WO2022188913A1 - Système d'entraînement pour véhicule léger - Google Patents

Système d'entraînement pour véhicule léger Download PDF

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Publication number
WO2022188913A1
WO2022188913A1 PCT/DE2022/100108 DE2022100108W WO2022188913A1 WO 2022188913 A1 WO2022188913 A1 WO 2022188913A1 DE 2022100108 W DE2022100108 W DE 2022100108W WO 2022188913 A1 WO2022188913 A1 WO 2022188913A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
switchable
group
pawls
gear
Prior art date
Application number
PCT/DE2022/100108
Other languages
German (de)
English (en)
Inventor
Gereon Hellenbroich
Original Assignee
FEV Group GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102021001222.4A external-priority patent/DE102021001222A1/de
Priority claimed from DE102021003258.6A external-priority patent/DE102021003258A1/de
Application filed by FEV Group GmbH filed Critical FEV Group GmbH
Priority to DE112022001395.8T priority Critical patent/DE112022001395A5/de
Publication of WO2022188913A1 publication Critical patent/WO2022188913A1/fr

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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
    • B62M6/55—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
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/06—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with spur gear wheels
    • 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
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
    • B62M11/145—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears built in, or adjacent to, the bottom bracket
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor

Definitions

  • the invention relates to a drive system for a light vehicle, comprising a Ge gear and an electric motor, a switchable shaft for a transmission and a light vehicle.
  • WO 2020/260772 A1 discloses a drive system for a bicycle, the drive system comprising a planetary gear and a pedal shaft of the bicycle being connected to a web of the planetary gear, a ring gear of the planetary gear being connected to an output shaft, a control motor having a Sun nenrad the planetary gear is connected and an auxiliary motor with the ring gear is a related party.
  • DE 102018 104692 A1 discloses a clutch arrangement for coupling members, in particular as a gearshift clutch in a transmission unit, with a locking body arrangement, the locking body arrangement being pivotable into a clutch position in which a driver section of the locking body arrangement engages in a clutch tooth system to couple the first member with a second member in a form-fitting manner against a relative movement in a first direction, and wherein the locking body arrangement can be pivoted into a release position in which the receiving portion of the locking body arrangement does not engage in the clutch teeth.
  • the drive system according to the invention for a light vehicle comprises a transmission and an electric motor, wherein
  • the transmission comprises a group transmission with a first and a second group and a shaft
  • the first group is designed to absorb an input torque
  • the shaft is connected to the electric motor in such a way that it can absorb torque from the electric motor
  • the shaft is designed to connect the first group and the electric motor to the second group, so that the shaft transmits the input torque from the first group and the torque of the electric motor to the second group can transmit
  • the shaft is designed to be shiftable, so that a transmission ratio of the first and/or the second group can be changed by shifting the shaft and
  • the second group is designed to transmit the input torque absorbed by the shaft and the torque absorbed by the shaft from the electric motor.
  • the shaft is designed to connect the first group and the electric motor to the second group, and the input torque and the torque of the electric motor are thereby arranged in parallel, the invention enables the input torque to be applied independently of the torque of the electric motor .
  • the torque of the electric motor can be introduced flexibly as support for the input torque without impairing driving comfort or at least reducing the impairment of driving comfort.
  • Vehicles such as bicycles, cargo bikes or even rickshaws are understood here as light vehicles. They usually include two wheels, but can also be designed with three or four wheels.
  • the input torque means a load that is applied to drive the light vehicle. Typically, this is provided by a rider on a pedal shaft of the light vehicle.
  • a group transmission is understood here to mean a transmission that includes more than one transmission group.
  • the group transmission includes a first and a second group.
  • the first and the second group each comprise at least two gears, so that the first and the second group each have at least one transmission ratio.
  • at least one of the first and second groups has a second gear pair so that it has two gear ratios.
  • the first and the second group particularly preferably have at least two transmission ratios.
  • a switchable shaft is understood here as a shaft that is adjustable or has switchable elements.
  • Here is at least one gear each of the first and second Group arranged on the switchable shaft.
  • a frictional connection can be established between the shiftable shaft and a gear wheel of the first and second groups. If the first and the second group comprise more than one pair of gearwheels, a different transmission ratio of the first and/or the second group can preferably be set by shifting the switchable shaft.
  • Output torque is understood here as a torque that can be output at the output of the drive system. Usually this is used to drive a chain or belt which in turn can rotate a rear wheel of the light vehicle.
  • the drive system is preferably designed in such a way that the input torque and the output torque can be absorbed or released coaxially.
  • the gears of the first and the second group which are not arranged on the switchable shaft, are net angeord on two axially aligned shafts. These two axially aligned shafts are particularly preferably designed as hollow shafts.
  • the first and/or the second group preferably includes at least three transmission ratios.
  • the invention enables at least a 9-speed transmission and an advantageous transmission range to be achieved by multiplying the transmission ratios of the first and second groups (3x3).
  • the first and second groups include three gear ratios.
  • the transmission range of the group transmission is particularly preferably greater than 450%.
  • the gear comprises a planetary gear, wherein
  • the planetary gear comprises a carrier with at least two planetary gears, a ring gear and a sun gear,
  • the planetary gear of the first group of the group gear is connected upstream and -
  • the planetary gear is designed to absorb the input torque via the bridge and to deliver it to the first group via the sun gear.
  • the transmission includes a planetary gear set upstream of the first group and the planetary gear takes up the input torque via the web and delivers it to the first group via the sun gear, the invention enables an input speed to be increased and the input torque to be reduced.
  • the input torque applied by a driver usually has relatively high peak torques of more than 200 Nm at low speeds of less than 150 rpm, usually even less than 100 rpm. Since gearboxes can be downsized when peak torques are lower, it is therefore advantageous to reduce the input torque. Since electric motors, especially those with specifications like those installed in bicycles, are usually characterized by low torques at high speeds, a connection between the electric motor and shiftable shaft is also simplified, since there is a lower speed difference and therefore a lower transmission ratio between Electric motor and switchable shaft is required.
  • the planetary gear preferably reduces the input torque and increases the input speed by at least a factor of 2, particularly preferably by at least a factor of 3.
  • the shiftable shaft is preferably detachably connected to the electric motor, so that the shiftable shaft can be decoupled from the electric motor.
  • the invention enables the drive unit to be operated without an electric motor, thereby preventing or at least reducing high losses as a result of the electric motor being dragged along.
  • the ring gear of the planetary gear is preferably secured against rotation in at least one direction of rotation.
  • the invention enables the input torque to be advantageously transmitted via the sun gear to the first group of the group transmission.
  • the ring gear is preferably secured against twisting in only one direction of rotation in order to enable freewheeling.
  • the ring gear is particularly preferably secured against twisting by a pawl and the pawl or a holder for the pawl includes a force transducer, for example a so-called strain gauge, for measuring the input torque.
  • the drive system includes an electrical switching device, wherein the electrical switching device includes a servomotor, the shaft is designed to be electrically switchable and the servomotor is designed to switch the shaft electrically via a spindle.
  • the electrical switching device includes a servomotor
  • the shaft is designed to be electrically switchable
  • the servomotor is designed to switch the shaft electrically via a spindle.
  • the invention makes it possible for the switchable shaft to be adjusted electrically. As a result, comfort can be increased and automatic switching made possible.
  • the switchable shaft according to the invention for a transmission comprises an actuating piston and at least two pawls
  • the actuating piston is arranged coaxially in the shaft
  • the actuating piston is designed to be displaceable in the axial direction of the shaft
  • the pawls are designed to lock a loose wheel or to lock and ent
  • the pawls can be actuated by the actuating piston, so that the pawls lock or unlock a loose wheel depending on the axial position of the actuating piston
  • the pawls in a locking state prevent a loose wheel from twisting relative to the shaft in at least one direction.
  • the invention enables a torque to be transmitted from the idler wheel prevented from rotating to the shaft and/or from the shaft to the idler wheel prevented from rotating.
  • a loose wheel is understood here as a rotatable wheel which, in an unlocked state, can rotate freely relative to the switchable shaft and, in a locked state, is prevented from rotating relative to the shaft at least in one direction.
  • a loose wheel in particular a gear.
  • actuating piston a piston that is designed to actuate the locking pawls and for this purpose is arranged coaxially in the shaft and is designed to be displaceable in the axial direction.
  • the piston can be designed as a cylindrical body.
  • a pawl is understood here to be a component that prevents a rotatable component, here a loose wheel, from rotating in at least one direction.
  • Both pawls are preferably each assigned to a loose wheel, so that both loose wheels are assigned a pawl.
  • the actuating piston is preferably designed to always only actuate the pawl of an idler wheel in such a way that it prevents the idler wheel from rotating relative to the shaft. This has the advantage that a torque can always be transmitted between one idler wheel and the shaft, whereas the other idler wheel can rotate freely relative to the shaft.
  • the shaft preferably includes two pawls for each loose wheel.
  • the invention makes it possible for a loose wheel to be prevented from rotating in relation to the shaft in a locked state in both directions. This allows torque to be transmitted in both directions of rotation between the locked loose wheel and the shaft, so that, for example, one direction of torque can be used to drive forwards and the other direction of torque can be used to drive backwards or for energy recuperation.
  • the pawls are particularly preferably arranged on opposite sides of the shaft on the circumferential side.
  • the actuating piston is preferably designed to only ever actuate the two pawls of a loose wheel in such a way that it prevents the loose wheel from rotating relative to the shaft, so that torque can always be transmitted between one loose wheel and the shaft, while the other loose wheel is opposite the shaft can rotate freely.
  • More than two switchable idler wheels, particularly preferably three switchable idler wheels, are preferably arranged next to one another on the shaft so that they can rotate.
  • the actuating piston is preferably designed to always only actuate the pawl or pawls of one idler wheel in such a way that twisting of this one idler wheel relative to the shaft is prevented in at least one direction.
  • the actuating piston preferably comprises at least one spring and at least one actuating element, the spring and the actuating element being designed to actuate the pawls.
  • the invention makes it possible for the actuating element to produce a defined contact with a pawl and for the spring to be able to apply a simple force. Due to the elasticity of the spring, unlocking is also simplified and requires no complex mechanical device.
  • actuating element components are understood here, which are arranged at one end of the spring facing the pawl ken and are designed to actuate the pawl pawl.
  • the actuating elements are preferably designed as balls, since this enables actuation with reduced friction losses.
  • the actuating piston preferably includes two actuating elements per spring.
  • the actuating elements are particularly preferably designed as balls and are arranged at the opposite ends of the spring, so that each ball can actuate one of the pawls of the loose wheel.
  • the actuating piston preferably comprises three springs and six actuating elements, with each spring being assigned two actuating elements, with one of the three springs relative to the longitudinal axis of the shaft relative to the other two springs is staggered and wherein the staggered spring is adapted to bring the pawls into a locking condition and the other two springs are adapted to bring the pawls into an unlocking condition.
  • the invention enables a defi ned positioning of the pawls, since this prevents it can be that more than one loose wheel is in a locked state and the functionality of the transmission would be restricted under certain circumstances.
  • the springs and actuating elements that are designed to bring the pawls into an unlocked state are preferably designed in such a way that they can jointly unlock two pawls arranged next to one another on two different idler wheels.
  • the pawls are mounted about a central pivot point.
  • the invention makes it possible for the pawls to be switched by simply turning the pivot point.
  • the springs and two actuating elements with the springs being offset from one another in relation to the longitudinal axis of the shaft, to switch the pawls in a defined manner, in that the actuating elements act on the pawls to the left or right of the pivot point.
  • the pawls of rotatable side by side on the shaft arranged loose wheels are arranged about a common pivot point. This enables two pawls arranged next to one another to be unlocked together by a spring and an actuating element.
  • the actuating piston can preferably be actuated by an actuating element of the transmission.
  • the invention allows direct setting of the actuating piston without the need for an additional component.
  • the actuating piston includes a peripheral groove, in which the actuating element can engage to actuate the actuating piston.
  • the circumferential groove enables the actuating element to be able to reliably adjust the actuating piston even when the actuating piston is twisted.
  • the shaft includes a shift sleeve
  • the actuating piston is connected to the shift sleeve, and the actuating piston can be actuated through the shift sleeve.
  • the invention enables precise positioning of the actuating piston, since the switching sleeve cannot tilt axially, or only minimally, relative to the shaft, thus preventing blocking or at least reducing the probability of blocking.
  • the switching sleeve preferably has a circumferential groove into which an actuating element can engage.
  • the circumferential groove makes it possible for the actuating element to be able to reliably adjust the shift sleeve even if the shift sleeve is twisted.
  • At least two switchable idler gears of a first gear group of the transmission and at least two switchable idler gears of a second gear group of the transmission are arranged on the shiftable shaft, each rotatably side by side, with the shiftable shaft comprising a first and a second actuating piston, the shiftable Shaft comprises at least four pawls and wherein the first actuating piston is designed to actuate at least two pawls that are assigned to the idler gears of the first gear group, and the second actuating piston is designed to actuate the at least two other pawls that are assigned to the idle gears of the second gear group , to update.
  • first actuating piston is designed to actuate at least two ratchets assigned to the idler wheels of the first gear group
  • second actuating piston is designed to actuate the at least two other ratchets assigned to the idler gears of the second gear group
  • the drive system according to the invention preferably comprises a shiftable shaft according to the invention, it being possible to change a transmission ratio of the first and/or the second group by shifting the shiftable shaft
  • the drive system according to the invention comprises a shiftable shaft according to the invention
  • the invention enables the transmission to be shifted, with both sequential shifting and shift jumps being possible.
  • the light vehicle according to the invention comprises a drive system according to the invention.
  • the light vehicle according to the invention comprises a drive system according to the invention
  • the invention makes it possible for the transmission and the electric motor to be advantageously integrated.
  • the drive system is preferably implemented as a central motor, as this leads to an advantageous center of gravity.
  • the invention reduces maintenance over open transmissions and enables the use of functions such as electric shifting, electrically assisted shifting, automatic shifting and/or braking energy recovery.
  • functions such as electric shifting, electrically assisted shifting, automatic shifting and/or braking energy recovery.
  • FIG. 1 shows an exemplary embodiment of a drive system for a bicycle
  • FIG. 2 shows a schematic representation of an exemplary embodiment of a drive system for a bicycle
  • FIG. 3 shows a sectional view of an embodiment of a drive system for a bicycle
  • FIG. 4 shows an exemplary embodiment of a drive system for a bicycle with a pawl
  • FIG. 5 shows an exemplary embodiment of a switchable shaft for a transmission
  • FIG. 6 shows a further exemplary embodiment of a switchable shaft for a transmission
  • Figure 7 shows another embodiment of a switchable shaft for a transmission
  • FIG. 8 shows a further exemplary embodiment of a switchable shaft for a transmission.
  • FIG. 9 shows an exemplary embodiment of an electrical switching device of a drive system for a bicycle
  • FIG. 10 shows a further exemplary embodiment of an electrical switching device for a drive system for a bicycle
  • FIG. 11 shows an exemplary embodiment of a decoupling device of a drive system for a bicycle
  • FIG. 12 shows a further exemplary embodiment of a decoupling device of a drive system for a bicycle.
  • FIG. 1 shows a drive system 1 for a light vehicle, in particular a bicycle.
  • the drive system 1 comprises a transmission 2 and an electric motor 3. Since both the transmission 2 and the electric motor 3 are integrated as a unit in the drive system 1, the drive system 1 has compact and therefore space-saving dimensions, comparable to current, more powerful e-bike systems. mid-engines, up.
  • the ge here showed drive system 1 is built ver in a bicycle, not shown, as a central motor.
  • FIG. 2 shows a schematic representation of the drive system 1.
  • An input torque of a rider of the bicycle is transmitted via a pedal shaft 20 to the transmission 2 Ge.
  • the input torque is made up of two torques (Mein.L, Mein.R) of a left pedal crank seen in the direction of travel and a right pedal crank seen in the direction of travel.
  • the transmission includes a planetary gear 7 at the input Planetary gear 7 is designed to reduce the input torque and increase the input speed accordingly.
  • the planetary gear 7 is connected upstream of a group gear of the gear 2, the group gear comprising a first 4 and a second 5 group.
  • the transmission 2 also includes a switchable shaft 6 which is designed to connect the first group 4 and the electric motor 3 to the second group 4 .
  • the switchable shaft 6 comprises a first 23 and a second 24 actuating piston and twelve pawls 39, 40, 31, 42 shown in FIGS. 5 and 6.
  • the loading actuating pistons 23, 24 are arranged coaxially in the switchable shaft 6 and are designed to be displaceable in axia LER direction of the switchable shaft 6.
  • the pawls 39 , 40 can be actuated by the first actuating piston 23 and the pawls 41 , 42 by the second actuating piston 24 .
  • By moving at least one actuating piston 23, 24, the corresponding pawls 39, 40, 41, 42 are actuated and the transmission 2 can be shifted.
  • the planetary gear 7 includes a carrier 8 with three planetary gears 9 , a ring gear 10 and a sun gear 11 .
  • the planetary gear 7 absorbs the input torque via the web 8 and outputs it via the sun gear 11 and the first group 4 .
  • the planetary gear 7 here has a transmission ratio of about 0.3, so that the input speed is approximately tripled and the input torque is roughly divided in three.
  • the first group 4 is designed to increase the input torque of the sun gear 11 .
  • the first group 4 has three gear pairs 21, one gear wheel of each gear pair 21 being connected to a first hollow shaft 22, to which the sun gear 11 is also connected.
  • the other toothed wheel, designed as a loose wheel 31 , 32 , 33 , of each pair of gearwheels 21 is arranged on the switchable shaft 6 .
  • Two of the six pawls 39,40 are assigned to each toothed wheel 31,32,33. These two pawls 39,40 are each designed to lock or unlock one of the gears 31,32,33 depending on the axial position of the first actuating piston 23.
  • two pawls 39 , 40 prevent the gear wheel 31 , 32 , 33 assigned to them from rotating relative to the shaft 6 in both directions, as a result of which there is a non-positive connection between the switchable shaft 6 and a pair of gear wheels 21 .
  • the first actuating piston 23 is switched in such a way that the switchable shaft 6 and the gear 32 of the middle pair of gears 21 are non-positively connected by the two pawls 40 .
  • the input torque is transmitted to the switchable shaft 6 via the central gear pair 21, since the two gears of each gear pair 21 are in mesh with one another.
  • the two gear wheels 31, 33 of the outer gear wheel pairs 21 rotate here without transmitting a torque, since they are driven by the hollow shaft 20, but are not positively connected to the switchable shaft 6 by the pawls 39.
  • the switchable shaft 6 is connected to the electric motor 3 in such a way that the switchable shaft 6 can absorb a torque from the electric motor 3 .
  • the switchable shaft 6 and the electric motor 3 are connected via two pairs of gears 25, 26 which mesh with one another. By adjusting the torque and speed of the electric motor 3, an adjustment to the input torque and speed is achieved, so that the input torque and torque can be transmitted from the electric motor 3 to the second group 5 via the switchable shaft 6.
  • the second group 5 is designed to deliver the input torque picked up by the shiftable shaft 6 and the torque picked up by the shiftable shaft 6 from the electric motor 3 .
  • the second group 5, like the first group 4, includes three pairs of gears 27.
  • One gear of each pair of gears 27 is connected to a second hollow shaft 28 in a non-positive manner.
  • the other gear, designed as a loose wheel 34 , 35 , 36 , of each pair of gears 27 is arranged on the switchable shaft 6 .
  • Two of the six pawls 41, 42 are assigned to each gear wheel 34,35,36. These two pawls 41, 42 are each designed to lock or unlock one of the gear wheels 34, 35, 36, depending on the axial position of the second actuating piston 24.
  • two ratchets 41, 42 prevent the gearwheel 34, 35, 36 assigned to them from rotating relative to the shaft 6 in both directions, as a result of which a non-positive connection between the switchable shaft 6 and a gearwheel pair 27 exists.
  • the second actuating piston 24 is switched in such a way that the switchable shaft 6 and the gear wheel 35 of the central gear wheel pair 27 are non-positively connected by the two pawls 42 .
  • the input torque and the Torque is transmitted from the electric motor 3 via the central gear pair 27 to the second hollow shaft 28, since the two gears of each gear pair 27 mesh with one another.
  • the two gears 34,36 of the outer gear pairs 27 rotate here without transmitting a torque, since they are driven by the second hollow shaft 28, but not with the switchable shaft 6 ken through the pawl 41 are non-positively connected.
  • each gear 31, 32, 33, 34, 35, 36 is assigned two pawls 39, 40, 41, 42, the shiftable shaft 6 enables the gears 31, 32, 33, 34, 35, 36 to engage to prevent twisting in either direction.
  • This enables the transmission 2 to be capable of recuperation, since it can transmit torque in both directions. A load switching capability is also achieved in this way.
  • the first group 4 and the second group 5 have gear ratios here, so that a spread or a development of 450% distributed over nine largely evenly spaced gears is achieved.
  • the first 4 and the second 5 groups have higher or lower deployments, depending on the application.
  • a transmission ratio of the first 4 and/or the second 5 group can be changed by different gear pairs 21, 27 of the first 4 and/or of the second 5 group are non-positively connected to the switchable shaft 6.
  • a ring gear 29 is non-positively arranged, which serves as an output.
  • the input torque transmitted from the middle pair of gears 27 to the second hollow shaft 28 and the torque of the electric motor 3 are transmitted as output torque Ma b from the ring gear 29 via a chain to a rear wheel of the bicycle.
  • a belt is used instead of a chain and a pulley instead of the ring gear 29.
  • Figure 3 shows the drive system 1 in a sectional view.
  • the coaxial arrangement of the first 22 and the second 28 hollow shaft can be seen here.
  • the pedal shaft 20 is journalled within the first 22 and second 28 hollow shafts.
  • the shiftable shaft 6 is also shown, in particular an internal structure for shifting the shaft 6 can be seen.
  • the first 23 and the second 24 actuating pistons are arranged in an axially displaceable manner.
  • the ring gear 10 of the planetary gear 7 is, since the web 8, the planetary gears 9 and the sun gear 11 are movable and a torque is to be transmitted, to be secured against twisting.
  • FIG. 4 shows ring gear 10 being secured against twisting in one direction of rotation by a pawl 12. Freewheeling is made possible by securing ring gear 10 against twisting in one direction of rotation.
  • a sprag freewheel is also conceivable.
  • braking energy is advantageously recovered.
  • the direction of power flow of the transmission 2 is reversed for the recovery of braking energy.
  • the braking energy is thus introduced via the ring gear 29 into the second group 5, transmitted to the switchable shaft 6 via a gear wheel pair 27 which is non-positively connected to the switchable shaft 6 and is supplied to the electric motor 3 via the gear wheel pairs 25,26, which then acts as a generator can be used.
  • a freewheel function is necessary for the driver, otherwise the pedals would constantly turn when the vehicle is moving.
  • This freewheeling function is advantageously implemented on ring gear 10 .
  • the first actuating piston 23 would have to include an additional switching position in which none of the gear wheel pairs 21 is non-positively connected to the shiftable shaft 6, which would increase the complexity of the transmission 2, particularly with regard to control.
  • freewheeling means that gear 2 and pedal movement can be decoupled in a simple manner.
  • pawls 39, 40 can be provided for a blocking or rotating direction.
  • the pawls 39, 40 of the first group 4 form the freewheeling function and the ring gear 10 can be designed without a freewheel function.
  • the pawl 12 shown in FIG. 4 is fixed by a bracket 13 .
  • the holder tion 13 here includes a strain gauge 14 as a force transducer to detect the input torque.
  • the detection of the input torque using a strain gauge 14 is simpler to implement in terms of design and is also cheaper than systems for determining torque that are usually installed on e-bikes.
  • the detected torque is used here to control the electric motor 3 .
  • FIGS. 5 and 6 show the switchable shaft 6 without gear wheels 31 , 32 , 33 , 34 , 35 , 36 arranged next to one another on the shaft 6 so that they can be rotated, so that a structure of the switchable shaft 6 can be seen.
  • Figure 6 shows the two actuating pistons 23,24 and the twelve pawls 39,40,41,42.
  • the actuating pistons 23, 24 are arranged coaxially in the shaft 6 and are designed to be displaceable in the axial direction of the shaft 6.
  • the pawls 39,40,41,42 are arranged in the shaft 6 and are designed in pairs to lock or unlock a gear wheel 31,32,33,34,35,36.
  • three pawls 39,40,41,42, which belong to an actuating piston 23,24 and are arranged on one side of the switchable shaft 6, are mounted around a central pivot point 51,52,53,54.
  • the first 23 and the second 24 actuating piston each comprise three springs 43,44,45,46 and six actuating elements 47 designed as balls.
  • Each spring 43,44,45,46 is assigned two balls 47 which are arranged at the opposite ends of the springs are.
  • the springs 43,44,45,46 and the balls 47 are formed to activate the pawls 39,40,41,42.
  • the springs 43,44 and 45,46 are offset relative to one another with respect to the longitudinal axis of the shaft 6.
  • the four springs 43,45 are designed to bring the pawls 39,40,41,42 into an unlocking state and the two springs 44,46 are designed to bring the pawls 39,40,41,42 into a locking state.
  • Figures 7 and 8 show two more views of the switchable shaft 6.
  • the second actuating piston 24 is shown in a sectional view. He is in a position in which the pawl 42 by the spring 46 and her associated balls 47 is locked. The gear 35 is thereby prevented from turning a Ver.
  • the gears 35 and 36 can rotate freely.
  • Figure 8 also shows the second actuating piston in a sectional view. Here, too, it is in the position in which the pawl 42 is locked by the spring 46 and the balls 47 assigned to it. However, because the cutting position is slightly shifted, it can be seen that the spring 45 with the balls 47 assigned to it unlocks the pawl 41 . This active unlocking ensures that a pawl 41, 42 does not unintentionally lock a gear wheel 31, 32, 33, 34, 35, 36.
  • the drive system 1 shown in Figure 1 comprises an electrical switching device 15 shown in Figures 9 and 10.
  • the electrical switching device 15 comprises a servomotor 16, the one Spindle 17 updated.
  • the drive system 1 shown in FIGS. 1, 2 and 3 comprises an electrical switching device with two servomotors 16 and two spindles 17.
  • One of the spindles 17 actuates the first shift lever 61, via which the first actuating piston 23 is moved.
  • the other spindle 17 actuates the second shift lever 62, via which the second actuator piston 24 is moved.
  • the shiftable shaft 6 shown in FIG. 5 comprises a shift sleeve 55, the actuating piston 23 being connected to the shift sleeve 55 via a pin 56 and the actuating piston 23 being able to be actuated by the shift sleeve 55.
  • the shift sleeve 55 has a circumferential groove 57 into which engage the first shift lever 61 and so the shift sleeve 55 can be adjusted.
  • the second actuating piston 24 can be directly actuated by the second shift lever 62 in that the second shift lever 62 engages in a circumferential groove (not shown) of the second actuating piston 62 .
  • the exemplary embodiment of the electrical switching device 15 shown here includes a prestressed, bidirectional spring arrangement 18. This has the advantage that the servomotor 16 can perform a complete movement, even if the first 23 or second 24 actuating piston actuated via the spindle 17 is not connected to a corresponding gear pair 21, 27 can be coupled and thus cannot perform its full actuating movement. Due to the bidirectional Federanord voltage 18 only one spring is required despite a bidirectional effect.
  • the shiftable shaft 6 of the drive system 1 shown in FIGS. 1, 2 and 3 is detachably connected to the electric motor 3 . Furthermore, the drive system includes a decoupling device 40 shown in FIGS. 11 and 12, by means of which the switchable shaft 6 can be decoupled from the electric motor 3. This has the advantage that the bicycle can also be ridden without the support of the electric motor 3 . The electric motor 3 does not have to be dragged along, so that friction losses are reduced.
  • the decoupling device 40 includes a knob 41 with a spiral groove 42.
  • the knob 41 can be rotated but is not axially movable.
  • the gear 34 of the gear pair 26 is designed to be axially displaceable.
  • a bearing seat 43 of the gear wheel 34 comprises a radial bolt 44 which engages in the spiral groove 42 of the knob 41 and which can also be displaced axially in a housing groove (not shown).
  • Figure 11 and Figure 12 show the gear 34 in mesh with the gear 33, a torque of the electric motor 3 can be transmitted to the shiftable shaft 6.
  • the knob 41 is turned, the bolt 44 is caused to move axially through the spiral groove 42, whereby the bearing seat 43 and hence the gear 34 are moved axially. Then the gears 34 and 33 are no longer engaged and torque from the electric motor 3 can no longer be transmitted to the switchable shaft 6 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Abstract

L'invention concerne un système d'entraînement pour un véhicule léger comprenant une transmission et un moteur électrique, ainsi qu'un véhicule léger. Le système d'entraînement (1) pour un véhicule léger selon l'invention comprend une transmission (2) et un moteur électrique (3), la transmission (2) comprenant une transmission de groupe avec un premier groupe (4) et un second groupe (5) et un arbre (6), le premier groupe (4) étant conçu pour recevoir un couple d'entrée, l'arbre (6) étant relié au moteur électrique (3) de sorte que l'arbre (6) peut recevoir un couple du moteur électrique (3), l'arbre (6) étant conçu pour relier le premier groupe (4) et le moteur électrique (3) au second groupe (5), de sorte que l'arbre (6) peut transmettre le couple d'entrée du premier groupe (4) et le couple du moteur électrique (3) au second groupe (5), l'arbre (6) étant conçu de sorte qu'il peut être commuté de sorte qu'un rapport de transmission du premier groupe (4) et/ou du second groupe (5) peut être modifié par commutation de l'arbre (6), et le second groupe (5) est conçu pour délivrer en sortie le couple d'entrée reçu par l'arbre (6) et le couple du moteur électrique (3) reçu par l'arbre (6).
PCT/DE2022/100108 2021-03-09 2022-02-08 Système d'entraînement pour véhicule léger WO2022188913A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112022001395.8T DE112022001395A5 (de) 2021-03-09 2022-02-08 Antriebssystem für ein Leichtfahrzeug

Applications Claiming Priority (4)

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DE102021001222.4A DE102021001222A1 (de) 2021-03-09 2021-03-09 Antriebssystem für ein Leichtfahrzeug
DE102021001222.4 2021-03-09
DE102021003258.6 2021-06-24
DE102021003258.6A DE102021003258A1 (de) 2021-06-24 2021-06-24 Schaltbare Welle für ein Getriebe

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024134485A1 (fr) * 2022-12-22 2024-06-27 Propulsion Solutions S.R.L. Système de traction hybride pour véhicule à pédales et procédé de commande associé
WO2024134483A1 (fr) * 2022-12-22 2024-06-27 Propulsion Solutions S.R.L. Système de traction hybride pour véhicule à pédales et procédé de commande associé

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Publication number Priority date Publication date Assignee Title
JPH10194186A (ja) * 1997-01-13 1998-07-28 Yamaha Motor Co Ltd 電動自転車
DE102011120675A1 (de) * 2011-12-02 2013-06-06 Pinion Gmbh Drehmomenterfassungsanordnung
DE102016216557B3 (de) * 2016-09-01 2017-12-14 Robert Bosch Gmbh Antriebsanordnung und Fahrzeug
DE102016225165A1 (de) * 2016-12-15 2018-06-21 Zf Friedrichshafen Ag Getriebe für ein Fahrrad
DE102018104692A1 (de) 2018-03-01 2019-09-05 Pinion Gmbh Kupplungsanordnung und Getriebeeinheit für ein per Muskelkraft antreibbares Fahrzeug
DE102019111028A1 (de) * 2019-04-29 2020-10-29 Pinion Gmbh Getriebeanordnung, Antriebseinheit und Verfahren zum Betreiben einer Antriebseinheit für ein Fahrzeug
WO2020260772A1 (fr) 2019-06-28 2020-12-30 Revonte Oy Unité de puissance et procédé
DE102019123288A1 (de) * 2019-08-30 2021-03-04 Oechsler Ag Gangschaltung für einen elektromotorischen Fahrrad-Zusatzantrieb

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10194186A (ja) * 1997-01-13 1998-07-28 Yamaha Motor Co Ltd 電動自転車
DE102011120675A1 (de) * 2011-12-02 2013-06-06 Pinion Gmbh Drehmomenterfassungsanordnung
DE102016216557B3 (de) * 2016-09-01 2017-12-14 Robert Bosch Gmbh Antriebsanordnung und Fahrzeug
DE102016225165A1 (de) * 2016-12-15 2018-06-21 Zf Friedrichshafen Ag Getriebe für ein Fahrrad
DE102018104692A1 (de) 2018-03-01 2019-09-05 Pinion Gmbh Kupplungsanordnung und Getriebeeinheit für ein per Muskelkraft antreibbares Fahrzeug
DE102019111028A1 (de) * 2019-04-29 2020-10-29 Pinion Gmbh Getriebeanordnung, Antriebseinheit und Verfahren zum Betreiben einer Antriebseinheit für ein Fahrzeug
WO2020260772A1 (fr) 2019-06-28 2020-12-30 Revonte Oy Unité de puissance et procédé
DE102019123288A1 (de) * 2019-08-30 2021-03-04 Oechsler Ag Gangschaltung für einen elektromotorischen Fahrrad-Zusatzantrieb

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024134485A1 (fr) * 2022-12-22 2024-06-27 Propulsion Solutions S.R.L. Système de traction hybride pour véhicule à pédales et procédé de commande associé
WO2024134483A1 (fr) * 2022-12-22 2024-06-27 Propulsion Solutions S.R.L. Système de traction hybride pour véhicule à pédales et procédé de commande associé

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