, low-noise operation with low friction losses can be achieved in the generator module.

According to the invention, the eccentric gear has two cam discs offset diametrically and/or oppositely in the plane of the disc, e.g. by 180° in the direction of rotation. The cam disks are preferably arranged axially adjacent to one another. The cam discs are preferably arranged in contact with one another and/or slide off one another during operation. This implementation reduces transverse forces in the eccentric gear.

In a further specific implementation, it is provided that the generator module has a housing which is designed and/or suitable for accommodating the generator and the eccentric gear. In particular, the generator and the Eccentric gear fully incorporated into the housing. The pedal crankshaft is preferably guided in sections through the housing, with the pedal crankshaft being supported radially on the housing via at least one further bearing device, preferably a roller bearing. The housing can be constructed in several parts, preferably in two parts. In particular, the housing has a receiving space for receiving the eccentric gear and the generator, the eccentric gear and the generator being positively received in the housing in the axial and/or radial direction in relation to the main axis of rotation. The stator is preferably firmly connected to the housing.

In a further specification, it is provided that the eccentric gear, the pedal crankshaft and the generator are arranged coaxially and/or concentrically in relation to the main axis of rotation. An eccentric gear is thus proposed which is characterized by a small axial overall width and at the same time a rotationally symmetrical structure.

In a preferred implementation, the roller carrier forms the input element of the gear device, in particular the eccentric gear. In particular, the roller carrier is non-rotatably connected to the pedal crankshaft. In this configuration, the generator module can be implemented in a particularly compact manner. This means that the eccentric gear is operated in a quasi "backwards" manner, but this is possible because the eccentric gear has no self-locking mechanism. In this embodiment, the ring gear section is arranged in a rotationally fixed manner. For example, the ring gear section is rotatably fixed in the housing or is formed by the housing.

In an alternative embodiment, the ring gear section forms the input element into the transmission device. In particular, the roller carrier is arranged rigidly. However, this configuration leads to a somewhat larger design.

According to the invention, the pedal crankshaft has a shaft section and a shaft extension for connection to the pedal crank. The shaft section preferably runs through the generator. According to the invention, it is further provided that the shaft section and the shaft extension are detachably connected to one another. In particular, the shaft extension and the shaft section can be plugged into one another. This proposes an intermediate piece between the shaft section and the pedal crank in the form of the shaft extension. In this way, both the interface to the shaft section and the interface to the pedal crank can be designed independently of one another and thus in each case in a functional manner. Furthermore, there is scope for designing the shaft extension so that it can also be functionally adjusted between the interfaces. According to the invention it is provided that the input element is formed in one piece with the shaft extension. Thus, the transmission input driven by the pedal crankshaft is made in one piece with the relevant shaft extension. As a result, an otherwise required, torque-transmitting connection between the shaft extension and the component representing the transmission input is saved. Furthermore, another function is assigned to the shaft extension. For example, the shaft extension is formed in one piece with the roller carrier or with the ring gear section.

In a preferred development, a maximum outside diameter of the shaft extension is greater than a maximum outside diameter of the shaft section in a region of the generator. Alternatively or additionally, the maximum outer diameter of the shaft extension is designed to be larger than a minimum free diameter through the generator. This development is based on the consideration that the outer diameter of the pedal crankshaft is limited by the generator. On the other hand, it is advantageous if the pedal crank acts on the pedal crank shaft over a larger diameter. The at least or exactly two-part design allows the shaft section to be inserted into the generator and pushed through and then connected to the shaft extension, the shaft extension having a larger outer diameter than the shaft section for coupling the pedal crank.

In a preferred implementation of the invention, the shaft section and the shaft extension are positively connected to one another in the direction of rotation. For example, a spline can be used, in particular with teeth running in the axial direction. Alternatively, a polygon connection can be used, in particular with a P3G profile (triangle) or a P4C profile (square). This shaft-hub connection ensures reliable torque transmission. The shaft section and the shaft extension are preferably screwed together in a coaxial direction. A first coaxial axle screw can particularly preferably be used here, which is screwed into the shaft section.

In a preferred development of the invention, the shaft extension has an internal thread for receiving a second coaxial axle bolt for fastening the pedal crank. In particular, the first coaxial axle bolt and the second coaxial axle bolt are in the axial direction arranged one behind the other. This forms a particularly stable pedal crankshaft.

Optionally, the drive arrangement includes the pedal crank or pedal cranks, the pedal crank being slipped onto the shaft extension and being positively connected to the shaft extension in the direction of rotation. Furthermore, the drive arrangement includes the second coaxial axle screw for fastening the pedal crank, which is screwed into the internal thread. A crank bolt, for example an ISIS crank bolt, is preferably used as the second coaxial axle bolt. The shaft extension ensures that sufficient radial space is available for the second coaxial axle bolt.

On the opposite side, the pedal crankshaft has another pedal crank. A further shaft extension is preferably provided here, with the shaft section being formed in one piece with the further shaft extension in one possible embodiment. In this configuration, the shaft section with the one-piece shaft extension can be pushed through the generator in sections from one axial side and then connected to the separate shaft extension. The integrally connected shaft extension is preferably arranged on the side facing away from the transmission, so that the shaft extension and the input element can be designed in one piece on the transmission side. This makes it possible for both shaft extensions to have a larger outside diameter than the shaft section.

In another possible configuration, the further shaft extension is detachably connected to the shaft section. In particular, the further shaft extension is structurally identical or mirror-symmetrical to the shaft extension described above.

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.

• 1 eine schematische Darstellung eines Fahrzeugs mit einer Antriebsanordnung als ein Ausführungsbeispiel der Erfindung;
• 2 eine Schnittdarstellung eines Generatormoduls der Antriebsanordnung;
• 3 eine dreidimensionale Darstellung der Getriebeeinrichtung in der 2;
• 4 eine axiale Draufsicht auf die Getriebeeinrichtung in der 2 und 3;
• 5 eine Schnittdarstellung einer alternativen Getriebeeinrichtung der Antriebsanordnung in der 1.

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 three-dimensional representation of the transmission device in the 2 ;
• 4 an axial plan view of the transmission device in FIG 2 and 3 ;
• 5 a sectional view of an alternative transmission device of the drive arrangement in FIG 1 .

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

1 shows a muscle-powered vehicle 1 in a highly 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 includes 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 7 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 supplied to a consumer 11, e.g. As light, are made available.

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 translate a pedaling torque introduced into the pedal crankshaft 14 to the generator 15 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 housing base body 21 and the housing cover 22 each have a central through-opening 23 , 24 which serves to guide the pedal crankshaft 14 through the housing 17 .

The eccentric gear 20 has a roller carrier 25 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 each having an eccentric receiving opening 48 and a plurality of off-center driver openings 49. The cam discs 26, 27 are arranged opposite to each other in order to reduce lateral forces during operation. The roller carrier 25 has a plurality of driver rollers 28, the driver rollers 28 engaging in the driver openings 49 of the cam discs 26, 27, so that these are driven in the direction of rotation by the driver rollers 28 and thus by the roller carrier 25.

The eccentric gear 20 has a ring gear section 29 , the ring gear section 29 having inner circumferential spur gear teeth 58 . The outer circumference of the cam discs 26, 27 is designed as an outer circumferential spur gear toothing 59, which engages in the ring gear section 29 only in sections, namely offset by 180° and/or in opposite directions. The inner peripheral spur gear 58 and the outer peripheral spur gear 59 are each formed as an involute gear.

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 48 of the cam discs 26, 27 via a disc bearing device 33, 34 in each case. The hollow shaft 30 is connected to the rotor 19 in a torque-proof manner. When the pedal crankshaft 14 rotates, the roller carrier 25 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 the gear output with an amount 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.

In this exemplary embodiment, the pedal crankshaft 14 has three subcomponents, namely a central shaft section 35 and shaft extensions 36, 37, which are placed on the central shaft section 35 at the ends. The shaft section 35 is arranged coaxially with the rotor 19 and in the same axial section as the rotor 19 not. In particular, the shaft section 35 protrudes beyond the rotor 19 on both sides in the axial direction. A maximum outer diameter of the shaft section 35 is dimensioned smaller than the free inner diameter of the rotor 19 and/or the hollow shaft 30. The shaft extensions 36, 37 are placed on the shaft section 35 at the ends. For this purpose, the shaft extensions 36, 37 have receptacles 38, 39 into which the respective end of the shaft section 35 is inserted. The receptacles 38, 39 each form, together with the ends of the shaft section 35, a positive shaft-hub connection in the direction of rotation. For example, it can be a polygonal connection or a spline. For the axial attachment and/or securing of the shaft extensions 36, 37, first axle screws 40, 41 are screwed into the shaft section 35, which fix the shaft extensions 36, 37 in the axial direction with the screw heads. The shaft extensions 36 , 37 each have a first interface with the shaft section 35 .

The pedal cranks 9 are placed on the axial outside of the shaft extensions 36, 37 and fastened via a second axle screw 42, 43, which is screwed into an internal thread 12, 13 of the shaft extension 36, 37 and with the screw head in each case the pedal crank 9 in the axial direction fixed. The shaft extensions 36, 37 each have a second interface to the respective pedal crank 9. The first and second axle bolts 40, 42 and 41, 43 are arranged axially one behind the other.

The detachable connection between the shaft extensions 36, 37 and the shaft section 35 means that the shaft extensions 36, 37 can have a larger maximum outer diameter than the shaft section 35 and are nevertheless designed to be suitable for assembly. A further advantage is that the first and the second interface can be designed according to the load without having to take into account the restriction of a maximum outer diameter which has to be pushed through the rotor 19 during assembly. The first and the second interface are arranged axially offset from one another, so that they do not mutually influence one another in the design.

A further advantage results from the fact that further functions can be implemented on the outer circumference of the shaft extensions 36, 37: The generator module 6 has bearing devices 44, 45, with the bearing devices 44, 45 being designed as roller bearing devices, in particular as ball bearing devices. The bearing devices 44, 45 support the pedal crankshaft 14 relative to the housing 17 or relative to a housing section of the housing 17. The shaft extensions 36, 37 are each designed as bearing partners of the bearing devices 44, 45 and each carry an inner ring of the bearing devices 44, 45 their outer circumference. The respective outer ring is arranged in the housing 17 . Because the outer diameter of the shaft extensions 36, 37 is larger than the outer diameter of the shaft section 35, bearing devices 44, 45 with a larger diameter can be used so that, together with the stable combination of the shaft section 35 and the shaft extension 36, 37, a higher rigidity of the Storage facilities 44, 45 can be achieved.

In addition, the generator module 6 has sealing devices 46, 47 which seal the pedal crankshaft 14 in relation to the housing 17 at the respective passage openings 23, 24. The sealing devices in 46, 47 run on the shaft extensions 36, 37. The shaft extensions 36, 37 thus form sealing partners in the sealing devices 46, 47. Thus, no seals have to be introduced inside the housing 17.

In the case of the generator module 6, it is also provided that the roller carrier 25 of the eccentric gear 20 is designed in one piece as a gear input/input element with the shaft extension 36. The shaft extension 36 thus assumes an additional function. This results in the particular advantage that a shaft-hub connection between the pedal crankshaft 14 and the transmission device 16 can be saved.

A conventional pedal crankshaft, as is known from conventional bicycles, cannot be designed with a larger diameter on both sides (e.g. for stable accommodation of pedal cranks with e.g. ISIS teeth), since components arranged so centrally can no longer be attached. If these components were therefore designed to be larger in diameter, the overall outer diameter of the module would also (unnecessarily) increase, which increases installation space, costs and mass.

If, for example, a corresponding DIN toothing is chosen to hold the pedal cranks, which makes do with a smaller diameter so that all components can be attached from the shaft ends, then specially manufactured pedal cranks must be used, which affects the choice of crank lengths, designs, crank -Offset (Q-factor/"stand width") is severely limited or expensive because of the small number of items.

If, instead of the special pedal cranks, only crank adapters are attached to the continuous pedal crankshaft in order to be able to use standard cranks (e.g. ISIS), then these can only be designed with a low wall thickness, which leads to a loss of stability and causes higher costs due to the additional shaft connection required.

In order to be able to produce a stable pedal crankshaft 14, which has a small diameter in its (axial) center but a larger diameter at each end, it is therefore proposed to design the pedal crankshaft 14 in several parts (e.g. two-part or three-part).

The assembly consists (in the case of a three-piece design as in Fig 2 ) from the shaft section 35 as a central shaft with a small diameter, which has a shaft connection at each of its ends. This can be in the form of a spline or in the form of a P3G polygon connection. A shaft extension 36, 37 is placed on each of these shaft connections and is preferably bolted axially to the shaft section 35 by means of the first axle screw 40, 41. The pedal crankshaft 14 is supported via the shaft extensions 36, 37 and not via the shaft section 35, in order to represent a stable combination and—in favor of rigidity—to be able to use larger bearing devices 44, 45. The sealing devices 46, 47 as housing or cover seals are also provided continuously on the shaft extensions 36, 37, so that no seal inside the housing 17 is required.

Due to the shaft ends leading out of the generator module 6 in one piece (not radially nested as in the case of plugged-on adapters) and designed as the shaft extensions 36, 37 of the pedal crankshaft 14, it is also possible to use standardized ISIS crank bolts as second axle bolts 42, 43, which is the case with plugged-on adapters would not be possible, since too small radial component wall thicknesses would remain. The transmission input/input element driven by the drive shaft can also be made in one piece with the relevant shaft extension 36, 37. As a result, an otherwise required torque-transmitting connection (e.g. spline) between the shaft extension 36 and the component representing the transmission input/input element is saved (costs, installation space, mass).

Since additional components (gear parts/bearings, etc.) can/must be attached to the pedal crankshaft 14 during assembly from only one side, the pedal crankshaft 14 can alternatively only be made in two parts. In this case, the shaft section 35 and one of the two shaft extensions 36, 37 are made together in one piece. This is preferably done on the side of the generator module 6 on which the transmission device 16 is not located, so that on the transmission side the shaft extension 36 and the transmission input/input element can be made in one piece. The pedal crankshaft 14 is mounted relative to the hollow shaft 30 and/or to the rotor 19 via a rotor bearing device 51 which is arranged in the end region of the rotor 19 and is designed as a rolling element bearing. Furthermore, the pedal crankshaft 14 is mounted against the hollow shaft 30 and/or the eccentric sections 31, 32 via a roller bearing device 51 in the region of the gear device 16.

It can also be seen that the driver rollers 28 each have a bolt 52, the bolt 52 being fixed, e.g. pressed, in a roller disk 53 of the roller carrier 25. A roller sleeve 54 is in each case placed coaxially on the bolt 52 , the roller sleeve 54 being mounted on the bolt via a roller bearing 55 . The roller bearing 55 is designed as a sliding bearing or as a rolling element bearing. The outer diameter of the driver rollers 28 and/or the roller sleeves 54 is smaller than the driver openings 49 so that the roller sleeves 54 can run off the inner circumference of the driver openings 49 . The roller disk 53 is formed in one piece with the shaft extension 36, so that a shaft-hub connection is saved here.

In order to further reduce the friction losses in the generator module 6, in particular in the gear mechanism 16 and in particular in the eccentric gear 20, the gear chamber is lubricated with oil or grease, with the gear chamber being protected by an intermediate wall 56 and a seal 57 relative to the hollow shaft 30 of a drying room for the generator and the electronics.

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

inner thread

13

inner thread

14

pedal crankshaft

15

generator

16

gear mechanism

17

Housing

18

stator

19

rotor

20

eccentric gear

21

housing body

22

housing cover

23

Through hole in the housing cover

24

Through hole in the housing body

25

role carrier

26, 27

cam discs

28

carrier rollers

29

ring gear section

30

hollow shaft

31, 32

eccentric sections

33, 34

disc storage facility

35

wave section

36, 37

corrugated processes

38, 39

Recordings

40, 41

first axle bolt

42, 43

second axle bolt

44, 45

storage facilities

46.47

sealing devices

48

eccentric receiving opening

49

flight openings

50

rotor bearing device

51

rotor bearing device

52

bolt

53

roller disc

54

reel sleeve

55

roller storage

56

partition

57

poetry

58

Internal spur gear teeth

59

External spur gear teeth

H

main axis of rotation

Claims (8)

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 operated 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), the generator module (6) having a transmission device (16) for translating the pedaling power has the generator (15), the pedal crankshaft (14) being connected in terms of transmission to the generator (15) via the gear device (16), the gear device (16) being designed as an eccentric gear (20), the eccentric gear having two diametrically opposed and / or oppositely offset cams (26,27) and a Hohlradabschnitt (29), wherein the cams (26, 27) with the outer circumference on the inner circumference ang the ring gear section (29) and and wherein the cam discs (26, 27) each have an outer circumferential spur gear toothing (59) and the ring gear section (29) has an inner circumferential spur gear toothing (58), characterized in that the pedal crankshaft (14) has a shaft section (35) and a shaft extension (36,37) for connection to the pedal crank (9), the shaft section (35) and the shaft extension (36,37) being detachably connected to one another and the shaft extension (36,37) being formed in one piece with the input member is. Drive arrangement (5) after claim 1 , characterized in that the eccentric gear has a roller carrier (25) with driver rollers (28), the at least one cam disc (26, 27) having a plurality of driver openings (49) and a central eccentric receiving opening (48), the driver rollers (28) in the engaging driver openings (49) and having an eccentric shaft as the output element, the eccentric shaft having at least one eccentric section (31,32), the eccentric section (31,32) engaging in the central eccentric receiving opening (48). Drive arrangement (5) after claim 2 , characterized in that the carrier rollers (28) each have a bolt (52), a roller bearing (55) and a roller sleeve (54), the roller sleeve (54) being rotatably arranged on the bolt (52) via the roller bearing (55). and wherein the bolts (52) are fixed in the roller carrier (25). Drive arrangement (5) after claim 2 or 3 , characterized in that the roller carrier (25) forms the input member of the transmission device (16). Drive arrangement (5) according to any one of the preceding claims 2 until 4 , characterized in that the ring gear section (29) is formed by a plurality of bolt sections (50), the at least one cam disk (26, 27) running on the bolt sections (50). Drive arrangement (5) according to any one of the preceding claims 2 until 5 , characterized in that the ring gear section (29) forms the input member in the transmission device (16). 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.

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