EP4341112A1 - Ensemble d'entraînement - Google Patents

Ensemble d'entraînement

Info

Publication number
EP4341112A1
EP4341112A1 EP22728357.9A EP22728357A EP4341112A1 EP 4341112 A1 EP4341112 A1 EP 4341112A1 EP 22728357 A EP22728357 A EP 22728357A EP 4341112 A1 EP4341112 A1 EP 4341112A1
Authority
EP
European Patent Office
Prior art keywords
drive unit
drive
drive arrangement
frame interface
cover
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.)
Pending
Application number
EP22728357.9A
Other languages
German (de)
English (en)
Inventor
Julien Hassler
Rainer Mast
Quoc-Dat Nguyen
Benjamin BERTSCH
Julian Binder
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from DE102022204221.2A external-priority patent/DE102022204221A1/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP4341112A1 publication Critical patent/EP4341112A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • 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
    • 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
    • B62K19/00—Cycle frames
    • B62K19/30—Frame parts shaped to receive other cycle parts or accessories
    • B62K19/34—Bottom brackets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/13—Bicycles; Tricycles

Definitions

  • the present invention relates to a drive arrangement, a vehicle comprising the drive arrangement, and a method for producing a drive arrangement.
  • Drive arrangements of vehicles such as electric bicycles, are known, with a drive unit being bolted to a vehicle frame of a vehicle.
  • the drive unit is often partially arranged between two walls of the vehicle frame.
  • the connection is often made indirectly by screwing the vehicle frame and drive unit via metal sheets, which are arranged on both sides of the drive unit.
  • this can have an unfavorable effect on the mechanical load and the tightness of the drive arrangement.
  • the drive arrangement according to the invention with the features of claim 1 is characterized in that a particularly simple and stable construction can be provided, which is suitable for setting optimal load conditions on a drive unit.
  • a drive arrangement comprising a drive unit with a bottom bracket axle and a frame interface.
  • the frame interface is L-shaped.
  • the L-shaped frame interface has a bottom and a sidewall, with the side opposite the bottom being an open side.
  • the drive unit can be mounted horizontally and parallel to or along a bottom bracket axis of the drive unit via this open side at the frame interface and is releasably attached to the floor, preferably screwed.
  • the drive unit is attached to a U-shaped frame interface and is only introduced vertically into the frame interface, e.g. B. can be introduced, the drive unit is arranged in the L-shaped frame interface according to the invention in the horizontal direction on the frame interface and then attached, for example screwed.
  • a drive arrangement that is particularly easy to mount horizontally can be provided.
  • the bottom of the frame interface is arranged in particular on an output side of the drive unit and is essentially orthogonal or at right angles to a bottom bracket axis of the drive unit.
  • the side wall is arranged essentially at right angles to the floor and essentially parallel to the bottom bracket axis of the drive unit.
  • the side on which the chainring is located with respect to a running direction of the vehicle is to be regarded as the output side of the drive unit.
  • the output side is formed by the transmission output of the drive unit on the chain ring side.
  • the U-shaped frame interface known from the prior art has a bottom and two side walls which form the legs of the U-shaped frame interface.
  • the side opposite the floor is open.
  • a drive unit can be mounted in the vertical direction via this one open side opposite the floor.
  • the introduction of The drive unit preferably takes place from bottom to top, but alternatively also from top to bottom.
  • the bottom of this known frame interface is arranged essentially parallel to a bottom bracket axis of the drive unit.
  • the two side walls arranged essentially at right angles to the floor are accordingly located on an output side of the drive unit and on a side of the drive unit opposite the output side. Accordingly, the open side of the U-shaped frame interface according to the prior art points downwards, so that assembly takes place in the vertical direction from bottom to top.
  • the open side of the U-shaped frame interface can also point upwards, so that assembly can take place in the vertical direction from top to bottom.
  • the open side opposite the floor is arranged in such a way that horizontal assembly from the side is possible.
  • the terms “horizontal” and “vertical” refer to the usual arrangement of a drive unit at a frame interface of a vehicle operated with muscle power and/or a motor, in particular an electric bicycle.
  • the bottom bracket axis of the drive unit is aligned essentially horizontally.
  • a horizontal assembly is accordingly an assembly essentially parallel to or along the bottom bracket axis.
  • vertical mounting is mounting essentially at right angles to the bottom bracket axis of the drive unit.
  • a receiving space for the frame interface is defined by the base and side wall.
  • the drive unit is preferably arranged at least partially within the receiving space of the frame interface.
  • the side wall can be designed to partially or completely encircle the base.
  • the frame interface has a pot-shaped design.
  • the bottom can preferably be designed to be continuous.
  • the bottom can have one or more recesses through which, for example, parts of the drive unit or other components can protrude.
  • the side wall can preferably be designed to be continuous. Alternatively, however, it can also have one or more recesses through which, for example, parts of the drive unit or other components can reach. Any existing recesses can alternatively also have other functions, e.g. B. serve to cool the drive unit without protruding parts of the drive unit through the recess.
  • a pot-shaped design of the frame interface can also provide mechanical protection for the drive unit, for example against stone chipping, mechanical contacts, or other environmental influences.
  • a particularly high rigidity of the entire arrangement can be provided by a pot-shaped frame interface.
  • a particularly large contact area with the drive unit can be provided by the side wall, as a result of which a particularly good distribution of the mechanical loads can be made possible.
  • the loads transmitted from a vehicle frame to the drive unit for example during heavy braking maneuvers or the like, can thereby be evenly distributed to the drive unit.
  • the drive unit preferably comprises a housing, a bottom bracket axle and, in particular, a motor and/or a gear within the housing.
  • the drive unit is bolted to the floor in particular via a fixed bearing arrangement.
  • the fixed bearing arrangement is formed in particular in that the bottom is screwed to at least one threaded bolt, preferably to a threaded screw, with at least one thread, preferably to a threaded sleeve, of a housing of the drive unit.
  • the drive unit and the base are screwed directly by means of at least one screw.
  • the at least one screw is preferably screwed into the drive unit from outside the frame interface through an opening in the floor.
  • At least one holding area of the drive unit is preferably arranged between a holding element and the floor.
  • the holding element is fastened both to the side wall and to the drive unit.
  • the drive arrangement is particularly preferably designed in such a way that at least the holding area of the drive unit between the holding element and the floor is subjected to a predefined tensile or compressive load when the drive arrangement is fully fastened.
  • a state in which all the screws are screwed to the stop with a predefined target torque is considered to be a fully fastened state.
  • the tensile stress or compressive stress is preferably adjusted in that the retaining element is adapted to a tolerance position of the retaining area of the drive unit and frame interface in such a way that the corresponding predefined tensile stress or compressive stress is present after screwing.
  • the tensile stress or compressive stress is adjusted by specially adapted contact points for the drive unit on the bottom of the frame interface.
  • a tolerance position of the drive arrangement is preferably set for the compressive stress in such a way that, before screwing, the retaining element is in contact with the retaining area of the drive unit and at the same time there is a gap between the retaining element and the side wall of the frame interface. This gap is closed by the complete screwing, for example, and at least the holding area of the drive unit is clamped under pressure between the holding element and the floor.
  • the tolerance position of the drive arrangement is preferably set for the tensile stress in such a way that before screwing, the holding element rests against the side wall and at the same time there is a gap between the holding element and the holding area of the drive unit. For example, this gap is closed by screwing and at least the holding area of the drive unit is subjected to tensile stress between the floor and the holding element.
  • the optimal, desired load state of the drive unit can thus be set in a particularly simple manner.
  • the holding element is located on a side of the holding area of the drive unit that is opposite the floor.
  • the retaining element is fastened, preferably screwed, to one end face of the side wall and the drive unit via a movable bearing arrangement.
  • the drive unit is held at least partially within the receiving space by the attachment of the holding element.
  • the load conditions of the drive unit can be adjusted in a particularly simple and targeted manner by adjusting a gap between the holding element and the drive unit, or between the holding element and the side wall.
  • the holding element is preferably an elastically deformable, plate-shaped element.
  • An elastically deformable plate-shaped element enables tolerance compensation between the frame interface and the drive unit in a particularly simple manner and can be individually adapted to the geometry of the frame interface and the drive unit. Furthermore, the use of ductile materials with a low specific weight allows a particularly light structure.
  • the drive arrangement preferably has exactly two holding elements in order to enable a particularly simple and reliable connection of the drive unit and frame interface.
  • the holding element is a flat sheet metal.
  • a flat sheet metal as a holding element allows a particularly simple and inexpensive construction of the drive assembly with low weight. It is particularly advantageous if the drive arrangement has two holding elements, which are each flat sheets of metal. Each plate is preferably screwed to the side wall by means of exactly one screw and screwed to the holding area of the drive unit by means of two screws
  • the holding element is particularly preferably a stepped sheet metal with two flat sheet metal sections.
  • the two flat sheet metal sections are arranged parallel to one another with a predefined offset.
  • the offset of the two sheet metal sections is considered in the unscrewed state of the holding element, ie without mechanical loading of the holding element.
  • the first flat sheet metal section is preferably screwed to the holding area of the drive unit, and the second flat sheet metal section is screwed to the side wall.
  • the tensile load or compressive load of the holding area of the drive unit can be set in a particularly simple and targeted manner by means of the stepped sheet metal, in particular by adjusting the offset accordingly
  • the holding element is a cover which bears against an entire end face of the side wall of the frame interface.
  • the cover thus preferably essentially covers the entire receiving space on its open side.
  • the cover is preferably designed similar to the base and, in particular together with the preferably L-shaped frame interface, forms a substantially closed receiving space.
  • the cover can have recesses through which parts of the drive unit or other elements can protrude.
  • the cover can be made of plastic, for example, or alternatively of metal, for example aluminum. The cover allows particularly good protection of the drive unit against environmental influences.
  • the cover particularly preferably has at least one opening, and one elastomer element and one sleeve per opening.
  • the elastomer element and the sleeve are arranged within the opening and screwed to the drive unit by means of a screw.
  • the screw connection is such that the sleeve is pressed against the elastomer element and the elastomer element is pressed against the drive unit by means of the screw.
  • the sleeve can be in contact with the drive unit in an end state, preferably so that the elastomer element is in a force shunt.
  • the elastomer element can enable a particularly reliable and robust screw connection, since vibrations or impacts can be dampened by a certain flexibility of the elastomer element, for example, in order to avoid damage.
  • the elastomeric element also allows tolerance compensation of the screw connection, preferably in that the elastomeric element is radially expanded by the compression by means of the sleeve and rests against an inner wall of the opening. Thereby the elastomer element is fixed axially and radially in the opening, whereby the cover and the drive unit are also fixed relative to one another.
  • the cover is designed as a resilient cover.
  • the drive unit is clamped between the contact area of the cover and the bottom of the frame interface. This can be done in a form-fitting manner, for example.
  • the positive connection can be made, for example, by means of suitable centering between the contact area of the cover and the drive unit.
  • the clamping can take place in a non-positive manner. With a non-positive clamping, the drive unit is clamped under pressure between the contact area of the cover and the bottom of the frame interface.
  • the drive arrangement preferably also includes at least one fixing screw, by means of which the contact area is screwed directly to the drive unit.
  • the contact area and the drive unit are screwed together in the fully screwed state of the drive arrangement by means of the at least one fixing screw until they stop. This allows a particularly stable attachment of the drive unit
  • the cover is preferably designed in such a way that when it is completely screwed on, a compressive force of at least 50, preferably at least 200 N, preferably at most 1600 N, is exerted on the drive unit between the cover and base, in particular per screwing point.
  • a static state of the drive arrangement is considered, that is to say without dynamic loads acting on the drive arrangement as a result of driving the vehicle, for example. This ensures that there is always a compressive load on the drive unit, even in the case of dynamic loads on the frame arrangement.
  • a particularly reliable tightness of the drive unit can be ensured in this way, for example if it has housing halves that are connected to one another
  • the cover is particularly preferably plate-shaped and has a holding area and a stepped spring area.
  • the contact area surrounds the contact area.
  • the support area is connected to the side wall Frame interface screwable. In the screwed state, preferably only the contact area of the cover is in contact with the side wall of the frame interface.
  • the spring area connects the contact area and the support area to one another.
  • the spring area is designed in such a way that it connects the contact area and the support area to one another in a spring-elastic, ie resilient, manner, with the spring area generating a restoring spring force.
  • the cover is based on the principle of a plate spring. As a result, with a cost-effective construction of the cover, spring elasticity of the cover can be provided in a simple manner in order to reliably enable the state clamped under pressure.
  • the contact area and the contact area of the cover are preferably arranged parallel to one another with a predefined offset when the cover is in the unscrewed, in particular in the unloaded, state.
  • the predefined offset is designed such that the spring elasticity of the cover exerts the predefined compressive force on the drive unit when the contact area of the cover is screwed completely, ie to the stop, to the side wall of the frame interface.
  • the cover is designed to snap over, such that the contact area can snap over from one side of the holding plane to the other side of the holding plane with respect to a holding plane in which the holding area or the support area lies.
  • the holding plane is a plane of symmetry of the holding area, ie preferably arranged centrally between the two surfaces of the holding area.
  • the cover has two rest positions, in particular in each of which there is a plate-shaped configuration of the cover, preferably based on the principle of a plate spring.
  • the holding area can first be screwed to the side wall of the frame interface until it stops, and then the contact area can be pressed in the direction of the drive unit until it snaps over, in order to clamp the drive unit against the cover after snapping over.
  • the cover is particularly preferably designed in such a way that it snaps over as soon as the contact area is moved over a predefined tilting plane when the contact area is moved in the direction of the holding plane.
  • the tilting plane preferably corresponds to the holding plane. Alternatively, the tilting plane can also be arranged at a distance from the holding plane.
  • the holding area in order to initiate the snapping, the holding area must be moved against the spring force of the spring area in the direction of the holding plane, ie in the direction of the holding area, in order to snap over to the corresponding other rest position after the tilting plane has been exceeded.
  • the side wall preferably completely surrounds the receiving space in the circumferential direction. This means that the receiving space is completely closed all the way round by the side wall. As a result, a particularly good mechanical protection of the drive unit from environmental influences and also a particularly even load distribution between the drive unit and the frame interface can be made possible.
  • the side wall has at least one recess, so that the receiving space is open at the side.
  • the recess preferably extends over at least 20%, preferably at most 80%, of the circumference of the side wall.
  • the recess preferably extends over the entire height of the side wall.
  • a particularly cost-effective, low-weight frame interface can be provided by the recess in the side wall.
  • the recess allows better accessibility of the drive unit.
  • the invention leads to a vehicle, preferably a vehicle that can be operated with muscle power and/or engine power, preferably an electric bicycle, which includes the drive arrangement described.
  • the vehicle preferably comprises a vehicle frame, the frame interface being an integral part of the vehicle frame.
  • the frame interface is preferably connected to a down tube and/or to a seat tube and/or to chain stays of the vehicle frame, particularly preferably in each case by means of a welded connection or a screw connection or an adhesive connection.
  • the Frame interface arranged such that a bottom bracket axis of the vehicle runs through the drive unit and the frame interface.
  • the frame interface is arranged such that the bottom bracket axis is substantially perpendicular to the bottom of the frame interface. Because the frame interface is integrated into the vehicle frame, a particularly simple design can be made possible, which allows the drive unit to be arranged in a robust and well-protected manner. In addition, a particularly simple installation of the drive unit can be made possible, since the receiving space must only be accessible from one side.
  • the bottom of the frame interface is also particularly preferably arranged on the output side of the drive unit. In addition to particularly easy access to the frame interface for installing the drive unit, this enables optimal power transmission in the area of the drive arrangement when the vehicle is in operation. Because of the chain force, the highest force acts on the drive arrangement on the output side. Since the bottom of the preferably cup-shaped frame interface is located here, this force can be distributed particularly evenly. If the drive unit is preferably screwed directly to the floor, for example at a number of screwing points distributed over the floor, a particularly direct
  • Power transmission can be achieved between the drive unit and frame interface.
  • Figure 1 is a sectional view of a drive assembly according to a first
  • Figure 2 shows a detail of a side view of a vehicle with the
  • Figure 3 is a detailed view of a frame interface
  • FIG. 4 shows a detailed view of a holding element of a drive arrangement according to a second exemplary embodiment of the invention
  • FIG. 5 shows a detail of a sectional view of the drive arrangement according to the second exemplary embodiment of the invention
  • Figure 6 is a detail of another sectional view of the drive assembly of
  • Figure 7 is a detail of a side view of a vehicle with a
  • Figure 8 is a sectional view of a drive assembly according to a fourth
  • FIG. 9 shows a detailed view of a drive arrangement according to another
  • Figure 10 is a sectional view of the drive assembly of Figure 9 during assembly.
  • Figure 11 is a sectional view of the drive assembly of Figure 9 fully assembled
  • FIG. 12 shows a schematic view of a vehicle in the form of a vehicle that can be operated with muscle power and/or motor power, preferably an electric bicycle.
  • Figure 1 shows a sectional view of a drive assembly 1 according to a first embodiment of the invention.
  • the drive assembly 1 is part of a vehicle (not shown), which is an electric bicycle.
  • the arrow marked with the letter B represents the mounting direction of the drive unit, which is essentially perpendicular to the direction of travel (see Figure 12). Further views of the drive arrangement 1 of the first exemplary embodiment are shown in FIGS.
  • the drive arrangement 1 comprises a drive unit 2 which has a motor and/or a transmission. Furthermore, the drive assembly 1 includes a frame interface 3.
  • the frame interface 3 is preferably pot-shaped and has a bottom 31 and a side wall 32, which are arranged in an L-shape.
  • the floor 31 and the side wall 32 define, for example, a receiving space 30 within which the drive unit 2 is partially arranged.
  • the drive unit 2 rests against the floor 31 at a plurality of support points 37 (cf. FIG. 3 or 9; not shown in FIG. 1) of the floor 31 .
  • the bottom 31 has a recess 35 through which part of the drive unit 2 can protrude at least partially.
  • the drive assembly 1 includes a holding element 4, which is designed as a flat sheet metal.
  • the holding element 4 is screwed to the side wall 32 of the frame interface 3 by means of a first screw 5 and also screwed to the drive unit 2 by means of two second screws 6 (cf. FIG. 2).
  • the two screws 5, 6 are screwed into the side wall 32 or the drive unit 2 from the same side through the retaining element 4.
  • the drive unit 2 is bolted directly to the bottom 31 of the frame interface 3 from an opposite side. This screw connection cannot be seen in FIGS. 1 and 2, but the corresponding bores 70 in the base 31, through which the associated screws are screwed into the drive unit 2, can be seen in FIG.
  • FIG. 1 shows the drive arrangement 1 in a state in which it is not yet completely screwed on. This means that the screws 5, 6 in the state shown in FIG. 1 have not yet been tightened to the stop with a predetermined target torque.
  • a gap 9 between the holding element and an end face 32a of the side wall.
  • the gap 9 can result from manufacturing tolerances, or it can have been produced specifically during the manufacture of the frame interface 3 .
  • the retaining element 4 is deformed until it rests against the end face 32a of the side wall 32 and is thus subjected to bending stress.
  • the compressive stress has a favorable effect on reliable tightness of the drive unit 2, for example if it has a housing which can be formed from housing halves screwed together (cf. FIG. 8, 64).
  • the side wall 32 completely surrounds the drive unit 2 in the circumferential direction.
  • particularly good protection of the drive unit 2 can be achieved.
  • the bottom bracket axle 110 is also shown.
  • the frame interface prevents direct mechanical effects on the drive unit 2, such as those caused by stone chips or objects hitting the ground.
  • FIGS. 7 and 9 show the connection of the frame interface 3 in the vehicle frame 105 of the electric bicycle.
  • the frame interface 3 and the drive unit 2 are located around the bottom bracket axle 110 of the electric bicycle.
  • the frame interface 3 is connected to a down tube 106 and a seat stay 107 of the vehicle frame 105 by means of a welded connection in each case.
  • the frame interface 3 has a hinge 8 which is integrated into an opening 80 within the side wall 32 .
  • a chain stay 108 of a spring-loaded rear structure (see FIG. 7) of the electric bicycle is connected in an articulated manner to the frame interface 3 by means of the joint 8 .
  • the frame interface 3 is aligned on the vehicle frame 105 in such a way that the floor 31 (not visible in Figure 2) is arranged on the output side 60 of the drive unit 2, i.e. closer to a chain ring 109 than the drive unit 2.
  • the frame interface 3 is on one of the Chainring 109 opposite side open.
  • the frame interface 3 which is shown in detail in a perspective view in FIG. 3, is preferably a cast component made of aluminum or an aluminum alloy.
  • the support points 37 for the drive unit 2 are produced by milling after the frame interface 3 has been cast. Bores 50, 70 (50 not required for all versions, see Figure 10) for all screws 5 or 85 and the opening 80 for the joint 8 can be drilled directly in the same clamping, with a particularly high level of accuracy being required for all machined elements everything relative to each other.
  • FIG. 4 shows a detailed view of a holding element 4 of a drive arrangement 1 according to a second exemplary embodiment of the invention.
  • the drive arrangement 1 of the second exemplary embodiment with variants of the retaining element 4 shown in FIG. 4 is shown in FIGS. 5 and 6.
  • the second exemplary embodiment essentially corresponds to the first exemplary embodiment in FIGS. 1 to 3, with the difference that an alternative holding element 4 is used.
  • the two sheet metal sections 41, 42 are arranged parallel to one another and in the unscrewed state, as in FIG. 4, arranged at a predefined offset 44 relative to one another.
  • the offset 44 is designed in such a way that when the drive arrangement 1 is completely screwed on, there is either a compressive load or a tensile load on the holding area 20 of the drive unit 2 .
  • the offset 44 is preferably dimensioned as a function of a tolerance position of the drive unit 2 and the frame interface 3 . The two variants are shown in FIGS.
  • Figure 5 shows a holding element 4 with an offset 44, which is designed such that in the unscrewed state and when a first sheet metal section 41 of the holding element 4 is in contact with the holding area 20 of the drive unit 2, between the second sheet metal section 42 and the side wall 32 of the frame interface 3 a gap 9 is present. If the screws 5, 6 are fully tightened, the retaining element 2 is bent until the second sheet metal section 42 rests against the side wall 32. As a result, the holding area 20 is subjected to pressure via the holding element 4 and between the holding element 4 and the floor 31 .
  • FIG. 6 analogously shows an alternative embodiment of the holding element 4, the offset 44 being designed in such a way that there is a gap 9 between the first sheet metal section 41 and the holding area 20 in the unscrewed state. Since in this state the second holding area 42 is already in contact with the side wall 32, a complete tightening of the screws 5, 6, that the holding area 20 of the drive unit 2 is subjected to train.
  • FIG. 7 shows a detail of a side view of a vehicle with a drive arrangement 1 according to a third exemplary embodiment of the invention.
  • the third exemplary embodiment essentially corresponds to the first exemplary embodiment in FIGS. 1 to 3, with the difference that the frame interface 3 is designed to be open at the side.
  • the side wall 31 of the frame interface 3 in the third exemplary embodiment has a cutout 33 which extends over approximately 30% of a circumference of the side wall 31 .
  • the cutout 33 is located on a vertically lower side and on the front side of the frame interface 3 in the direction of travel.
  • the cutout 33 allows a particularly simple, cost-effective and weight-saving construction of the frame interface 3.
  • the cutout 33 enables particularly good accessibility of the drive unit 2.
  • FIG. 8 shows a sectional view of a drive arrangement 1 according to a fourth exemplary embodiment of the invention.
  • the fourth exemplary embodiment essentially corresponds to the first exemplary embodiment in FIGS. 1 to 3, with a further alternative configuration of the holding element 4.
  • FIG. 8 shows a sectional view of a drive arrangement 1 according to a fourth exemplary embodiment of the invention.
  • the fourth exemplary embodiment essentially corresponds to the first exemplary embodiment in FIGS. 1 to 3, with a further alternative configuration of the holding element 4.
  • FIG. 8 shows a sectional view of a drive arrangement 1 according to a fourth exemplary embodiment of the invention.
  • the fourth exemplary embodiment essentially corresponds to the first exemplary embodiment in FIGS. 1 to 3, with a further alternative configuration of the holding element 4.
  • FIG. 8 shows a sectional view of a drive arrangement 1 according to a fourth exemplary embodiment of the invention.
  • the fourth exemplary embodiment essentially corresponds to the first exemplary embodiment in FIGS. 1 to 3, with a further alternative configuration of the holding element 4.
  • the holding element 4 is designed as a cover which bears against the entire end face 32a of the side wall 32.
  • the receiving space 30 can be essentially closed by the cover 4, with the cover 4 being able to have a recess similar to that of the base 31 (cf. FIG. 3).
  • the holding element 4 has two openings 45, and each opening 45 has an elastomer element 46 and a sleeve 47, which is within the corresponding opening 45 are arranged.
  • the sleeve 47 and the elastomer element 46 are partially inserted into one another, with the elastomer element 46 being arranged on a side of the sleeve 47 facing the drive unit 2 .
  • the screw 6 is tightened, the sleeve 47 and the elastomer element 46 are pressed in the direction of the drive unit 2 .
  • the sleeve 47 presses the elastomer element 46 against the drive unit 2, in particular until the sleeve 47 is in contact with the drive unit 2.
  • FIG. 9 shows a side view of a drive arrangement 1 according to a preferred exemplary embodiment of the invention.
  • the drive arrangement 1 is part of the vehicle (only partially shown), which is an electric bicycle (see FIG. 12).
  • the drive assembly 1 is only partially shown. Further views of the drive assembly 1 of the preferred embodiment are shown in Figures 10 and 11.
  • FIG. 10 shows the drive arrangement 1 in a state in which it is not yet completely screwed on.
  • the retaining element shown here in a preferred embodiment of a resilient cover 4 is plate-shaped and has a contact area 51, a contact area 52, which surrounds contact area 51, and a spring area 53, which connects contact area 52 and contact area 51 to one another. Support area 52 and contact area 51 are arranged parallel to one another in the unloaded state of the resilient cover 84 with a predefined offset 54 . This state is shown in FIG.
  • the resilient cover 84 is plate-shaped and made of spring steel, so that the cover 4 has a resilience comparable to that of a plate spring.
  • the cover is designed so that it can be snapped over, so that the contact area 51 can snap over from one side of a holding plane 40 defined by the bearing area 52 to the other side of the holding plane 40 .
  • the holding plane 40 is a plane of symmetry of the support area 52, that is, arranged centrally between the opposite surfaces of the support area 52. The snapping occurs when the contact area 51 is moved completely over a tilting plane 40, which corresponds to the holding plane 40 in the preferred exemplary embodiment.
  • the resilient cover 84 is designed in such a way that the snapping over takes place symmetrically with respect to the holding plane 40 . That is, the resilient cover 84 has two rest positions, in each of which a surface 51a,
  • a first resting position of the cover 84 is shown in FIG. In this state, ie while it is being screwed to the side wall 32, the resilient cover is aligned in such a way that the contact area 51 lies on a side of the cover facing away from the frame interface 3.
  • At least one fixing screw 86 is introduced into a through-opening 55 of the contact area 51 and screwed into the drive unit 2.
  • the contact area 51 is moved towards the drive unit 2, ie also towards the holding plane 40.
  • the snapping takes place.
  • the cover 84 is designed in such a way that the predefined distance 54 is greater than a distance 54' between the holding plane 40 and the drive unit 2. This means that the cover 4 cannot assume its second rest position after it has snapped over. As a result, the contact area 51 remains in a state that is prestressed against the support area 52 by means of the spring area 43 . Because of the spring elasticity of the resilient cover 84, a predefined compressive force F is exerted on the drive unit 2 as a result. In other words, the Drive unit 2 is clamped between the contact area 51 and the floor 31 by means of the predefined compressive force F.
  • the compressive stress has a favorable effect on reliable tightness of the drive unit 2, for example if it has a housing which can be formed from housing halves screwed together.
  • FIG. 12 shows a simplified schematic view of a vehicle 100 that can be operated with muscle power and/or motor power and that includes a drive arrangement 1 according to an exemplary embodiment of the invention.
  • the vehicle 100 is an electric bicycle.
  • the arrow marked with the letter A represents the running direction of the electric bicycle.
  • the drive assembly 1 is arranged in the area of a bottom bracket and includes a drive unit 2.
  • the drive unit 2 includes an electric motor and a gear and is provided to use a torque generated by the electric motor to support a pedaling force generated by muscle power of the driver.
  • the drive unit 2 is supplied with electrical energy from an electrical energy store 111 .
  • the drive arrangement 1 comprises a frame interface 3.
  • the frame interface 3 is an integral part of a vehicle frame 105 of the vehicle 100.
  • An output shaft 108 is connected to a chain ring 109 in a torque-proof manner.
  • the bottom bracket axle 110 can be driven on the one hand by the muscle power of the driver and on the other hand by the engine power of the drive unit 2

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Motor Or Generator Frames (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

L'invention porte sur un ensemble d'entraînement pour véhicule qui est actionné à l'aide de la puissance musculaire et/ou d'un moteur, comprenant : une interface de cadre en forme de L (3), ladite interface de cadre en forme de L (3) ayant une base (31), une paroi latérale (32) et une face ouverte (66) opposée à la base (31) ; et une unité d'entraînement (2), l'unité d'entraînement (2) pouvant être installée par l'intermédiaire de la face ouverte (66) de l'interface de cadre (3), en particulier horizontalement, et étant fixée de manière amovible à la base (31) de l'interface de cadre (3).
EP22728357.9A 2021-05-17 2022-05-05 Ensemble d'entraînement Pending EP4341112A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102021204957 2021-05-17
DE102021204956 2021-05-17
DE102022204221.2A DE102022204221A1 (de) 2021-05-17 2022-04-29 Antriebsanordnung
PCT/EP2022/062160 WO2022243055A1 (fr) 2021-05-17 2022-05-05 Ensemble d'entraînement

Publications (1)

Publication Number Publication Date
EP4341112A1 true EP4341112A1 (fr) 2024-03-27

Family

ID=81975197

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22728357.9A Pending EP4341112A1 (fr) 2021-05-17 2022-05-05 Ensemble d'entraînement

Country Status (4)

Country Link
US (1) US20240239439A1 (fr)
EP (1) EP4341112A1 (fr)
JP (1) JP2024519224A (fr)
WO (1) WO2022243055A1 (fr)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5634645B1 (ja) * 2013-02-13 2014-12-03 パナソニック株式会社 電動アシスト自転車
US9616966B2 (en) * 2015-06-26 2017-04-11 Specialized Bicycle Components, Inc. Bicycle frame with reinforced motor mount
JP7054817B2 (ja) * 2018-03-13 2022-04-15 パナソニックＩｐマネジメント株式会社 ケースの取付構造及び電動自転車

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US20240239439A1 (en) 2024-07-18
JP2024519224A (ja) 2024-05-09
WO2022243055A1 (fr) 2022-11-24

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