WO2022152735A1 - Système d'entraînement - Google Patents

Système d'entraînement Download PDF

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Publication number
WO2022152735A1
WO2022152735A1 PCT/EP2022/050512 EP2022050512W WO2022152735A1 WO 2022152735 A1 WO2022152735 A1 WO 2022152735A1 EP 2022050512 W EP2022050512 W EP 2022050512W WO 2022152735 A1 WO2022152735 A1 WO 2022152735A1
Authority
WO
WIPO (PCT)
Prior art keywords
wall
tolerance compensation
compensation element
drive unit
drive
Prior art date
Application number
PCT/EP2022/050512
Other languages
German (de)
English (en)
Inventor
Philipp Rupp
Quoc-Dat Nguyen
Julian Binder
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to EP22700483.5A priority Critical patent/EP4277835A1/fr
Publication of WO2022152735A1 publication Critical patent/WO2022152735A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/55—Rider propelled cycles with auxiliary electric motor power-driven at crank shafts parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K19/00—Cycle frames
    • B62K19/30—Frame parts shaped to receive other cycle parts or accessories
    • B62K19/34—Bottom brackets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
    • F16B37/00—Nuts or like thread-engaging members
    • F16B37/12—Nuts or like thread-engaging members with thread-engaging surfaces formed by inserted coil-springs, discs, or the like; Independent pieces of wound wire used as nuts; Threaded inserts for holes
    • F16B37/122—Threaded inserts, e.g. "rampa bolts"
    • F16B37/125—Threaded inserts, e.g. "rampa bolts" the external surface of the insert being threaded
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
    • F16B5/00—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them
    • F16B5/02—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them by means of fastening members using screw-thread
    • F16B5/0216—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them by means of fastening members using screw-thread the position of the plates to be connected being adjustable
    • F16B5/0233—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them by means of fastening members using screw-thread the position of the plates to be connected being adjustable allowing for adjustment perpendicular to the plane of the plates

Definitions

  • the present invention relates to a drive arrangement and a vehicle comprising the drive arrangement.
  • Drive arrangements with drive units held between two walls, for example a vehicle frame of a vehicle, are known.
  • the drive unit is screwed to the two opposite walls.
  • a gap between the drive unit and one of the walls usually has to be bridged.
  • a retaining plate can be provided on the drive unit, for example, which is elastically deformed to bridge the gap.
  • this can have an unfavorable effect on the mechanical load and the tightness of the drive arrangement.
  • the drive arrangement according to the invention with the features of claim 1 is distinguished by the fact that it is possible to mount a drive unit within a frame interface in a manner that is advantageous in terms of load technology.
  • a drive arrangement comprising a drive unit and a frame interface, the drive unit being at least partially arranged between a first wall and a second wall of the frame interface.
  • the drive assembly includes a first mount and a second mount. The first mount holds the drive unit on the first wall of the frame interface and the second mount holds the drive unit on the second wall of the frame interface.
  • the first bracket points out Tolerance compensation element, which is screwed into the first wall.
  • the tolerance compensation element is screwed into the first wall in such a way that the tolerance compensation element bears against a side of the drive unit that faces the first wall. As a result, a gap between the drive unit and the first wall is bridged by the tolerance compensation element.
  • a gap present between the drive unit and one of the walls of the frame interface which can result, for example, due to manufacturing-related different dimensions of the drive unit and an interior space of the frame interface delimited by the two walls, is compensated for by the tolerance compensation element.
  • the tolerance compensation element is screwed into the first wall, in particular in such a way that the tolerance compensation element protrudes beyond a side face of the first wall facing the drive unit in order to bridge the gap.
  • the tolerance compensation element is screwed into the first wall in such a way that it protrudes beyond the end face in such a way that an end face of the tolerance compensation element bears against the drive unit.
  • the first wall and the second wall of the frame interface are preferably arranged at a predefined fixed distance from one another.
  • the frame interface is particularly preferably at least partially U-shaped, in particular with the first wall and the second wall being arranged parallel to one another at the predefined fixed distance and preferably being connected to one another by means of a connecting area.
  • the frame interface ie the first wall, the second wall and the connection area, is preferably designed as a one-piece component.
  • the drive arrangement allows the drive unit and frame interface to be assembled, which is advantageous in terms of mechanical loads.
  • the drive unit preferably rests against the second wall, with the second mount having a screw connection.
  • the drive unit is firmly connected to the second wall by means of the screw connection of the second bracket.
  • the screw connection preferably has at least one screw, preferably several screws.
  • the tolerance compensation element is particularly preferably screwed into the first wall in such a way that the drive unit is subjected to pressure.
  • the drive unit is clamped under pressure by means of the tolerance compensation element between the two walls of the frame interface.
  • the tolerance compensation element is also subjected to pressure.
  • a particularly favorable mechanical load on the drive unit can be made possible in order to ensure a long service life, in particular with a very lightweight construction of the drive arrangement.
  • a reliable tightness of the drive arrangement can be provided in this way if, for example, it has a housing with housing halves that are screwed together.
  • due to the compressive stress a higher surface pressure or contact pressure between the drive unit and the frame interface can be made possible, which reduces the risk of slipping between these two components.
  • the tolerance compensation element has an actuating element which is set up to enable the tolerance compensation element to be actuated by a tool.
  • the actuator is a multiple recess.
  • the actuating element is in the end face of the Tolerance compensation element formed.
  • the actuating element can be a hexagonal recess or a similar element which can be actuated by means of a tool.
  • the tolerance compensation element can be easily actuated from outside the frame interface by means of the actuating element.
  • the tolerance compensation element is preferably designed as a sleeve which has an external thread and a cylindrical through bore.
  • an actuating element can be provided as an extension or enlargement of the through hole.
  • a screw can preferably be screwed into the drive unit from outside the frame interface through the sleeve through the through hole.
  • the sleeve is preferably screwed into a wall opening of the first wall by means of the external thread.
  • a previously cut internal thread can be formed in the wall opening, for example.
  • the external threads of the sleeve may themselves cut internal threads in the first wall.
  • a sleeve offers a particularly simple and inexpensive construction.
  • the external thread preferably has a tapping section which has a self-tapping external thread. That is, the sleeve has at least one section that can automatically form a thread in an unthreaded wall opening of the first wall.
  • the external thread particularly preferably has a guide section and a threaded section, in particular in addition to the groove section.
  • the threaded section is designed as a standard thread, for example as a metric M12 thread.
  • a maximum outside diameter of the guide section is smaller than a maximum outside diameter of the threaded section.
  • the guide section is preferably designed without a thread. It is particularly advantageous if the guide section tapers in the direction of the end face of the tolerance compensation element.
  • the guide section serves to center the sleeve when screwing it in the first wall, which allows particularly easy assembly.
  • the guide section is preferably arranged on a side of the tolerance compensation element that faces the drive unit, with the threaded section being arranged on the side of the sleeve that faces away from the drive unit.
  • the groove section is arranged between the guide section and the threaded section.
  • the threaded section preferably extends over at least 30%, preferably at least 40%, of a total axial length of the tolerance compensation element in order to
  • the maximum diameter of the guide section is preferably smaller than an inside diameter of a wall opening in the first wall, into which the tolerance compensation element is screwed. As a result, the guide section can be inserted particularly easily into the through-opening of the first wall, in order to enable alignment and particularly simple assembly of the tolerance compensation element.
  • the first bracket has a fixing screw.
  • the fixing screw protrudes through the first wall and through the through-opening of the tolerance compensation element.
  • the fixing screw is screwed into the drive unit.
  • the fixing screw can be used to enable the drive unit to be attached to the first wall in a particularly stable manner, in particular in such a way that relative movements can be avoided.
  • the external thread of the tolerance compensation element and an external thread of the fixing screw have different thread directions. This means that the tolerance compensation element is screwed into the first wall and the fixing screw is screwed into the drive unit with opposite directions of rotation. As a result, when the fixing screw and tolerance compensation element touch, a counter effect can be achieved between the tolerance compensation element and the fixing screw, which leads to additional tension between the fixing screw and the tolerance compensation element and serves as a safety mechanism and provides a reliable and firm first mount.
  • the external thread of the tolerance compensation element is particularly preferably a left-hand thread and the external thread of the fixing screw is a right-hand thread. As a result, the drive arrangement can be assembled in a particularly simple, quick and robust manner.
  • the tolerance compensation element and the fixing screw are screwed together in such a way that a first face of the tolerance compensation element bears against the drive unit, and that a screw head of the fixing screw bears on a second face of the tolerance compensation element.
  • the screw head of the fixing screw rests exclusively on the tolerance compensation element, and in particular not on the first wall of the frame interface.
  • the tolerance compensation element is designed in such a way that the second end face lies within the first wall when fully screwed in, i.e. does not protrude beyond the first wall, a particularly compact and space-saving drive arrangement can be provided as a result, since the screw head, for example, is also at least partially within the Through-opening of the first wall can be sunk.
  • a construction could also be provided in which the screw head of the fixing screw bears against the outside of the first wall.
  • the drive unit preferably has a motor and/or a gear. Due to the special arrangement and mounting at least partially within the frame interface, an optimal, reliable connection with advantageous mechanical force distribution can be provided in order to enable a long service life for the drive unit. In addition, a low weight of the drive arrangement can be made possible in a simple and cost-effective manner.
  • the invention leads to a vehicle, preferably a vehicle that can be operated with muscle power and/or engine power, preferably an electric bicycle, which includes the drive arrangement described.
  • the frame interface is preferably part of a vehicle frame of the vehicle.
  • the tolerance compensation element is preferably arranged on a side of the drive unit of the drive arrangement which faces away from a chainring of the vehicle. This means that the second mount of the drive arrangement is located on the chain ring side of the drive unit. Since the greatest forces act on the drive unit and the frame interface in the area of the chain ring, a high mechanical load on the tolerance compensation element can be avoided. Instead, a particularly direct and robust mechanical connection of the drive unit to the frame interface can be provided, particularly when the drive unit and the second wall are screwed directly.
  • FIG. 1 shows a sectional view of a drive arrangement according to a preferred embodiment of the invention
  • FIG. 2 shows a further sectional view of the drive arrangement of FIG. 1,
  • FIG. 3 shows a detail of a further sectional view of the drive arrangement of FIG.
  • Figure 4 shows a tolerance compensation element of the drive assembly of Figure 1 in detail
  • FIG. 5 shows a simplified view of a vehicle with the drive arrangement of FIG.
  • Figure 1 shows a sectional view of a drive assembly 1 according to a preferred embodiment of the invention.
  • FIG. 2 shows a further sectional view of the drive arrangement 1 from FIG 1 and 2 show a not yet fully assembled state of the drive assembly 1.
  • FIG. 3 shows a detail of a sectional view of the drive assembly 1 in the fully assembled state.
  • the drive arrangement 1 comprises a drive unit (shown schematically).
  • the drive unit 2 with one engine and one transmission.
  • the drive unit 2 is accommodated within a U-shaped frame interface 3 .
  • the frame interface 3 has a first wall 31 and a second wall 32 between which the drive unit 2 is arranged.
  • the drive arrangement 1 has a first mount 41, by means of which the drive unit 2 is fastened to the first wall 31, and a second mount 42, by means of which the drive unit 2 is fastened to the second wall 32.
  • the second bracket 42 has a screw connection with two screws 42a, by means of which the drive unit 2 is screwed directly to the second wall 42.
  • the drive unit 2 is in direct contact with an inner side 32a of the second wall 32 .
  • two wall openings 31b are formed as through openings.
  • the wall openings 31b are designed in two stages and each have an extension 31c. Screws of the first bracket 41 can be screwed into the power unit 2 through the wall openings 31b to enable the power unit 2 to be fixed to the first wall 31, as described below.
  • the first bracket 41 has one tolerance compensation element 4 per wall opening 31b.
  • the tolerance compensation element 4 is designed as a sleeve and is screwed into the corresponding wall opening 31b.
  • the tolerance compensation element 4 is shown in detail in FIG.
  • the tolerance compensation element 4 has an external thread 40, by means of which the tolerance compensation element 4 is screwed into the wall opening 31b.
  • the tolerance compensation element 4 has a cylindrical through-opening 44 through which a fixing screw 41b can protrude in order to be screwed into an opening 20 of the drive unit 2 (see Figure 3).
  • the drive unit 2 can be fixed to the first wall 31 of the frame interface 3 by screwing the fixing screw 41b into the opening 20 of the drive unit 2 .
  • the tolerance compensation element 4 has an actuating element 45 which allows the tolerance compensation element 4 to be actuated by means of a tool 49 (cf. FIG. 2).
  • the actuating element 45 is designed in the form of a multi-tooth recess.
  • the tolerance compensation element 4 allows a gap 5 to be bridged between the drive unit 2 and the first wall 31 , while at the same time a tight screw connection of the drive unit 2 and the first wall 31 is made possible via the tolerance compensation element 4 .
  • the state of the drive arrangement 1 shown in FIG. 1 is produced, with the drive unit 2 being arranged between the two walls 31, 32 of the frame interface 3 and being screwed to the second wall 32 by means of the screws 42a of the second bracket 42.
  • the tolerance compensation elements 4 are partially screwed into the wall openings 31b of the first wall 31 .
  • the tolerance compensation elements 4 are screwed in again by actuating the tool 49.
  • the tolerance compensation elements 4 are screwed in until the first end faces 4a of the tolerance compensation elements 4 are in contact with the drive unit 2 in order to close the gap 5 bridge (see also Figure 3).
  • a predefined torque is applied by means of the tool 49 in such a way that the tolerance compensation elements 4 are pressed against the drive unit 2 in such a way that the drive unit 2 is subjected to pressure. This means that the drive unit 2 is then clamped between the two walls 31, 32 via the tolerance compensation elements 4 under pressure.
  • Such a mechanical load has an advantageous effect on one Longevity and tightness of the drive unit 2, as well as the power transmission between the drive unit 2 and the frame interface 3, since the contact pressure on the chainring side, where the highest forces act, is increased.
  • the fixing screws 41b are then inserted into the cylindrical passage openings 44 of the tolerance compensation elements 4 and screwed into the openings 20 of the drive unit 2 in order to fix the drive unit 2 to the first wall 31 via the tolerance compensation elements 4 (cf. FIG. 3).
  • the wall opening 31b of the first wall 31 has an extension 31c on an outside of the first wall 31 .
  • the fixing screw 41b can be screwed in in such a way that a screw head 41c of the fixing screw 41b rests against a second end face 4b of the tolerance compensation element 4, with the second end face 4b inside the wall opening 31b, in detail inside the extension 31c, lies.
  • the tolerance compensation element 4 For a particularly simple and reliable assembly of the tolerance compensation element 4, it has a special external thread 40, which is described below with reference to FIG.
  • the external thread 40 is formed in three parts and has a guide section 40b, a groove section 40a, and a threaded section 40c.
  • the tolerance compensation element 4 can have an unthreaded, cylindrical section 40d on the second end face 4b.
  • the threaded section 40c is designed as a standard metric thread and is arranged directly adjacent to the unthreaded section 40d.
  • the guide section 40b is provided to simplify the introduction of the tolerance compensation element 4 into the wall opening 31b and also ensures coaxial alignment between the wall opening 31b and the tolerance compensation element 4, whereby tilting and skewing can be avoided.
  • the guide section 40b has a Outer diameter 47b, which is smaller than an inner diameter 31d of the wall opening 31b and is also smaller than a maximum outer diameter 47c of the threaded portion 40c.
  • the tapping section 40a has a self-tapping external thread.
  • the wall opening 31b can be designed without an internal thread, with the tolerance compensation element 4 being able to be screwed in directly.
  • a particularly simple and cost-effective construction of the drive arrangement 1 can be made possible.
  • an axial length of threaded section 40c is at least 30% of an overall axial length 48 of tolerance compensation element 4, with the axial lengths of groove section 40a and guide section 40b being smaller than the axial length of the threaded section 40c.
  • the external thread 40 can also be formed without a groove section 40a if the wall opening 31b has a pre-cut internal thread.
  • a press-in nut can be integrated into the first wall 31, into which the tolerance compensation element 4 is screwed.
  • the external thread 40 shown in FIG. 4 is a right-hand thread. Alternatively, a left-hand thread is also preferred. It is particularly advantageous if the fixing screw 41b and the external thread 40 have different thread directions, so that a counter effect is achieved between the tolerance compensation element 4 and the fixing screw 41b, which leads to additional tensioning between the fixing screw 41b and the tolerance compensation element 4.
  • the drive arrangement 1 described is particularly suitable for use in an electric bicycle 100.
  • Such an electric bicycle 100 with a drive arrangement 1 according to the preferred exemplary embodiment in FIGS. 1 to 4 is shown in simplified form in FIG.
  • the frame interface 3 of the drive assembly is part of a vehicle frame 102 of electric bicycle 100.
  • the tolerance compensation element 4 is only to be arranged on a side of the drive arrangement 1 which is remote from a chainring 105. Since a pedal force and, in addition, a chain force act on the drive arrangement 1 on the chain ring side, an arrangement of the tolerance compensation element is provided

Abstract

L'invention concerne un système d'entraînement (1) d'un véhicule, en particulier un véhicule pouvant fonctionner avec la force musculaire et/ou la force d'un moteur, ledit système d'entraînement comprenant une unité d'entraînement (2), une interface de cadre (3), au moins une partie de l'unité d'entraînement (2) étant située entre une première paroi (31) et une deuxième paroi (32) de l'interface de cadre (3), un premier support (41) qui maintient l'unité d'entraînement (2) sur la première paroi (31), et un second support (42) qui maintient l'unité d'entraînement (2) sur la deuxième paroi (32) ; le premier support (41) comprenant un élément de compensation de tolérance (4) qui est vissé dans la première paroi (31), et l'élément de compensation de tolérance (4) étant vissé dans la première paroi (31) de façon que l'élément de compensation de tolérance (4) repose contre un côté de l'unité d'entraînement (2) faisant face à la première paroi (31) afin de combler un espace (5) entre l'unité d'entraînement (2) et la première paroi (31).
PCT/EP2022/050512 2021-01-18 2022-01-12 Système d'entraînement WO2022152735A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22700483.5A EP4277835A1 (fr) 2021-01-18 2022-01-12 Système d?entraînement

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021200416.4A DE102021200416A1 (de) 2021-01-18 2021-01-18 Antriebsanordnung
DE102021200416.4 2021-01-18

Publications (1)

Publication Number Publication Date
WO2022152735A1 true WO2022152735A1 (fr) 2022-07-21

Family

ID=79927422

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2022/050512 WO2022152735A1 (fr) 2021-01-18 2022-01-12 Système d'entraînement

Country Status (3)

Country Link
EP (1) EP4277835A1 (fr)
DE (1) DE102021200416A1 (fr)
WO (1) WO2022152735A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016112778A1 (de) * 2015-07-17 2017-01-19 Shimano Inc. Fahrradkomponente
EP3239029A1 (fr) * 2016-04-28 2017-11-01 Yamaha Hatsudoki Kabushiki Kaisha Bicyclette assistée par moteur électrique
DE102017201617A1 (de) * 2017-02-01 2018-08-02 Brose Antriebstechnik GmbH & Co. Kommanditgesellschaft, Berlin Vorrichtung zum Befestigen einer Antriebseinheit an einer U-förmigen Rahmenstruktur eines Elektrorades

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016112778A1 (de) * 2015-07-17 2017-01-19 Shimano Inc. Fahrradkomponente
EP3239029A1 (fr) * 2016-04-28 2017-11-01 Yamaha Hatsudoki Kabushiki Kaisha Bicyclette assistée par moteur électrique
DE102017201617A1 (de) * 2017-02-01 2018-08-02 Brose Antriebstechnik GmbH & Co. Kommanditgesellschaft, Berlin Vorrichtung zum Befestigen einer Antriebseinheit an einer U-förmigen Rahmenstruktur eines Elektrorades

Also Published As

Publication number Publication date
EP4277835A1 (fr) 2023-11-22
DE102021200416A1 (de) 2022-07-21

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