EP4072934A1 - Vélo à assistance électrique, à double commande du démarrage du moteur électrique d'assistance ou de boost - Google Patents
Vélo à assistance électrique, à double commande du démarrage du moteur électrique d'assistance ou de boostInfo
- Publication number
- EP4072934A1 EP4072934A1 EP20821207.6A EP20821207A EP4072934A1 EP 4072934 A1 EP4072934 A1 EP 4072934A1 EP 20821207 A EP20821207 A EP 20821207A EP 4072934 A1 EP4072934 A1 EP 4072934A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- user
- sensor
- bicycle
- torque
- electrically assisted
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
- B62M6/40—Rider propelled cycles with auxiliary electric motor
- B62M6/45—Control or actuating devices therefor
- B62M6/50—Control or actuating devices therefor characterised by detectors or sensors, or arrangement thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
- B62J45/40—Sensor arrangements; Mounting thereof
- B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
- B62J45/413—Rotation sensors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
- B62J45/40—Sensor arrangements; Mounting thereof
- B62J45/42—Sensor arrangements; Mounting thereof characterised by mounting
- B62J45/421—Sensor arrangements; Mounting thereof characterised by mounting at the pedal crank
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K23/00—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips
- B62K23/02—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips hand actuated
- B62K23/04—Twist grips
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
- B62M6/40—Rider propelled cycles with auxiliary electric motor
- B62M6/55—Rider propelled cycles with auxiliary electric motor power-driven at crank shafts parts
Definitions
- the present invention relates to the field of electric bicycles, that is to say, which embed an electric motor and a battery for supplying the motor.
- the invention aims to go beyond the limits of the operating modes of current electric bikes, and therefore to offer a wider range of riding modes, including direct / instant user riding.
- a so-called electrically assisted bicycle is a bicycle with a conventional pedal mechanism to which the following components have been added:
- an electric motor arranged in the front wheel, the rear wheel, or near the pedal usually referred to as a “central motor” in this case, the transmission of which is in series with that of the pedaling mechanism;
- a control box generally arranged at the level of the handlebars, and which allows the user to define an assistance mode, to adjust the level of his assistance, to know his mileage, etc.
- the assistance must only be done if the cyclist is pedaling, and to stop pedaling. However, it is authorized to set up starting assistance without having to use pedaling and with a single command actuated from the control box but which must not exceed 6 km / h.
- assistance can be provided by detecting the rotation of the crankset.
- a sensor arranged at the level of the crankset detects the rotation of the latter and therefore the pedaling, which then allows the electric motor to provide sound in addition to the pedaling.
- Assistance can also be provided by means of a pressure sensor located on the pedal: the engine can start as soon as it feels pressure on the pedal. In general, the more the user presses on the pedals, the more the motor will help him, even if his pedaling rate is slow.
- detection can be done by a torque or effort sensor: it is often a combination of effort and pedaling cadence that controls engine power. The more the cyclist pedals at a high cadence and / or the more his effort increases when exerting a high torque, the more assistance he receives, in order to remain within a range of rotational speed and a value of torque to be provided that are comfortable for the rider. cyclist.
- the control laws or assistance program are pre-programmed by the manufacturer of the bicycle or the supplier of the engine block.
- the user chooses an assistance level from a number generally of 3 to 5 levels, i.e. a value of the motor torque proportional to that of pedaling developed by the user.
- Wheel motors have already been proposed for the electric assistance of bicycles, that is to say assemblies with an electric motor incorporated in the generally rear wheel of bicycles.
- the use of wheel motors is an interesting solution which allows to have a transmission of torque from the motor in parallel with the torque from pedaling.
- the wheel motor transmission mechanism is by construction very simplified since it is directly grafted into the hub of the rear wheel. It often includes the motor and a reducer, which already constitutes a significant weight and also a very high rotational inertia. This high weight and inertia have a negative influence on the handling of the bike, especially when the steering must be precise and fast.
- HMI man-machine piloting interface
- the proportional electrical signal given by the action of the trigger can be sent to the electronic control unit of the electric motor which, after adaptation of the control law, can control the desired acceleration of the motor.
- acceleration by triggering the electric assist motor with the actuation of a single trigger can pose a safety concern for an uninformed user, primarily when starting from a standstill.
- the aim of the invention is to at least partially meet this need.
- an electrically assisted bicycle comprising:
- crankset intended to be actuated by the muscular force of a user to transform it into a pedaling torque, comprising two crank arms rotating around a crank axle and two pedals each attached to a crank;
- a torque transmission mechanism comprising an input wheel, which can be driven in rotation about the axis of the crankset, a flexible transmission element, at least one output wheel, which can be driven by the input wheel via the flexible element, a freewheel device, adapted to transmit the pedaling torque to the rear wheel via the output wheel; - an electric drive assistance motor, forming with the torque transmission mechanism a kinematic chain in series
- HMI piloting man-machine interface
- At least one trigger sensor connected to the electronic engine control unit, suitable for detecting intentional user action independent of intentional action on GIHM; the electronic control unit being suitable for, when the speed of the bicycle detected by the speed sensor is zero up to a threshold value, authorizing at least the starting of the engine and its control up to a duration and / or a torque of rotation and / or a predetermined rotation speed (s), if and only if the user activates GIHM and simultaneously the trigger sensor detects an intentional action of the user independent of the intentional action on GIHM.
- the electronic control unit is also suitable for, when the speed of the bicycle is above the threshold value, continuing to authorize the piloting of the engine, whether or not it has started, or if the user activates GIHM without the need for detection by the trigger sensor, or if the user activates GIHM and simultaneously the trigger sensor still detects an intentional action by the user.
- the invention essentially consists in installing two independent controls (HMI and voluntary triggering sensor) of the electric pedal assist motor in an electrically assisted bicycle.
- This independent double control will be actuated by two distinct, voluntary and simultaneous actions of the user of the bicycle when the latter is stationary and at least until he has reached a speed threshold value, which can typically be of the order of 10 to 15 km / h. It can also go up to 25 km h, the authorized speed limit for an electric bicycle in Europe.
- a speed threshold value can typically be of the order of 10 to 15 km / h. It can also go up to 25 km h, the authorized speed limit for an electric bicycle in Europe.
- the user can control the electric motor at any time and instantly by its basic control, GIHM, preferably consisting of a trigger or a throttle handle with automatic return, pivotally mounted on the handlebars of the bicycle.
- GIHM basic control
- the trigger or throttle grip can normally only be actuated intentionally during use.
- This basic control or trigger therefore allows the user, in the assistance phase, to produce acceleration and change the engine speed to the desired value in real time and according to the predetermined mode on the initial setting.
- the engine is instantly shut off with the trigger automatically mechanically returning to its original off position.
- This automatic return of the throttle trigger thus fulfills the driving safety function.
- the user When the bike is stationary and also when the bike is moving forward by the application of a pedaling torque or due to the relief in descent to a speed threshold value, the user must simultaneously activate the trigger of acceleration and perform another voluntary action detected by a trigger sensor.
- the processing of these signals can be done either directly in the sensor or in the processor of the electronic engine control unit.
- this analysis of the signals leading to tripping or breaking, or even to a control law combining several parameters, can be analyzed in the electronic unit or in the sensor by a control microprocessor programmed for this. end.
- An additional microprocessor and / or separate power supplies for the microprocessor (s) can be provided, in order to prevent any risk of breakdown or failure by ensuring safety redundancy for the dual control according to the invention.
- Several types of algorithms applied by the control microprocessor may be necessary, depending on the definition of the conditional law of the control by the trigger sensor.
- the trigger sensor is a trigger or an acceleration handle with automatic return, pivotally mounted on the handlebars of the bicycle.
- An advantage of such a mode is ergonomics because it allows the user to keep both hands on the handlebars, with one which can actuate one of the two triggers, arranged on a branch of the handlebars and the other which can l other of the two triggers, arranged on the other branch of the handlebars.
- the trigger sensor is suitable for detecting an intentional action by the user on at least one of the two pedals.
- This mode is advantageous because this type of action is very natural for a cyclist with his pedals, and moreover is similar to what is already done for the homologation of bicycles to conventional electric assistance. It differs, however, by the detection technology required to measure this intentional action.
- the trigger sensor can be either a force sensor arranged in one of the pedals, or a torque sensor arranged in the axis of the crankset.
- the trigger sensor is a rotation sensor comprising:
- a coding wheel fixed on the axis of the crankset so that its radius coincides and comes opposite the read head, the read head and the coding wheel being adapted to measure variations in the angle of rotation of the crankset very low, preferably between 0.1 and 2 °, correlated with values of pressure on the pedals and / or of torque applied to the crankset.
- a major advantage of this very high precision sensor is that it makes it possible to measure a force / torque which serves both as a trigger sensor according to the invention and as a pedaling sensor as such to keep the trigger of HMI or make it inactive in the event of non-pedaling by G user.
- the read head is preferably integrated either in the outer casing of the electric motor, or in one of the parts of the frame of the bicycle.
- the coding wheel integral with the crank axle is integrated into the outer casing of the crankset.
- the electronic control unit is also suitable for controlling the started motor as a function of the continuous detection carried out by the torque or force sensor, in addition to the intentional action of the user. on the HMI.
- the trigger sensor is an optical sensor fixed to the handlebars of the bicycle, suitable for detecting the presence or absence of G user on the bicycle.
- the trigger sensor is a tactile sensor fixed to the handlebars of the bicycle, suitable for detecting an intentional tactile / dextral pressure from the user.
- the choice of a touch sensor can be made in particular according to the type of cyclists.
- the trigger sensor is suitable for detecting an intentional pressure by the user on the saddle of the bicycle.
- the sensor is then either a force sensor attached to the saddle or the seat tube, or a pressure sensor suitable for measuring the pressure in the seat post.
- the trigger sensor is suitable for detecting a voice command given directly to GIHM or to an object connected to GIHM, typically a smartphone.
- a combination and / or a sequence with other parameters is required.
- it can be either:
- the control of the assistance motor can be carried out from the combination of measurements carried out simultaneously on GIHM and on the trigger sensor which thus plays an additional assistance function. piloting.
- the response curve of the assistance motor can be fine-tuned during acceleration to obtain a progressive effect adapted to the pedaling effected and / or the gear ratio engaged on the rear wheel of the bicycle. In this way, we can avoid the effects of "boost" by sudden in the currently existing electric bikes.
- the invention also relates in another of its aspects to a method of operating an electrically assisted bicycle described above, comprising the following steps: a / when the bicycle is stationary and down to a lower bicycle speed or equal to the threshold value, application of a pedaling torque and / or actuation of GIHM by the user and simultaneously performance of an intentional action by the user detected by the trigger sensor so as to apply a motor torque to the rear wheel ; b / when the speed of the bicycle is greater than the threshold value, then application of a pedaling torque and / or control of the motor started or not, either only by G actuation of GIHM by the user, or by the actuation of GIHM by the user and simultaneously performing an intentional user action detected by the trigger sensor.
- the method comprises a step c / according to which when the speed of the bicycle is not zero, the output intensity and / or the torque of the motor is (are) calculated as a function of both the level of actuation of GIHM and of the instantaneous measurement made for the pedaling torque.
- Figure 1 is a partial schematic view of an electrically assisted bicycle according to the invention.
- FIG 2 is a schematic perspective view of the arrangement of a rotation sensor constituting a trigger sensor of a dual control of the electric motor of the bicycle according to the invention.
- Figure 3 illustrates in the form of a curve, the angle of rotation values measured by the sensor of Figure 2, correlated with the values of force applied to the pedals by a user.
- Figure 4 illustrates in the form of curves, the different modes of boost on the output intensity or torque of an electric motor of a bicycle according to the invention.
- FIG 5 illustrates in the form of curves, different control laws on the intensity or the output torque of an electric motor of a bicycle according to the invention, thanks to the combination of measurement signals in real time from both the throttle trigger and the pedal rotation sensor.
- FIG. 6 illustrates in the form of a curve a control law profile on the intensity or the output torque of an electric motor of a bicycle according to the invention, corresponding to a route scenario borrowed by bike.
- Figure 1 shows an electrically assisted bicycle 1 according to the invention.
- Electric bike 1 includes a frame 2 with a rear wheel 3.
- the pedaling torque transmission mechanism is conventional: it comprises, from the crankset 4 which can rotate around the axis 40, a chainring, a roller chain, a pinion cassette around the rear wheel axis as well as a first freewheel device, not shown, making it possible to drive the rear wheel 3 only in the clockwise direction of pedaling.
- the bicycle 1 also includes an electric battery, of Li-polymer type which supplies, via control electronics, an electric motor 6, of brush or brushless type, the battery and the motor being integrated and fixed. inside the central mast 5 formed by the saddle tube of the frame 2.
- the man-machine interface connected to the electronic engine control unit, which allows the user to control the engine, is in the form of an acceleration trigger 7 pivotally mounted on the handlebars 8 of the bicycle, by example on the left branch.
- This trigger is self-returning, meaning that if it is not pressed, it returns to its inactive position in which the electric motor cannot provide torque to the rear wheel.
- a user walking beside their bicycle while pushing it may unintentionally activate the throttle trigger.
- an outside body, such as a tree branch, clothing or other product placed on the handlebars can accidentally rotate the trigger.
- a dual control of the electric motor that is to say in addition to the control by the trigger, another voluntary and simultaneous action on the part of the user detected by a sensor.
- additional function the function of which is to trigger the possibility of controlling the motor by controlling the trigger.
- the control unit will authorize at least the starting of the engine and its control for a period of time and / or a torque and / or a speed of predetermined rotation (s), if and only if the user activates HMI and simultaneously the trigger sensor detects an intentional action of the user.
- FIG. 1 An advantageous embodiment of the trigger sensor is illustrated in Figure 1. It is a trigger 9 pivotally mounted on the handlebars 8 of the bicycle, for example on the right branch.
- the acceleration trigger 7 and the trigger trigger 9 are each independently connected by a cable 70 and 90 respectively to the electronic part which itself manages the electric motor 6, itself sometimes being able to integrate this electronic part.
- trigger sensor is a rotation sensor which acts as a pedaling force or pedaling rotation sensor.
- the arrangement of such a sensor 13 at the bottom bracket 4 of the bicycle is shown in Figure 3.
- the sensor 13 comprises a read head 15 fixed near the axis 40 of the crankset and connected to the electronic engine control unit, as well as a coding wheel 16 integral with the axis of the crankset 40 in such a way that its ray comes opposite at a distance from the read head 15.
- the read head 15 is housed in a specific housing provided in the closure cover 60 of the housing of the electric motor 6, the head being held by the closure part 14. Other forms of integration can also be imagined. while retaining the read head 15 and the coding wheel 16, which constitute the essential components of the sensor.
- the coding wheel 16 forms a protuberance of a ring on the outside of the bottom bracket housing 41, as shown in FIG. 3.
- the coding wheel 16 can have a large diameter, which makes it possible to envisage there being. encode a lot of information.
- This annular coding wheel 16 can advantageously comprise at least one main track comprising an integer number N of marks positioned so as to have a rotational symmetry of order N, N being greater than or equal to 8, preferably greater than or equal to 36. , around the crank axle.
- These markers may consist in particular of magnetic poles, optical markers or mechanical markers in the form of projections, hollows or recesses.
- the read head 15 comprises a plurality of sensitive elements suitable for reading a track of the annular coding wheel, and grouped together in at least two subsets to deliver at least two phase-shifted electrical signals, preferably in quadrature.
- the sensitive elements can be chosen, for example, from a group comprising Hall effect probes, magnetoresistors, giant magnetoresistors.
- the inventors have carried out experimental measurements to correlate the values of rotation of the crankset at the transmission stop with the values of the support forces exerted on the pedals and, in order to calibrate a minimum value which corresponds to a voluntary / intentional support that the engine control unit recognizes as such.
- Phase 1 Initially, the play in the torque transmission mechanism is maximum. To take up this play, the crank is brought to the transmission stop, in an angular position at approximately 45 ° relative to the vertical, which corresponds to a natural position in which a user brings his initial support pedal when he wishes. start. The user therefore provides a relatively low force on the pedal to reach the transmission stop. The speed of the bike is zero.
- Phase 2 The user continues to gradually press the pedal, which allows him to catch up with the elasticity of the cranks and the crankset. The effort provided is greater. The speed of the bicycle is still zero because it is necessary to reach a force and therefore an associated torque sufficient to start the bicycle (various braking torques, starting inertia, etc.).
- Phase 3 The bike begins to move forward. The user begins to pedal. The effort may continue to increase from the previous effort. The angle traveled increases quite quickly. The speed of the bicycle is non-zero and the acceleration is positive.
- phase 1 the user must provide a pedaling force of IN, for an angle traversed by the crankset between 6.5 and 7 °;
- the pedaling force is of the order of 30 to 33 N for an angle traversed by the crankset of between 7 and 8 ° , or an additional angle between 1 and 2 °;
- the invention makes it possible to prohibit the operation of the acceleration trigger 7 during phase 1 and then to authorize it during phase 2.
- crankset in the case of an electrically assisted bicycle, for example to meet European standard EN 15194. In this way, it is also possible to detect fine variations in the pedaling force in phase 3 which, from a certain threshold value, will allow the operation of the acceleration trigger.
- the invention also allows an optimal control mode of the electric motor during phase 3.
- FIG. 4 illustrates the different modes of boost in intensity or in engine output torque that can be obtained on a bicycle of the applicant.
- mode 3 is the most intense or powerful since it is the one which, at all times, delivers the most engine torque, therefore to the rear wheel of the bike.
- the increase in intensity makes it possible, for example, to switch from mode 1 to mode 2, the decrease from mode 3 to mode 2.
- the user will therefore be able, depending on the terrain or his abilities and his desire for the behavior of the bike, both to measure the steering effect and to be directly on the most suitable engine gear.
- the response curve C3 corresponds to an energy recovery command by combining, in particular as a function of a downhill slope and by self-regulation, an engine braking effect with an electric recharging of the battery by the engine.
- Figure 6 illustrates in the form of a curve a control law profile that can be applied to the output intensity or torque of an electric motor of a bicycle, corresponding to a route scenario taken by bike.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Automatic Cycles, And Cycles In General (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1914215A FR3104538B1 (fr) | 2019-12-11 | 2019-12-11 | Vélo à assistance électrique, à double commande du démarrage du moteur électrique d’assistance ou de boost. |
PCT/EP2020/085642 WO2021116353A1 (fr) | 2019-12-11 | 2020-12-10 | Vélo à assistance électrique, à double commande du démarrage du moteur électrique d'assistance ou de boost |
Publications (1)
Publication Number | Publication Date |
---|---|
EP4072934A1 true EP4072934A1 (fr) | 2022-10-19 |
Family
ID=69743495
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20821207.6A Withdrawn EP4072934A1 (fr) | 2019-12-11 | 2020-12-10 | Vélo à assistance électrique, à double commande du démarrage du moteur électrique d'assistance ou de boost |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP4072934A1 (fr) |
FR (1) | FR3104538B1 (fr) |
WO (1) | WO2021116353A1 (fr) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
TWI790579B (zh) * | 2021-03-25 | 2023-01-21 | 宏碁股份有限公司 | 用於電動輔助腳踏車的驅動裝置以及驅動方法 |
EP4279369B1 (fr) * | 2022-05-20 | 2024-09-25 | HL Mando Corporation | Appareil et procédé d'entraînement d'une bicyclette électrique |
DE102022118220B3 (de) * | 2022-07-21 | 2023-12-07 | Jochen Klieber | Verfahren zum Steuern eines elektrischen Antriebs eines Zweirads sowie Steuerungseinrichtung zur Ausführung des Verfahrens und Zweirad |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2331976A (en) | 1941-09-17 | 1943-10-19 | Amesbury Seat Mfg Co | Motorcycle |
GB1074431A (en) | 1964-03-26 | 1967-07-05 | Moulton Consultants Ltd | Improvements in power assisted bicycles |
FR2082868A5 (fr) * | 1970-03-31 | 1971-12-10 | Motobecane Ateliers | |
US4541500A (en) * | 1981-11-12 | 1985-09-17 | Egon Gelhard | Bicycle, in particular with an electromotor |
US5758735A (en) * | 1996-07-26 | 1998-06-02 | Aerovironment, Inc. | High performance bicycle propulsion |
FR2754063B1 (fr) | 1996-09-30 | 1998-11-13 | Roulements Soc Nouvelle | Circuit de multiplication de resolution et de determination de sens de deplacement |
FR2792403B1 (fr) | 1999-04-14 | 2001-05-25 | Roulements Soc Nouvelle | Capteur de position et/ou de deplacement comportant une pluralite d'elements sensibles alignes |
TWM374434U (en) * | 2009-08-25 | 2010-02-21 | Wen-Qin Cai | Structural improvement for the electric powered bicycle |
DE202009014875U1 (de) * | 2009-12-17 | 2010-06-02 | Clean Mobile Ag | Elektrofahrrad mit Betriebssicherheitssystem |
DE102013214169A1 (de) * | 2013-07-19 | 2015-01-22 | Robert Bosch Gmbh | Verfahren und Vorrichtung Realisierung eines situationsabhängigen Boost-Modus bei einem elektrisch betriebenen Zweirad |
DE102015202015B3 (de) * | 2015-02-05 | 2016-05-04 | Robert Bosch Gmbh | Verarbeitungseinheit und Verfahren zur Erzeugung von Ansteuersignalen für den elektrischen Antrieb eines Zweirads |
ES1156614Y (es) * | 2016-03-18 | 2016-08-10 | Bultaco Motors Sl | Dispositivo de control para vehiculo electrico y vehiculo electrico con dicho dispositivo |
DE102016113572B3 (de) | 2016-07-22 | 2017-12-07 | Aden Gmbh | Antriebs- und Bremseinheit für ein Fahrzeug |
-
2019
- 2019-12-11 FR FR1914215A patent/FR3104538B1/fr not_active Expired - Fee Related
-
2020
- 2020-12-10 EP EP20821207.6A patent/EP4072934A1/fr not_active Withdrawn
- 2020-12-10 WO PCT/EP2020/085642 patent/WO2021116353A1/fr unknown
Also Published As
Publication number | Publication date |
---|---|
WO2021116353A1 (fr) | 2021-06-17 |
FR3104538A1 (fr) | 2021-06-18 |
FR3104538B1 (fr) | 2021-12-03 |
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