EP4598804A1 - Unité d'entraînement d'un véhicule pouvant être entraîné par la force musculaire et/ou par la puissance d'un moteur - Google Patents

Unité d'entraînement d'un véhicule pouvant être entraîné par la force musculaire et/ou par la puissance d'un moteur

Info

Publication number
EP4598804A1
EP4598804A1 EP23786003.6A EP23786003A EP4598804A1 EP 4598804 A1 EP4598804 A1 EP 4598804A1 EP 23786003 A EP23786003 A EP 23786003A EP 4598804 A1 EP4598804 A1 EP 4598804A1
Authority
EP
European Patent Office
Prior art keywords
drive unit
gear
crankshaft
transmission
motor
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
EP23786003.6A
Other languages
German (de)
English (en)
Inventor
Sigmund Braun
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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 DE102023204925.2A external-priority patent/DE102023204925A1/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP4598804A1 publication Critical patent/EP4598804A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
    • B62J45/411—Torque sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B62J45/42—Sensor arrangements; Mounting thereof characterised by mounting
    • B62J45/421—Sensor arrangements; Mounting thereof characterised by mounting at the pedal crank
    • 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

Definitions

  • the present invention relates to a drive unit of a vehicle operable with muscle power and/or motor power, and to a vehicle operable with muscle power and/or motor power.
  • Drive units for vehicles that can be operated with muscle power and/or motor power, such as electric bicycles which comprise gears between a motor and a crankshaft.
  • An arrangement with spur gear teeth is often used with a motor whose output shaft is arranged parallel to the crankshaft and at a distance from it.
  • Drive units with a motor arranged coaxially to the crankshaft are also known, with a planetary gear being provided for torque transmission.
  • the drive unit according to the invention with the features of claim 1 is characterized by a particularly advantageous construction and high efficiency.
  • a particularly compact overall design of the drive unit can be made possible, while at the same time a high degree of efficiency of the power transmission can be made possible.
  • the transmission is designed and arranged for torque transmission between the output shaft of the motor and the crankshaft.
  • the output shaft, and preferably the motor is arranged coaxially to the crankshaft.
  • the transmission is designed as a spur gear transmission.
  • a coaxial arrangement of the engine output shaft and the crankshaft is provided, whereby a torque transmission between the output shaft and the crankshaft is enabled via the transmission designed as a spur gear.
  • a spur gear is considered to be a gear with several gears, wherein the teeth of all gears are each formed, in particular exclusively, on an outer circumference of the corresponding gear.
  • respective gears that are in engagement with one another are arranged to be rotatable about separate axes.
  • the drive unit thus offers the advantage that the coaxial arrangement of the output shaft and crankshaft, and preferably also of the motor and crankshaft, enables a particularly compact design of the drive unit.
  • This makes it possible for the motor, which often takes up a considerable proportion of the total installation space of the drive unit, to be placed optimally coaxially to the crankshaft.
  • this arrangement has a particularly advantageous effect on the compact overall design of the drive unit if the largest gear of the transmission is arranged on the crankshaft.
  • the remaining transmission volume can, for example, only extend slightly out of an axial projection surface of the motor, which enables this volume to be comparatively narrow and, in particular, to be arranged relatively centrally in the axial direction, which has a further advantageous effect on the design of the drive unit.
  • the drive unit is characterized by low costs due to fewer and relatively simple components. This also enables the drive unit to be light.
  • the transmission preferably has an intermediate shaft which is arranged parallel to the crankshaft. This means that in particular an intermediate shaft axis of the intermediate shaft is arranged parallel to a crankshaft axis of the crankshaft.
  • the transmission is designed to transmit torque between the output shaft and the crankshaft via the intermediate shaft. This means that the torque is transmitted from the output shaft of the engine to the crankshaft via the intermediate shaft.
  • the transmission can be provided with a predetermined gear ratio between the output shaft and the crankshaft in a particularly simple manner and with few components.
  • a gear ratio can be easily adjusted by scaling the intermediate shaft, in particular with corresponding gears.
  • the transmission particularly preferably has a first gear and a second gear.
  • the first gear and the second gear are each connected to the intermediate shaft in a rotationally fixed manner.
  • the first gear, the second gear and the intermediate shaft can be designed together as a one-piece component. This makes it possible to provide a simple, cost-effective and robust construction.
  • the transmission preferably has a first gear and a second gear and a freewheel.
  • One of the two gears i.e. the first gear or the second gear, is connected to the intermediate shaft in a rotationally fixed manner.
  • the freewheel is arranged between the other gear and the intermediate shaft.
  • the freewheel is designed to be able to switch between a rotationally fixed connection and a relatively freely rotatable connection between the corresponding gear and the intermediate shaft.
  • the freewheel preferably locks in the drive direction of the motor and opens when the motor is at a standstill or when the cranks are being operated.
  • the freewheel can be designed to be controllably actuated, for example by means of a control unit.
  • the motor can be decoupled from the crankshaft by means of the freewheel, for example to switch off the motor support, in particular when a predetermined speed of the vehicle is exceeded.
  • the gear unit preferably has a motor toothing which is formed on the output shaft.
  • a part of the output shaft is thus formed as a gear with the motor toothing.
  • the first gear is in engagement with the motor toothing.
  • the transmission preferably has a third gear which can be connected to the crankshaft in a rotationally fixed manner.
  • the third gear can also be arranged to be rotatable relative to the crankshaft in a freewheel mode.
  • the third gear is in engagement with the second gear of the intermediate shaft. In particular, the torque can thus be transmitted from the intermediate shaft to the crankshaft via the third gear.
  • the drive unit further comprises a freewheel between the third gear and the crankshaft.
  • the freewheel is designed to be able to switch between a rotationally fixed connection and a relatively freely rotatable connection between the third gear and the crankshaft.
  • the freewheel locks in the drive direction of the motor and opens when the motor is at a standstill and when the cranks are being operated.
  • the freewheel can be designed to be controllably operable, for example by means of a control unit.
  • the motor can thus be decoupled from the crankshaft by means of the freewheel, for example to switch off the motor support, in particular when a predetermined speed of the vehicle is exceeded.
  • the third gear can be designed to be non-rotatable with a hollow shaft on which the output interface is arranged.
  • the freewheel between the third gear and the crankshaft can act as a driver freewheel, i.e. to enable a non-rotatable or relatively freely rotatable connection between the output interface and the crankshaft.
  • the output shaft is preferably designed as a hollow shaft.
  • the crankshaft is rotatably mounted within the output shaft.
  • at least one bearing is provided between the crankshaft and drive shaft for rotatable mounting.
  • the bearing can be designed as a needle bearing for a particularly compact design in the radial direction.
  • the drive unit also preferably comprises two bottom brackets.
  • the crankshaft is rotatably mounted in a housing of the drive unit by means of the two bottom brackets.
  • the bearings can be designed, for example, as ball bearings, such as deep groove ball bearings, or the like.
  • the drive unit further comprises a detection device which is designed to detect a bearing force on the output-side bottom bracket.
  • the output-side bottom bracket is considered to be that of the two bottom brackets which is arranged closer to an output interface of the crankshaft to which an output element can be attached.
  • the output element is designed as a chainring.
  • another output element can preferably be provided which is designed to be connected to a transmission element in order to enable torque to be transmitted from the crankshaft to a drive wheel of the vehicle.
  • a pedal force and/or a pedal torque applied by the driver can preferably be determined from the bearing force determined. Based on this, a driver's request, on the basis of which the controlled generation of the motor-assisted motor torque of the drive unit takes place, can preferably be determined.
  • the detection device particularly preferably comprises two force sensors.
  • Each force sensor is designed to detect a force along a predetermined direction, in particular where the two directions of the force sensors are different.
  • the detection device is designed to determine a bearing force direction and a bearing force amount of the bearing force on the output-side bottom bracket based on the forces detected by the two force sensors.
  • the two force sensors are preferably arranged at different circumferential positions distributed around the circumference of the bottom bracket. This makes it easy to determine, for example, the direction and amount of a current bearing force on the output-side bearing. This determination of the direction and amount of the bearing force is preferably carried out based on a previously known relative installation position of the two force sensors to one another.
  • a wide variety of types of sensors can be used as force sensors, which are suitable for detecting mechanical forces that act in a predetermined direction.
  • the force sensors can be designed to detect tensile forces and/or compressive forces.
  • each of the two force sensors has a strain gauge and/or a piezo element. This makes it possible, for example, to detect a force in a tangential direction with respect to the crankshaft.
  • the bearing force can thus be detected in a particularly simple and cost-effective manner, as well as in a space-saving manner.
  • the drive unit further comprises a circuit board, which is preferably part of a control unit of the drive unit, or comprises a control unit.
  • the circuit board is arranged in the axial direction of the crankshaft between the motor and the transmission.
  • all elements of the transmission, i.e. gears, and the motor are arranged on opposite sides of the circuit board.
  • the circuit board is preferably arranged in the axial direction of the crankshaft between different gears of the transmission.
  • the circuit board can be arranged between the first gear and the third gear. More preferably, the circuit board can be arranged on a side of the drive unit facing away from the output, i.e. in particular on a side facing away from the output interface.
  • the circuit board can be arranged on a side facing the output, i.e. on the side of the drive unit on which the output interface is located. This means that the circuit board can be arranged on an end of the drive unit that is essentially outer in the axial direction.
  • the drive unit further comprises a connection element which is particularly designed for connecting a plug connection.
  • connection element can be designed as a plug element.
  • the connection element is connected to the circuit board, in particular electrically.
  • the connection element is arranged on a side of the circuit board facing away from the output interface.
  • the connection element is arranged on a side of the circuit board facing the output interface.
  • the connection element is designed as an element that protrudes from the circuit board essentially in the axial direction of the crankshaft.
  • Figure 1 is a simplified schematic view of a vehicle with a drive unit according to a first embodiment of the invention
  • Figure 2 is a sectional view of the drive unit of Figure 1
  • FIG. 3 is a perspective detailed view of the drive unit of Figure 1,
  • FIG 4 is a further perspective detailed view of the drive unit of Figure 1,
  • Figure 5 is a simplified schematic view of a drive unit according to a second embodiment of the invention.
  • Figure 6 is a simplified schematic view of a drive unit according to a third embodiment of the invention.
  • Figure 9 is a simplified schematic view of a drive unit according to a sixth embodiment of the invention.
  • Figure 10 is a simplified schematic view of a drive unit according to a seventh embodiment of the invention.
  • FIG. 11 is a simplified schematic view of a drive unit according to an eighth embodiment of the invention.
  • Figure 12 is a simplified schematic view of a drive unit according to a ninth embodiment of the invention.
  • Figure 13 is a simplified schematic view of a drive unit according to a tenth embodiment of the invention.
  • FIG. 1 shows a simplified schematic view of a vehicle 100 that includes a drive unit 1 according to a first embodiment of the invention.
  • the vehicle 100 is a vehicle that can be operated with muscle power and/or motor power, in detail an electric bicycle.
  • the drive unit 1 comprises a motor 2 (see Figure 2), which is in particular an electric motor.
  • the motor 2 can be supplied with electrical energy by means of an electrical energy storage device 109 of the electric bicycle 100.
  • the drive unit 1 is arranged in the area of a bottom bracket of the electric bicycle 100.
  • a motor torque generated by the motor 2 can provide motor support for the pedaling force generated by muscle power of a rider of the electric bicycle 100.
  • the drive unit 1 is shown in detail in Figures 2 to 4 and is described in detail below.
  • the drive unit 1 comprises a crankshaft 3 that can be connected to cranks 104 of the electric bicycle 100. This means that the crankshaft 3 can be driven by the pedal force of the rider.
  • the crankshaft 3 has an output interface 35 to which an output element 107 of the electric bicycle 100 is connected in a rotationally fixed manner.
  • the output element 107 is designed as a chainring of a chain drive (see Figure 2).
  • the drive unit 1 also comprises a housing 9, within which preferably all components of the drive unit 1 are arranged, with the crankshaft 3 extending outwards from the interior of the housing 9.
  • the crankshaft 3 is rotatably mounted in the housing 9 of the drive unit 1 by means of two bottom brackets 61, 62.
  • the drive unit 1 comprises a transmission 4.
  • the transmission 4 is designed to transmit torque between an output shaft 22 of the engine 2 and the crankshaft 3.
  • the transmission 4 is arranged along the direction of the crank axis 30 between the motor 2 and the output interface 35.
  • the output interface 35 is therefore on the right side of the crankshaft 3 and the motor 2 on the left side.
  • the motor 2 forms the leftmost element of the drive unit 1.
  • the gear 4 is a two-stage spur gear. This means that the gear 4 comprises several gears designed as spur gears that mesh with one another to transmit torque. Their arrangement is described in more detail below.
  • the output shaft 22 of the motor 2 projects beyond the rotor 21 in the axial direction.
  • a motor toothing 44 is formed on this protruding area of the output shaft 22.
  • the motor gearing 44 is in engagement with a first gear 41 of the transmission 4.
  • the first gear 41 is connected in a rotationally fixed manner to an intermediate shaft 45 of the transmission 4.
  • the intermediate shaft 45 extends along an intermediate shaft axis 40 and is arranged to be freely rotatable about this intermediate shaft axis 40.
  • the transmission 4 comprises a second gear 42, which is also connected in a rotationally fixed manner to the intermediate shaft 45.
  • the first gear 41, the second gear 42 and the intermediate shaft 45 can be formed together as a one-piece component.
  • the transmission 4 comprises a third gear 43, which is arranged to be rotatable about the crank axis 30. Between the third gear 43 and the crankshaft 3 there is a freewheel 5, which enables either a rotationally fixed connection or an arrangement of the third gear 43 and the crankshaft 3 that can rotate freely relative to one another.
  • the drive unit 1 thus offers, through the coaxial arrangement of rotor 2 and
  • Crankshaft 3 has the advantage that a particularly compact design of the Drive unit 1 can be made possible.
  • the motor 2, which geometrically forms the largest element of the drive unit 1, can be positioned particularly advantageously due to the coaxial arrangement to the crankshaft 3.
  • the largest gear, namely the third gear 43, is also arranged on the crankshaft 3 due to the special design of the transmission 4, a particularly small extension of the other parts of the drive unit 1 in the radial direction with respect to the crank axis 30 can be made possible, since the remaining transmission volume only extends slightly out of an axial projection surface of the motor 2. This can be seen, for example, in Figure 4, which shows a plan view of the drive unit 1 along the axial direction.
  • a further advantage is that the special design of the drive unit 1 with the torque transmission via the intermediate shaft 45 makes it possible to use a spur gear as the gear 4.
  • a spur gear is characterized by a particularly high level of efficiency, which can ensure high efficiency when operating the drive unit 1.
  • the drive unit 1 can be provided in a simple manner with few and comparatively simple components, which in particular can reduce the costs for the drive unit 1. Furthermore, weight savings are possible due to the few and also compact components of the drive unit 1.
  • the drive unit 1 also includes a system by means of which a pedal force and/or a driver torque of the driver can be determined. This can be used, for example, to determine a driver's request, based on which the provision of the motor torque can be controlled.
  • the drive unit 1 comprises a detection device 8, which is designed to detect a bearing force on the output-side bottom bracket 62, that is, on that one of the two bottom brackets 61, 62 which is arranged closer to the output element 107.
  • the detection device 8 comprises two force sensors 81, 82, which are each set up to detect a force in the tangential direction with respect to the Crankshaft 3.
  • the two force sensors 81, 82 are attached to a slotted bearing shell 95, which is part of the housing 9.
  • the output-side bottom bracket 62 is attached in the housing 9 by means of the bearing shell 95.
  • the force sensors 81, 82 can be strain gauges or piezo elements, which enables a particularly simple and cost-effective design of the detection device 8.
  • the two force sensors 81, 82 are arranged in such a way that the respective forces to be detected are aligned orthogonally to one another. Based on a previously known relative installation position of the two force sensors 81, 82 to one another, and for example by means of a previous calibration, a direction and an amount of a current bearing force on the output-side bearing 62 can be determined. Based on this determined bearing force, and preferably based on the assumption that this bearing force is proportional to the pedal force that the driver of the electric bicycle 100 exerts on the crank drive, the current driver's request can thus be determined using particularly simple and cost-effective means, based on which, for example, the controlled actuation of the motor 2 can take place.
  • the special arrangement and design of the detection device 8 for determining the driver's request based on the measurement of the bearing force on the output-side bottom bracket 62 allows the compactness of the drive unit 1 to be further optimized.
  • no components required for detection are required in the area of the motor and/or transmission 4, so that an optimal space-saving design can be made possible in these areas, for example.
  • Figure 6 shows a simplified schematic view of a drive unit 1 according to a third embodiment of the invention.
  • the motor 2 and the gear 4 are arranged as in the second embodiment of Figure 5, i.e. the motor 2 is located between the output interface 35 and the gear 4.
  • the circuit board 7 is arranged within the gear 4, in detail in the axial direction between the first gear 41 and the third gear 43. This makes it possible, for example, to provide a particularly compact arrangement and mechanical protection for the circuit board 7.
  • Figure 7 shows a simplified schematic view of a drive unit 1 according to a fourth embodiment of the invention.
  • the fourth embodiment essentially corresponds to the second and third embodiments of Figures 5 and 6, respectively, with the difference of a further alternative arrangement of the circuit board 7.
  • the circuit board 7 is arranged between the gear 4 and the motor 2.
  • the circuit board 7 is arranged between the first gear 41 and the motor 2.
  • the circuit board 7 is also arranged in the axial direction between the motor teeth 44 and the motor 2. This enables a further advantageous geometry and arrangement of the drive unit 1.
  • FIG 8 shows a simplified schematic view of a drive unit 1 according to a fifth embodiment of the invention.
  • the motor 2 is arranged on the left side of the drive unit 1 with respect to the direction of travel A. That is, in the direction of The gear 4 is located between the motor 2 and the output interface 35 on the crank axis 30.
  • the circuit board 7 is arranged centrally, i.e. in the axial direction between the motor 2 and the gear 4, in detail between the rotor 2 and the first gear 41 or motor gearing 44. This makes it possible to provide a particularly advantageous arrangement in which, for example, next to the circuit board 7 in the axial direction at the level of the motor 2, space is available for further components and/or connections of the drive unit 1.
  • Figure 9 shows a simplified schematic view of a drive unit 1 according to a sixth embodiment of the invention.
  • the arrangement of motor 2 and gear 4 corresponds to the arrangement of the fifth embodiment of Figure 8.
  • the circuit board 7 is integrated into the gear 4, in detail in the axial direction between the first gear 41 and the third gear 43.
  • FIG 11 shows a simplified schematic view of a drive unit 1 according to an eighth embodiment of the invention.
  • the eighth embodiment of Figure 11 corresponds essentially to the fourth embodiment of Figure 7, wherein the drive unit 1 further comprises a connection element 6.
  • the connection element 6 is designed in particular for connecting a plug connection (not shown).
  • connection element 6 can be designed as a plug.
  • the connection element e is connected, in particular in an electrically conductive manner, to the circuit board 7 and is arranged on the latter.
  • the connection element 6 is arranged on the side of the circuit board 7 facing away from the output, i.e. in such a way that the connection element 6 protrudes from the circuit board 7 in the direction of the transmission 4.
  • Figure 12 shows a simplified schematic view of a drive unit 1 according to a ninth embodiment of the invention.
  • the ninth embodiment of Figure 12 corresponds essentially to the eighth embodiment of Figure 11, with the difference of an alternative arrangement of the connection element 6.
  • the connection element 6 is arranged on the side facing the output interface 35, i.e. such that the connection element 6 protrudes from the circuit board 7 in the direction of the motor 2.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

L'invention concerne une unité d'entraînement (1) d'un véhicule (100) pouvant être entraîné par la force musculaire et/ou par la puissance d'un moteur, comprenant un moteur (2) avec un arbre de sortie (22), un vilebrequin (3) et une transmission (4), la transmission (4) étant conçue pour transmettre un couple entre l'arbre de sortie (22) et le vilebrequin (3), l'arbre de sortie (22) étant disposé de manière coaxiale par rapport au vilebrequin (3), et la transmission (4) se présentant sous la forme d'une transmission à engrenage cylindrique.
EP23786003.6A 2022-10-07 2023-10-02 Unité d'entraînement d'un véhicule pouvant être entraîné par la force musculaire et/ou par la puissance d'un moteur Pending EP4598804A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102022210636 2022-10-07
DE102023204925.2A DE102023204925A1 (de) 2022-10-07 2023-05-26 Antriebseinheit eines mit Muskelkraft und/oder Motorkraft betreibbaren Fahrzeugs
PCT/EP2023/077242 WO2024074455A1 (fr) 2022-10-07 2023-10-02 Unité d'entraînement d'un véhicule pouvant être entraîné par la force musculaire et/ou par la puissance d'un moteur

Publications (1)

Publication Number Publication Date
EP4598804A1 true EP4598804A1 (fr) 2025-08-13

Family

ID=88295726

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23786003.6A Pending EP4598804A1 (fr) 2022-10-07 2023-10-02 Unité d'entraînement d'un véhicule pouvant être entraîné par la force musculaire et/ou par la puissance d'un moteur

Country Status (3)

Country Link
EP (1) EP4598804A1 (fr)
CN (1) CN119998195A (fr)
WO (1) WO2024074455A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102024203265A1 (de) * 2024-04-10 2025-10-16 Robert Bosch Gesellschaft mit beschränkter Haftung Antriebseinheit eines mit Muskelkraft und/oder Motorkraft betreibbaren Fahrzeugs

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2312403B (en) * 1996-04-26 1998-03-25 Giant Mfg Co Bicycle equipped with electrical driving device
JP3207826B2 (ja) * 1998-09-01 2001-09-10 株式会社シマノ 自転車用クランク軸組立体
JP5127961B2 (ja) * 2011-06-28 2013-01-23 パナソニック株式会社 電動自転車のトルク検出装置
DE102012200232A1 (de) * 2012-01-10 2013-07-11 Robert Bosch Gmbh Antriebsvorrichtung für ein Elektrofahrrad mit Kraftmessung zur Fahrerwunscherkennung
US10766566B2 (en) * 2014-10-31 2020-09-08 Piaggio & C. S.P.A Propulsion unit for an electric pedal-assisted cycle and pedal-assisted cycle thereof
DE102016122845A1 (de) * 2016-11-28 2018-05-30 Tq-Systems Gmbh Harmonisches Pinring-Getriebe, Drehmomentmessvorrichtung und Freilaufanordnung

Also Published As

Publication number Publication date
CN119998195A (zh) 2025-05-13
WO2024074455A1 (fr) 2024-04-11

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