WO2024127070A1 - Roue à accumulateur électrique pour véhicule électrique à propulsion humaine - Google Patents

Roue à accumulateur électrique pour véhicule électrique à propulsion humaine Download PDF

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Publication number
WO2024127070A1
WO2024127070A1 PCT/IB2022/062314 IB2022062314W WO2024127070A1 WO 2024127070 A1 WO2024127070 A1 WO 2024127070A1 IB 2022062314 W IB2022062314 W IB 2022062314W WO 2024127070 A1 WO2024127070 A1 WO 2024127070A1
Authority
WO
WIPO (PCT)
Prior art keywords
main
battery element
electric
electric accumulator
accumulator wheel
Prior art date
Application number
PCT/IB2022/062314
Other languages
English (en)
Inventor
Angelo Fabrizio MORELLO
Alfio PERREGRINI
Roberto Fortunato TORDI
Original Assignee
Tibi Optima Sagl
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 Tibi Optima Sagl filed Critical Tibi Optima Sagl
Priority to PCT/IB2022/062314 priority Critical patent/WO2024127070A1/fr
Publication of WO2024127070A1 publication Critical patent/WO2024127070A1/fr

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
    • H02K7/1892—Generators with parts oscillating or vibrating about an axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B1/00—Spoked wheels; Spokes thereof
    • B60B1/003—Spoked wheels; Spokes thereof specially adapted for bicycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B19/00—Wheels not otherwise provided for or having characteristics specified in one of the subgroups of this group
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/02—Additional mass for increasing inertia, e.g. flywheels
    • H02K7/025—Additional mass for increasing inertia, e.g. flywheels for power storage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/13—Bicycles; Tricycles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/09—Machines characterised by the presence of elements which are subject to variation, e.g. adjustable bearings, reconfigurable windings, variable pitch ventilators

Definitions

  • the present invention relates to a wheel for a human-powered electric vehicle.
  • the present invention relates to an electric accumulator wheel to be used in a human-powered electric vehicle, able to store electric energy during rotation.
  • the present invention also relates to a human-powered electric vehicle provided with an electric accumulator wheel, able to store electric energy during the movement of the vehicle.
  • Patent no. NL1034920C1 describes a bicycle wheel capable of extending the range of action of a cyclist through the exploitation of centrifugal forces which act inside the wheel itself during its travel.
  • This wheel comprises a plurality of weights, each arranged within a respective spoke and connected to springs which ensure the connection of the same weights near the hub, ensuring that the weights alter the kinetic energy inside the wheel.
  • energy is stored which can later be used to increase the range and save energy for the cyclist.
  • This solution is designed and described to increase the cyclist’s range of action without the use of external handling aids, for example without the use of electric motors for pedaling assistance or similar products.
  • pedal assisted bicycles are the means that more than others have increased their diffusion as they are bikes whose human powered action is added to that of an engine.
  • the pedal assisted bicycle in this configuration is very silent, has no polluting emissions during operation and ensures a few tens of kilometers of autonomy using the assistance of the motor, up to more than a hundred kilometers in the more advanced models with a variable coefficient of division of work between engine and cyclist, often selectable by the cyclist himself.
  • the European Directive 2002/24/EC defines the pedal assisted bicycle as a bicycle equipped with an auxiliary electric motor and with the characteristics of maximum continuous rated power of the electric motor equal to 0.25kW, wherein the motor power supply is progressively reduced and then interrupted upon reaching 25 km/h and a cut-off of the engine power even before 25 km/h if the cyclist stops pedaling.
  • Vehicles that comply with this directive do not require homologation and are considered to all intents and purposes as traditional bicycles. However, vehicles that do not simultaneously meet these requirements cannot be considered bicycles and must therefore be homologated and registered.
  • Bicycles equipped with an electric drive even without the need for pedaling are also possible, in this case called e-bikes, where the engine works independently of pedaling.
  • bicycle wheels containing all the components necessary to electrify a traditional bicycle are also known.
  • These wheels are equipped with one or more housings capable of containing all the components necessary to obtain a wheel of the aforementioned type, including at least one motor, at least one battery and the necessary wiring to supply adequate power based on the amount of force generated by the pedal, i.e., a full electric driving with no need for human powering.
  • the Patent Application n. ITUB20154183A1 discloses a device for pedal assisted velocipedes, which can be associated with a wheel of the velocipede, comprising an electric energy accumulator and an electric motor.
  • the electric motor can be operated both as a motor for the supply of mechanical power and as a dynamo for the accumulation of electrical energy in the storage unit.
  • This device while allowing to increase the range of use, has a high weight associated with the wheel which defines either the engine and the accumulator.
  • the proposed known solutions therefore consist in expedients for increasing the duration by optimizing the use of electric propulsion with respect to human powering or in increasing the capacity for storing electric energy by means of several battery elements.
  • the latter solution while ensuring a greater electric propulsion capacity, finds an obstacle in the greater weight ascribed to the vehicle.
  • the object of the present invention is to provide an electric accumulator for human-powered electric vehicles capable of minimizing the aforementioned problems.
  • the object of the present invention is to provide an electric accumulator for a human-powered electric vehicle capable of guaranteeing a high electric travel range.
  • the object of the present invention is to provide an electric accumulator for a human-powered electric vehicle capable of guaranteeing the aforementioned characteristics while having reduced weight and size and simplicity of use.
  • the object of the present invention is achieved by an electric accumulator wheel for a human-powered electric vehicle according to the attached claims.
  • the electric accumulator wheel comprising a rim, a hub and a plurality of main spokes arranged between the rim and the hub, wherein the electric accumulator wheel is able to rotate around a rotation axis which is concentric to the hub and wherein the main spokes comprise at least a main housing within which at least a main battery element is arranged, the electric accumulator wheel is characterized in that it comprises a main elastic device arranged within the main housing and coupled to the main battery element, and wherein, during the rotation of the electric accumulator wheel around the rotation axis, the main battery element is able to be moved within the main housing between a main start-of-stroke position, in which the main elastic device is able to arrange the main battery element to an end of the main housing, and a main end- of-stroke position, in which the main battery element is arranged at the opposite end of the main housing, and vice versa.
  • the movement of the main battery element makes it possible to modify its positioning according to the rotation speed of the wheel itself, exploiting the components of the centrifugal and centripetal force.
  • the main elastic device is able to retain the main battery element in the main start-of-stroke position when the electric accumulator wheel is stationary. More preferably, the main start-of-stroke position is at the hub.
  • the weight of the main battery element is closer to the hub, reducing the moment generated at rotation and, consequently, the effort to be applied at the first rotation.
  • the main elastic device is able to allow the movement of the main battery element towards the main end-of-stroke position during the rotation of the electric accumulator wheel around the rotation axis. More preferably, the main end-of-stroke position is at the rim.
  • the weight of the main battery element is further away from the hub, increasing the moment generated by rotation and, consequently, acting as a flywheel for the stored energy.
  • the electric accumulator wheel comprises at least a secondary spoke arranged between two consecutive main spokes and wherein the secondary spoke comprises at least a secondary housing within which at least a secondary battery element is arranged, wherein a secondary elastic device is arranged within the secondary housing and coupled to the secondary battery element, and wherein, during the rotation of the electric accumulator wheel around the rotation axis, the secondary battery element is able to be moved within the secondary housing between a secondary start-of- stroke position, in which the secondary elastic device is able to arrange the secondary battery element to an end of the secondary housing, and a secondary end-of-stroke position, in which the secondary battery element is arranged to the opposite end of the secondary housing, and vice versa.
  • the movement of the secondary battery element allows to change its positioning according to the rotation speed of the wheel itself and the relative positioning of the secondary spoke with respect to the support plane, exploiting the components of centrifugal and centripetal force.
  • the electric accumulator wheel comprises an electric generator operatively connected to the main battery element and / or to the secondary battery element to generate electric energy respectively during the movement of the main battery element from the main start-of-stroke position to the main end-of-stroke position, and vice versa, and / or during the movement of the secondary battery element from the secondary start-of-stroke position to the secondary end-of-stroke position, and vice versa.
  • the electric generator allows to accumulate additional electric energy during rotation, recovering at least partially the excess of mechanical energy during the movement of the main battery element or of the secondary battery element.
  • the electric accumulator wheel comprises an electric motor operatively connected to the main battery element and / or to the secondary battery element.
  • a human-powered vehicle comprising one or more wheels and a motion transmission system connected to at least one of the wheels and able to be operated by a user, the human-powered vehicle is characterized in that at least one of the wheels is an electric accumulator wheel as above described.
  • the human-powered vehicle is a pedal-assisted bicycle.
  • FIG. 1 is a lateral section view of a first embodiment of the electric accumulator wheel, according to the present invention
  • FIG. 2 is a lateral section view of a second embodiment of the electric accumulator wheel, according to the present invention.
  • FIGS 1-2 illustrate a plurality of preferred embodiments of the electric accumulator wheel for human-powered electric vehicle in accordance with the present invention, wherein, where possible, the numbering of identical elements among the different embodiments will be maintained the same.
  • the present invention also relates to a human-propelled vehicle (not shown) comprising one or more wheels and a motion transmission system to at least one of the wheels, able to be operated by a user, wherein at least one of the wheels is an electric accumulator wheel as described in greater detail below.
  • Such a human-powered vehicle is preferably a pedal assisted bicycle, but different vehicles can be employed.
  • the pedal assisted one includes a motor, at least one battery and a pedal sensor.
  • Such components may also be provided, at least in part, in the electric accumulator wheel according to the present invention, as described in greater detail below.
  • the electric accumulator wheel 1 as illustrated in the first embodiment of Figure 1, comprises a rim 10, a hub 20 and a plurality of main spokes 31 arranged between the rim 10 and the hub 20, as for wheels of the known type.
  • the wheel 1 is able to rotate around an axis of rotation (not shown) concentric with the hub 20, this rotation being induced by the rolling of the wheel on a support plane (not shown).
  • the main spokes 31 comprise at least one main housing 131.
  • the size of the aforesaid main spokes 31 is, therefore, such as to define a main housing large enough to contain at least one main battery element 41, the latter in fact being arranged within said main housing 131.
  • the electric accumulator wheel 1 comprises three main spokes 31 arranged in equidistant positions departing from the same hub 20. Furthermore, these main spokes 31 have the same dimension, as exemplified in the parallelepiped shape of Figure 1.
  • a main battery element 41 is arranged within each of the main housings 131, wherein the size of the same main battery element 41 is smaller than the size of the aforementioned main housing 131 to allow its handling inside the main housing 131.
  • the reduced extension of the main battery element 41 with respect to the rim -hub direction of the main housing 131 is important, such as to allow the movement of the main battery element 41 itself along the aforementioned direction.
  • the electric accumulator wheel 1 is, in fact, provided with a main elastic device 51 disposed within the main housing 131 and coupled to the main battery element 41.
  • the main elastic device 51 is made by means of a pre-tensioned spring arranged in the end of the main housing 131 at the hub 20. It is also possible to use a spring arranged in the opposite end or different types of elastic devices.
  • the main battery element 41 is, therefore, able to be moved within the main housing 131 between a main start-of-stroke position and a main end-of-stroke position, and vice versa.
  • the main elastic device 51 is able to arrange the main battery element 41 at one end of the main housing 131, at the start-of-stroke position, while in the main end position, the main battery element 41 is arranged at the opposite end of the main housing 131, and vice versa.
  • the main start-of-stroke position is at the hub 20.
  • the main end-of-stroke position is at the rim 10.
  • the movement of the main battery element 41 allows to change its positioning according to the rotation speed of the wheel 1 itself, exploiting the components of the centrifugal and centripetal force, as described in greater detail below.
  • the main elastic device 51 is, in fact, capable of retaining the main battery element 41 in the main start-of-stroke position when the electric accumulator wheel 1 is stationary. In this way, the weight of the main battery element 41 is closer to the hub 20, reducing the moment generated by the rotation and, consequently, the effort to be applied to the first rotation by the user.
  • the main elastic device 51 is, therefore, able to allow the movement of the main battery element 41 towards the main end-of-stroke position during the rotation of the electric accumulator wheel 1 around said axis of rotation.
  • the centrifugal force generated allows the main battery elements 41 to move within the main housings 131.
  • these main battery elements 41 move from the main start-of-stroke position towards the main end-of-stroke position, the latter being reached when the rotation speed determines an adequate centrifugal force and at least equal to the pretension force exerted by the main elastics devices 51.
  • the weight of the main battery element 41 moves away from the hub 20 during rotation, increasing the momentum generated by rotation and, consequently, acting as a flywheel for the accumulated energy.
  • the electric accumulator wheel 1 By reducing the rotation speed, the electric accumulator wheel 1 therefore causes a lower centrifugal component and, consequently, the main battery elements 41 are moved inside the main housings 131 from the main end-of-stroke position to the main start-of-stroke position thanks to the action of the main elastic devices 51, the pretension of which disposes the main battery elements 41 when the centrifugal force is less than the applied pretensioning force.
  • the electric accumulator wheel comprises an electric generator operatively connected to the main battery elements to generate electric energy respectively during the movement of the main battery elements from the main start-of-stroke position to the main end-of-stroke position, and vice versa.
  • the electric generator makes it possible to accumulate additional electric energy during rotation, recovering at least partially the excess of mechanical energy during the movement of the main battery elements.
  • the electric accumulator wheel comprises an electric motor operatively connected to the main battery elements.
  • an electric motor makes it possible to define an electric generator wheel capable of electrifying even vehicles that were not originally electric, for example bicycles of the traditional type without electric traction.
  • the human-propelled vehicle therefore comprises the electric accumulator wheel 1 according to the characteristics previously described.
  • the battery and possibly engine components can be arranged exclusively on the electric accumulator wheel 1 itself.
  • the motor for example, could be located in the hub 20 of the electric accumulator wheel 1, with the advantage of a relative ease of implementation of the electric propulsion system, relative reduction of manufacturing costs and better weight distribution.
  • the aforesaid electric accumulator wheel 1 can be arranged both at the front and at the rear, in relation to the technical characteristics to be obtained in terms of traction and maneuverability.
  • the pedaling sensor is an important component and must communicate to the control unit if somebody is actually pedaling and, consequently, must activate the engine.
  • pedaling sensors There are basically two types of pedaling sensors: those that detect the simple rotation of the pedals, and those that detect the effort actually exerted by the cyclist on the pedals.
  • the sensors of the first type are generally made using magnets which activate a fixed sensor on the bicycle frame with each rotation of the pedal. They are inexpensive but cause a certain delay at the start as it is necessary to wait for a sufficient number of magnets to pass in front of the sensor.
  • the sensors that detect effort can be of various types, but in practice they can estimate the power exerted by the cyclist on the pedals, which are more expensive but allow a more natural ride as they are more reactive. Further elements may also be present to define a vehicle of the above type, although not described in greater detail since they are well known.
  • the main elastic devices 51 hold the main battery elements 41 in the main start-of-stroke position, i.e. at the hub 20 in the present embodiment. In this way, the weight of the main battery elements 41 is concentrated in the vicinity of the hub 20 and allows for a reduced inertia in the starting phase.
  • the main battery elements 41 will be subjected to two forces, the centripetal force which attracts the main battery elements 41 towards the axis of rotation of the electric accumulator wheel 1, and the centrifugal force which drives them away from the same axis of rotation. As long as the two forces are equal, the main battery elements 41 maintain their main start-of-stroke position during rotation.
  • the main battery elements 41 move towards the relative main end-of-stroke position, a position which is reached by the maximum extension of the main elastic devices 51 or by contact with an abutment element of the aforesaid main end-of-stroke position, for example the end of the main housings 131 within which the aforesaid main battery elements 41 are moved.
  • Figure 2 illustrates the electric accumulator wheel 2 in a second embodiment, wherein hereinafter only the elements which differ from the first embodiment of Figure 1 will be described, to which reference is made.
  • the electric storage wheel 2 comprises a rim 10, a hub 20 and a plurality of main spokes 31 arranged between the rim 10 and the hub 20, as already described above. Furthermore, the electric accumulator wheel 2, according to the present invention, comprises at least one secondary spoke 32 disposed between two consecutive main spokes 31.
  • the electric accumulator wheel 2 comprises a number equal to six main spokes 31, only three of which are provided with the relative main housings 131 as for the electric accumulator wheel 1 of Figure 1, and furthermore three secondary spokes 32, arranged alternately in pairs between two consecutive main spokes 31.
  • the number of main spokes and / or secondary spokes can be different, for example in relation to the technical or dimensional requirements of the electric accumulator wheel to be manufactured.
  • the size of the main spokes and / or of the secondary spokes could also be different for each spoke.
  • the secondary spokes 32 also comprise at least one secondary housing 132 within which at least one secondary battery element 42 is arranged. These secondary housings and secondary batteries correspond to those already described in the first embodiment, therefore they will not be further detailed. Likewise, a secondary spring device 52 is disposed within the secondary housing 132 and coupled to the secondary battery element 42, as described for the primary spring devices 51.
  • the secondary battery element 42 is adapted to be moved within the secondary housing 132 between a secondary start-of-stroke position, wherein the secondary spring device 52 is adapted to dispose the secondary battery element 42 at one end of the housing 132 secondary, and a secondary end position, in which the secondary battery element 42 is arranged in the opposite end of the secondary housing 132, and vice versa, during rotation of the electric storage wheel 2 about the axis of rotation.
  • the movement of the secondary battery element 42 makes it possible to change its positioning according to the rotation speed of the wheel 2 itself and the relative positioning of the secondary spoke 32 with respect to the support surface, exploiting the components of the centrifugal and centripetal force.
  • the secondary elastic devices 52 hold the secondary batery elements 42 in the secondary start position, in this case not at the hub 20 but at one end of the housing 132 secondary.
  • the secondary batery elements 42 will be subjected to two forces, the centripetal force which attracts the secondary batery elements 42 towards the axis of rotation of the electric accumulator wheel 2, and the centrifugal force which moves them away from the same axis of rotation. As long as the two forces are equal, the secondary batery elements 42 maintain their secondary start-of-stroke position during rotation.
  • the secondary batery elements 42 move towards the relative secondary end-of-stroke position, a position which is reached by the maximum extension of the secondary elastic devices 52 or by contact with an abutment element of the aforesaid secondary end-of-stroke position, for example the end of the secondary housings 132 within which the aforesaid secondary batery elements 42 are moved.
  • the weight of the secondary batery elements 42 is not concentrated in the vicinity of the hub 20 and, consequently, does not allow for a reduced inertia to be determined in the starting phase.
  • the movement of the secondary batery elements 42 with the vehicle running makes it possible to accumulate a greater inertia, acting as a flywheel for constant speeds and possibly allowing the continuous movement to be exploited for the generation of electric energy, for example by means of an electric generator provided on the electric accumulator wheel 2 itself, or on the vehicle where it is installed.
  • the electric storage wheel comprises an electric generator operatively connected to the main batery element and / or to the secondary battery element to generate electric energy respectively during the movement of the main battery element from the main start-of-stroke to the main end-of-stroke position, and vice versa, and / or during movement of the secondary battery element from the secondary start-of-stroke position to the secondary end-of-stroke position, and vice versa.
  • the electric generator allows to store additional electric energy during rotation, recovering at least partially the excess of mechanical energy during the movement of the main battery element or of the secondary battery element.
  • the electric accumulator wheel comprises an electric motor operatively connected to the main battery element and / or to the secondary battery element.
  • an electric motor makes it possible to define an electric generator wheel capable of electrifying even vehicles that were not initially electric.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

La présente invention concerne une roue à accumulateur électrique (1 ; 2) comprenant une jante (10), un moyeu (20) et une pluralité de rayons principaux (31) disposés entre ladite jante (10) et ledit moyeu (20), la roue à accumulateur électrique (1 ; 2) pouvant tourner autour d'un axe de rotation qui est concentrique avec le moyeu (20) et les rayons principaux (31) comprenant au moins un boîtier principal (131) à l'intérieur duquel est disposé au moins un élément de batterie principal (41), un dispositif élastique principal (51) disposé à l'intérieur du boîtier principal (131) et accouplé à l'élément de batterie principal (41), et, pendant la rotation de la roue à accumulateur électrique (1 ; 2) autour de l'axe de rotation, l'élément de batterie principal (41) pouvant être déplacé à l'intérieur du boîtier principal (131) entre une position de début de course principale, dans laquelle le dispositif élastique (51) est apte à disposer l'élément de batterie principal (41) à une extrémité du boîtier principal (131), et une position de fin de course principale, dans laquelle l'élément de batterie principal (41) est disposé à l'extrémité opposée du boîtier principal (131), et vice versa.
PCT/IB2022/062314 2022-12-15 2022-12-15 Roue à accumulateur électrique pour véhicule électrique à propulsion humaine WO2024127070A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/IB2022/062314 WO2024127070A1 (fr) 2022-12-15 2022-12-15 Roue à accumulateur électrique pour véhicule électrique à propulsion humaine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IB2022/062314 WO2024127070A1 (fr) 2022-12-15 2022-12-15 Roue à accumulateur électrique pour véhicule électrique à propulsion humaine

Publications (1)

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WO2024127070A1 true WO2024127070A1 (fr) 2024-06-20

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Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2927724A1 (de) * 1979-07-10 1981-01-29 Peter Volz Fahrzeugrad
JPS62292584A (ja) * 1986-06-10 1987-12-19 富山　晴夫 高速自転車
DE10212455A1 (de) * 2001-03-23 2002-10-31 Rolf Brockhaus Zentrifugal-Radspeiche
NL1034920C1 (nl) * 2008-01-16 2008-05-27 Engineering Inside De uitvinding betreft een wiel.
US20090320640A1 (en) * 2008-06-30 2009-12-31 Christopher Mark Elliott Variable inertia flywheel
KR20140058836A (ko) * 2012-11-07 2014-05-15 아메코카본텍 주식회사 배터리 내장용 전기자전거 휠
US20160221634A1 (en) * 2009-08-20 2016-08-04 SSI America, Inc. Electric motorized bicycle components and a wireless control system including such
DE102012202661B4 (de) * 2012-02-21 2020-06-18 Tobias Neuwirth Schwungelementvorrichtung mit wenigstens zwei Schwungelementen und wenigstens zwei Speichereinrichtungen
KR200493009Y1 (ko) * 2016-02-19 2021-01-15 한양대학교 에리카산학협력단 전기자전거 휠

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2927724A1 (de) * 1979-07-10 1981-01-29 Peter Volz Fahrzeugrad
JPS62292584A (ja) * 1986-06-10 1987-12-19 富山　晴夫 高速自転車
DE10212455A1 (de) * 2001-03-23 2002-10-31 Rolf Brockhaus Zentrifugal-Radspeiche
NL1034920C1 (nl) * 2008-01-16 2008-05-27 Engineering Inside De uitvinding betreft een wiel.
US20090320640A1 (en) * 2008-06-30 2009-12-31 Christopher Mark Elliott Variable inertia flywheel
US20160221634A1 (en) * 2009-08-20 2016-08-04 SSI America, Inc. Electric motorized bicycle components and a wireless control system including such
DE102012202661B4 (de) * 2012-02-21 2020-06-18 Tobias Neuwirth Schwungelementvorrichtung mit wenigstens zwei Schwungelementen und wenigstens zwei Speichereinrichtungen
KR20140058836A (ko) * 2012-11-07 2014-05-15 아메코카본텍 주식회사 배터리 내장용 전기자전거 휠
KR200493009Y1 (ko) * 2016-02-19 2021-01-15 한양대학교 에리카산학협력단 전기자전거 휠

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