EP0906215A1

EP0906215A1 - Electrically operated drive mechanism

Info

Publication number: EP0906215A1
Application number: EP97928222A
Authority: EP
Inventors: Wilhelm Kirchensteiner
Original assignee: Individual
Current assignee: Individual
Priority date: 1996-06-19
Filing date: 1997-06-17
Publication date: 1999-04-07
Also published as: DE19624488A1; DE19624488C2; WO1997048592A1; AU3260097A

Abstract

The invention relates to an electrically operated drive mechanism which is used, preferably as a propelling drive (13) for a vehicle (12), in particular a bicycle. Said drive mechanism has electric motors (4, 5) driven by accumulators (7, 8) each associated with the two wheels (1, 2). Said electric motors deliver a propulsion force in relation to the wheel speed in different power stages, with differential effect.

Description

Electrically operated drive device

The invention relates to an electrically operated drive device according to the preamble of claim 1.

Such a device is known from the German utility model G 87 06463.4. The known device serves as an electromotive thrust drive, in which two electric motors designed as direct current motors and assigned to the two wheels are supplied with motor currents by accumulators. With the aid of an adjusting device, the motor currents can be switched to different power levels for the supply of the electric motors, a differential effect being achieved when cornering as a function of the wheel speed. This achieves a high level of driving safety.

The object of the invention is to provide a device of the type mentioned, in which a reduced effort is necessary to achieve the required driving safety.

According to the invention, this object is achieved by the characterizing features of patent claim 1.

Because the respective wheel speed is sensed in the form of a proportional voltage on the respective electric motor when the motor current is switched off, additional tachometer generators for scanning the wheel speed are superfluous. The electric motors designed as direct current motors are preferably designed as permanent magnet motors. Due to their current speed, they deliver a voltage value proportional to the speed when the motor current is interrupted. This voltage value is evaluated to release a corresponding power level for the respective motor current to be supplied by the accumulators.

SPARE BLADE (RULE 26) The adjustment means which is controlled in dependence on the sensed voltage value to adjust the respective power stage can be formed as a switching device from _¬. This switching device can operate in such a way that three Leistungsstu _¬ fen can be set. In a first power stage, the two batteries are connected in parallel and the two electric motors are connected in series. In a second power stage, the two accumulators and the two electric motors are connected in series. In a third power stage, the accumulators are connected in series and the motors in parallel.

The accumulator voltages are in relation to the motor voltages, preferably in a ratio of 1: 2. Two 24 V DC permanent magnet motors with an output of 750 W each are particularly suitable. 12 V accumulators with 88 Ah each are suitable as accumulators. The motor forces can be transferred directly to the wheels via toothed belt ratios or with the help of a gearbox. The translation can be of the order of 1/7.

In a suitable manner, the sampled voltage values corresponding to the wheel speeds can be fed to a control device (electronic module) which controls the corresponding switching positions (power levels).

As a control transmitter for presetting the power levels, a simple one is sufficient, e.g. as a microswitch, trained pushbutton with which - controlled by the control device - the appropriate thrust can always be switched. In addition, temperature sensors can be provided on the electric motors, which can be evaluated for the control.

The control transmitter can be used to generate switch-on and switch-off signals which are used to switch the overrun mode and the motor currents on and off. When the overrun mode is switched on, the appropriate power level can be switched depending on the voltage value proportional to the wheel speed that was last sensed when the overrun mode was switched off and which is supplied by the respective electric motor. In loading

SPARE BLADE (RULE 26) The voltages emitted by the electric motors are preferably sampled during the entire phase of the switched-off overrun operation or the switched-off motor currents, the wheel speed or motor voltage sampled last being set for setting the power level by means of the control device when the overrun operation is switched on . Monitoring or scanning of the wheel speed can also be carried out during the overrun operation, in that the motor currents are briefly interrupted in a certain cycle (for example a second cycle) and during this interruption time the speed proportional voltage is evaluated for setting the appropriate power level in the overrun operation .

The device finds universal application as a push trailer in a vehicle. The possible applications are the same as described in the German utility model G 87 06463.4.

For the connection to a vehicle as a thrust drive, the device can be equipped with a coupling device, in particular in the form of a drawbar with a trailer device, in particular a trailer ball and a capsule that can be connected to one another. Advantageously, the control transmitter on the vehicle, which is preferably a two-wheeler (moped or bicycle), e.g. provided in the area of the handlebar. The control transmitter can be connected to the control device via a plug connection, which is provided in the area of the coupling.

Furthermore, the coupling device can be equipped with a mechanical overrun brake actuation device. This overrun brake actuation device, which works mechanically, can be designed in such a way that it does not require any changes or additional devices on the vehicle. This overrun brake actuation device therefore works autonomously on the linear actuator. The overrun brake actuation acts on the brakes on the wheels of the device and acts when there are different speeds between the vehicle and that as a thrust drive

(Push trailer) acting device occur. Different speeds lead to compression and compression forces arise in the area of the coupling Facility. With a reduction of the speed of the vehicle the push _¬ trailer has a tendency to continue driving with the original travel speed. Inertial forces occurring here are exploited in the overrun brake actuation device in such a way that a movable inertial mass is connected to side pulls which act on the thrust drive brakes on the wheels of the device. The mass which can be displaced when the device is braked can be mounted displaceably on the coupling or a coupling part in the direction of travel. In a preferred manner, the mass of the push trailer is used as the inert mass that is shifted relative to the vehicle.

In overrun operation (overrun drive), the overrun brake actuation is locked with the vehicle. For this purpose, a pawl can be provided, which can be brought into locking engagement in various engagement positions on a coupling part connected to the vehicle. This locking device can be actuated electromagnetically and unlocked, for example, by an acceleration sensor during braking, so that the overrun brake actuation can be used.

Furthermore, a lock can be provided on the clutch device, with which the open brake actuation is held in a braking position. In this position, the overrun brake actuation can be blocked using a key, for example. The drive control and the drive are then automatically switched off in an advantageous manner. Both the lock and the shut-off device of the vehicle can be accommodated in a small housing on the coupling device, in particular the drawbar.

On the basis of the figures, the invention is explained in more detail using an exemplary embodiment. It shows

1 is a side view of an electrically operated trailer thruster coupled to a bicycle, which is an embodiment of the invention,

REPLACEMENT BUTT (RULE 26) 2 is a plan view of the device shown in FIG. 1,

3 is a block diagram of an embodiment for the control of various power levels of the overrun mode of the device shown in FIGS. 1 and 2,

Fig. 4 in plan view an embodiment for a coupling device and

Fig. 5 is a side view of the coupling device shown in Fig. 4.

In the embodiment shown in FIGS. 1 and 2, the electrically operated drive device is shown as a thrust drive 13 (thrust trailer) for a vehicle 12 designed as a bicycle. The connection between the linear actuator 13 and the vehicle 12 is made with the aid of a coupling device 11, which is shown in detail in FIGS. 4 and 5. The drive power is mediated by two batteries 7 and 8. An electric motor 4, 5 for each wheel 1, 2 is assigned to each accumulator 7, 8. In the exemplary embodiment shown, the drive torque of the electric motors 4, 5 designed as direct current motors takes place directly via a toothed belt drive, which can also be designed as a chain drive. As will be explained in more detail, an adjusting device 6 (FIG. 3) is provided for setting different power levels, the adjusting device 6 being controlled by a control device 9. The adjusting device 6 and the control device 9 can be combined to form one structural unit. The accumulators 7, 8, the associated electric motors 4, 5 and the structural unit which contains the adjusting device 6 and the control device 9 are arranged below a loading area of the trailer.

The drive system consists of two accumulators 7.8, in particular 12 V accumulators and two electric motors 4.5, which are in particular 24 V DC current motors. By connecting the accumulators 7,8 and the motors 4,5 in series and in parallel, there are three power levels, each with a quadrupling of the power. This means in each case a doubling of the speed and the torque of the motors 4, 5. The is used to set these power levels An adjusting device 6, which is designed as a switching device and produces the respective switching stages of the accumulators and motors. The adjusting device 6 is controlled by the control device 9 (FIG. 3). This control takes place as a function of a speed detection on the electric motors 4, 5. The control device 9, which may be embodied as an electronic control device evaluates sampled voltage _¬ values, which is proportional to the respective rotational speed of the engines 4.5 are, and outputs the appropriate power level or switching position in the setting for Versor¬ supply of the electric motors 4, 5 with the motor currents free. The control takes place as a function of preselected speed values which correspond to the driving speeds of the wheels 1, 2. In this way, it is sufficient if a simple pushbutton as a control transmitter 10 is connected to the control device 9 using two-wire technology. In the embodiment shown in FIGS. 1 and 2, this button 10 can preferably be provided on the handlebar of the bicycle. Depending on the keyed driving speed, the adjusting device 6 is always switched to the appropriate thrust depending on the control of the control device 9. A microswitch can be provided for the control transmitter 10, which is connected to the control device 9 via a two-wire line 42 and a plug connection 14 provided on the coupling device 11 and which calls up the respective drive power via on / off commands.

The respective speeds of the electric motors 4, 5 are always sampled during a brief interruption in the motor currents. The electric motors 4, 5 designed as direct current motors, in particular permanent magnet motors, then supply a voltage value corresponding to their current speed, which is sensed and converted by the control device 9 into corresponding switching commands for the setting device 6.

As is known from the German utility model G 87 06 463.4, in the first power stage both accumulators 7.8 are connected in parallel and the electric motors 4.5 are connected in series. In the second power stage, the two batteries 7, 8 and the two electric motors 4, 5 are connected in series. In the third power stage, the accumulators 7, 8 are connected in series and the electric motors 4, 5 are connected in parallel. At a

REPLACEMENT BUTT (RULE 26) such power control are no magnetic interference fields in the surrounding environment of the vehicle _¬. There is _therefore no loss of energy necessary for interference suppression. For the preparation of the different switching positions the Einsteileinrich _¬ has tung 6 relays, wherein there is the advantage that when the vehicle is traveling faster, for example when driving downhill than the applied voltage ent _¬ speaks, the motors as Generatore work and flow backward through the Relay contacts to the batteries flow.

In the first and second power stages, the electric motors 4, 5 are operated in series connection, which automatically results in a differential drive during the drive. In the case of relatively tight cornering, there is therefore no transverse thrust on the two-wheeler, in particular the bicycle.

The pushing trailer 13 is coupled to the vehicle 12 designed as a bicycle via the coupling device 11, which has a drawbar 25, which at its front end forms a tube, e.g. Round tube or in particular square tube 26 converges. Inside this square tube 26 there is an inner tube, in particular square tube 27 (FIGS. 4, 5). Cables 18, 19, which are designed as Bowden cables, are connected to the outer square tube 26 and the inner square tube 27. Ropes 38, 39 of the two cables are connected to the outer square tube 26, for example, by means of cable screws 40, 41. Sheaths in the form of outer spirals 28, 29 of the Bowden cables are connected to the inner square tube 27 via support means 30, 31. A trailer capsule 32 is fastened to the front end of the inner square tube 27. This trailer capsule 32 is placed in a known manner on a corresponding trailer coupling ball 33 (FIG. 1) in a known manner. The coupling ball 33 can be resiliently mounted on the frame of the bicycle in a known manner as described in German utility model G 87 06 463.4. Springs 34 can be provided for this in a known manner.

On the outer tube, in particular square tube 26, there is also a locking device 21. This has a preferred electromagnetically actuated pawl 22. The pawl 22 can be offset with respect to one another in the direction of travel.

ERSATZBUπ (RULE 26) grip points 23, which can have the shape of a saw rack, engage. The engagement points 23, for example in the form of the saw rack, are fastened to the inner square tube 27. In overrun, which is preferably by the control timer 10 is in its switch-on position is reached, engages the pawl 22 in one of the input handle set so that mediated by the linear actuator 13 pushing force via the four _¬ square tube 26 and the locking means 21 on the inner Square tube 27 and the trailer capsule 32 and the coupling ball 33 and thus transmitted to the vehicle 27.

Outside of the overrun mode (off switch position of the control transmitter 10), in particular in braking operation, the locking device 21 is unlocked electromechanically or mechanically, for example when the motor currents are switched off by the control transmitter 10 or with the aid of an acceleration sensor built into the locking device 21. The inner square tube 27 is guided in the outer square tube 26 in the direction of travel by means of a slot guide 20. When the vehicle 12 is braked by actuating its brakes, the speed of the vehicle 12 is reduced compared to the speed of the thrust drive 13. Because of the inertia of the thrust drive 13, the outer square tube 26 shifts in the direction of travel compared to that on the vehicle 12 inner square tube 27 fixed in the direction of travel. Ropes 38, 39 are moved within outer spirals 28, 29. This movement is used to actuate thrust drive brakes 16, 17, which are assigned to the wheels 1, 2 of the thrust trailer 13. In this way, an overrun brake which is assigned solely to the thrust drive 13 and which is automatically brought into effect when the vehicle 12 brakes is achieved. This overrun brake is designed in such a way that it does not require any changes or additional devices on the vehicle 12. At the front end of the dike set 25, therefore, a self-actuated overrun brake actuation device 15 is achieved, which is formed by the two tubes which can be displaced relative to one another and are in particular designed as square tubes 26, 27. These are suitably coupled to the elements of Bowden cables, so that the thrust drive brakes 16, 17 of the thrust drive 13 are actuated when the vehicle 12 is braked. In push mode, the locking device 21 provides for the

REPLACEMENT BUTT (RULE 26) Power transmission from the thrust drive 13 to the vehicle 12 and establishes the rigid connection required for this in the direction of travel.

It is also possible to replace the Bowden cables with hydraulic lines and to transmit the relative movement between the two tubes 26 and 27 via the hydraulic fluid in the lines for actuating the thrust drive brakes 16, 17.

A shut-off lever 35 can also be provided on the outer square tube 26, by means of which the inner square tube 27 is held in a rear braking position 24. The locking lever 35 engages in a locking pin 36 on the square tube 27, which locking pin can protrude for the longitudinal guidance of the square tube 27 through the slot guide 20 on the square tube 26.

If the inner square tube 27 is held in its rear locking position 24 by means of the locking lever 35, the drive control and the drive can be switched off by a shutdown device 37 connected to the control device 9 (FIG. 3). This state can still be locked using a key.

REPLACEMENT BUTT (RULE 26)

Claims

claims

1. Electrically operated drive device with two wheels mounted on an axle, to which the drive torque is transmitted, electric motors assigned to each of the two wheels, which are fed by accumulators, and an adjustment device with which switchable for the supply of the electric motors in different power levels Motor currents with differential action can be set as a function of the wheel speed,

because of the fact that

to scan a voltage value proportional to the respective wheel speed on the assigned electric motor (4, 5), the respective motor current is switched off and that, depending on the voltage value sensed on the electric motor (4, 5), a suitable power level for that of the accumulators (7, 8 ) supplied motor current is released.

2. Drive device according to claim 1, characterized in that the adjusting device (6) is designed as a switching device which is controlled as a function of the voltage value sensed on the respective electric motor (4, 5) into a certain switching position corresponding to a particular power level .

3. Apparatus according to claim 1 or 2, characterized in that in the first switching position both batteries (7,8) and both electric motors (4,5) are connected in series, that in the second switching position both batteries (7,8) and

REPLACEMENT BUTT (RULE 26) both electric motors (4,5) are connected in series and that in the third switch position both accumulators (7,8) are connected in series and the electric motors (4,5) are connected in parallel.

4. Device according to one of claims 1 to 3, characterized in that the respectively sensed voltage value is fed to a control device (9) which controls the respective switching position.

5. The device according to claim 4, characterized in that a control transmitter (10) is connected to the control device (9) for switching the motor currents on and off.

6. Device according to one of claims 1 to 5, characterized in that a coupling device (11) for coupling as a thrust drive (13) to a vehicle (12) is provided which has the control transmitter (10) via a plug connection (14th ) can be connected to the control device (9).

7. Device according to one of claims 1 to 6, characterized in that a mechanical overrun brake actuation (15) is mounted on the coupling device (11), which brakes (thrust drive brakes 16, 17) for the wheels (1, 2) of the thrust drive (13 ) operated.

8. The device according to claim 7, characterized in that inertia forces occurring during braking can be transmitted to the thrust drive brakes (16, 17).

9. The device according to claim 8, characterized in that the inertial forces can be transmitted by means of a hydraulic transmission device to the Schubantriebsbrem¬ sen (16, 17).

10. The device according to claim 8, characterized in that the inertial forces via cables (18,19) to the thrust drive brakes (16,17) can be transmitted.

REPLACEMENT BUTT (RULE 26)

11. The device according to one of claims 8 to 10, characterized in that the power transmission device (cables 18, 19; hydraulic lines) is connected to a mass which is displaceable in braking operation relative to the vehicle (12).

12. The apparatus according to claim 11, characterized in that the mass is formed by the thrust drive designed as a thrust trailer.

13. The apparatus according to claim 10, characterized in that the cables (18,19) are designed as Bowden cables.

14. Device according to one of claims 7 to 13, characterized in that the overrun brake actuation (15) in overrun mode is locked by a locking device (21) with the vehicle (12).

15. The apparatus according to claim 14, characterized in that the interlocking device (21) has a pawl (22) which can be moved into locking engagement with engaging points (23) provided in the direction of travel on the coupling device (11).

16. The apparatus according to claim 14 or 15, characterized in that the locking device (21) can be actuated electromagnetically.

17. The apparatus according to claim 15, characterized in that the engagement points (23) are provided on a with the vehicle (12) connectable coupling part, against which the inertial mass for actuating the Schuban¬ drive brakes (16, 17) moves.

18. Device according to one of claims 7 to 17, characterized in that the overrun brake actuation (15) in a braking position (24) on the clutch device (11) can be mechanically locked.

REPLACEMENT BUTT (RULE 26)

19. Device according to one of claims 6 to 18, characterized in that the vehicle (12) is designed as a two-wheeler.

20. Device according to one of claims 14 to 17, characterized in that when switching to overrun, the locking device (21) is controlled in its locking position and that when the overrun operation is switched off, the locking device is unlocked.

REPLACEMENT BUTT (RULE 26)