NL2026760B1 - Hybrid drive system for a bicycle - Google Patents

Hybrid drive system for a bicycle Download PDF

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Publication number
NL2026760B1
NL2026760B1 NL2026760A NL2026760A NL2026760B1 NL 2026760 B1 NL2026760 B1 NL 2026760B1 NL 2026760 A NL2026760 A NL 2026760A NL 2026760 A NL2026760 A NL 2026760A NL 2026760 B1 NL2026760 B1 NL 2026760B1
Authority
NL
Netherlands
Prior art keywords
wheel hub
drive system
rear wheel
hybrid drive
clutch
Prior art date
Application number
NL2026760A
Other languages
Dutch (nl)
Inventor
Marie Van Druten Roëll
Original Assignee
Advatech B V
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
Application filed by Advatech B V filed Critical Advatech B V
Priority to NL2026760A priority Critical patent/NL2026760B1/en
Priority to PCT/NL2021/050644 priority patent/WO2022086334A1/en
Priority to EP21798468.1A priority patent/EP4232349A1/en
Priority to US18/250,184 priority patent/US20230382489A1/en
Application granted granted Critical
Publication of NL2026760B1 publication Critical patent/NL2026760B1/en

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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
    • 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
    • B62M6/60—Rider propelled cycles with auxiliary electric motor power-driven at axle parts
    • B62M6/65—Rider propelled cycles with auxiliary electric motor power-driven at axle parts with axle and driving shaft arranged coaxially

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to a hybrid drive system for a bicycle comprising a crank, an electric motor, a rear Wheel hub shell, an intermediate drive part, a first transmission connecting the crank to the intermediate drive part, and a second transmission connecting the electric motor to the intermediate drive part. The intermediate drive part is connected or connectable to the rear Wheel hub shell. The system can include a first clutch between the intermediate drive part and the rear Wheel hub shell for in a first mode rotationally coupling the rear Wheel hub shell to the intermediate drive part, and in a second mode rotationally decoupling the rear Wheel hub shell from the intermediate drive part. + Fig. 1

Description

P128654NL00 Title: Hybrid drive system for a bicycle
FIELD The invention relates to a gear shifting mechanism for shifting gears on a bicycle. More in particular, the invention relates to a hybrid drive system for a bicycle, allowing both electric power and muscle power to be used for driving the bicycle.
BACKGROUND Bicycles driven by combined electric power from an electric motor and muscle power from a rider are generally known. These bicycles have a hybrid drive system allowing both electric power and muscle power to be used for driving the bicycle. The known hybrid bicycle drive systems normally are configured to either have a predetermined amount of electric torque transferred to the driven wheel hub, or to have the amount of electric torque transferred to the driven wheel hub be dependent on the amount of muscle power exerted by the rider.
A disadvantage of the known hybrid drive systems for a bicycle is that the functionality is limited.
SUMMARY It is an object to provide a hybrid drive system for a bicycle providing more functionality to the user.
Thereto, according to an aspect, is provided a hybrid drive system for a bicycle comprising a crank, an electric motor and a rear wheel hub shell. The electric motor can comprise a stator and a rotor. The stator can be positioned inside the rotor. The electric motor can be positioned inside the rear wheel hub shell. The hybrid drive system further comprises an intermediate drive part. The intermediate drive part can be positioned inside the rear wheel hub shell. The hybrid drive system comprises a first transmission, such as formed by a chain, belt and/or cardan drive, connecting the crank to the intermediate drive part. The crank can e.g. be connected to the intermediate drive part via a first freewheel clutch. The hybrid drive system comprises a second transmission connecting the electric motor to the intermediate drive part. The second transmission can include a reduction gearing between the rotor of the electric motor and the intermediate drive part. The second transmission can be positioned inside the rear wheel hub shell. The intermediate drive part is connected or connectable to the rear wheel hub shell. Hence, the intermediate drive part can be connected to the rear wheel hub shell, e.g. for allowing the intermediate drive part to drive the rear wheel hub shell in rotation. The intermediate drive part can be released from the rear wheel hub shell, e.g. for allowing the intermediate drive part and the rear wheel hub shell to rotate or stand still independently of each other.
The hybrid drive system can comprises a first clutch between the intermediate drive part and the rear wheel hub shell for in a first mode rotationally coupling the rear wheel hub shell to the intermediate drive part, and in a second mode rotationally decoupling the rear wheel hub shell from the intermediate drive part. The first clutch can be positioned inside the rear wheel hub shell.
Hence, the crank and the electric motor both connect to the intermediate drive part to drive, or be driven by, the intermediate drive part in rotation. The first clutch in the first mode allows the rear wheel hub shell to be driven by, or drive, the intermediate drive part in rotation. The clutch in the second mode allows the rear wheel hub shell to remain still or rotate independent of rotation or standstill of the intermediate drive part, while the rear wheel hub remains attached to the frame of the bicycle.
Optionally, the first clutch is a form-closed clutch, such as a spline connection that can be decoupled, e.g. manually. The first clutch can be an active form-closed clutch, such as a clutch that can be decoupled by an actuator. The hybrid drive system can include an actuator for bringing the actuatable first clutch from the first mode to the second mode, and/or vice versa. The first clutch can be an active freewheel clutch which actively can be disengaged. Hence, the active freewheel clutch can in the first mode allows the rear wheel hub shell to be driven by the intermediate drive part in forward rotation and freewheel in rearward rotation. The active freewheel clutch in the second mode allows the rear wheel hub shell to freewheel in forward rotation direction, e.g. in both forward and rearward rotation directions.
Optionally, the intermediate drive part is positioned inside the rear wheel drive hub shell. Optionally, the first clutch is positioned inside the rear wheel drive hub shell. Hence, a compact design is possible.
Optionally, the electric motor is configured to act as a generator when the first clutch is in the second mode. When the first clutch is in the second mode, the user pedaling to rotate the crank will not result in the rear wheel hub shell rotating as a result of the pedaling. Thus, the bicycle can be used stationary, e.g. on a mechanical stand, e.g. for training, such as in-door training. Special roller-type training devices or removal of the rear wheel is not required since the rear wheel hub shell can remain immobile due to the first clutch being in the second mode. The stand is arranged for keeping the bicycle in an upright position, and can include dampers sideways tilting of the bicycle to accommodate for sideway rider movements during pedaling. It will be appreciated that when the intermediate drive part is rigidly connected or to the rear wheel hub shell, or connected to the rear wheel hub shell by a freewheel clutch allowing the intermediate drive part to drive the rear wheel hub shell in rotation in the forward direction and to freewheel in the rearward direction, the bicycle can nevertheless be used on a roller-type training device.
The electric motor being configured to act as a generator allows for the pedaling to drive the generator, i.e. for the user to feel resistance during pedaling, so as to provide effective training. The resistance experienced during pedaling can be adjusted, by adjusting an electrical load resistance connected to the generator. Optionally, the electric motor is configured to act as a generator when the first clutch is in the first mode. When the first clutch is in the first mode, the user pedaling to rotate the crank will result in the rear wheel hub shell rotating as a result of the pedaling. Thus, the bicycle can be used for transportation and/or training, such as out-door training. The electric motor being configured to act as a generator allows for the pedaling to drive both the rear wheel hub shell and the generator, 1.e. for the user to feel additional resistance during pedaling, so as to provide effective training. The resistance due to the generator experienced during pedaling can be adjusted, by adjusting an electrical load resistance connected to the generator.
When the electric motor is configured to act as generator, the generated electric power can be used for charging a battery of the bicycle. When the first clutch is in the second mode, the generated electric power can also be used for charging a home battery, powering electrical appliances or transfer to an electricity grid.
Optionally, the electric motor is configured to act as a motor when the first clutch in the first mode. When the first clutch is in the first mode, the user pedaling to rotate the crank will result in the rear wheel hub shell rotating as a result of the pedaling. Thus, the bicycle can be used transportation and/or training. The electric motor being configured to act as a motor causes the bicycle to function as a bicycle with electric motor assistance.
Optionally, the hybrid drive system comprises an activator, such as a manual or electric activator, for switching the first clutch from the first mode top the second mode, or vice versa. The activator can e.g. be a mechanical switch, e.g. on the rear wheel hub. The activator can e.g. be a switch, e.g. on a handlebar of the bicycle for electrically actuating the first clutch.
Optionally, the hybrid drive system comprises a first freewheel clutch between the crank to the intermediate drive part.
The first freewheel 5 clutch can be a passive element, such as a freewheel clutch or freewheel bearing.
The first freewheel clutch has an input and an output, and is configured to automatically engage when the speed of the input is higher than the speed of the output in a forward movement direction, and to disengages when the speed of the input is lower than the speed of the output in forward direction.
Thus, the intermediate drive part can be driven in rotation 1n forward direction by the crank, but the crank will not be driven in rotation in forward direction by the intermediate drive part.
Optionally the first freewheel clutch is positioned inside the rear wheel hub shell.
Optionally, the hybrid drive system comprises a third transmission between the intermediate drive part and the rear wheel hub shell.
The third transmission can have a unity transmission ratio.
Alternatively the third transmission can have a decreasing or increasing transmission ratio.
The third transmission can have at least two selectable different transmission ratios. the third transmission can be configured to shift between the at least two transmission ratios under load.
Optionally the third transmission is positioned inside the rear wheel hub shell.
Optionally, the first clutch is part of the third transmission.
Optionally, the third transmission comprises a planetary gear set with at least three rotational members.
The hybrid drive system can comprise a first second clutch configured for selectively connecting two of the at least three rotational members.
The hybrid drive system can comprise a first second freewheel clutch between one of the rotational members and the first second clutch.
Thus, the planetary gear set can selectively provide a first transmission ratio and a different second transmission ratio.
The planetary gear set can be positioned inside the rear wheel hub shell.
The first second clutch can be positioned inside the rear wheel hub shell.
Optionally, the hybrid drive comprises a third freewheel clutch between one of the rotation members of the third transmission and the stator of the electric motor.
Optionally, the third freewheel clutch includes the first clutch.
The third freewheel clutch can be positioned inside the rear wheel hub shell.
Optionally, the hybrid drive system comprises a fourth transmission between the crank and the intermediate drive part.
The fourth transmission can e.g. be between the crank and the first freewheel clutch or between the first freewheel clutch and the intermediate drive part.
The fourth transmission can have a unity transmission ratio.
Alternatively the fourth transmission can have a decreasing or increasing transmission ratio.
The fourth transmission can have at least two selectable different transmission ratios. the fourth transmission can be configured to shift between the at least two transmission ratios under load.
Optionally the fourth transmission is positioned inside the rear wheel hub shell.
Optionally, the fourth transmission comprises a planetary gear set with at least three rotational members.
The hybrid drive system can comprise a second second clutch configured for selectively connecting two of the at least three rotational members.
The hybrid drive system can comprise a second second freewheel clutch between one of the rotational members and the second second clutch.
Thus, the planetary gear set can selectively provide a first transmission ratio and a different second transmission ratio.
The planetary gear set can be positioned inside the rear wheel hub shell.
The second second clutch can be positioned inside the rear wheel hub shell.
Optionally, the hybrid drive comprises a fourth freewheel clutch between one of the rotation members of the fourth transmission and the stator of the electric motor.
The fourth freewheel clutch can be positioned inside the rear wheel hub shell.
Optionally, the hybrid drive system comprises a controller. The controller can be configured to control electric power provided to the electric motor. Alternatively, or additionally, the controller can be configured to control electric load resistance provided to the electric motor acting as generator.
Optionally, the hybrid drive system comprises a torque sensor between the crank and the intermediate drive part. The torque sensor can determine the torque exerted by muscle power by the rider. The torque sensor can e.g. be connected to the controller. The controller can control electric power provided to the electric motor, e.g. based on the torque determined by the torque sensor. Alternatively, the controller can control electric load resistance provided to the electric motor acting as generator, e.g. based on the torque determined by the torque sensor. The torque sensor can be positioned inside the rear wheel hub shell.
The torque sensor can combined with the first freewheel clutch. The torque sensor can e.g. be integrated in the first freewheel clutch. The torque sensor can combined with the first or the fourth transmission. The torque sensor can e.g. be integrated in the first or the fourth transmission.
Optionally, the third and/or fourth transmission comprises a planetary gear set with at least three rotational members.
Optionally, the controller includes or is communicatively connectable to bicycle computer. The bicycle computer can include a user interface. The bicycle computer and/or the user interface can e.g. be formed by an app executed on a mobile communications device, such as a smartphone, communicatively connected to the controller, e.g. via wifi, bluetooth, nfc or the like. The user interface can include an input, such as a touch screen and/or buttons, and an output, such as a screen. The user interface can e.g. include a touch screen.
The user interface can be configured for allowing a user to select operation of the first clutch. The user interface can e.g. include a control element, such as a switch, for switching the first clutch from the first mode to the second mode, or vice versa.
The user interface can be configured for allowing the user to control operation of the electric motor.
The user interface can e.g. include a control element, such as a switch, for switching the electric motor to act as motor or to act as generator.
The user interface can e.g. include a control element for setting a parameter representative of a value of an electric load resistance connected to the electric generator.
The user interface can be configured for setting a training program.
The training program can include a variable electric load resistance of the generator, e.g. varying in time.
The training program can include a simulation of a terrain.
The simulation can include a variable electric load resistance of the generator corresponding to an inclination of the simulated terrain.
The bicycle computer can be configured to be programmed by the user to follow a certain load profile and to control the electric motor accordingly in riding mode (first clutch in the first mode) and in training mode (first clutch in the second mode) When the first clutch is in the second mode, the variable electric load resistance of the generator can directly correspond to an inclination of the simulated terrain.
When the first clutch is in the first mode, the variable electric load resistance of the generator can be calculated on the basis of a desired inclination of the simulated terrain, and on the basis of a torque exerted by the rider, e.g. as measured by the torque sensor.
Hence, the rider can experience a training session providing resistance as if he is riding in mountainous terrain while actually riding on a level road.
The hybrid drive system can include a heart rate sensor to measure a heart rate of the rider.
The bicycle computer can be configured to adjust the electric load resistance of the generator on the basis of a measured heart rate of the rider.
The electric load resistance can e.g. be adjusted such that the measured heart rate of the rider corresponds to a predetermined heart rate, or follows a predetermined heart rate profile in time, such as during training. The hybrid drive system can include a pedaling rate sensor to measure a pedaling rate of the rider. The bicycle computer can be configured to adjust an electric load resistance of the generator, an electric power provided to the electric motor, and/or a transmission ratio of one or more of the first, second, third and fourth transmissions, on the basis of a measured pedaling rate of the rider. The electric load resistance of the generator, electric power provided to the electric motor, and/or transmission ratio of one or more of the first, second, third and fourth transmissions can e.g. be adjusted such that the measured pedaling rate of the rider corresponds to a predetermined pedaling rate, or follows a predetermined pedaling rate profile in time, such as during training.
Optionally, one or more of the first, second, third and fourth transmissions is a continuously variable transmission. The bicycle computer can be configured to adjust the continuously variable transmission such that the measured pedaling rate of the rider corresponds to a predetermined pedaling rate, or follows a predetermined pedaling rate profile in time, such as during training.
The hybrid drive system can be configured to determine a pedaling power of the rider. The pedaling power can e.g. be determined based on the torque sensor. The hybrid drive system can include a pedaling power sensor. The bicycle computer can be configured to adjust an electric load resistance of the generator, an electric power provided to the electric motor, and/or a transmission ratio of one or more of the first, second, third and fourth transmissions, on the basis of a determined pedaling power of the rider. The electric load resistance of the generator, electric power provided to the electric motor, and/or transmission ratio of one or more of the first, second, third and fourth transmissions can e.g. be adjusted such that the measured pedaling power of the rider corresponds to a predetermined pedaling power,
or follows a predetermined pedaling power profile in time, such as during training.
Optionally, the electric motor, the intermediate drive part, the first clutch and the second transmission are positioned inside the rear wheel hub shell.
Optionally, one or more of the first freewheel clutch, the third transmission and the fourth transmission are also positioned inside the rear wheel hub shell.
According to an aspect is provided a rear wheel hub assembly for a bicycle.
The rear wheel hub assembly includes a driver connectable to a crank of the bicycle.
The driver can e.g. be configured to receive a cassette including a plurality of sprockets, or a plurality of sprockets, e.g. for a chain or belt drive.
The driver can be configured to attach a belt pulley thereto, e.g. for a belt drive.
The driver can be configured to attach a (bevel) gear thereto, e.g. for a cardan drive.
The rear wheel hub assembly includes an electric motor and a second transmission.
The rear wheel hub assembly includes an intermediate drive part rotationally coupled to the driver, e.g. via a first freewheel clutch, and rotationally coupled to a rotor of the electric motor via the second transmission.
The rear wheel hub assembly includes a rear wheel hub shell.
The intermediate drive part is connected or connectable to the rear wheel hub shell.
Optionally, the rear wheel hub assembly further includes a first clutch between the intermediate drive part and a rear wheel hub shell for in a first mode rotationally coupling the rear wheel hub shell to the intermediate drive part, and in a second mode rotationally decoupling the rear wheel hub shell from the intermediate drive part.
The first clutch can be a form-closed clutch.
The first clutch can be an active form-closed clutch.
The first clutch can be an active freewheel clutch configured to be actively disengaged.
Optionally, the electric motor, the intermediate drive part, the first clutch and the second transmission are positioned inside the rear wheel hub shell of the rear wheel hub assembly. Optionally, one or more of the first freewheel clutch, the third transmission and the fourth transmission are also positioned inside the rear wheel hub shell of the rear wheel hub assembly.
Optionally, the intermediate drive part is positioned, at least partially, radially inside the sprocket, the plurality of sprockets, the cassette, the belt pulley or the (bevel) gear. Optionally, the intermediate drive part is positioned radially inside at least one sprocket of the one or more sprockets. The sprocket, the plurality of sprockets, the cassette, the belt pulley or the (bevel) gear can have a tapered central axial opening. The tapered central axial opening can have an internal diameter decreasing in a direction away from a center of the rear wheel hub assembly The tapered central axial opening can have a larger diameter at larger sprockets and a smaller diameter at smaller sprockets. The sprockets of the plurality of sprockets can each have a central opening, wherein the central opening of larger sprockets is larger than the central opening of smaller sprockets. Optionally, the sprocket, the plurality of sprockets, the cassette, the belt pulley or the (bevel) gear and the driver are configured to transmit torque from the sprocket, the plurality of sprockets, the cassette, the belt pulley or the (bevel) gear to the driver at portion of the sprocket, the plurality of sprockets, the cassette, the belt pulley or the (bevel) gear axially away from the center of the wheel hub assembly (e.g. away from a largest sprocket of the cassette in a direction of a smallest sprocket of the cassette). Optionally, the cassette and driver are configured to transmit torque from the cassette to the driver at portion of the cassette at or near the smallest sprocket of the cassette. Optionally, the one or more sprockets or the cassette and driver are configured to transmit torque from the one or more sprockets or the cassette to the driver at portion of the one or more sprockets or the cassette at or near the smallest sprocket of the one or more sprockets or the cassette. Optionally, the sprocket or the plurality of sprockets or the cassette transmits torque to the driver on a diameter that is smaller than a diameter of a smallest sprocket, of the plurality of sprockets or the cassette.
Optionally, the sprocket, the plurality of sprockets, the cassette, the belt pulley or the (bevel) gear transmits torque to the driver on a smallest diameter. Optionally, the sprocket, the plurality of sprockets, the cassette, the belt pulley or the (bevel) gear transmits torque to the driver on a diameter that is smaller than or equal to a smallest inner diameter of the sprocket, the plurality of sprockets, the cassette, the belt pulley or the (bevel) gear. Optionally, the driver is configured to transmit torque to the intermediate drive part on a diameter that is smaller than a diameter of a smallest sprocket connected to the driver.
Optionally, the sprocket, the plurality of sprockets, the cassette, the belt pulley or the (bevel) gear which are connected to the driver are supported on the wheel hub directly via a bearing. The rear wheal hub assembly can include an axle, such as a hollow axle, around which the hub shell revolves. The axle can be configured to be immobile relative to a frame of the bicycle. The stator of the electric motor can be rigidly connected to the axle. Optionally, the wheel hub is supported on the driver side of the wheel axle assembly via a bearing, which bearing is positioned axially further from a center of the wheel axle assembly than a middle sprocket.
Optionally, the rear wheel hub assembly also includes one or more of the third and fourth transmission as described above.
Optionally, the rear wheel hub assembly further includes one or more of the torque sensor, the second clutch, end second freewheel clutch.
Optionally the rear wheel hub shell is configured to be decoupled from the driver. According to an aspect 1s provided a rear wheel including the rear wheel hub assembly.
According to an aspect 1s provided a bicycle including the rear wheel.
According to an aspect is provided a method for riding a bicycle, including providing input torque to a crank, transferring the input torque to an intermediate drive part, transferring a first part of the input torque from the intermediate drive part to a rear wheel for propelling the bicycle, and transferring a second part of the input torque from the intermediate drive part to an electric generator connected to an electric load resistance. The value of the electric load resistance can be varied as described above.
It will be appreciated that all features and options mentioned in view of the hybrid drive system apply equally to the rear wheel hub assembly, the rear wheel, the bicycle and the method, and vice versa. It will also be clear that any one or more of the above aspects, features and options can be combined.
BRIEF DESCRIPTION OF THE DRAWINGS Embodiments of the present invention will now be described in detail with reference to the accompanying drawings in which: Fig. 1 shows a schematic representation of a hybrid drive system; Fig. 2A shows a schematic representation of a hybrid drive system; Fig. 2B shows a schematic representation of a hybrid drive system; Fig. 3 shows a schematic representation of a hybrid drive system; Fig. 4 shows a schematic representation of an example of a cross sectional view of a wheel hub assembly; Fig. 5A shows a schematic representation of an example of a cross sectional view of a wheel hub assembly; Fig. 5B shows a schematic representation of an example of a cross sectional view of a wheel hub assembly; and Fig. 6 shows a schematic representation of a hybrid drive system.
DETAILED DESCRIPTION Fig. 1 shows a schematic representation of an example of a hybrid drive system 1 for a bicycle.
The drive system 1 comprises a crank 2, an electric motor 4 and a rear wheel hub shell 6. The electric motor 4 includes a stator 8 and a rotor 10. In this example, the stator 8 is drawn as surrounding the rotor 10. It is also possible that the stator 8 is positioned inside the rotor 10. The drive system 1 further comprises an intermediate drive part 12. The drive system 1 comprises a first transmission 14, such as formed by a chain, belt and/or cardan drive.
The first transmission 14 connects the crank 2 to the intermediate drive part 12. Here, the crank is connected to the intermediate drive part 12 via a first freewheel clutch 16. The drive system 1 comprises a second transmission 18 connecting the electric motor 4 to the intermediate drive part 12. The second transmission 18 in this example includes a reduction gearing between the rotor 8 of the electric motor 4 and the intermediate drive part 12. The drive system 1 comprises a first clutch 20 between the intermediate drive part 12 and the rear wheel hub shell 6. The first clutch 20 can selectively be in a first mod or in a second mode.
In the first mode the first clutch 20 rotationally couples the rear wheel hub shell 6 to the intermediate drive part 12. Thus, when the first clutch 20 is in the first mode, driving the intermediate drive part 12 in rotation, e.g. by the crank 2 and/or the electric motor 4, will drive the rear wheel hub shell 6 in rotation.
In the second mode the first clutch 20 rotationally decoupling the rear wheel hub shell 6 from the intermediate drive part 12. Thus, when the first clutch 20 is in the second mode, driving the intermediate drive part 12 in rotation, e.g. by the crank 2 and/or the electric motor 4, will not drive the rear wheel hub shell 6 in rotation.
When the first clutch 20 is in the second mode, the rear wheel hub shell 6 can remain still notwithstanding rotation of the crank 2 and the electric motor 4.
The rotor 8 of the electric motor 4 can provide torque to the intermediate drive part 12, e.g. in addition to muscle power provided to the crank 2. Hence, the electric motor 4 can act as a motor. When the first clutch 20 is in the first mode, the user pedaling to rotate the crank 2 will result in the rear wheel hub shell 6 rotating as a result of the pedaling.
Thus, the bicycle can be used transportation and/or training. The electric motor 4 being configured to act as a motor causes the bicycle to function as a bicycle with electric motor assistance.
Alternatively, the rotor 8 of the electric motor 4 can brake rotation of the crank 2 when the crank 2 is being used as input of muscle power. Hence, the electric motor 4 can act as a generator and generate energy. The energy can e.g. be used for charging a battery of the bicycle. The rotor 8 of the electric motor can provide mechanical resistance to rotating the crank 2, such as by pedaling. An amount of mechanical resistance provided by the rotor can be controlled by controlling an amount of electric load resistance connected to electric terminals of the electric motor 4.
When the first clutch 20 is in the second mode, the rotor 8 of the electric motor can provide mechanical resistance to rotating the crank 2, such as by pedaling, without driving the rear wheel hub shell in rotation.
Thus, the bicycle can be used for training, e.g. in-door, without a need for using an external roller as the rear wheel of the bicycle (and the front wheel) is not rotating. The electric motor 4 acting as a generator allows for the pedaling to drive the generator, i.e. for the user to feel resistance during pedaling, so as to provide effective training.
When the first clutch 20 is in the first mode, the rotor 8 of the electric motor can provide mechanical resistance to rotating the crank 2, such as by pedaling, while driving the rear wheel hub shell in rotation. Thus, the bicycle can be used for training, e.g. out-door, while providing extra resistance. The electric motor 4 acting as a generator allows for the pedaling to drive the generator, i.e. for the user to feel resistance during pedaling, so as to provide effective training. The first freewheel clutch 16 in this example has an input connected to the crank 2, e.g. via the first transmission 14, and an output connected to the intermediate drive part 12. The first freewheel clutch 16 is configured to automatically engage, i.e. rotationally couple its input to its output, when the rotational speed of the input is higher than the rotational speed of the output in a forward movement direction of the bicycle. The first freewheel clutch 16 is configured to disengage, i.e. rotationally decouple its input from its output, when the rotational speed of the input is lower than the rotational speed of the output in the forward movement direction of the bicycle. Thus, the intermediate drive part 12 can be driven in rotation in forward direction by the crank 2, but the crank 2 will not be driven in rotation in forward direction by the intermediate drive part 12. Hence, rotation of the crank 2 can be stopped without feeling the inertia of the rotor
8. Figure 2A shows a schematic representation of an example of a hybrid drive system 1 for a bicycle. The system 1 of Figure 2A is similar to the system 1 of Figure 1. In this example, the drive system 1 comprises a third transmission 22 between the intermediate drive part 12 and the rear wheel hub shell 6. Here, the third transmission 22 includes at least two selectable different transmission ratios. Here, the third transmission 22 is configured to shift between the at least two transmission ratios under load. In this example one of the at least two selectable transmissions has a unity transmission ratio. The other one or more transmission ratios can be decreasing and/or increasing transmission ratios. Figure 2B shows a schematic representation of an example of a hybrid drive system 1 for a bicycle. The system 1 of Figure 2B is similar to the system 1 of Figure 1. In this example, the drive system 1 comprises a fourth transmission 24 between the crank 2 and the intermediate drive part
12. Here the fourth transmission 24 connects the first transmission 14 to the intermediate drive par 12. Here, the fourth transmission 24 includes at least two selectable different transmission ratios. Here, the fourth transmission 24 is configured to shift between the at least two transmission ratios under load. In this example one of the at least two selectable transmissions has a unity transmission ratio. The other one or more transmission ratios can be decreasing and/or increasing transmission ratios. Figure 3 shows a schematic representation of an example of a hybrid drive system 1 for a bicycle. The system 1 of Figure 3 is similar to the system 1 of Figure 2A. In this example, the intermediate drive part 12 drives the hub shell 6 via the third transmission 22 and the first clutch 20. In this example, the third transmission 22 comprises a planetary gear set
26. The planetary gear set includes at least three rotational members. The at least three rotational members here include a sun gear 26S, a planet carrier 26C with one or more planet gears 26P and a ring gear 26R. The third transmission further includes a second clutch 48 and a second freewheel clutch 50. For example, the intermediate drive part 12 is rigidly connected to the ring gear 26R. The sun gear 26S is connected to the axle 36 as explained below. In this example, the third transmission 22 includes two selectable transmission ratios. For switching between the two ratios the second transmission 22 includes a second clutch 48. In a first transmission mode, the second clutch 48 rotationally couples the planet carrier 26C to corotate with the ring gear 26R. Hence, a unity transmission ratio is provided. The sun gear 268 is allowed to rotate in a forward drive direction relative to the axle 36 because of a second freewheel clutch 50 between the sun gear 26S and the axle 36. In a second transmission mode, the second clutch 48 decouples the planet carrier 26C from the ring gear 26R. Hence, the planet carrier 26C can rotate independently from the ring gear 26R. The second freewheel clutch 50 prevents the sun gear 26S from rotating in a rearward drive direction relative to the axle 36. Hence, a reducing transmission ratio is provided. In this example, the first clutch 20 is integrated into the second freewheel clutch 50. Here, the in the first mode the second freewheel clutch works as described above. I.e the second freewheel clutch 50 allows the sun gear 26S to rotate in a forward drive direction, and prevents the sun gear 26S to rotate in a rearward drive direction. In the second node, the second freewheel clutch 50 allows the sun gear to rotate in the rearward drive direction. Hence, the ring gear 26R will drive the sung gear 26S via the planet gears 26P. As the sun gear is free to rotate in the rearward drive direction, the planet carrier 26C will not be rotated and the wheel hub shell 6 will not be driven in rotation by the third transmission 22. As shown in Figure 3 there can a further freewheel clutch in series with the second clutch 48. Further, as shown in Figure 3, there can be one or more optional freewheel clutches (indicated as dashed triangles) at various locations in the hybrid drive system 1. These optional freewheel clutches can be additional to the first or second freewheel clutch or replace the first or second freewheel clutch. Figure 4 shows a schematic representation of an example of a cross sectional view of a wheel hub assembly 3. The wheel hub assembly 3 can be part of the hybrid drive system 1. Figure 4 shows a cassette 28 comprising one or more input sprocket 30. The cassette 28 or input sprockets 30 can be part of the first transmission 14. The sprockets 30 can e.g. be driven by a chain (not shown), in turn driven by a front sprocket attached to the crank
2. The cassette is mounted to a driver 34 which is rotatable mounted onto an axle 36, e.g. via a bearing 38. The driver 34 is coupled to the intermediate drive part 12 via the first freewheel clutch 16. In this example, the intermediate drive part 12 forms an inner shell, rotatably housed inside the hub shell 6. Here, the hub shell 6 is rotatable mounted to an outer side of the intermediate drive part 12 via bearings 42. It will be appreciated that instead of a cassette 28 it is also possible that a single sprocket 30 is attached to the driver 34, or a plurality of sprockets 30, or a belt pulley, or a (bevel gear). Here, the cassette 28 has a tapered central axial opening 29. The tapered central axial opening 9 has a larger diameter at larger sprockets and a smaller diameter at smaller sprockets. Here, the wheel hub shell 6 extends into the tapered central axial opening 29. Hence, the wheel hub shell 6 1s positioned, at least partially, radially inside the cassette 28. In this example, also the intermediate drive part 12 is positioned, at least partially, radially inside the cassette 28. The cassette 28 is supported on the wheel hub shell 6 via a bearing 31. It will be appreciated that in this example, the cassette 28 transfers torque to the driver 34 at a distal end of the cassette 28, axially away from a center of the wheel hub assembly 3. Thus, the cassette 28 transmits torque to the driver 34 on a diameter that is smaller than a diameter of a smallest sprocket 30 of the cassette 28. Here, the cassette 28 transmits torque to the driver 34 on a diameter that is smaller than or equal to an inner diameter of the smallest sprocket of the cassette. Also in this example, the driver 34 transmits torque to the intermediate drive part 12 on a diameter that is smaller than or equal to an inner diameter of the smallest sprocket 30 of the cassette 28. It will be clear that the tapered central opening 29 can also be provided in the single sprocket 30, the plurality of sprockets 30, the belt pulley or the (bevel) gear, in case these are attached to the driver 34. What is explained in view of the cassette 28 in view of Figure 4, especially in view of the central opening 29 and its relation to the intermediate drive part 12 and the wheel hub shell 6, applies similarly to the single sprocket, the plurality of sprockets, the belt pulley or the (bevel) gear. Figure 4 further shows the electric motor 4. In this example the stator 10 is positioned concentrically inside the rotor 8 of the electric motor
4. The stator 10 is rigidly connected to the axle 36. The axle 36 is configured to be attached to a frame of the bicycle, such that the axle 36 does not rotate relative to the frame. Hence, the stator 10 is immobile relative to the frame. The rotor 8 is connected to the intermediate drive part 12 via the second transmission 18. In this example, the second transmission is a planetary gear set 44. Here, the rotor 8 drives the sun gear 44S of the planetary gear set 44. The planet carrier 44C is rigidly connected to the axle 36. In this example, the planet carrier 44C carries planet gears 44P of two sizes. The ring gear 44R is rigidly coupled to the intermediate drive part 12. Hence, the planetary gear set 44 forms a reducing transmission ratio from the rotor 8 to the intermediate drive part 12. In Figure 4 the intermediate drive part 12 drives the hub shell 6 via the third transmission 22 and the first clutch 20. The third transmission 22 in this example includes a planetary gear set 26. Here, the intermediate drive part 12 is rigidly connected to the ring gear 26R. The planet carrier 26C is rigidly connected to an input of the first clutch 20. The sun gear 26S 1s connected to the axle 36 as explained below. In this example, the third transmission 22 includes two selectable transmission ratios. For switching between the two ratios the second transmission 22 includes a second clutch
48. In a first mode, the second clutch 48 rotationally couples the planet carrier 26C to corotate with the ring gear 26R. Hence, a unity transmission ratio is provided. The sun gear 265 is allowed to rotate in a forward drive direction relative to the axle 36 because of a second freewheel clutch 50 between the sun gear 26S and the axle 36. In a second mode, the second clutch 48 decouples the planet carrier 26C from the ring gear 26R. Hence, the planet carrier 26C can rotate independently from the ring gear 26R. The second freewheel clutch 50 prevents the sun gear 26S from rotating in a rearward drive direction relative to the axle 36. Hence, a reducing transmission ratio is provided. In this example, the first clutch 20 selectively can be in a first mode or in a second mode. In the first mode the first clutch 20 couples the hub shell 6 to the second transmission 22, to be driven in rotation by the second transmission 22. In the second mode, the first clutch 20 decouples the hub shell 6 from the second transmission 22, so that the hub shell can rotate or stand still independently of rotation of the second transmission 22. It will be appreciated that the hub shell 6 can include spokes flanges 52 for connecting spokes of a bicycle wheel thereto.
In the example of Figure 4, the electric motor 4, the intermediate drive part 12, the first clutch 20 and the second transmission 18 are positioned inside the rear wheel hub shell 6. Further, in the example of Figure 4, the first freewheel clutch 16 is also positioned inside the rear wheel hub shell 6. In the example of Figure 4, further the third transmission 22, the second clutch 48 and the second freewheel clutch 50 are positioned inside the rear wheel hub shell 6.
Figure 5A shows a schematic representation of an example of a cross sectional view of a wheel hub assembly 3. The example of Figure 5A is similar to the example of Figure 4. In the example of Figure 5A the wheel hub assembly 3 includes the electric motor 4. The electric motor 4 is positioned inside the wheel hub shell 6. Here, the intermediate drive part 12 comprises an inner shell 12A inside the hub shell 6. The inner shell can rotate independent of the hub shell 6 when the first clutch 20 is in the second mode as described above. In this example, the wheel hub assembly comprises a transmission housing 22H housing the third transmission. The inner shell 12A is configured to be releasably connected to the transmission housing 22H, e.g. by a suitable threaded connection.
Figure 5B shows a schematic representation of an example of a cross sectional view of a wheel hub assembly 3. In this example, the wheel hub assembly 3 does not include an electric motor. In this example, the inner shell 12B has a smaller inner diameter no electric motor needs to he accommodated inside the inner shell 12B. As a result the wheel hub shell 6 can also be provided, at least partially, with a smaller inner diameter. Here the wheel hub shell 6 1s also provided partially with a smaller outer diameter. It is possible that the wheel hub assembly 3 can be arranged such that it can, at will, be used with either the electric motor 4, the intermediate drive part 12A and the hub shell 6 of Figure 5A, or without the electric motor and with the intermediate drive part 12B and the hub shell 6A of Figure 5B. The intermediate drive part 12B and the hub shell 6A can e.g. be provided as kit for retrofitting on the hub shell assembly 3 of Figure 5A. The electric motor 4, the intermediate drive part 12A and the hub shell 6 can e.g. be provided as kit for retrofitting on the hub shell assembly 3 of Figure 5B.
The hub shell assembly 3 can include both the intermediate drive parts 12A and 12B and both the hub shells 6 and 6A, so the user can select the desired parts to be mounted.
The hybrid drive system 1 and wheel hub assembly 3 as described thus far can be used as follows.
In a first use case, the electric motor 4 can configured to act as a generator when the first clutch 20 is in the second mode. When the first clutch 20 is in the second mode, the user pedaling to rotate the crank 2 will not result in the rear wheel hub shell 6 rotating as a result of the pedaling. Thus, the bicycle can be used stationary, e.g. on a mechanical stand (not shown), e.g. for training, such as in-door training. The stand can be arranged for keeping the bicycle in an upright position, and can include dampers sideways tilting of the bicycle to accommodate for sideway rider movements during pedaling. The electric motor 4 being configured to act as a generator allows for the pedaling to drive the generator, i.e. for the user to feel resistance during pedaling, so as to provide effective training. The resistance experienced during pedaling can be adjusted, by adjusting an electrical load resistance connected to the generator.
In a second use case, the electric motor 4 can be configured to act as a generator when the first clutch 20 is in the first mode. When the first clutch 20 is in the first mode, the user pedaling to rotate the crank 2 will result in the rear wheel hub shell 6 rotating as a result of the pedaling.
Thus, the bicycle can be used for transportation and/or training, such as out- door training.
The electric motor 4 being configured to act as a generator allows for the pedaling to drive both the rear wheel hub shell 6 and the generator, i.e. for the user to feel additional resistance during pedaling, so as to provide effective training.
The resistance due to the generator experienced during pedaling can be adjusted, by adjusting an electrical load resistance connected to the generator.
When the electric motor 4 is configured to act as generator, the generated electric power can be used for charging a battery of the bicycle.
When the first clutch 20 is in the second mode, the generated electric power can also be used for charging a home battery, powering electrical appliances or transfer to an electricity grid.
In a third use case, the electric motor 4 is configured to act as a motor when the first clutch 20 in the first mode.
When the first clutch 20 is in the first mode, the user pedaling to rotate the crank will result in the rear wheel hub shell 6 rotating as a result of the pedaling.
Thus, the bicycle can be used transportation and/or training.
The electric motor 4 being configured to act as a motor causes the bicycle to function as a bicycle with electric motor assistance.
Figure 6 shows a schematic representation of an example of a hybrid drive system 1 for a bicycle.
In Figure 6 the hybrid drive system 1 comprises a controller 54. In this example, the controller 54 is configured to control electric power provided to the electric motor 4. In this example, the controller 54 is also configured to control electric load resistance provided to the electric motor 4 acting as generator.
In this example, the system 1 comprises a torque sensor 56. between the crank and the intermediate drive part.
The torque sensor 56 can combined with the first freewheel clutch 16. In this example, the torque sensor 56 1s integrated in the first freewheel clutch 16. The torque sensor 56
1s connected to the controller 54. In this example, the controller 54 is configured to control electric load resistance provided to the electric motor 4 acting as generator, e.g. based on the torque determined by the torque sensor 56. Here, the controller 54 can also be configured to control electric power provided to the electric motor 54, e.g. based on the torque determined by the torque sensor 56. The torque sensor 56 can be positioned inside the wheel hub shell 6, e.g. as shown in Figure 4. In this example the controller 54 is communicatively connected to a bicycle computer 58, e.g. via wifi, bluetooth, nfc or the like.
It will be appreciated that it is also possible that the controller is part of the bicycle computer, or that the bicycle computer is part of the controller.
The bicycle computer 58 includes a user interface 60. In this example, the user interface 60 is formed by an app executed on a mobile communications device, such as a smartphone.
Here, the user interface 60 is provided as a touch screen 62. In the example of Figure 6, the user interface 60 includes a control element 64, here an on-screen button, for switching the first clutch 20 from the first mode to the second mode, or vice versa.
In this example the user interface 60 includes a control element 66, here an on-screen button, for switching the electric motor to act as motor or to act as generator.
The user interface can include a control element 68 for setting a parameter representative of a value of an electric motor assistance.
The user interface can include a control element 70 for setting a parameter representative of a value of an electric load resistance connected to the electric generator.
In this example, the user interface 60 includes a control element 72, here an on-screen button, for setting a training program.
The training program can include a variable electric load resistance of the generator, e.g. varying in time.
The training program can include a simulation of a terrain.
The simulation can include a variable electric load resistance of the generator corresponding to an inclination of the simulated terrain.
The user interface 60 can e.g. present a plurality of training programs and allow the user to select one. The training programs can e.g. correspond to actual existing terrains, such as “1’alpe d'Huez”, “mont Ventoux”, “col d'Aubisque”, “mergellandroute”, etc.. The bicycle computer 58 can be configured to be programmed by the user to follow a predetermined load profile and to control the electric motor 4 acting as generator accordingly in riding mode (first clutch in the first mode) and in training mode (first clutch in the second mode).
When the first clutch 20 is in the second mode, the variable electric load resistance of the generator can directly correspond to an inclination of the simulated terrain. When the first clutch 20 is in the first mode, the variable electric load resistance of the generator can be calculated on the basis of a desired inclination of the simulated terrain, and on the basis of a torque exerted by the rider, e.g. as measured by the torque sensor 56. Hence, the rider can experience a training session providing resistance as if he is riding in mountainous terrain while actually riding on a level road.
In the example of Figure 6, the system 1 includes a heart rate sensor 74 for measuring a heart rate of the rider. The heart rate sensor 74 is communicatively connected to the controller 54 and/or to the bicycle computer 58. In this example, the bicycle computer 58 is configured to adjust the electric load resistance of the generator 4 on the basis of a measured heart rate of the rider. The electric load resistance can e.g. be adjusted such that the measured heart rate of the rider corresponds to a predetermined heart rate, or follows a predetermined heart rate profile in time, such as during training.
In the example of Figure 6, the system includes a pedaling rate sensor 76 to measure a pedaling rate of the rider. The pedaling rate sensor 76 1s communicatively connected to the controller 54 and/or to the bicycle computer 58. In this example, the bicycle computer 58 is configured to adjust an electric load resistance of the generator 4, an electric power provided to the electric motor 4, and/or a transmission ratio of one or more of the first 14, second 18, third 22 and fourth 24 transmissions, on the basis of a measured pedaling rate of the rider.
The electric load resistance of the generator, electric power provided to the electric motor, and/or transmission ratio of one or more of the first, second, third and fourth transmissions can e.g. be adjusted such that the measured pedaling rate of the rider corresponds to a predetermined pedaling rate, or follows a predetermined pedaling rate profile in time, such as during training.
One or more of the first, second, third and fourth transmissions can be a continuously variable transmission.
The bicycle computer 58 can be configured to adjust the transmission ratio of the continuously variable transmission such that the measured pedaling rate of the rider corresponds to a predetermined pedaling rate, or follows a predetermined pedaling rate profile in time, such as during training.
The system 1 can be configured to determine a pedaling power of the rider.
The pedaling power can e.g. be determined based on the torque sensor 56. Alternatively, or additionally, the system 1 can include a pedaling power sensor.
In this example, the bicycle computer 58 is configured to adjust an electric load resistance of the generator 4, an electric power provided to the electric motor 4, and/or a transmission ratio of one or more of the first 14, second 18, third 22 and fourth 24 transmissions, on the basis of a determined pedaling power of the rider.
The electric load resistance of the generator, electric power provided to the electric motor, and/or transmission ratio of one or more of the first, second, third and fourth transmissions can e.g. be adjusted such that the measured pedaling power of the rider corresponds to a predetermined pedaling power, or follows a predetermined pedaling power profile in time, such as during training.
Herein, the invention is described with reference to specific examples of embodiments of the invention.
It will, however, be evident that various modifications, variations, alternatives and changes may be made therein, without departing from the essence of the invention.
The system of Figure 2B comprises a fourth transmission 24. It will be appreciated that that the fourth transmission 24 can replace, or be used in addition to, the third transmission in the examples of Figures 2A, 3, 4, 5A, 5B and 6.
It will be clear that the third transmission 22 in the examples of Figures 2A, 3, 4, 5A, 5B and 6 may be omitted.
However, other modifications may be envisaged.
For the purpose of clarity and a concise description features are described herein as part of the same or separate embodiments, however, alternative embodiments having combinations of all or some of the features described in these separate embodiments are also envisaged and understood to fall within the framework of the invention as outlined by the claims. The specifications, figures and examples are, accordingly, to be regarded in an illustrative sense rather than in a restrictive sense. The invention is intended to embrace all alternatives, modifications and variations which fall within the spirit and scope of the appended claims. Further, many of the elements that are described are functional entities that may be implemented as discrete or distributed components or in conjunction with other components, in any suitable combination and location.
In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word ‘comprising’ does not exclude the presence of other features or steps than those listed in a claim. Furthermore, the words ‘a’ and ‘an’ shall not be construed as limited to ‘only one’, but instead are used to mean ‘at least one’, and do not exclude a plurality. The mere fact that certain measures are recited in mutually different claims does not indicate that a combination of these measures cannot be used to an advantage.

Claims (57)

ConclusiesConclusions 1. Een hybride aandrijfsysteem voor een fiets omvattende: - een crank - een elektrische motor - een achterwielnaafschaal - een tussen-aandrijfdeel - een eerste transmissie die de crank aan het tussen-aandrijfdeel verbindt; en - een tweede transmissie die de elektrische motor aan het tussen- aandrijfdeel verbindt; waarbij het tussen-aandrijfdeel verbonden of verbindbaar is aan de achterwielnaafschaal.A hybrid drive system for a bicycle comprising: - a crank - an electric motor - a rear wheel hub shell - an intermediate drive member - a first transmission connecting the crank to the intermediate drive member; and - a second transmission connecting the electric motor to the intermediate drive part; wherein the intermediate drive member is connected or connectable to the rear wheel hub shell. 2. Het hybride aandrijfsysteem volgens conclusie 1, omvattende een eerste koppeling tussen het tussen-aandrijfdeel en de achterwielnaafschaal voor het in een eerste modus rotationeel koppelen van de achterwielnaafschaal aan het tussen-aandrijfdeel, en het in een tweede modus het ontkoppelen van de achterwielnaafschaal van het tussen- aandrijfdeel in ten minste één rotatierichting.The hybrid drive system of claim 1, comprising a first coupling between the intermediate drive member and the rear wheel hub shell for rotationally coupling the rear wheel hub shell to the intermediate drive member in a first mode, and disengaging the rear wheel hub shell from the intermediate drive member in a second mode. the intermediate drive member in at least one direction of rotation. 3. Het hybride aandrijfsysteem volgens conclusie 2, waarbij de eerste koppeling een vormgesloten koppeling is.The hybrid drive system of claim 2, wherein the first clutch is a form-fit clutch. 4. Het hybride aandrijfsysteem volgens conclusie 2 of 3, waarbij de eerste koppeling een actieve vormgesloten koppeling 1s.The hybrid drive system of claim 2 or 3, wherein the first clutch is an active positive-lock clutch. 5. Het hybride aandrijfsysteem volgens conclusie 2, waarbij de eerste koppeling actieve vrijloopkoppeling is ingericht om actief te worden ontkoppeld.The hybrid drive system of claim 2, wherein the first clutch active overrunning clutch is configured to be actively disengaged. 6. Het hybride aandrijfsysteem volgens één of meer der conclusies 1-5, waarbij de elektrische motor 1s ingericht om als een generator te fungeren wanneer de eerste koppeling in de tweede modus 1s.The hybrid drive system of any one of claims 1-5, wherein the electric motor 1s is arranged to act as a generator when the first clutch is in the second mode 1s. 7. Het hybride aandrijfsysteem volgens één of meer der conclusies 1-6, waarbij de elektrische motor is ingericht om als een generator te fungeren wanneer de eerste koppeling in de eerste modus 1s.The hybrid drive system of any one of claims 1-6, wherein the electric motor is arranged to act as a generator when the first clutch is in the first mode. 8. Het hybride aandrijfsysteem volgens één of meer der conclusies 1-7, waarbij de elektrische motor is ingericht om als motor te fungeren wanneer de eerste koppeling in de eerste modus is.The hybrid drive system of any one of claims 1-7, wherein the electric motor is arranged to act as a motor when the first clutch is in the first mode. 9. Het hybride aandrijfsysteem volgens één of meer der conclusies 1-8, omvattende een handmatige of elektrische activator voor het schakelen van de eerste modus naar de tweede modus, of vice versa.The hybrid drive system of any one of claims 1-8, comprising a manual or electrical activator for switching from the first mode to the second mode, or vice versa. 10. Het hybride aandrijfsysteem volgens één of meer der conclusies 1-9, omvattende een eerste vrijloopkoppeling tussen de crank naar het tussen- aandrijfdeel, die een input en een output omvat, en is ingericht om automatisch aan te koppelen wanneer de snelheid van de input hoger is dan een snelheid van de output in een voorwaartse beweegrichting, en om te ontkoppelen wanneer de snelheid van de input lager is dan de snelheid van de output in voorwaartse beweegrichting.The hybrid drive system of any one of claims 1-9, comprising a first overrunning clutch between the crank to the intermediate drive member, which includes an input and an output, and is configured to engage automatically when the speed of the input is increased. exceeds a speed of the output in a forward moving direction, and to disconnect when the speed of the input is less than the speed of the output in a forward moving direction. 11. Het hybride aandrijfsysteem volgens één of meer der conclusies 1-10, omvattende een derde transmissie tussen het tussen-aandrijfdeel en de achterwielnaafschaal.The hybrid drive system of any of claims 1-10, comprising a third transmission between the intermediate drive member and the rear wheel hub shell. 12. Het hybride aandrijfsysteem volgens één of meer der conclusies 1-11, omvattende een vierde transmissie tussen de crank en het tussen- aandrijfdeel.The hybrid drive system of any one of claims 1-11, comprising a fourth transmission between the crank and the intermediate drive member. 13. Het hybride aandrijfsysteem volgens conclusie 11 of 12, waarbij de derde en/of vierde transmissie ten minste twee selecteerbare transmissieverhoudingen omvat.The hybrid drive system of claim 11 or 12, wherein the third and/or fourth transmission comprises at least two selectable transmission ratios. 14. Het hybride aandrijfsysteem volgens conclusie 13, waarbij de derde en/of vierde transmissie is ingericht om onder belasting te schakelen tussen ten minste twee transmissieverhoudingen.The hybrid drive system of claim 13, wherein the third and/or fourth transmission is configured to shift between at least two transmission ratios under load. 15. Het hybride aandrijfsysteem volgens één of meer der conclusie 11-14, waarbij de eerste koppeling deel is van de derde transmissie.The hybrid drive system of any of claims 11-14, wherein the first clutch is part of the third transmission. 16. Het hybride aandrijfsysteem volgens één of meer der conclusies 1-15, omvattende een momentsensor tussen de crank en het tussen-aandrijfdeel.The hybrid drive system of any of claims 1-15, comprising a torque sensor between the crank and the intermediate drive member. 17. Het hybride aandrijfsysteem volgens conclusie 16 en 10, waarbij de momentsensor gecombineerd 1s met de eerste vrijloopkoppeling.The hybrid drive system of claims 16 and 10, wherein the torque sensor is combined with the first overrunning clutch. 18. Het hybride aandrijfsysteem volgens conclusie 16 en 10, waarbij de momentsensor gecombineerd is met de eerste of de vierde transmissie.The hybrid drive system of claims 16 and 10, wherein the torque sensor is combined with the first or the fourth transmission. 19. Het hybride aandrijfsysteem volgens één of meer der conclusies 1-18, waarbij de derde en/of vierde versnelling een planetaire tandwielset omvat met ten minste drie rotatieonderdelen.The hybrid drive system of any one of claims 1-18, wherein the third and/or fourth gear comprises a planetary gear set with at least three rotational members. 20. Het hybride aandrijfsysteem volgens conclusie 19, omvattende een tweede vrijloopkoppeling die is ingericht voor het selectief verbinden van twee van de ten minste drie rotatieonderdelen.The hybrid drive system of claim 19, comprising a second overrunning clutch configured to selectively connect two of the at least three rotational members. 21. Het hybride aandrijfsysteem volgens conclusie 20, omvattende een tweede vrijloopkoppeling tussen één van de rotatieonderdelen en de tweede koppeling.The hybrid drive system of claim 20, comprising a second overrunning clutch between one of the rotational members and the second clutch. 22. Het hybride aandrijfsysteem volgens één of meer der conclusies 19-21, omvattende een derde vrijloopkoppeling tussen één van de rotatieonderdelen en een stator van de elektrische motor.The hybrid drive system of any one of claims 19-21, comprising a third overrunning clutch between one of the rotational members and a stator of the electric motor. 23. Het hybride aandrijfsysteem volgens conclusie 22, waarbij de derde vrijloopkoppeling de eerste koppeling omvat.The hybrid drive system of claim 22, wherein the third overrunning clutch comprises the first clutch. 24. Het hybride aandrijfsysteem volgens één of meer der voorgaande conclusies, waarbij de tweede transmissie een reductieoverbrenging tussen een rotor van de elektrische motor en het tussen-aandrijfdeel omvat.The hybrid drive system of any preceding claim, wherein the second transmission comprises a reduction gear between a rotor of the electric motor and the intermediate drive member. 25. Het hybride aandrijfsysteem volgens één of meer der voorgaande conclusies, omvattende een regelaar die is mgericht om een aan de elektrische motor verschaft elektrisch vermogen te regelen en/of is ingericht om aan de als generator fungerende elektrische motor voorziene elektrische lastweerstand te regelen.The hybrid drive system according to one or more of the preceding claims, comprising a controller adapted to regulate an electric power supplied to the electric motor and/or adapted to regulate electric load resistance provided to the electric motor acting as a generator. 26. Het hybride aandrijfsysteem volgens conclusie 25, waarbij de regelaar een fietscomputer omvat of daar communicatief mee verbonden is.The hybrid drive system of claim 25, wherein the controller comprises or is communicatively connected to a cycle computer. 27. Het hybride aandrijfsysteem volgens conclusie 26, waarbij de fietscomputer een gebruikersinterface met een input, zoals een touchscreen en/of knoppen, en een output, zoals een scherm, omvat.The hybrid drive system of claim 26, wherein the cycle computer comprises a user interface having an input, such as a touchscreen and/or buttons, and an output, such as a screen. 28. Het hybride aandrijfsysteem volgens conclusie 26 of 27, waarbij de gebruikersinterface is ingericht om een gebruiker de werking van de eerste koppeling te laten selecteren.The hybrid drive system of claim 26 or 27, wherein the user interface is configured to allow a user to select the operation of the first clutch. 29. Het hybride aandrijfsysteem volgens conclusie 26, 27 of 28, waarbij de gebruikersinterface 1s ingericht om de gebruiker de werking van de elektrische motor te laten regelen.The hybrid drive system of claim 26, 27 or 28, wherein the user interface 1s is configured to allow the user to control the operation of the electric motor. 30. Het hybride aandrijfsysteem volgens conclusie 29, waarbij de gebruikersinterface een regelelement omvat voor het schakelen van de elektrische motor om als motor of als generator te fungeren.The hybrid drive system of claim 29, wherein the user interface includes a control element for switching the electric motor to act as a motor or generator. 31. Het hybride aandrijfsysteem volgens conclusie 29 of 30, waarbij de gebruikersinterface een regelelement omvat voor het instellen van een parameter die representatief is voor een waarde van de elektrische lastweerstand verbonden met de elektrische generator.The hybrid drive system of claim 29 or 30, wherein the user interface comprises a control element for setting a parameter representative of a value of the electrical load resistance associated with the electrical generator. 32. Het hybride aandrijfsysteem volgens één of meer der conclusies 26-31, waarbij de fietscomputer is ingericht om geprogrammeerd te worden door een gebruiker om een bepaald lastprofiel te volgen en om de elektrische motor dienovereenkomstig aan te sturen.The hybrid drive system of any of claims 26-31, wherein the cycle computer is configured to be programmed by a user to follow a particular load profile and to drive the electric motor accordingly. 33. Het hybride aandrijfsysteem volgens één of meer der voorgaande conclusies, omvattende een hartslagsensor om een hartslag van de berijder te meten.The hybrid drive system of any preceding claim, comprising a heart rate sensor to measure a rider's heart rate. 34. Het hybride aandrijfsysteem volgens conclusie 33 en één of meer der conclusies 26-32, waarbij de fietscomputer is ingericht om de elektrische lastweerstand van de generator aan te passen op basis van een gemeten hartslag van de berijder, bijvoorbeeld zodat de gemeten hartslag van de berijder met een vooraf bepaalde hartslag overeenkomt, of een vooraf bepaald hartslagprofiel in de tijd volgt.The hybrid drive system according to claim 33 and one or more of claims 26-32, wherein the cycle computer is adapted to adjust the electrical load resistance of the generator based on a measured heart rate of the rider, for example such that the measured heart rate of the driver rider corresponds to a predetermined heart rate, or follows a predetermined heart rate profile over time. 35. Het hybride aandrijfsysteem volgens één of meer der voorgaande conclusies, omvattende een trapfrequentiesensor om een trapfrequentie van de berijder te meten.The hybrid drive system of any preceding claim, comprising a cadence sensor to measure a rider's cadence. 36. Het hybride aandrijfsysteem volgens conclusie 35, en één of meer der conclusies 26-32 of 34, waarbij de fietscomputer is ingericht om een elektrische lastweerstand van de generator, een aan de elektrische motor verschaft elektrisch vermogen, en/of een transmissieratio van één of meer van de eerste, tweede, derde en vierde transmissieratio’s aan te passen, bijvoorbeeld zodanig dat een de gemeten trapfrequentie van de berijder met een vooraf bepaalde trapfrequentie overeenkomt, of een vooraf bepaalde trapfrequentieprofiel in de tijd volgt.The hybrid drive system of claim 35, and one or more of claims 26-32 or 34, wherein the cycle computer is configured to measure an electrical load resistance of the generator, an electrical power supplied to the electrical motor, and/or a transmission ratio of one or adjust more of the first, second, third and fourth transmission ratios, for example such that a rider's measured cadence corresponds to a predetermined cadence, or follows a predetermined cadence profile over time. 37. Het hybride aandrijfsysteem volgens één of meer der voorgaande conclusies, waarbij één of meer van de eerste, tweede, derde en vierde transmissies een continu variabele transmissie is.The hybrid drive system of any preceding claim, wherein one or more of the first, second, third and fourth transmissions is a continuously variable transmission. 38. Het hybride aandrijfsysteem volgens conclusie 37 en één of meer der conclusies 26-32, 34 of 36, waarbij de fietscomputer is ingericht om de continu variabele transmissie zodanig aan te passen dat de gemeten trapfrequentie van de berijder met een vooraf bepaalde trapfrequentie overeenkomt, of een vooraf bepaalde trapfrequentieprofiel in de tijd volgt.The hybrid drive system of claim 37 and one or more of claims 26-32, 34 or 36, wherein the cycle computer is arranged to adjust the continuously variable transmission such that the measured rider cadence corresponds to a predetermined cadence, or follows a predetermined cadence profile over time. 39. Het hybride aandrijfsysteem volgens één of meer der voorgaande conclusies, ingericht om een trapvermogen van de berijder te bepalen.The hybrid drive system of any preceding claim, configured to determine a rider's pedaling power. 40. Het hybride aandrijfsysteem volgens conclusie 39 en één of meer der conclusies 26-32, 34, 36 of 38, waarbij de fietscomputer is ingericht om een elektrische lastweerstand van de generator, een aan de elektrische motor verschaft elektrisch vermogen, en/of een transmissieratio van één of meer van de eerste, tweede, derde en vierde transmissieratio’s aan te passen, op basis van een bepaald trapvermogen van de berijder, bijvoorbeeld zodanig dat een het gemeten trapvermogen van de berijder met een vooraf bepaald trapvermogen overeenkomt, of een vooraf bepaald trapvermogenprofiel in de tijd volgt.The hybrid drive system according to claim 39 and one or more of claims 26-32, 34, 36 or 38, wherein the cycle computer is arranged to measure an electric load resistance of the generator, an electric power supplied to the electric motor, and/or a transmission ratio of one or more of the first, second, third and fourth transmission ratios, on the basis of a determined pedaling power of the rider, for example such that the measured pedaling power of the rider corresponds to a predetermined pedaling power, or a predetermined pedaling power profile over time. 41. Het hybride aandrijfsysteem volgens één of meer der voorgaande conclusies, waarbij de elektrische motor, het tussen-aandrijfdeel, de eerste koppeling en de tweede transmissie binnen de achterwielnaafschaal zijn gepositioneerd.The hybrid drive system of any preceding claim, wherein the electric motor, intermediate drive member, first clutch and second transmission are positioned within the rear wheel hub shell. 42. Het hybride aandrijfsysteem volgens conclusie 41, waarbij één of meer van de eerste vrijloopkoppeling, de derde transmissie, en de vierde transmissie binnen de achterwielnaafschaal zijn gepositioneerd.The hybrid drive system of claim 41, wherein one or more of the first overrunning clutch, the third transmission, and the fourth transmission are positioned within the rear wheel hub shell. 43. Een achterwielnaafsamenstel voor een fiets, omvattende: - een aandrijver die verbindbaar is met een crank van de fiets; - een elektrische motor; - een tweede transmissie; - een tussen-aandrijfdeel dat rotationeel gekoppeld is aan de aandrijver een rotationeel gekoppeld is aan een rotor van de elektrische motor via de tweede transmissie; en - een achterwielnaafschaal; waarbij het tussen-aandrijfdeel verbonden of verbindbaar is aan de achterwielnaafschaal.43. A rear wheel hub assembly for a bicycle, comprising: - a driver connectable to a crank of the bicycle; - an electric motor; - a second transmission; - an intermediate drive member rotationally coupled to the actuator and rotationally coupled to a rotor of the electric motor via the second transmission; and - a rear wheel hub shell; wherein the intermediate drive member is connected or connectable to the rear wheel hub shell. 44. Het achterwielnaafsamenstel volgens conclusie 43, omvattende een eerste koppeling tussen het tussen-aandrijfdeel en de achterwielnaafschaal voor het in een eerste modus rotationeel koppelen van de achterwielnaafschaal aan het tussen-aandrijfdeel, en het in een tweede modus het ontkoppelen van de achterwielnaafschaal van het tussen- aandrijfdeel in ten minste één rotatierichting.The rear wheel hub assembly of claim 43, comprising a first coupling between the intermediate drive member and the rear wheel hub shell for rotationally coupling the rear wheel hub shell to the intermediate drive member in a first mode, and disengaging the rear wheel hub shell from the said intermediate drive member in a second mode. intermediate drive part in at least one rotational direction. 45. Het achterwielnaafsamenstel volgens conclusie 44, waarbij de eerste koppeling een vormgesloten koppeling is.The rear wheel hub assembly of claim 44, wherein the first clutch is a form-fit clutch. 46. Het achterwielnaafsamenstel volgens conclusie 44 of 45, waarbij de eerste koppeling een actieve vormgesloten koppeling 1s.The rear wheel hub assembly of claim 44 or 45, wherein the first clutch is an active positive-lock clutch. 47. Het achterwielnaafsamenstel volgens conclusie 44, waarbij de eerste koppeling een actieve vrijloopkoppeling is ingericht om actief te worden ontkoppeld.The rear wheel hub assembly of claim 44, wherein the first clutch is an active overrunning clutch adapted to be actively disengaged. 48. Het achterwielnaafsamenstel volgens één of meer der conclusies 43- 47, omvattende een as, zoals een holle as, waarrond de naafschaal draait, waarbij een stator van de elektrische motor star met de as verbonden is.The rear wheel hub assembly according to any one of claims 43-47, comprising a shaft, such as a hollow shaft, about which the hub shell rotates, a stator of the electric motor being rigidly connected to the shaft. 49. Het achterwielnaafsamenstel volgens één of meer der conclusies 43- 48, waarbij de wielnaafschaal en/of het tussen-aandrijfdeel, ten minste deels, radiaal is gepositioneerd binnen een met de aandrijver verbonden kettingwiel, een veelvoud aan kettingwielen, een cassette, een riempulley of een tandwiel.The rear wheel hub assembly of any of claims 43-48, wherein the wheel hub shell and/or the intermediate drive member is positioned, at least in part, radially within a sprocket connected to the driver, a plurality of sprockets, a cassette, a belt pulley or a gear. 50. Het achterwielnaafsamenstel volgens conclusie 49, waarbij het kettingwiel, de veelvoud aan kettingwielen, de cassette, de riempulley of het tandwiel een tapse centrale opening omvat met een interne diameter die afneemt in een richting af van een midden van het achterwielschaalsamenstel.The rear wheel hub assembly of claim 49, wherein the sprocket, plurality of sprockets, cassette, belt pulley or sprocket includes a tapered central opening having an internal diameter that decreases in a direction away from a center of the rear wheel shell assembly. 51. Het achterwielnaafsamenstel volgens conclusie 49 of 50, waarbij het kettingwiel, de veelvoud kettingwielen, de cassette, de riempulley of het tandwiel en de aandrijver zijn ingericht om koppel over te brengen van het kettingwiel, de veelvoud kettingwielen, de cassette, de riempulley of het tandwiel op de aandrijver bij een gedeelte van het kettingwiel, de veelvoud kettingwielen, de cassette, de riempulley of het tandwiel dat axiaal af ligt van het midden van het wielnaafsamenstel.The rear wheel hub assembly of claim 49 or 50, wherein the sprocket, the plurality of sprockets, the cassette, the belt pulley or the sprocket and the driver are adapted to transmit torque from the sprocket, the plurality of sprockets, the cassette, the belt pulley or the sprocket on the driver at a portion of the sprocket, the plurality of sprockets, the cassette, the belt pulley or the sprocket axially offset from the center of the wheel hub assembly. 52. Het achterwielnaafsamenstel volgens één of meer der conclusies 43- 51, waarbij de aandrijver is ingericht om koppel over te brengen op het tussen-aandrijfdeel op een diameter die kleiner is dan een kleinste met de aandrijver verbonden kettingwiel.The rear wheel hub assembly of any one of claims 43-51, wherein the driver is adapted to transmit torque to the intermediate drive member at a diameter smaller than a smallest sprocket connected to the driver. 53. Het achterwielnaafsamenstel volgens één of meer der conclusies 43- 52, waarbij het met de aandrijver verbonden kettingwiel(en), een cassette, een riempulley of tandwiel direct via een lager op de wielnaafschaal worden ondersteund.The rear wheel hub assembly according to any one of claims 43-52, wherein the sprocket(s), a cassette, a belt pulley or sprocket connected to the driver are supported directly via a bearing on the wheel hub shell. 54. Het achterwielnaafsamenstel volgens één of meer der conclusies 43- 53, waarbij de wielnaafschaal wordt ondersteund op de aandrijverzijde van het wielnaafsamenstel via een lager, welk lager axiaal verder van het midden van het wielnaafsamenstel is gepositioneerd dan de axiale positie van een middelste kettingwiel.The rear wheel hub assembly of any one of claims 43-53, wherein the wheel hub shell is supported on the driver side of the wheel hub assembly via a bearing positioned axially further from the center of the wheel hub assembly than the axial position of a center sprocket. 55. Het achterwielnaafsamenstel volgens één of meer der conclusies 43- 54, waarbij de achterwielnaafschaal is ingericht om te worden ontkoppeld van de aandrijver.The rear wheel hub assembly of any of claims 43-54, wherein the rear wheel hub shell is adapted to be disengaged from the driver. 56. Een fietsachterwiel omvattende een hybride aandrijfsysteem volgens één of meer der conclusies 1-42, of het achterwielnaafsamenstel volgens één of meer der conclusies 43-55.A bicycle rear wheel comprising a hybrid drive system according to one or more of claims 1-42, or the rear wheel hub assembly according to one or more of claims 43-55. 57. Een fiets omvattende het achterwiel volgens conclusie 56.A bicycle comprising the rear wheel of claim 56.
NL2026760A 2020-10-23 2020-10-23 Hybrid drive system for a bicycle NL2026760B1 (en)

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NL2026760A NL2026760B1 (en) 2020-10-23 2020-10-23 Hybrid drive system for a bicycle
PCT/NL2021/050644 WO2022086334A1 (en) 2020-10-23 2021-10-22 Hybrid drive system for a bicycle
EP21798468.1A EP4232349A1 (en) 2020-10-23 2021-10-22 Hybrid drive system for a bicycle
US18/250,184 US20230382489A1 (en) 2020-10-23 2022-04-28 Hybrid drive system for a bicycle

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