WO2023025752A1 - Procédé de fonctionnement d'un système d'entraînement d'une bicyclette électrique - Google Patents

Procédé de fonctionnement d'un système d'entraînement d'une bicyclette électrique Download PDF

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Publication number
WO2023025752A1
WO2023025752A1 PCT/EP2022/073384 EP2022073384W WO2023025752A1 WO 2023025752 A1 WO2023025752 A1 WO 2023025752A1 EP 2022073384 W EP2022073384 W EP 2022073384W WO 2023025752 A1 WO2023025752 A1 WO 2023025752A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric motor
torque
feedback current
drive system
electrical energy
Prior art date
Application number
PCT/EP2022/073384
Other languages
German (de)
English (en)
Inventor
Gregor GOEBEL
Ulrich Vollmer
Timo Benzel
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102022208669.4A external-priority patent/DE102022208669A1/de
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2023025752A1 publication Critical patent/WO2023025752A1/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
    • B62M6/45—Control or actuating devices therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/20—Electric propulsion with power supplied within the vehicle using propulsion power generated by humans or animals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/16—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to battery ageing, e.g. to the number of charging cycles or the state of health [SoH]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
    • B62L1/00—Brakes; Arrangements thereof
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
    • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
    • H02P3/18—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an ac motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/525—Temperature of converter or components thereof
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation

Definitions

  • the present invention relates to a method for operating a drive system of an electric bicycle and an electric bicycle.
  • Electric bicycles which have electric motors which are provided to support a manual pedaling force of a driver by means of a torque generated by the electric motor.
  • the support i.e. the operation of the electric motor, usually only takes place temporarily during the ferry operation. For example, if the driver stops pedaling, the operation of the electric motor is usually also stopped.
  • the power supply to the electric motor is interrupted.
  • a rotor of the electric motor may continue to rotate for a period of time immediately after the power supply is interrupted, for example due to the inertia of the rotating components.
  • the method according to the invention with the features of claim 1 is characterized in that a rotation of a rotor of an electric motor is stopped particularly quickly and reliably after the torque setpoint signal has dropped to 0 Nm.
  • a method for operating a drive system of an electric bicycle comprising the steps: - operating an electric motor of the drive system by actuating the electric motor with an electric drive current in a torque-forming direction, for generating a torque by means of the electric motor, and
  • the braking takes place in that the electric motor is actuated with an electric motor phase current which has a component in a torque-generating direction and, in particular at the same time, a component in a non-torque-generating direction.
  • the operation of the electric motor is terminated and braked in a targeted manner.
  • the deceleration is carried out in that the electric motor uses the motor phase current, which has a component in the torque-generating direction (also referred to below as torque-generating motor phase current component) and, in particular simultaneously, a component in the non-torque-generating direction (also referred to below as non-torque-generating motor phase current component). has, is actuated.
  • the rotor can be decelerated by the torque-forming component of the motor phase current, preferably in that the torque-forming component of the motor phase current is designed in such a way that it exerts a tangential force on the rotor.
  • high heat losses are generated in the electric motor by the non-torque-forming component of the motor phase current, without a drive torque being generated.
  • the kinetic energy of the rotor of the electric motor which is still present at the time the operation of the electric motor is terminated by the rotation in the previous operation, can be partially converted into heat losses, whereby the rotation of the rotor can be completely braked in a short period of time.
  • the fact that the rotation can be braked quickly by means of the method means that the drive system can be operated in a particularly comfortable manner for the driver of the electric bicycle. In particular, this is caused by the rotation of the rotor noise outside of the torque-generating operation is reliably reduced to a particularly short period of time. This also gives the driver the feeling that the electric motor is responding particularly quickly to commands, since overrunning of the electric motor can be reduced to a minimum.
  • the method also offers the advantage that it can be carried out in a particularly simple and cost-effective manner, in particular without the need for additional components.
  • the method can easily be integrated into an existing drive system as a software solution.
  • the additional actuation of the electric motor with the non-torque-forming component of the motor phase current preferably takes place in such a way that essentially no torque is exerted on the rotor of the electric motor.
  • This additionally provides a motor phase current component which does not exert any magnetic force on the rotor which would produce a drive torque. Instead, this motor phase current component only generates the deceleration due to the tangential force on the rotor and additional heat losses, which means that part of the energy that is extracted from the rotor during the deceleration process is converted into heat and is not fed back into the energy storage device, for example .
  • the electric motor is particularly preferably operated in generator mode during braking. This means that a rotation of the rotor, for example due to inertia, is used to generate an electric current by means of the electric motor as a generator. As a result, the electric motor can be braked in a particularly short period of time, in particular since an additional braking moment is generated by the generator operation, which additionally brakes the rotation.
  • An electrical feedback current generated by the generator operation of the electric motor is preferably conducted or stored in an electrical energy store of the electric bicycle. This allows a special Efficient operation of the electric bike is made possible, since the kinetic energy of the rotor is used by means of recuperation.
  • Braking preferably includes the step of adjusting the feedback current by adjusting the motor phase current component in the non-torque direction. For example, by increasing the non-torque-forming motor phase current component, the feedback current can be reduced, with the same overall braking effect being achieved in particular. As a result, the feedback current can be adjusted in particular by adjusting the non-torque-forming motor phase current component in such a way that it turns out to be comparatively low in order to avoid damage to the energy store and/or accelerated aging of the energy store. Nevertheless, a desired braking effect can be achieved.
  • the method also includes the step: determining a setpoint feedback current, the adjustment of the feedback current being carried out by adjusting the motor phase current component in the non-torque-generating direction in such a way that the feedback current essentially corresponds to the setpoint feedback current.
  • a specific setpoint feedback current can be predetermined. This predetermined target feedback current can, for. B. in a control unit of the drive system. When braking the electric motor, the two motor phase current components are set accordingly so that the setpoint feedback current is reached. In this case, a feedback current is generated by the generator operation, which essentially corresponds to the specified target feedback current.
  • the method also includes the step: determining a maximum possible feedback current based on at least one parameter of the drive system and/or the energy store.
  • the maximum possible feedback current is determined using one or more parameters.
  • a maximum possible feedback current can, for example, be a feedback current which is the maximum permissible in order to prevent damage and/or other negative influences on the drive system and/or the energy store, e.g. B. to avoid accelerated aging of the energy storage.
  • the maximum possible feedback current can in particular be determined based on at least one of the following parameters: temperature of the electrical energy store, temperature of the drive system, z. B. Temperature of a power electronics of the drive system, state of charge of the electrical energy storage, age of the electrical energy storage.
  • the determined maximum possible feedback current is conducted or stored in the electrical energy store at most.
  • the feedback current is adjusted by the motor phase current component being adjusted in the non-torque-generating direction in such a way that the feedback current corresponds at most to the determined maximum possible feedback current.
  • the ascertained maximum possible feedback current is preferably conducted into the electrical energy store.
  • the feedback current is regulated to such a value that a maximum braking power for braking the rotation of the rotor is achieved, with at the same time the least possible damage to the electrical energy storage device due to an excessive feedback current.
  • a maximum braking capacity can be achieved, with a longevity of the energy store being ensured.
  • a feedback current that is lower than the ascertained maximum possible feedback current can also be fed into the electrical energy store. This can e.g. B. be useful for special protection of the energy storage if z. B. a comparatively high value for the maximum possible feedback current is determined.
  • the method also includes the step: determining a maximum braking torque, which is generated by the Operation of the electric motor can be generated. Braking by actuating the electric motor using the component of the motor phase current in the non-torque-forming direction is only carried out if the maximum braking torque is less than a predefined setpoint braking torque. This means that if the maximum braking torque that can be generated by generator operation is sufficiently large, namely greater than or equal to the setpoint braking torque, then the rotation of the rotor can be braked exclusively by generator operation of the electric motor. As a result, a particularly high level of efficiency can be achieved when operating the drive system, since the kinetic energy of the rotor is utilized to the maximum in order to recover electrical energy by means of recuperation and to conduct or store it in the energy store.
  • the predefined setpoint braking torque is particularly preferably defined in that the electric motor is essentially completely stationary at the latest after a predefined period of time after the end of operation of the electric motor, ie there is no longer any rotation, in particular of the rotor.
  • the predefined period of time is preferably five seconds, particularly preferably two seconds.
  • the method also includes the step of determining a target braking torque, with the actuation of the electric motor with the motor phase current component in the non-torque-generating direction and the actuation of the electric motor in generator mode for generating an electrical feedback current being controlled in such a way that a deceleration torque is generated which corresponds to the target deceleration torque.
  • a specific setpoint braking torque can be predetermined. This predetermined value of a target braking torque can, for. B. be stored in a control unit of the drive system.
  • the setpoint braking torque is defined in that the electric motor is at a standstill at the latest after a predefined period of time, of in particular five seconds, preferably two seconds.
  • the two motor phase current components are adjusted accordingly in such a way that the target braking torque is reached.
  • a feedback current is generated by the regenerative operation, which generates a corresponding braking torque.
  • a corresponding decelerating torque is also generated by the motor phase current component in the non-torque-generating direction. Both components together result in a braking torque, which is set in such a way that the target braking torque is achieved.
  • the drive system preferably has an output element, for example a pinion of a chain drive of the electric bicycle, and a freewheel between the output element and the electric motor.
  • the output element and the electric motor can rotate freely relative to one another when the freewheel is open.
  • the method can preferably be carried out as a function of a state of the freewheel, as a result of which a particularly simple and defined initiation of the method is possible.
  • the freewheel is opened when the electric motor has a lower speed than the output element.
  • this can be the case when a torque resulting from the manual driving force of the driver of the electric bicycle is very low or drops significantly.
  • the method for operating the drive system is only carried out while the freewheel is open. In particular, this prevents the specific actuation of the electric motor from having an impact on the torque actually acting on a drive wheel during operation of the electric bicycle.
  • the method is preferably always carried out as soon as the freewheel is opened. As a result, the method can be carried out particularly reliably, since there is a starting condition that can be recognized easily and unambiguously.
  • the invention relates to an electric bicycle, comprising a drive system which has an electric motor, an electrical energy store and a control device.
  • the control device is set up to carry out the method described.
  • the control device can be integrated, for example, in the electric motor or in the electrical energy store.
  • the control device can also have a plurality of control units which are in particular connected to one another so that they can communicate with one another, one control unit each being integrated into the electric motor and into the electrical energy store.
  • the drive system thus has a special simple configuration, with a post-rotation of the rotor of the electric motor after the torque-generating operation can be braked reliably and quickly.
  • the drive system preferably also includes a data line and a power line, which each connect the electrical energy store and the electric motor to one another.
  • data is exchanged between the electric motor and the energy store via the data line, in particular for the transmission of information relating to a battery state, preferably by means of the parameters described.
  • Power is preferably transmitted exclusively via the power line, in particular for supplying the electric motor with electrical energy or for transmitting the feedback current.
  • the drive system preferably has an output element, for example a pinion of a chain drive of the electric bicycle, and a freewheel between the output element and the electric motor.
  • the output element and the electric motor can rotate freely relative to one another when the freewheel is open. When the freewheel is closed, torque can be transmitted from the electric motor to the output element.
  • the freewheel can preferably be actuated automatically, in particular by means of mechanical actuation.
  • the electric motor is a three-phase machine, preferably a synchronous machine or an asynchronous machine.
  • FIG. 1 shows a simplified schematic view of an electric bicycle in which a method according to a preferred exemplary embodiment of the invention is carried out
  • FIG. 2 shows a simplified schematic flow chart of the method according to the preferred exemplary embodiment of the invention.
  • FIG. 1 shows a simplified schematic view of an electric bicycle 10.
  • the electric bicycle 10 comprises a drive system 1 which has an electric motor 2.
  • the electric motor 2 is arranged in the area of a bottom bracket 7 of the electric bicycle 10 and is provided in order to support a manual pedaling force applied by a rider of the electric bicycle 10 by means of pedals 4 with a torque generated by an electric motor.
  • the drive system 1 includes an output element 6 in the form of a pinion, from which a drive torque can be transmitted to a rear wheel 9 of the electric bicycle 10 via a bicycle chain 8 .
  • the drive system 1 includes an electrical energy store 3, by means of which the electric motor 2 can be supplied with electrical energy.
  • a control device 5 is also integrated in the energy store 3 .
  • the control device 5 is connected to the electric motor 2 by means of a data line 51 and a power line 52 .
  • the operation of the electric motor 2 can be controlled automatically.
  • the start of operation of the electric motor 2 can start automatically when the driver generates a torque using the pedals 4, preferably when a corresponding operating mode is additionally activated.
  • the operation of the electric motor 2 can be ended or stopped automatically. This is preferably done when the freewheel opens automatically.
  • a rotor (not shown) of the electric motor 2 to be braked to a standstill as quickly as possible. In particular, this avoids undesirable noise emissions from the electric motor 2 .
  • the method 20 for operating the drive system 1 is provided according to the exemplary embodiment of the invention explained in more detail below.
  • the course of the method 20 is shown schematically in FIG. 2 in a highly simplified manner.
  • the regular operation 21 of the electric motor 2 initially takes place by actuating the electric motor 2 with an electric drive current in a torque-generating direction. During this regular operation 21, the electric motor 2 generates a drive torque.
  • the end of the operation 22 takes place, for example, in that the power supply of the electric motor 2 is interrupted with the drive current, so that the electric motor 2 can no longer generate torque.
  • the next step is active braking 23 of the electric motor 2 by braking a rotation of the rotor of the electric motor 2.
  • braking 23 takes place by means of two different methods, of which either only one or both can be carried out in combination.
  • One of the sub-steps of braking 23 is characterized by method step 23a and is carried out in that the electric motor 2 is actuated with an electric motor phase current with a component in a torque-generating direction and at the same time a component in a non-torque-generating direction.
  • This actuation 23a of the electric motor 2 with the motor phase current takes place, for example, in such a way that a stator magnetic field of the electric motor 2 is essentially aligned with a rotor magnetic field of the electric motor 2 such that a tangential force is exerted on the rotor, which causes the rotor to be decelerated by a braking torque.
  • the electric motor 2 is braked 23 in that the electric motor 2 is operated in generator mode, characterized by method step 24.
  • generator mode 24 the electric motor 2 generates an electrical feedback current , which is conducted or stored in the electrical energy store 3 .
  • an additional braking torque is generated in the electric motor 2 in order to brake the rotor even more quickly.
  • the energy storage device 3 When conducting the feedback current into the electrical energy storage device 3, for example if a very high feedback current is generated, the energy storage device 3 can be heavily loaded, which under certain circumstances can have a negative effect on the performance or service life of the energy storage device 3.
  • a maximum possible feedback current is therefore determined.
  • the maximum possible feedback current can in particular be dependent on various parameters of the energy store and/or the drive system. In this way, the maximum possible feedback current can be determined as a function of one or more parameters, so that the maximum possible feedback current that is fed into the energy store corresponds to the maximum possible feedback current.
  • the temperature of the electrical energy store 3, the temperature of power electronics of the drive system 1, a state of charge of the electrical energy store 3, and an age of the electrical energy store 3 can be considered as parameters.
  • a maximum possible braking torque based on generator operation 24 is preferably determined as a function of the parameters described. If the maximum braking torque is greater than or equal to a predefined setpoint braking torque, the rotation of the rotor is preferably braked 23 exclusively by generator operation 24.
  • the braking takes place in that the electric motor 2 is actuated with the motor phase current in the torque-forming and non-torque-forming directions.
  • a maximum feedback current can be regulated based on the actuation 23a of the electric motor 2 with the motor phase current in the non-torque-forming direction.
  • braking 23 is designed in such a way that the rotor is brought to a standstill within a predefined period of time, preferably a maximum of 2 seconds. It can thereby be ensured that noise development due to the electric motor 2 continuing to turn after the end of the operation 22 is kept as low as possible.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Stopping Of Electric Motors (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un système (1) d'entraînement d'une bicyclette électrique (10), comportant les étapes consistant à: faire fonctionner (21) un moteur électrique (2) du système (1) d'entraînement en actionnant le moteur électrique (2) avec un courant de phase de moteur électrique dans une direction générant un couple pour générer un couple au moyen du moteur électrique (2), et en freinant (23) le moteur électrique (2), le freinage (23) étant réalisé du fait que le moteur électrique (2) est actionné avec un courant de phase de moteur électrique qui présente une composante dans une direction qui génère un couple et une composante dans une direction qui ne génère pas de couple.
PCT/EP2022/073384 2021-08-25 2022-08-23 Procédé de fonctionnement d'un système d'entraînement d'une bicyclette électrique WO2023025752A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102021209316.7 2021-08-25
DE102021209316 2021-08-25
DE102022208669.4A DE102022208669A1 (de) 2021-08-25 2022-08-22 Verfahren zum Betreiben eines Antriebssystems eines Elektrofahrrads
DE102022208669.4 2022-08-22

Publications (1)

Publication Number Publication Date
WO2023025752A1 true WO2023025752A1 (fr) 2023-03-02

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Application Number Title Priority Date Filing Date
PCT/EP2022/073384 WO2023025752A1 (fr) 2021-08-25 2022-08-23 Procédé de fonctionnement d'un système d'entraînement d'une bicyclette électrique

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011143752A (ja) * 2010-01-12 2011-07-28 Chuo Bussan:Kk 電動アシスト自転車
WO2012131506A2 (fr) * 2011-03-25 2012-10-04 Protean Electric Limited Dispositif à moteur électrique et procédé de commande de ce dispositif
EP2481625B1 (fr) * 2009-10-05 2015-11-11 Taiyo Yuden Co., Ltd. Dispositif de frein à récupération, et véhicule à assistance électrique équipé de celui-ci
EP3460989A1 (fr) * 2016-05-17 2019-03-27 Microspace Corporation Dispositif de commande d'entraînement de moteur et dispositif électrique

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2481625B1 (fr) * 2009-10-05 2015-11-11 Taiyo Yuden Co., Ltd. Dispositif de frein à récupération, et véhicule à assistance électrique équipé de celui-ci
JP2011143752A (ja) * 2010-01-12 2011-07-28 Chuo Bussan:Kk 電動アシスト自転車
WO2012131506A2 (fr) * 2011-03-25 2012-10-04 Protean Electric Limited Dispositif à moteur électrique et procédé de commande de ce dispositif
EP3460989A1 (fr) * 2016-05-17 2019-03-27 Microspace Corporation Dispositif de commande d'entraînement de moteur et dispositif électrique

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