DE102021115271A1 - Drive assembly for a human-powered vehicle with temperature sensing and vehicle with the drive assembly - Google Patents

Abstract

A drive arrangement 5 for a human-powered vehicle 1 is provided, with a drive module 7 for generating an electrical drive torque, with a generator module 6 for generating electrical energy for the drive module 7, with the drive module 7 and the generator module 6 being mechanically separated from one another, with the generator module 6 has a generator 13 that can be driven by a vehicle user by pedaling power, a pedal crankshaft 12 for introducing a pedaling torque, a transmission device 14 for converting the pedaling torque from the pedal crankshaft to the generator 13, and a housing 15 for accommodating the generator 13 and the transmission device 14, the housing 15 is at least partially filled with a lubricant 28, with a control device 34, the control device 34 being set up to apply a drive torque 104 to the drive module 7 and/or a counter-torque 103 on the basis of an ACTUAL torque 102 of the pedaling torque on the generator 13 to the generator module 6, with a temperature sensor 31 for measuring a lubricant temperature 101, wherein the control device 34 is designed to determine the lubricant temperature 101 for compensating for a torque difference between the pedal crankshaft 12 and the generator 13 due to a temperature-dependent efficiency of the transmission device 14 when determining the drive torque 103 and/or counter-torque 104 to be taken into account.

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 rotor shaft 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 19 600 698 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. The vehicle has pedal cranks, the pedal cranks being arranged on a shaft, which carry the rotor mounted on a separate hollow shaft.

The invention is based on the object of proposing a drive arrangement for a human-powered vehicle which enables improved functional behavior.

This object is achieved by a drive assembly having the features of claim 1 and by a vehicle having the features of claim 10. 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 have more than two, in particular three, specifically exactly four wheels.

The drive arrangement has a drive module. 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 drive module. The drive module and the generator module are separated and/or decoupled from one another mechanically, in particular mechanically in terms of drive technology, so that no mechanical drive torque can be transmitted from the generator module to the drive module. In particular, the generator module is designed separately from the drive module. The transmission of energy between the pedal crankshaft and/or the generator module to the drive module takes place exclusively electrically. The drive arrangement can thus also be referred to as chainless.

The generator module has a generator that can be driven by a vehicle user by pedaling. In particular, the generator generates electrical energy which results from the torques and speeds applied to the generator. The driver can preferably vary the magnitude of the electrical energy depending on the pedaling force 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 introducing a pedaling torque applied by pedaling force. In particular, a pedal crank, in particular with pedals, is arranged on the end of the pedal crankshaft, via which the pedaling torque is introduced into the pedal crankshaft by the vehicle user. 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.

Furthermore, the generator module has a transmission device for translating the pedaling torque from the pedal crankshaft 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. The transmission device preferably has a transmission ratio of between 1:10, in particular 1:30 and 1:100, in particular 1:50. In particular, the transmission device 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. The pedal crankshaft is preferably guided through the transmission device in the axial direction with respect to the main axis of rotation and/or is arranged coaxially to the transmission device. A drive train is thus formed, which leads from the crankshaft to the generator, with the crankshaft and the generator each forming part of the drive train. The generator preferably has a stator and a rotor, with a transmission output of the transmission device being connected to the rotor. When driving, the pedaling torque is thus transmitted to the rotor via the transmission device, so that the rotor is rotated about the main axis of rotation relative to the stator.

In principle, the gear device can be designed as an epicyclic gear and, for example, implemented as a planetary gear, with a planet carrier or a ring gear being selected as the gear input. In a preferred further development, it is proposed that the gear device be designed as an eccentric gear, in particular a cycloidal gear. In particular, a power transmission path for transmitting the pedaling power runs from the pedal crankshaft via the eccentric gear to the generator. As a further alternative, the gear device can be designed as a harmonic drive gear or as a strain wave gear. The transmission types mentioned allow a transmission ratio from slow to fast that is very small in terms of absolute value.

The generator module has a housing which is designed and/or suitable for accommodating the generator and the transmission device. In particular, the generator and the transmission device are completely accommodated in the housing. The pedal crankshaft is preferably guided in sections through the housing, the pedal crankshaft being supported radially on the housing via a bearing device, preferably a roller bearing. The stator is preferably firmly connected to the housing. The housing is at least partially or completely filled with a lubricant. In particular, the lubricant serves to lubricate the transmission components of the transmission device, the lubricant being a lubricating oil, preferably a transmission oil.

The drive arrangement has a control device. The control device is designed, for example, as a digital data processing device, such as a computer, a microprocessor, a microcontroller, etc. For example, the control device is designed as a control unit of the vehicle.

The control device is set up to determine a drive torque on the drive module on the basis of an ACTUAL torque of the pedaling torque on the generator. In particular, the ACTUAL torque is a torque that is measured in particular in or on the generator and/or is introduced via the generator. The drive torque is preferably implemented by the drive module. In particular, the drive torque is the reference variable for the electric drive torque, which the drive module delivers to the driven wheel.

Alternatively or optionally in addition, the control device is set up to determine a counter-torque on the generator module on the basis of the ACTUAL torque. The counter-torque is preferably implemented by the generator module. A counter-torque, in particular a load torque, refers to the torque that the generator module opposes to the user of the vehicle. In particular, a load in the generator module is varied to control the counter torque. The user of the vehicle perceives the pedaling feeling as "heavier" or "lighter" depending on the controlled counter-torque.

The invention provides that the drive arrangement has at least or precisely one temperature sensor which is designed and/or suitable for measuring a lubricant temperature of the lubricant.

In particular, the temperature sensor is arranged within the housing and/or thermally coupled to the housing. The temperature sensor is preferably in direct contact with the lubricant in order to directly detect the lubricant temperature. Alternatively, the temperature Sensor or optionally another temperature sensor can be arranged in an area whose heat transfer to the lubricant is known or can be calculated in order to indirectly detect the lubricant temperature. The control device is set up to take into account the lubricant temperature to compensate for a torque difference between the pedal crankshaft and the generator due to a temperature-dependent efficiency of the transmission device when determining the drive torque and/or the counter-torque. In particular, the torque difference is to be understood as a difference between the actually applied ACTUAL torque of the pedaling torque on the pedal crankshaft and the measured ACTUAL torque of the pedaling torque on the generator.

The invention is based on the finding that due to the high transmission ratio of the transmission device with a given counter-torque, depending on the efficiency of the transmission device, a different torque can be felt by the vehicle user on the pedal cranks. The reason for this is that the viscosity of the lubricant changes as a function of the lubricant temperature, which influences the resistance in the transmission device and thus the efficiency of the transmission device or the generator module. The lubricant temperature can thus be taken into account when compensating for the torque difference as the main cause when determining the drive torque to be set on the drive module or the counter-torque to be set on the generator module. In other words, the torque difference is dependent on the lubricant temperature, with the control device being able to vary or control the drive torque on the drive module and/or the counter-torque on the generator as a function of temperature.

The advantage of the invention is, in particular, that by taking the temperature into account, a particularly simple compensation of the torque difference can be implemented. In particular, by detecting the temperature, an additional torque sensor, cabling, etc. for detecting an ACTUAL torque on the pedal crankshaft can be dispensed with, as a result of which the generator module can be designed in a particularly cost-effective manner. A further advantage is that already existing temperature sensors, which are suitable for direct or indirect detection of the lubricant temperature, can be used to detect the lubricant temperature.

In a preferred implementation, it is provided that the control device is set up to determine an ACTUAL torque on the pedal crankshaft on the basis of the ACTUAL torque on the generator and the temperature of the lubricant. The temperature sensor is preferably connected to the control device in terms of signals and/or data technology, with the control device being designed in terms of programming and/or circuitry to determine and/or to determine the ACTUAL torque on the pedal crankshaft on the basis of the ACTUAL torque on the generator and the lubricant temperature calculate and/or form. In particular, the counter-torque in the generator module and/or the drive torque in the drive module is controlled by the control device as a function of the actual torque on the pedal crankshaft.

In a specification it is provided that the control device has a calculation module. The calculation module can be designed as a hardware or software module. The calculation module is set up to determine a correction value for the drive torque and/or the counter-torque as a function of the lubricant temperature. In particular, the correction value can be added to the drive torque and/or generator torque, e.g. as an offset, correction factor, etc., in order to compensate for the torque difference. Alternatively or optionally in addition, the calculation module is set up to determine a target value for the drive torque and/or the counter-torque as a function of the lubricant temperature and the actual torque on the generator. In particular, the target value can be provided to the drive module as a target drive torque or to the generator module as a target counter-torque, with the drive module or the generator module being set to the target value in order to compensate for the torque difference.

In a further specific implementation, it is provided that an assignment is stored in the calculation module, with which the correction factor for the drive torque and/or the counter-torque can be determined based on the lubricant temperature. Alternatively or optionally in addition, an assignment is stored in the calculation module, with which the target value for the drive torque and/or the counter-torque can be determined based on the lubricant temperature and the actual torque on the generator. With knowledge of the lubricant temperature or the ACTUAL torque, the correction value or the target value for the counter-torque and/or drive torque to be set can be determined, for example, using characteristic curves, sets of rules, look-up tables, modeling, simulations, etc. For example, the actual temperature dependency of the frictional resistances within the transmission device can be determined in laboratory tests and used as a characteristic for the calculation calculation or correction of the counter-torque to be set on the generator and/or the drive torque to be set on the drive module can be stored in the calculation module. A control device is thus proposed which is distinguished by a simple and precise determination of the drive torque or counter-torque as a function of the lubricant temperature.

Optionally, other influencing variables, such as the tolerance position of the transmission components, which also has or can have an influence on the efficiency, can be stored in the calculation module and taken into account when determining the drive torque and/or the counter-torque.

A further preferred implementation provides for the control device to have a control module. The control module can be designed as a hardware or software module. The control module is set up to control the drive torque and/or the counter-torque on the basis of the correction value or the setpoint value for the drive torque and/or the counter-torque. In particular, the control module is designed to control and/or regulate the drive module, taking into account the correction factor, or to control it on the basis of the setpoint drive torque and/or to adjust it to the setpoint drive torque. Alternatively or optionally in addition, the control module is designed to control and/or regulate the generator module, taking into account the correction factor, or to control it on the basis of the target generator torque and/or to adjust it to the target generator torque.

In a further specific embodiment it is provided that the generator module has at least or precisely one torque sensor which is designed and/or suitable for detecting the actual torque on the generator. The torque sensor is preferably connected to the control device in terms of signaling and/or data technology, with the control device being designed in terms of programming and/or circuitry to determine the ACTUAL torque in the generator. The torque sensor is operatively connected to a rotor shaft of the generator. In principle, the torque sensor can be arranged as a contacting torque sensor on the rotor of the generator or a shaft section of the rotor shaft between the transmission device, in particular the transmission output, and the generator. Alternatively, however, the torque sensor can also be arranged as a non-contact sensor adjacent to and/or opposite the rotor and/or the rotor shaft. In particular, the torque sensor is designed as a dynamic or rotary torque sensor.

In a further specific realization it is provided that the housing has a generator space for accommodating the generator and a gear space for accommodating the gear mechanism. The generator space and/or the gear space is designed as a wet space that is at least partially filled with the lubricant. In principle, the generator chamber and the gear chamber can be fluidically separated from one another in the axial direction in relation to the main axis of rotation, preferably by an intermediate wall. The generator room can be designed as a dry room and the gear room as a wet room. However, the generator space and the gear space preferably form a common wet space. In particular, a wet space is to be understood as meaning an interior of the housing that is lubricated with oil or grease and is preferably sealed off from the environment. The temperature sensor is arranged inside the wet room. In principle, the temperature sensor can be arranged at any point in the wet space and can optionally record the lubricant temperature directly or indirectly. However, the temperature sensor preferably dips completely or at least partially into the lubricant and/or is in permanent contact with the lubricant in order to directly record the lubricant temperature. A drive arrangement is thus proposed which is characterized by reliable detection of the lubricant temperature.

In a further specification, it is provided that the temperature sensor or optionally another temperature sensor is arranged within a lubricant sump formed in an installation situation in order to directly detect the lubricant temperature. In particular, the at least one temperature sensor is arranged for this purpose in an installation situation in a floor area of the wet room. Alternatively or optionally in addition, the wet space can be completely filled with the lubricant. This can ensure that the lubricant temperature can be precisely recorded.

In a further development it is provided that the temperature sensor is arranged on a circuit board, which extends in the radial direction in relation to a main axis of rotation of the pedal crankshaft into the wet area. The circuit board preferably extends in a radial plane to the main axis of rotation of the generator module. The board preferably has a central lead-through opening through which the pedal crank and/or the rotor shaft are guided. The torque sensor and/or the control device is/are preferably arranged on the circuit board. In particular, the at least one temperature sensor and, if applicable, the torque sensor can be datentech via at least one conductor track be connected to the control device technically and/or in terms of signals. The circuit board is preferably provided with an oil-compatible paint, coating, cover, etc. In particular, the temperature sensor or the additional temperature sensor is arranged as low as possible on the circuit board or in the bottom area or within the lubricant sump. A drive arrangement is thus proposed which is characterized by a particularly compact configuration.

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 schematische Schnittdarstellung eines Generatormoduls der Antriebsanordnung;
• 3 eine schematische Blockdarstellung der Antriebsanordnung mit einer Kontrolleinrichtung.

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 schematic sectional view of a generator module of the drive assembly;
• 3 a schematic block diagram of the drive arrangement with a control device.

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 comprises a generator module 6, a drive module 7 and optionally 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 via a pedal crankshaft 12 .

The vehicle 1 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 supplied to a consumer 11, e.g. As light, are made available.

the 2 shows the generator module 6 in a schematic longitudinal section along a main axis of rotation 100. The generator module 6 has a pedal crankshaft 12, which defines the main axis of rotation 100 with its axis of rotation. In an installation situation, the pedal cranks 9 are mounted on the end of the pedal crankshaft 12 .

The generator module 6 has a generator 13 and a transmission device 14 which are accommodated together in a housing 15 . The transmission device 14 serves to convert a pedaling torque introduced into the pedal crankshaft 12 to the generator 13 via the transmission device 14 . For example, the transmission device 14 is designed as an eccentric transmission, which is arranged coaxially to the generator 13 and the pedal crankshaft 12 with respect to the main axis of rotation 100 . The generator 13 has a stator 16 and a rotor 17 , with the pedal crankshaft 12 being connected to a transmission input and the rotor 17 being connected to a transmission output of the transmission device 14 . The stator 16, on the other hand, is fixed to the housing 15 and thus remains stationary.

The housing 15 has a central passage opening 18 , 19 on both sides, which are used to guide the crankshaft 12 through the housing 15 . The pedal crankshaft 12 is rela in each case via a bearing device 20, 21 stored tiv to the housing 15. For this purpose, the pedal crankshaft 12 is supported in the radial direction via the bearing devices 20, 21 in the respective through-opening. For example, the bearing devices 20, 21 are designed as roller bearings, in particular as ball bearings.

In addition, the generator module 6 has two sealing devices 22, 23 which seal the pedal crankshaft 12 in relation to the housing 15 at the respective passage openings 18, 19. The sealing devices 22, 23 are arranged on the outside, so that the two bearing devices 20, 21 are sealed off from the environment by the respective associated sealing device 22, 23. For example, the two sealing devices 22, 23 are each designed as a shaft sealing ring.

An output element of the transmission device 14 is designed as a rotor shaft 24 designed as a hollow shaft, with the pedal crankshaft 12 being guided through the rotor shaft 24 coaxially with respect to the main axis of rotation 100 . For example, the rotor shaft 24 is designed as an eccentric shaft which is in operative connection with one or more eccentric wheels of the eccentric gear. Alternatively, the rotor shaft 24 forms part of an eccentric wheel carrier which carries one or more eccentric wheels of the eccentric gear. The rotor shaft 24 is connected to the rotor 17 in a torque-proof manner.

The pedal crankshaft 12 is mounted relative to the rotor shaft 24 and/or to the rotor 17 via a rotor bearing device 25 . In the exemplary embodiment shown, the rotor bearing device 25 is arranged in the end region of the rotor 17 , the rotor shaft 24 being supported in the radial direction via the rotor bearing device 25 on an outer circumference of the pedal crankshaft 12 . For example, the rotor bearing device 25 is designed as a rolling element bearing, e.g. a roller bearing, or roller bearing.

The high torque introduced by the driver at a low speed through the pedal crankshaft 12 must be converted by the transmission device 14 into a small torque at a high speed in order to be able to use a small generator 13 . When the pedal crankshaft 12 rotates, the rotational movement is preferably accelerated via the transmission device 14 . For example, the transmission device 14 has a transmission ratio between 1:20 and 1:50, particularly preferably 1:30. In this way, the high pedaling torque generated by the driver at the transmission input/input element at low speeds is converted into a lower torque at high speeds at the transmission output/output element.

The housing 15 has a generator space 26 for accommodating the generator 13 and a gear space 27 for accommodating the gear mechanism 14 . The generator space 26 and the transmission space 27 together form a wet space 29 filled with a lubricant 28 in order to reduce friction losses in the generator module 6 , in particular in the transmission device 14 . For example, the lubricant 31 is a lubricating oil or a lubricating grease.

Due to the high gear ratio within the generator module 6, a different torque can be felt at the pedal cranks 9 by the vehicle user depending on the efficiency of the transmission device 14 for a given counter-torque, which is generated in the generator 13 of the module on the basis of the internal calculation. This torque difference between the pedal crankshaft 12 and the generator 13 is uncomfortable for the vehicle user and must therefore be compensated. For example, an exact compensation could take place in that, in addition to a torque measurement after the gear device 14 on the rotor shaft 24 of the generator, a torque measurement is also carried out before the gear device 14 on the crank 9 or the pedal crankshaft 12 . This means that the torque calculated by the system can always be set exactly for the vehicle user, regardless of the transmission efficiency. However, this would require an additional torque sensor.

In order to save the effort required for this (torque sensor, wiring, etc.), it is suggested to use the main reason for the variation in efficiency in the calculation as the reference variable for adjusting the torque. For this purpose, the lubricant temperature, which changes the viscosity of the lubricant 28 and thus influences the resistance in the transmission and thus its efficiency, is detected by means of a temperature sensor 31 during operation. For this purpose, the temperature sensor 31 is arranged on a circuit board 30 which extends in a radial plane of the main axis of rotation 100 within the wet space 29 . The plate 30 has a central feed-through opening, with the pedal crankshaft 12 being guided through the feed-through opening 31 in the axial direction in relation to the main axis of rotation 100 .

In order to be able to enable a good temperature measurement even when the oil level is low, the temperature sensor 31 is arranged as low as possible on the circuit board 30 or in a bottom area of the housing 15 . The temperature sensor 31 is thus arranged within a lubricant sump formed in an installation situation and is in direct contact with the lubricant 28. Optionally, however, an additional temperature sensor, not shown, are used specifically for the lubricant temperature measurement.

In order to make the generator module 6 particularly cost-effective, a temperature sensor 31 already present on the circuit board 30 can be used to record the temperature in the generator module 6 . However, even through the use of an additional temperature sensor, the generator module 6 can be designed to be considerably more economical compared to the use of two torque sensors. Other influences such as oil level, degree of contamination, oil aging and gear wear cannot be corrected in this way. However, since these are small compared to the temperature influence, a significant improvement can be achieved at low cost simply by detecting the temperature of the lubricant 28 .

In addition to a connection line 32 for the generator 13 , at least one torque sensor 33 can also be arranged on the circuit board, which is used to detect a torque of the rotor shaft 24 . For example, the torque sensor 33 can be designed as a non-contact torque sensor 33, such as a magnetoelastic sensor. The torque sensor 33 serves to detect an ACTUAL torque in or on the generator 13 via the rotor shaft 24 .

3 shows the drive arrangement 5 in a schematic block diagram. The drive arrangement 5 has a control device 34, the control device 34 being designed to control and/or regulate the drive arrangement 6 as a function of temperature. The control device 34 and/or the drive arrangement 5 has a man-machine interface 35 which enables parameters for the control device 34 to be entered.

The control device 34 is connected to the temperature sensor 31 and to the torque sensor 33 in terms of signals and/or data technology. For example, the control device 34 on the circuit board 30, as in 2 shown, and be connected to the sensors 31, 33 via conductor tracks. The control device 34 is designed to determine an ACTUAL torque on the pedal crankshaft 12 or on the pedal cranks 9 on the basis of the ACTUAL torque 102 detected by the torque sensor 33 on the generator 13 and the lubricant temperature 101 detected by the temperature sensor 31 in order to to compensate for a torque difference between the pedal crankshaft 12 and the generator 13 due to the temperature-dependent efficiency of the transmission device 14.

For this purpose, the control device 34 has a calculation module 36 and a control module 37 . Calculation module 36 is designed based on a stored assignment 38, such as a characteristic curve, function, look-up table, etc., a correction value or a target value for counter-torque 103 to be set on generator 13 and/or a value on drive module 104 to calculate the drive torque to be set 104 as a function of the lubricant temperature 101 and, if necessary, the actual torque 102 on the generator 13 and to provide the control module 37 as an input signal. For example, the actual temperature dependency of the frictional resistances within the transmission device 14 can be determined in laboratory tests and stored as the assignment 38 in the calculation module 36 as a characteristic for the calculation or correction of the counter or drive torque 103, 104 to be set.

Optionally, further influencing variables, such as the tolerance position of transmission components, which can also have an influence on the efficiency, can be taught in an end-of-line measurement in the calculation module 36 as a further assignment and when calculating the correction or setpoint value for the counter or drive torque 103, 104 are taken into account.

The control module 37 is designed to control the counter-torque 103 on the generator 13 and the drive torque 104 on the drive module 7 taking into account the correction value or on the basis of the desired value. The counter-torque 103 can be controlled, for example, by changing a mechanical transmission ratio between the crankshaft 12 and the generator 13 in the generator module 6, by controlling the generator 13 or by controlling charging electronics for an energy storage module.

reference list

1

vehicle

2

frame

3

front wheel

4

rear wheel

5

drive arrangement

6

generator module

7

drive module

8th

energy storage module

9

crank

10

Management

11

consumer

12

pedal crankshaft

13

generator

14

gear mechanism

15

Housing

16

stator

17

rotor

18

passage opening

19

passage opening

20

first sealing device

21

second sealing device

22

first storage facility

23

second storage facility

24

rotor shaft

25

rotor bearing device

26

generator room

27

gear room

28

lubricant

29

wet room

30

circuit board

31

temperature sensor

32

connecting cable

33

torque sensor

34

control device

35

human-machine interface

36

calculation module

37

control module

38

assignment

100

main axis of rotation

101

lubricant temperature

102

ACTUAL torque

103

drive torque

104

counter torque

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 19600698 A1 [0003]

Claims (10)

Drive arrangement (5) for a human-powered vehicle (1), with a drive module (7) for generating an electrical drive torque, with a generator module (6) for generating electrical energy for the drive module (7), the drive module (7) and the generator module (6) are mechanically separated from one another, so that no mechanical drive torque can be transmitted from the generator module (6) to the drive module (7), the generator module (6) having a generator (13) which can be driven by a vehicle user by pedaling power, a pedal crankshaft (12 ) for introducing a pedaling torque applied by pedaling force, has a gear device (14) for transferring the pedaling torque from the pedal crankshaft to the generator (13) and a housing (15) for accommodating the generator (13) and the gear device (14), the Housing (15) is at least partially filled with a lubricant (28), with a control device (34), wherein the control device (34) eng The aim is to determine a drive torque (104) on the drive module (7) and/or a counter-torque (103) on the generator module (6) on the basis of an ACTUAL torque (102) of the pedaling torque on the generator (13), characterized by a temperature sensor (31) for measuring a lubricant temperature (101) of the lubricant (28), the control device (34) being designed to measure the lubricant temperature (101) to compensate for a torque difference between the pedal crankshaft (12) and the generator (13) due to a temperature-dependent efficiency of the transmission device (14) when determining the drive torque (103) and/or the counter-torque (104). Drive arrangement (5) after claim 1 , characterized in that the control device (34) is set up to determine an ACTUAL torque on the crankshaft (12) on the basis of the ACTUAL torque (102) on the generator (13) and the lubricant temperature (101). Drive arrangement (5) after claim 1 or 2 , characterized in that the control device (5) has a calculation module (36), the calculation module (36) being set up to assign a correction value for the drive torque (104) and/or the counter-torque (103) as a function of the lubricant temperature (101). determine and/or determine a target value for the drive torque (104) and/or the counter-torque (103) as a function of the lubricant temperature (101) and the actual torque (102) on the generator (13). Drive arrangement (5) after claim 3 , characterized in that an assignment (38) is stored in the calculation module (36) with which the correction value for the drive torque (104) and/or the counter-torque (103) can be determined based on the lubricant temperature (101) and/or based on the Lubricant temperature (101) and the actual torque (102) on the generator (13), the setpoint for the drive torque (104) and / or the counter-torque (103) can be determined. Drive arrangement (5) after claim 3 or 4 , characterized in that the control device (34) has a control module (36), the control module (36) being set up to control the drive torque (104) and/or the counter-torque (103) taking into account the correction value and/or the setpoint value . Drive arrangement (5) according to one of the preceding claims, characterized in that the generator module (6) has a torque sensor (33) for detecting the actual torque (102) on the generator (13), the torque sensor (33) having a rotor shaft (24) of the generator (13) is in operative connection. Drive arrangement (5) according to one of the preceding claims, characterized in that the housing (15) has a generator space (26) for accommodating the generator (13) and a gear space (27) for accommodating the gear device (14), the generator space ( 26) and/or the gear chamber (27) is designed as a wet chamber (29) at least partially filled with the lubricant (28), the temperature sensor (31) being arranged inside the wet chamber (29). Drive arrangement (5) after claim 7 , characterized in that the temperature sensor (31) is arranged within a lubricant sump formed in an installation situation of the lubricant (28) in order to detect the lubricant temperature (101). Drive arrangement (5) after claim 7 or 8th , characterized in that the temperature sensor (31) is arranged on a circuit board (30) which extends in the radial direction with respect to a main axis of rotation (100) of the pedal crankshaft (12) into the wet space (29). Vehicle (1) with the drive arrangement (5) according to one of the preceding claims.

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