NL2030660B1 - Electric Auxiliary Drive for a Bicycle - Google Patents
Electric Auxiliary Drive for a Bicycle Download PDFInfo
- Publication number
- NL2030660B1 NL2030660B1 NL2030660A NL2030660A NL2030660B1 NL 2030660 B1 NL2030660 B1 NL 2030660B1 NL 2030660 A NL2030660 A NL 2030660A NL 2030660 A NL2030660 A NL 2030660A NL 2030660 B1 NL2030660 B1 NL 2030660B1
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- Netherlands
- Prior art keywords
- torque
- auxiliary drive
- electric auxiliary
- rotor
- transmission element
- Prior art date
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- 230000005540 biological transmission Effects 0.000 claims abstract description 107
- 230000005291 magnetic effect Effects 0.000 claims abstract description 37
- 230000004907 flux Effects 0.000 claims abstract description 15
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- 238000013461 design Methods 0.000 description 10
- 239000000463 material Substances 0.000 description 10
- 238000001514 detection method Methods 0.000 description 8
- PXHVJJICTQNCMI-UHFFFAOYSA-N Nickel Chemical compound [Ni] PXHVJJICTQNCMI-UHFFFAOYSA-N 0.000 description 6
- 230000007613 environmental effect Effects 0.000 description 5
- 238000004804 winding Methods 0.000 description 5
- 230000008901 benefit Effects 0.000 description 4
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- 238000012546 transfer Methods 0.000 description 3
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 2
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- 229910052759 nickel Inorganic materials 0.000 description 2
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- 238000012549 training Methods 0.000 description 2
- 230000005355 Hall effect Effects 0.000 description 1
- 238000004026 adhesive bonding Methods 0.000 description 1
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Classifications
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- 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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
- B62J45/40—Sensor arrangements; Mounting thereof
- B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
- B62J45/411—Torque sensors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
- B62J45/40—Sensor arrangements; Mounting thereof
- B62J45/42—Sensor arrangements; Mounting thereof characterised by mounting
- B62J45/423—Sensor arrangements; Mounting thereof characterised by mounting on or besides the wheel
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- 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
- B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
- B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
- B62M9/06—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like
- B62M9/10—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving different-sized wheels, e.g. rear sprocket chain wheels selectively engaged by the chain, belt, or the like
- B62M9/12—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving different-sized wheels, e.g. rear sprocket chain wheels selectively engaged by the chain, belt, or the like the chain, belt, or the like being laterally shiftable, e.g. using a rear derailleur
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L3/00—Measuring torque, work, mechanical power, or mechanical efficiency, in general
- G01L3/02—Rotary-transmission dynamometers
- G01L3/04—Rotary-transmission dynamometers wherein the torque-transmitting element comprises a torsionally-flexible shaft
- G01L3/10—Rotary-transmission dynamometers wherein the torque-transmitting element comprises a torsionally-flexible shaft involving electric or magnetic means for indicating
- G01L3/101—Rotary-transmission dynamometers wherein the torque-transmitting element comprises a torsionally-flexible shaft involving electric or magnetic means for indicating involving magnetic or electromagnetic means
- G01L3/102—Rotary-transmission dynamometers wherein the torque-transmitting element comprises a torsionally-flexible shaft involving electric or magnetic means for indicating involving magnetic or electromagnetic means involving magnetostrictive means
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- 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
- B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
Abstract
The present invention relates to an IElectric .Auxiliary Drive, EAD, (10) for a bicycle, a pedelec, or a bicycle ergometer, and to a bicycle, a pedelec or a bicycle ergometer with such an EAD. The EAD has a stator (12) and a rotor (14). A_torque applied by a rider can be transferred to the rotor via transmission element (16) and. a torque transmission element (18), which are coupled to each other in the axial direction. and. are arranged. coaxially with respect to the axis of rotation of the rotor. The torque transmission element has at least one magnetostrictive region (181). A first sensor device (20) is configured to measure a torque transmitted. to the torque transmission element at the magnetostrictive region and to transmit a resulting' torque signal to a control unit (34) of EAD, wherein the torque signal corresponds to a torque—induced magnetic flux at the magnetostrictive region.
Description
Electric Auxiliary Drive for a Bicycle
The present invention relates to an electric auxiliary drive for a bicycle, in particular a pedelec, or for a bicycle ergometer and a bicycle, in particular a pedelec, or a bicycle ergometer with such an electric auxiliary drive.
Prior art
The use of electric auxiliary drives for vehicles and bicycles, {for example city e-bikes, gravel bikes and pedelecs, is steadily increasing. In pedelecs or e-bikes, the electric auxiliary drives are usually arranged in the frame, so-called mid-motor, or on the rear wheel hub, so- called rear-wheel hub motor. The torque applied by a rider and the angular velocity or cadence are important for the control of an electric auxiliary drive. The detection of torque and cadence makes it possible to detect the power applied by the rider. For the harmonious control of an electric auxiliary drive in pedelecs and e-bikes, it is known to detect the power provided by the rider and to generate a torque requirement for the auxiliary drive by means of a suitable software algorithm.
The torque measurement can be carried out, for example, by sensors based on strain gauges. Using one or more strain gauges attached directly to the shaft on the outer circumferential surface of the shaft, a change in resistance caused by strain is measured with a bridge circuit or other well-known device. However, these are prone to errors as a result of direct contact with the rotating shaft and usually have a high mechanical complexity. The signals are usually transmitted to a control unit by cable arrangements, which makes it difficult to mount them on a pedelec. In addition, they are relatively expensive.
Nowadays, torque measurement using non-contact torque sensors is mostly based on the magnetostrictive principle.
This enables simplified and improved torque detection.
Magnetostriction is a property of ferromagnetic (iron-based, magnetizable}) materials which causes materials to change shape or size when a magnetic field is present. This magnetostrictive effect can be used to measure torque.
Magnetostriction is based on the interaction of magnetic fields. Such systems often have a simple mechanical design and are also cost-effective to manufacture.
US 2013/049444 Al discloses a hub for a bicycle with a torque transmission element, wherein a tordue is transferred to a magnetostrictive region of the torque transmission element.
A sensor device with at least one sensor is located inside the hub for measuring the tordue-induced magnetic flux at the magnetostrictive region.
Presentation of the invention
An object of the invention is to provide an electric auxiliary drive, which provides in a simplified and improved manner an auxiliary torque by improved torque measurement and also ensures a simple mechanical design and cost- effective production of the electric auxiliary drive with a torque measuring device or power measuring device.
The object is achieved by an electric auxiliary drive having the features of Claim 1. Advantageous developments result from the subordinate claims, the description, and the figures.
Accordingly, an electric auxiliary drive for a bicycle, in particular a pedelec, or for a bicycle ergometer is proposed, having a stator and a rotor. Torque applied by a rider can be transferred to the rotor via a transmission element and a torque transmission element, wherein the transmission element and the torque transmission element are arranged adjacent to each other in the axial direction and 3b coaxially with respect to the axis of rotation of the rotor.
The torque transmission element has at least one magnetostrictive region. A first sensor device is configured to measure a torque transmitted to the torque transmission element at the magnetostrictive region of the torque transmission element and to transmit a resulting torque signal to a control unit of the electric auxiliary drive.
The torque signal corresponds to a torque-induced magnetic flux at the magnetostrictive region. The control unit is configured to control an auxiliary torque from the electric auxiliary drive for the rider from the torque signal. The first sensor device is configured to measure the torque- induced magnetic flux on the torque transmission element from the outside at the magnetostrictive region of the torque transmission element.
Contrary to the solutions known from the prior art, the torque can be measured from the outside on the torque transmission element with such an arrangement. This simplifies the installation of the first sensor device. It is also advantageous that the first sensor device can be fixed directly to a circuit board of the electric auxiliary drive. As a result, time-consuming cabling from the sensor device to the circuit board can be avoided, which in turn reduces the assembly effort for the tordue measurement.
The magnetostrictive region is configured so that the torque applied to the torque transmission element 1s transferred to the magnetostrictive region comprising at least one magnetically polarized region. The magnetostrictive region extends at least partially along the outer circumferential surface of the torque transmission element. The magnetostrictive region can be endowed with effective non- axial magnetoelastic anisotropy and can be magnetically polarized in the circumferential direction, creating a field which varies with applied mechanical stress due to the torque input. When a torque is applied to the torque transfer element, the magnetic circumferential orientation at the magnetostrictive region is reoriented in such a way that a spiral-shaped magnetic orientation is generated, which has both circumferential and axial components. The magnetostrictive region thus has a torque-exposed magnetic material which emits the torque-dependent magnetic flux and can be measured by the first sensor device.
Advantageously, the circumferential magnetizations can be provided by suitable conditioning of the shaft material, for example by permanent or current magnets. The torque transmission element with the magnetostrictive region is at least partially formed from a ferromagnetic material which is suitable for producing a magnetoelastic effect, and in particular contains nickel (Ni). An industrial steel such as for example X200rl3 or a similar material can be used.
With this type of torque transfer element, the circumferential magnetization can be in the shaft material itself. Consequently, the torque transmission element can dispense with an additional sleeve or ring element.
The first sensor device is mounted in such a way that it responds to the change in the original orientation of the magnetization. In one example, the sensors of the sensor device may be set up so that it measures the axial component of the magnetization in order to detect the amount of torque input. The change of the axial component is thus proportional to the torque input on the torque transmission element, especially in the magnetostrictive region.
The rotating torque transmission element is supported by a non-rotating fixed axle. This can be attached to a frame of the bicycle. Preferably, the torque transmission element is designed as a sleeve and is arranged coaxially relative to the fixed axle of the electric auxiliary drive. The fixed axle also forms the axis of rotation for the rotor of the electric auxiliary drive.
By installing the torque sensor device outside the bottom bracket, the accessible torque value is not limited to a torque applied via the left or right pedal crank, i.e., via a single pedal crank, as is customary for mid-mounted motors. In contrast to the torque sensor devices installed in the bottom bracket shaft, a total value of the torque acting on the free-running wheel can be determined. 5 The system underlying the invention generates the control signal for the auxiliary drive from the detection of the torque. This makes it possible to dynamically control an electric auxiliary drive in such a way that an auxiliary torque is output by the electric auxiliary drive based on the detected torque. The electric auxiliary drive processes the detected torque control signal to determine the torque to be transmitted to the free-running wheel in support.
Depending on the torque signal, the control unit controls the amount of the auxiliary torque which is to be delivered by the electric auxiliary drive. Depending on the auxiliary torque to be delivered, the control unit regulates the current with which the rotor is controlled in order to generate the desired auxiliary torque. The auxiliary torque is transmitted to the free-running wheel via the rotor and, for example, spokes. The rotor of the electric auxiliary drive has spoke holders for attaching spokes to the rotor.
For example, the support of the electric auxiliary drive with an auxiliary torque can be activated when a threshold torque applied by a rider is exceeded. For example, the threshold values of torque or power can be set in such a way that the electric auxiliary drive supports the rider with an auxiliary torque which is easy on the joints for the rider in the desired torque range. Conversely, the support of the electric auxiliary drive can also be deactivated if the torque applied by the rider exceeds a certain threshold.
The control unit is an electronic component and can be part of the power electronics of the electric auxiliary drive.
The control unit is configured to obtain the data acquired by the sensor device, in particular the torque signal, and to control the electric auxiliary drive based on this.
Depending on the detected torque signal, the control unit can set an auxiliary torque, which is to be fed to the bicycle by the electric auxiliary drive as a supporting torque for the rider. In addition, the control unit can receive further data from other sensor devices. For example, the control unit can detect the rotor position and angular velocity of the rotating system from another sensor device.
By detecting the angular velocity, the control unit can control the power to be delivered by the electric auxiliary drive. The control unit may, for example, be configured in such a way that it does not add more than the power applied by the rider and/or an adjustable power.
The transmission element can transmit the pedalling force exerted by a rider so that torque can be transferred to a free-running wheel. In one example, the transmission element has a rear gear wheel element (for example a cassette with multiple gear wheels). In another example, the transmission element has a freewheel. Alternatively, the freewheel can also be arranged in the bottom bracket, so that the electric auxiliary drive does not require a freewheel. As a result, components and their assembly effort in the electric auxiliary drive can be reduced.
Outside or from the outside is understood in such a way that the sensor device is not arranged within the region between the axis of rotation and the torque transmission element, but is located outside the axis of rotation and the torque transmission element. In other words, the outside or outside the torque transmission element is to be understood as meaning that the surface normal of the outer circumferential surface of the torque transmission element, which is coaxially arranged around the axis of rotation, points away transversely with respect to the axis of rotation.
By arranging the sensor device outside the torque transmission element, the magnetostrictive region can be arranged on the outer circumferential surface of the torque transmission element. As a result, the torque-induced magnetic flux can be measured from the outside by the sensor device. The sensor devices are therefore not mounted inside a hub arrangement. As a result, it can be avoided that the
: signals have to be routed from internal sensors via cables to the control unit. Furthermore, it is advantageous that the installation of the sensors is more time- efficient and cost-efficient.
The electric auxiliary drive has a housing with side walls to protect the interior of the electric auxiliary drive from environmental influences, in particular moisture and dirt.
The stator, in particular the stator carrier, and the rotor can partially form the housing. As a result, in particular, the power electronics and the torque sensor device can be protected from environmental influences by the housing. Due to integrating the sensor device in the electric auxiliary drive, it is advantageously exploited that the sensor device must be integrated inside bicycle components, such as a hollow shaft or a hub, in order to protect them {from environmental influences. As a result, the mechanical design for the torque measurement can be significantly simplified.
The electric auxiliary drive can be an electric DC motor which operates at 12V or 36V or 48V operating voltage. In one example, the electric auxiliary drive is a direct-rotor motor.
For the purposes of this description, the term bicycle means a pedelec and all other types of bicycles which have an electric drive, in particular an electric auxiliary drive.
These can also be referred to as e-bikes. The term bicycle also means cargo bicycles with a front axle and/or a rear axle with at least two free-running wheels.
The term rotationally fixed is understood to mean that a component is fixed to another component and has no movement relative to this other component.
According to one embodiment, the torque transmission element has a hollow shaft and a measuring sleeve, which are arranged coaxially with respect to the axis of rotation of the rotor.
The measuring sleeve is arranged externally with respect to the hollow shaft and the axis of rotation and has the magnetostrictive region. The hollow shaft is coupled to the transmission element and the measuring sleeve in a rotationally fixed manner, so that the torque can be transferred to the measuring sleeve.
The measuring sleeve is thus to be understood as a separate sleeve which encloses the hollow shaft. With this type of torque transmission element, the circumferential magnetization is only in the measuring sleeve to form the magnetostrictive region.
The torque is transmitted via the transmission element to the hollow shaft, which is rotationally fixedly coupled to the measuring sleeve. The rotating system thus essentially consists of the transmission element, the hollow shaft, the measuring sleeve, and the rotor. When the torque is applied to the measuring sleeve, the magnetostrictive region is twisted and thus the magnetization is changed. The magnetostrictive region is configured so that the torque applied to the measuring sleeve is transferred to the magnetostrictive region comprising at least one magnetically polarized region. The magnetostrictive region extends at least partially along the outer circumferential surface of the measuring sleeve. Advantageously, the circumferential magnetizations can be provided by suitable conditioning of the shaft material, for example by permanent or current magnets. This generates circumferential magnetizations which can be detected with a magnetoelastic sensor. The measuring sleeve is at least partially formed from a ferromagnetic material which is suitable to produce a magnetoelastic effect, and which in particular contains nickel (Ni). An industrial steel such as for example X200rl3 or a similar material can be used. In this version, only the measuring sleeve needs to be made of such a material. As a result, the magnetostrictive region can be produced more cost-effectively.
The sensor device is set up in such a way that a torque- induced change in magnetization in the magnetostrictive region is measurable.
According to one embodiment, the sensor device is arranged rotationally fixedly on the stator.
The sensor device thus has a fixed association with the stator, wherein the stator has a fixed arrangement with respect to the frame of the bicycle, in particular the pedelec.
According to one embodiment, the sensor device measures the torque-induced magnetic flux at the magnetostrictive region contactlessly.
Contactlessly can also be understood as meaning without contact.
The sensor device has at least one magnetoelastic sensor.
In one example, this is based on a so-called inverse magnetostriction, i.e., the measurement of the change in magnetization is detected by mechanical stresses as a result of the torsion on the torque transmission element. According to a further embodiment of the invention, the at least one magnetoelastic sensor is a vector sensor. In particular, the vector sensor is one of the following: a Hall effect, a magnetoresistance, a magnetotransistor, a magnetodiode or a
MAGFET sensor. The magnetic field sensor is in particular a fluxgate magnetometer. These magnetic field sensors have proven to be particularly suitable for use in an electric auxiliary drive,
In one example, the sensor device has at least one magnetic field sensor. Preferably, four magnetic field sensors are used, two of which are diametrically arranged compared to the other two with respect to the torque transmission element. This can improve the accuracy of the torque measurement.
According to one embodiment, the sensor device and the control unit are connected to a circuit board, which is rotationally fixedly connected to the stator. The stator can also provide the stationary fixing for the control unit of the electric auxiliary drive. Thus, in an advantageous manner, the sensor device, for example, a sensor board, can be combined with the control unit, which is provided on a circuit board, to form an assembly. As a result, the mechanical and acoustic design for the torque measurement can be simplified.
According to one embodiment, a magnetized pole ring is provided for measuring the rotor position. The pole ring is arranged coaxially around the axis of rotation, wherein the magnetized pole ring is rotationally fixedly connected to the rotor or the torque transmission element or a torque supporting element.
For the efficient operation of the electric auxiliary drive, in addition to the detection of the torque, the detection of the angular velocity and the rotor position are important. The power is a product of angular velocity and torque. This allows the performance to be determined. On the one hand, the power exerted by a rider can be determined.
On the other hand, the power of the electric auxiliary drive can be determined based on this as a function of the desired auxiliary torque. Furthermore, the angular velocity measurement can be used to measure the speed of the bicycle, the distance travelled by the rider, as well as other desired parameters. The fast and accurate detection of the rotor position is important to determine how the rotor or the individual rotor windings stand with respect to the stator.
For an efficient and direct application of the auxiliary torque, it is desirable that the rotor winding of the rotor is energized which is best positioned with respect to the stator (for example centred above a permanent magnet of the stator). This is particularly relevant when starting off or on an incline, as in these situations direct and efficient support of the rider with the auxiliary torque directly makes 1t easier to start.
In the prior art, sensorless, but also sensor-based conversions are known. Sensor-based systems have the advantage that they can detect a rotor position as soon as the rotor is in motion. This allows the rotor position to be quickly determined and the rotor winding which is best positioned with respect to the stator can be located.
Sensorless systems, on the other hand, can only measure a rotor position from a full, at least partial revolution of the rotating system. Sensor-based conversions are particularly important for electric auxiliary drives, which are arranged in a rear wheel, in particular on a rear wheel hub, as they run at low speed and the efficient use of the electric auxiliary drive depends on the direct and exact measurement of the rotor position.
Usually, to determine the position of the rotor of electric auxiliary drives, in particular external rotor motors, sensors, for example Hall elements, are arranged in groove notches in the stator near the rotors. The groove notches or the sensors are located on the outer radius of the stator.
The magnets of the rotor generate the magnetic {fields required for the measurement of the angular velocity by the sensors. According to the arrangement of the Hall elements and a mathematical transformation, the position of the rotor can be determined. The transmission of the position signals is transmitted to a control unit by cable, in particular the electrical-mechanical connection is ensured by means of connectors or solder connections. In addition, the use of adhesives to reduce mechanical loads or swing-off is common and requires additional processing steps.
Due to the proposed pole ring, the location of the measurement can be transferred in the direction of the axis of rotation. The measurement of the angular velocity is therefore no longer dependent on the magnetic poles of the rotor. The magnetized pole ring has a number of pole pairs.
Preferably, the pole ring has a number of pole pairs equal to the number of pole pairs of the rotor. The sensors required for the measurement of the angular velocity, for example Hall elements, are preferably arranged on a circuit board attached to the stator near the pole ring.
The variant of position detection by means of a pole ring near the axis of rotation thus enables a very compact, integrated, and low-interference measurement of the angular velocity.
Alternatively, the angular velocity can also be determined with quadrature encoders (OEP). However, this sensor technology is often much more expensive and only delivers a usable position signal after a full rotor revolution.
According to one embodiment, the pole ring is sprayed on.
As a result, a pole ring can be easily attached to a component of the rotary system without further means of fastening.
According to one embodiment, a second sensor device is connected to the control unit to detect the position of the pole ring from, a change of the magnetic field emitted by the pole ring, preferably contactlessly.
The second sensor device may have at least one Hall sensor for generating a position signal when the sensor detects a magnetic field emitted by the poles of the pole ring. The at least one Hall sensor is arranged directly on the circuit board, which is firmly fixed to the stator.
The position of the at least one Hall element is matched to the position of the magnetized pole ring in such a way that at least one Hall element has the same radial distance as the poles of the pole ring with respect to the axis of rotation. Thus, at least one pole of a pair of poles and one
Hall element face each other at a small distance in the axial direction at the time of measurement. In another example, a number of Hall elements can be arranged on the circuit board. The Hall elements are arranged in a circular path on the circuit board. The radius of the circular path on which the Hall elements are arranged thus essentially corresponds to the average radius of the pele ring.
Due to the arrangement of the Hall elements on the circuit board, compared to the known solutions of measuring the angular velocity at the outer radius of the stator, there is no need for another board to accommodate the sensors, in particular Hall elements. The sensors can thus be arranged directly on the circuit board of the power electronics, in particular soldered. This eliminates the need for cables and/or further connectors. In addition, the components and transmission paths are rigid and permanently installed, which improves the mechanical design. Furthermore, the manufacturing costs can also be reduced by better automation and the elimination of work steps such as gluing the sensors or the subsequent application of adhesive material for fixing cables and wires. The elimination of connectors also increases operational reliability.
The pole ring thus enables a direct arrangement of the
Sensors, in particular Hall elements, on the power electronics. As a result, an arrangement of the sensors at the outer radius of the stator can be dispensed with. Thus, the rotor position or the angular velocity of the rotor can be detected with only one additional sensor on the circuit board. As a result, the mechanical design for measuring the angular velocity can be simplified and produced more cost- effectively.
According to one embodiment, the electric auxiliary drive is directly arranged in a free-running rear wheel of a bicycle, so that an auxiliary torque can be transferred via the rotor to the free-running rear wheel.
Due to the direct integration in the rear wheel, the axle of the electric auxiliary drive also forms the axle of the free-running wheel. In addition, the torque transmission element and the rotor form the hub of the free-running wheel.
As a result, the number of components can be reduced and the complexity of the torque measurement can be reduced.
According to one embodiment, the electric auxiliary drive can be connected to a second transmission element, so that the auxiliary torque can be transferred via the second transmission element to the free-running rear wheel.
In such an arrangement, the electric auxiliary drive is arranged on a frame structure of a bicycle, in particular a pedelec, between the bottom bracket and the rear axle. The torque applied by a rider is transferred to the electric 3b auxiliary drive via the first transmission element and is transmitted to at least one free-running rear wheel via second transmission element. In one example, the pedelec can have a rear axle with two free-running wheels. In this arrangement, the torque is transmitted via the second transmission element and preferably a differential to the free-running rear wheels.
When the electric auxiliary drive is activated, a total torque of a torque applied by the rider and the auxiliary torque of the electric auxiliary drive is transferred to the at least one free-running rear wheel. When the electric auxiliary drive is deactivated, the torque applied by a rider is not supported by the electric auxiliary drive but is transmitted to the at least one free-running rear wheel via the first transmission element, via the electric auxiliary drive, and the second transmission element.
In a further example, the electric auxiliary drive may be arranged on a frame structure of a bicycle, in particular a pedelec, in the bottom bracket or between the bottom bracket and the rear axle, wherein the electric auxiliary drive is connected via the first transmission element for detecting the applied torque of the rider and for deriving therefrom or regulating the auxiliary torque according to the invention. The electric auxiliary drive or the control unit can control the auxiliary torque with the desired auxiliary torque by means of an electrical signal to at least one motor, which is arranged on the rear axle or on a free- running rear wheel or on each free-running rear wheel. A transmission of the auxiliary torque through a second transmission element is omitted according to this arrangement. Furthermore, it is advantageous that the chain, which couples the first transmission element and the bottom bracket, can be shorter since the distance between the first transmission element and the bottom bracket is shorter compared to an arrangement of the electric auxiliary drive in the rear wheel or on the rear axle. Furthermore, no chain is required for the transmission of the auxiliary torque to the rear axle since the auxiliary torque is transmitted as an electrical signal to at least one motor. In this arrangement, the electric auxiliary drive acts as a generator in addition to torque measurement and can be used for the electrical supply of a bicycle battery. The transmission of the auxiliary torque is transmitted to the at least one motor via the electrical signal.
Furthermore, an electrically powered bicycle is proposed, in particular a pedelec or a bicycle ergometer, which has an electric auxiliary drive and a battery. The battery is configured to supply the electric auxiliary drive with energy.
Based on the determined torque applied by the rider, an auxiliary torque which is used by the electric auxiliary drive to support the rider can be provided to the bicycle.
This is advantageous for the operation and control of the electric auxiliary drive.
In another example, the electric auxiliary drive can be used for a bicycle ergometer or exercise bicycle. The rider drives the rotor of the electric auxiliary drive. The control unit is configured in such a way that the pedalling resistance is adjustable for a user of the bicycle ergometer by changing a magnetic field generated by the electric auxiliary drive. In one example, the control unit may be configured to adjust the current to the rotor windings in such a way as to regulate the strength of the magnetic field.
This makes it possible to set up or simulate different training intensities. For example, it can be used to set up a training in which the rider trains with a constant power (for example 150W). In another example, different driving situations such as mountain ascents, descents or different wind conditions can be simulated by adjusting the respective pedal resistances via the control unit. In another example, an additional flywheel mass may be coupled to the rotor to improve the weight distribution of the rotating mass and provide a realistic riding experience.
Further advantages and features of the present invention are evident from the following description of preferred exemplary embodiments. The features described therein may be implemented stand-alone or in combination with one or more of the features set out above, provided that the features do not conflict with each other. The following description of preferred exemplary embodiments is carried out with reference to the accompanying drawings.
Preferred further embodiments of the invention are explained in more detail by the following description of the figures.
In the figures:
Figures 1A-1B show a perspective view and a side view of an auxiliary drive according to the invention according to an embodiment,
Figures 2 shows a sectional view of the electric auxiliary drive according to an embodiment;
Figures 3A-3B show two alternative embodiments for the arrangement of a pole ring of the auxiliary drive according to the invention in respective sectional views, and
Figure 4 shows an alternative arrangement of the electric auxiliary drive on a pedelec with a two-wheeled rear axle according to an embodiment.
Detailed description of preferred exemplary embodiments
In the following, preferred exemplary embodiments are described on the basis of the figures. The same, similar, or identical elements in the different figures are provided with identical reference characters, and a repeated description of these elements is sometimes omitted in order to avoid redundancies.
Figure 1A shows a perspective view of the electric auxiliary drive 10. Figure 1B shows a front or rear view of the electric auxiliary drive 10 according to the invention.
The electric auxiliary drive 10 according to the invention may be arranged directly on a free-running rear wheel (not shown) in a first embodiment, so that an auxiliary torque can be transferred via the rotor 14 to the free-running rear wheel. In this design, the torque applied by a cyclist to the pedals and the pedal cranks is transferred to the rotor 14 via the transmission element 16. The rotor has a number of spoke holders 141, which connect a rim of the rear wheel (not shown) via the spokes to the rotor 14. In this arrangement, the electric auxiliary drive 10 is designed around a fixed axle 17 {see sectional view A-A in Figure 2, for example). The fixed axle 17 can be fixed to a holder, a so-called dropout 19, of the bicycle. As shown here, a cable arrangement 21 is provided to supply the electric auxiliary drive with power and to transmit the data from the electric auxiliary drive 10 to a bicycle computer (not shown).
Furthermore, other elements such as a disc for a disc brake can also be attached to the electric auxiliary drive.
The electric auxiliary drive 10 has a housing 11 with side walls to protect the interior of the electric auxiliary drive 10 from environmental influences, in particular moisture and dirt. The rotor 14 and the stator carrier can partially form the housing 11. As a result, in particular, the power electronics and the torque sensor device can be protected from environmental influences by the housing 11.
The system underlying the invention generates the control signal for the electric auxiliary drive 10 from the detection of the torque. This makes it possible to dynamically control an electric auxiliary drive 10 in such a way that an auxiliary torque is output by the electric auxiliary drive 10 based on the detected torque. The electric auxiliary drive 10 processes the detected torque control signal to determine the torque to be transmitted to the free-running wheel via the rotor 14.
For example, the support of the electric auxiliary drive 10 with an auxiliary torque can be activated when a threshold torque applied by a rider is exceeded. For example, the threshold values can be set in such a way that the electric auxiliary drive supports the rider with an auxiliary torque, so that riding the pedelec in the desired torque range is easy on the joints for the rider. Conversely, the support of the electric auxiliary drive 10 can also be deactivated if the torque applied by the rider exceeds a certain threshold. In addition, the control unit can receive further data from other sensor devices. For example, the control unit of another sensor device can detect the angular velocity and the rotor position of the rotating system. As a result, the control unit can be configured to control the power to be delivered by the electric auxiliary drive. The control unit may, for example, be configured in such a way that it does not add more than a power which is applied and/or adjustable by the rider.
Figure 2 shows a sectional view A-A of the electric auxiliary drive 10 for a bicycle, in particular a pedelec or for a bicycle ergometer according to a first embodiment. The electric auxiliary drive 10 has a stator 12 and a rotor 14.
The torque applied by a rider can be transferred to the rotor 14 via the transmission element 16 and a tordue transmission element 18. The transmission element 16 and the torque transmission element 18 are coupled to each other in the axial direction and are arranged coaxially with respect to the axis of rotation D of the rotor 14. The torque transmission element 18 has at least one magnetostrictive region 181. Furthermore, the electric auxiliary drive 10 has a sensor device 20, which is configured to measure a torque transmitted to the torque transmission element 18 at the magnetostrictive region of the torque transmission element 18 and to transmit a resulting torque signal to a control unit 34 of the electric auxiliary drive 10, wherein the torque signal corresponds to a torque-induced magnetic flux at the magnetostrictive region 181. The control unit 34 is configured to determine an auxiliary torque from the electric auxiliary drive for the rider from the torque signal and to control the rotor 14 accordingly. The sensor device 20 is configured to measure the tordue-induced magnetic flux on the torque transmission element 18 from the outside at the magnetostrictive region 181 of the torque transmission element 18.
Contrary to the solutions known from the prior art, the torque on the torque transmission element 18 can be measured from the outside with such an arrangement. This simplifies the installation of the sensor device 20. It is further advantageous that the sensor device 20 can be arranged immediately adjacent to a circuit board 36 of the electric auxiliary drive 10. As a result, time-consuming cabling from the sensor device to the circuit board 36 can be avoided, which in turn reduces the assembly effort for tordue measurement.
Due to the direct integration in the rear wheel, the axle 17 of the electric auxiliary drive also forms the axle of the free-running wheel. In addition, the torque transmission element 18 and the rotor 14 form the hub of the free-running wheel. As a result, the number of components can be reduced and the complexity of the torque measurement can be reduced.
The magnetostrictive region 181 extends at least partially along the outer circumferential surface of the torque transmission element 18. The magnetostrictive region can be endowed with effective non-axial magnetoelastic anisotropy and can be magnetically polarized in the circumferential direction, which produces a field which varies with applied mechanical stress due to the torque input. When a torque is applied to the torque transmission element 18, the magnetic circumferential orientation at the magnetostrictive region is reoriented in such a way that a spiral-shaped magnetic orientation is produced, which has both circumferential and axial components.
The sensor device 20 is mounted in such a way that it responds to the change in the original orientation of the magnetization. In one example, the sensors of the sensor device 20 may be set up so that it measures the axial component of the magnetization in order to detect the amount of torque input. The change of the axial component is thus proportional to the torque input on the torque transmission element 18, in particular in the magnetostrictive region 181. Due to the arrangement of the sensor device 20 outside the torque transmission element 18, the magnetostrictive region 181 can be arranged on the outer circumferential surface of the torque transmission element 18. As a result, the torque-induced magnetic flux can be measured from the outside by the sensor device 20.
The torque transmission element 18 is rotationally fixedly coupled to the rotor 14 and the transmission element 16 via a freewheel 161 and a freewheel body 162. The torque transmission element 18 and the transmission element 16 are supported rotatably on the fixed axle 17. The rotor 14 thus rotates around the axis of rotation D of the fixed axle 17.
The stator 12 is fixed to the fixed axle 17. In the design according to this invention, the torgue introduced by a rider via pedal cranks {not shown), which are rotationally fixedly connected to a front gear wheel (not shown), is applied to the torque transmission element 18 via a chain (not shown) and a rear gear wheel 163, which is rotationally fixedly connected to the freewheel body 162. The torque transmission element 18 is coupled to the freewheel body 162. The pedal cranks together with the transmission element 16 form the drive side. The rotor 14 of the electric auxiliary drive 10 forms the output side. The torque transmission element 18 is thus arranged between the output side and the drive side in terms of the power flow.
The control unit 34 is arranged on a circuit board 36 on the stator 12. The circuit board 36 is designed in such a way that it can be arranged around the axle 17 or the torque transmission element 18. Alternatively, the circuit board 36 may also be designed as a board without recesses and, for example, may be arranged above or below or laterally with respect to the axle. On the circuit board 36, a sensor device 20 is fixed transversely to the circuit board 36. At least one magnetic field sensor can be arranged over the outer circumferential surface of the torque transmission element 18. As a result, a torque-induced magnetic flux on the magnetostrictive region of the torque transmission element 18 on the outside of the torque transmission element 18 when viewed with respect to the axis of rotation D and in the radial direction, can be measured contactlessly. Usually,
the sensors are located inside a hub of a rear wheel. The signal detected by the sensors must be transmitted to a control unit with cables. Due to the arrangement according to the invention of the sensor device 40, signal transmission by cable can be dispensed with.
According to the example shown in Figure 2, the torque transmission element 18 has a hollow shaft 182 and a measuring sleeve 183, which are arranged coaxially with respect to the axis of rotation D of the rotor 14. The measuring sleeve 183 is arranged outside with respect to the hollow shaft 182 and the fixed axle 17 and has the magnetostrictive region 181. The hollow shaft 182 is arranged on the outside relative to the fixed axle 17. The hollow shaft 182 is rotationally fixedly coupled to the transmission element 16 and the measuring sleeve 183, so that the torque can be transferred to the measuring sleeve 183.
The measuring sleeve 183 is thus to be understood as a separate sleeve which encloses the hollow shaft 182. With this type of torque transfer element, the circumferential magnetization is only in the measuring sleeve 183 in order to form the magnetostrictive region 181 of the tordue transmission element 18.
The torque is transmitted via the transmission element 16 to the hollow shaft 182, which is rotationally fixedly coupled to the measuring sleeve 183. The rotating system thus essentially consists of the transmission element 16, the hollow shaft 182, the measuring sleeve 183 and the rotor 14. In other words, the power flow or torque input runs from the transmission element 16 via the hollow shaft 182 and the measuring sleeve 183 to the rotor 14.
For example, the measuring sleeve 183 and the hollow shaft 182 are connected to each other via a fastening element 54 which may have one or more screws or pins. Alternatively, the measuring sleeve 183 and the hollow shaft 182 can be integrally formed. In one example, the torque transmission element 18 can be manufactured by forging. The desired circumferential magnetizations for the magnetostrictive region can be provided, for example, by suitable conditioning of the shaft material, for example by permanent
Or current magnets.
The hollow shaft 182 and the measuring sleeve 183 are mounted via bearings 40 on the fixed axle 17.
The torque input to the measuring sleeve 183 causes a twisting of the magnetostrictive region 181 and thus a change in the magnetization. The magnetostrictive region 181 is configured so that the torque applied to the measuring sleeve 183 is transferred to the magnetostrictive region 181, which includes at least one magnetically polarized region. The magnetostrictive region 181 extends at least partially along the outer circumferential surface of the measuring sleeve 183.
The sensor device 20 is set up in such a way that the torque- induced changes in magnetization in the magnetostrictive region are measurable. In the example shown in Figure 2, the sensor device 20 is arranged rotationally fixedly on the stator 12. The sensor device 20 thus has a fixed association with the stator 12, wherein the stator 12 has a fixed arrangement with respect to the frame of the bicycle, in particular the pedelec.
Preferably, the sensor device 20 measures the torque-induced magnetic flux at the magnetostrictive region contactlessly.
The sensor device 20 has at least one magnetoelastic sensor.
This is based on a so-called inverse magnetostriction, i.e., the measurement of the change in the magnetizations due to mechanical stresses as a result of the torsion on the torque transmission element 18 or the measuring sleeve 183.
According to the example shown here, the sensor device 20 and the control unit 34 are connected to a circuit board 36, which is rotationally fixedly connected to the stator 14.
The stator 12 thus provides the stationary fixing for the control unit 34 of the electric auxiliary drive 10 on the circuit board 36. Thus, in an advantageous manner, the sensor device 20, shown here as a sensor board arranged perpendicular to the circuit board, can be combined with the control unit 34 to form an assembly. As a result, the mechanical and acoustic design for the torque measurement can be simplified.
In the example shown here, the rotor 14 has pole heads 142 for magnetic scanning of the stator 12. Each pole head 142 of the rotor 14 can be provided above a magnetic pole pair 121 of the stator 12 in equal proportions.
Furthermore, the electric auxiliary drive 10 has a torque supporting element 38 or a stator carrier. Preferably, the torque supporting element 38 is integrally formed with the stator 12. The torque supporting element 38 also acts as a heat sink which can dissipate the heat of the electric auxiliary drive 10 in an efficient manner. This is advantageous because the magnetic field can be negatively affected at excessive temperature.
In particular, rear hub motors have an overheating problem at high power outputs or slow revolution rates. The waste heat from the motor windings and power electronics (especially MOSFETs) leads to high temperatures in the motor without control of the power output. These temperatures can demagnetize the magnets, damage the electronics, adhesive
Joints or press fits and thus impair the function of the motor or completely deactivate it.
The cooling of the power electronics (MOSFETs) can thus be ensured by means of the torque supporting element 38 as a heat sink and/or by means of the motor housing.
In Figure 2, a magnetized pole ring 42 is shown according to a first embodiment for measuring the angular velocity of the rotor 14. The pole ring 42 is arranged coaxially around the axis of rotation D, wherein the pole ring 42 is rotationally fixedly connected to the measuring sleeve 183 in the direction of the side of the transmission element 16.
The measuring sleeve 183 has a section which extends 3b radially outwards with respect to the axis of rotation D and a ring-shaped recess for fixing the pole ring.
A second sensor device 44 arranged opposite the pole ring 42, preferably a Hall sensor, is arranged on the sensor device 20. The second sensor device 44 is arranged on the sensor board on which the first sensor device 20 is also arranged.
The second sensor device 44 is also connected to the control unit 34 for detecting the position of the pole ring 42 or the rotor 14 from the change of the magnetic field emitted by the pole ring 42, preferably contactlessly. The position of the at least one sensor, preferably a Hall sensor, of the second sensor device 44 is matched to the position of the magnetized pole ring 42 in such a way that the sensor has the same radial distance as the poles of the pole ring 42 with respect to the axis of rotation D. Thus, at least one pole of the pole ring 42 and the sensor are at a small distance from each other in the axial direction at the time of measurement. If the sensor detects the passage of a pole of the pole ring 42, a position signal is generated, which is transmitted via the circuit board 36 to the control unit 34.
Figure 3A shows a pole ring 42 in an electric auxiliary drive 10 according to a second embodiment, wherein the structure of the electric auxiliary drive 10 is identical to the structure shown in Figure 2 apart from the alternative arrangement of the pole ring. In this exemplary embodiment, the pole ring 42 is arranged on the torque supporting element 38. The torque supporting element 38 has a ring-shaped recess 39 for arranging the pole ring 32 coaxially around the axis of rotation D. The sensor, preferably a Hall sensor, is arranged directly on the circuit board 36. Such an arrangement has the advantage that the pole ring 42 can be easily arranged on the stator 12 and the associated Hall sensor can be easily arranged directly on the circuit board 36. Due to the direct arrangement of the sensors of the second sensor device 44, compared to the known solutions of measuring the angular velocity at the outer radius of the stator, the need for another board to accommodate the sensors is eliminated. The sensors of the second sensor device 44 can be soldered, for example, on the circuit board 36 of the power electronics. This eliminates the need for cables and or other connectors. In addition, the components and transmission paths are rigid and permanently installed, which improves the mechanical design.
Figure 3B shows another alternative arrangement of the pole ring 42. The pole ring 42 is arranged coaxially around the measuring sleeve 183 at one end of the measuring sleeve 183 in the direction of the torque supporting element 38. The sensor of the second sensor device 44 is arranged on the circuit board 36. As a result, the pole ring 42 can be mounted on the measuring sleeve 183 centrally with respect to the axis of rotation, which allows a compact arrangement of the pole ring 42 with a small diameter and a corresponding smaller number of pole pairs. As a result, cost-effective production can be achieved.
The arrangements of the second sensor device 44 on the circuit board 36 shown in Figures 3A and 3B also have the advantage that the pole ring 42 and the second sensor device 44 are distanced from or shielded from the first sensor device 20, so that the second sensor device 44 and the first sensor device 20 do not interfere with each other. As a result, the measurement accuracy of the angular velocity of the rotor 14 can be improved.
Figure 4 shows an alternative arrangement of the electric auxiliary drive 10. In such an arrangement, the electric auxiliary drive 10 is arranged on a frame arrangement 30 of a bicycle, in particular a pedelec, between the bottom bracket 48 and the rear axle 46. The torque applied by a rider is transmitted via the first transmission element 16 to the electric auxiliary drive 10 and is transmitted via the second transmission element 28 to at least one free- running rear wheel 52. In the example shown here, the pedelec has a rear axle 46 with two free-running wheels 52. In this arrangement, the torque is transmitted via the second transmission element 28 and a differential 32 to the free- running rear wheels 52.
Where applicable, all individual features shown in the exemplary embodiments can be combined and/or exchanged without departing from the scope of the invention.
Reference character list: 10 electric auxiliary drive 12 stator 121 pole pair of the stator
14 rotor 141 spoke holder 142 pole heads of the rotor 16 first transmission element 161 freewheel
162 freewheel body 17 fixed axle 18 torque transmission element 19 dropouts of a bicycle frame 181 magnetostrictive region
182 hollow shaft 183 measuring sleeve first sensor device 21 magnetoelastic sensor 22 circuit board
20 24 pole ring 26 torque supporting element 28 second transmission element 30 frame arrangement 32 differential
34 control unit 36 circuit board 37 MOSFET circuits 38 torque supporting element 39 recess
40 bearing 42 pole ring 44 second sensor device 46 rear axle 48 bottom bracket
52 free-running wheel 54 fastening element
Claims (11)
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102021000407.8A DE102021000407B3 (en) | 2021-01-28 | 2021-01-28 | Electrical auxiliary drive for a bicycle, and an electric bicycle or a bicycle ergometer with such an electrical auxiliary drive |
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| Publication Number | Publication Date |
|---|---|
| NL2030660A NL2030660A (en) | 2022-08-17 |
| NL2030660B1 true NL2030660B1 (en) | 2023-11-27 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| NL2030660A NL2030660B1 (en) | 2021-01-28 | 2022-01-24 | Electric Auxiliary Drive for a Bicycle |
Country Status (2)
| Country | Link |
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| DE (1) | DE102021000407B3 (en) |
| NL (1) | NL2030660B1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102022002546B3 (en) | 2022-07-12 | 2023-10-26 | Hirschvogel E-Solutions Gmbh | Torque detection device, electric drive and method |
| CN115987029B (en) * | 2023-03-22 | 2023-07-25 | 常州市佳博机械制造有限公司 | Hub torque and rotation speed sensing integrated motor |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11321773A (en) | 1998-05-14 | 1999-11-24 | Sanyo Electric Co Ltd | Vehicle with auxiliary power |
| DE102007046749A1 (en) | 2007-05-16 | 2008-11-20 | Schaeffler Kg | Drive device with a drive shaft and a device for detecting a torque |
| ATE552164T1 (en) * | 2009-02-04 | 2012-04-15 | Electragil Gmbh | DRIVE DEVICE |
| DE102009029653B4 (en) | 2009-09-22 | 2021-04-22 | Robert Bosch Gmbh | Crank drive for a bicycle |
| WO2011038481A1 (en) * | 2009-10-02 | 2011-04-07 | Philipp Annen | Wheel hub assembly with opto-mechanical torque sensing system |
| DE112011104916T5 (en) | 2011-03-16 | 2013-11-21 | Sram, Llc | Motor-driven bicycle hub and engine control |
| JP2013047078A (en) | 2011-08-29 | 2013-03-07 | Shimano Inc | Rear hub for bicycle |
| TWM438446U (en) | 2012-03-22 | 2012-10-01 | Wei-Ting Lin | Non-contact torque sensing mechanism for power assisting bicycle |
| JP5968267B2 (en) | 2013-06-07 | 2016-08-10 | ブリヂストンサイクル株式会社 | Crankshaft assembly and electric assist bicycle equipped with the same |
| TWI604982B (en) * | 2016-07-18 | 2017-11-11 | 行安機電股份有限公司 | Torque detector |
| CN207926350U (en) * | 2018-02-02 | 2018-09-28 | 东莞市京橙电机科技有限公司 | Central driving motor system and vehicle using motor for vehicle using motor |
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2021
- 2021-01-28 DE DE102021000407.8A patent/DE102021000407B3/en active Active
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- 2022-01-24 NL NL2030660A patent/NL2030660B1/en active
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| NL2030660A (en) | 2022-08-17 |
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