WO2024256633A1 - Système d'entraînement avec électronique de commande pour actionner l'entraînement électromoteur à l'aide d'un court-circuit actif en cas de défaillance - Google Patents

Système d'entraînement avec électronique de commande pour actionner l'entraînement électromoteur à l'aide d'un court-circuit actif en cas de défaillance Download PDF

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Publication number
WO2024256633A1
WO2024256633A1 PCT/EP2024/066543 EP2024066543W WO2024256633A1 WO 2024256633 A1 WO2024256633 A1 WO 2024256633A1 EP 2024066543 W EP2024066543 W EP 2024066543W WO 2024256633 A1 WO2024256633 A1 WO 2024256633A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric motor
control
drive system
short circuit
active short
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.)
Ceased
Application number
PCT/EP2024/066543
Other languages
German (de)
English (en)
Inventor
Thomas Klett
Mick Jordan
Vinoth Kumar ELANGOVAN
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.)
Brose Antriebstechnik GmbH and Co KG Berlin
Original Assignee
Brose Antriebstechnik GmbH and Co KG Berlin
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 Brose Antriebstechnik GmbH and Co KG Berlin filed Critical Brose Antriebstechnik GmbH and Co KG Berlin
Publication of WO2024256633A1 publication Critical patent/WO2024256633A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
    • B62M11/145—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears built in, or adjacent to, the bottom bracket
    • 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
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/55—Rider propelled cycles with auxiliary electric motor power-driven at crank shafts parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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

Definitions

  • the proposed solution concerns in particular a drive system for an electric bicycle.
  • an immediate and therefore sudden switching of the at least one electric motor to a torque-free state in response to a detected error can take the electric bicycle rider completely by surprise while riding the electric bicycle. In particular, this can lead to a sudden loss of resistance previously provided by the at least one electric motor against which the rider pedals the electric bicycle.
  • An immediate switching to the torque-free state can therefore feel to the electric bicycle rider as if a drive chain on a conventional bicycle had broken.
  • the immediate switching of the at least one electric motor to a torque-free state can lead to injury to the electric bicycle rider.
  • a proposed drive system for an electric bicycle provides at least the following:
  • control electronics for controlling the at least one electric motor, which is configured to control the at least one electric motor with an active short circuit in response to at least one error signal before the at least one electric motor is switched to a torque-free state via the control electronics.
  • the proposed solution is based on the basic idea that in the event of a fault, which is signaled electronically by at least one fault signal, the at least one electric motor of the drive system is not immediately switched to a torque-free and thus safe state, but rather the at least one electric motor is first controlled at least once with an active short circuit.
  • This makes it possible to maintain a resistance on the drive shaft from the at least one electric motor - albeit possibly lower than the situation before the fault signal was generated - at least for the duration of the active short circuit, and thus remains noticeable for the driver of the electric bicycle on the pedals connected to the drive shaft via pedal cranks.
  • the risk of injury to the driver e.g. due to a fall, can thus be reduced compared to a sudden switch to the torque-free state.
  • Control with an active short circuit also has the advantage that an active short circuit can be carried out even with only minimally functioning hardware and can therefore still be implemented even in the event of safety-critical errors that are signaled by the at least one error signal.
  • the at least one electric motor can still accelerate a rotor (shaft) that can be driven by the electric motor.
  • the at least one electric motor can therefore no longer provide any support force to rotate the drive shaft.
  • a vibration that can be felt and/or heard by the driver of the electric bicycle can be caused on a housing of a drive unit of the drive system that accommodates the at least one electric motor.
  • control electronics of the drive system are configured to actuate the at least one electric motor with an active short circuit for a predetermined period of time in response to the at least one error signal before switching to the torque-free state.
  • a period of time is thus stored in the control electronics for which the active short circuit will be maintained after the occurrence of the at least one error signal. For example, this period of time is in the range of one second.
  • control electronics can be configured to control the at least one electric motor with a control sequence in response to the at least one error signal, in which a first control with an active short circuit and a subsequent first switching to the torque-free state are followed by at least one further control with an active short circuit and at least one subsequent further switching to the torque-free state.
  • the at least one electric motor is initially only briefly switched to a torque-free state between at least two controls with an active short circuit, before finally a final switching to the torque-free state takes place and the at least one electric motor is held in the torque-free state.
  • a change between phases with an active short circuit on the one hand and a torque-free state on the other can, if necessary, additionally sensitize a driver of the electric bicycle to the occurrence of the error and prepare them for the final switching and holding of the at least one electric motor in the torque-free state.
  • first phases in which the at least one electric motor is activated with an active short circuit and second phases in which the at least one electric motor is switched to the torque-free state alternate (until an end of the activation sequence is reached at which the at least one electric motor is finally switched to the torque-free state)
  • the lengths of the first phases can become shorter as time goes on, in particular continuously shorter.
  • the proportion of the first phase in which the activation of the active short circuit takes place can thus, for example, become smaller as time goes on, in particular continuously smaller.
  • the first and second phases can alternate for a predetermined total period of time before finally switching to the torque-free state.
  • the control electronics are then configured to control the at least one electric motor for the predetermined total period of time with alternating first and second phases in response to the at least one error signal.
  • the duration of the change between the first and second phases until the final switching to the torque-free state in response to the at least one error signal can fundamentally also depend on whether a decreasing proportion of the first phases in which the at least one electric motor is controlled with an active short circuit has been reduced over time up to a threshold value.
  • the control with an active short circuit thus ends with first phases becoming shorter over time when the length of a first phase has reached a threshold value, for example 0.
  • the control electronics can in particular be configured to periodically control the at least one electric motor with an active short circuit via control pulses.
  • the control electronics are therefore configured to generate pulsed short circuits for the at least one electric motor.
  • the duration of the control pulse and thus its share of the period duration can be reduced at least for every third or second period duration.
  • the period duration of the control pulses can be reduced continuously and thus immediately for each subsequent control pulse.
  • control electronics are further configured to control the at least one electric motor with an active short circuit only when at least one additional criterion is met.
  • This additional criterion can, for example, relate to an operating parameter of the drive system. It has been shown that controlling the at least one electric motor with an active short circuit can even be disadvantageous in certain driving situations. In certain embodiments, it can therefore be advantageous to first check in response to the at least one error signal whether at least one additional criterion is also met before an active short circuit is triggered. If necessary, the control with an active short circuit in response to the at least one error signal takes place with a time delay in this way, namely only when the at least one additional criterion is also met. The fulfillment of a corresponding criterion can, for example, be detected electronically.
  • control electronics are configured to control the at least one electric motor with an active short circuit only if a speed of the at least one electric motor is above a threshold value.
  • a transmission device comprises at least one planetary gear, the transmission ratio of which can be adjusted using the first and second electric motors.
  • a torque generated by the first electric motor is at least partially transmitted to the output shaft.
  • the second electric motor supports the driver torque applied by the driver and thus by muscle power, which results from the applied drive force. It is then precisely this second electric motor that, in normal operation, provides a resistance on the Pedal.
  • the second electric motor drives its (second) rotor shaft to rotate in a positive direction (which corresponds to a forward rotation of the second electric motor) or in the opposite negative direction. If, for example, in the event of an error that should ultimately lead to the electric motors being switched to the torque-free state, it is detected that the second rotor shaft of the second electric motor is rotating in the opposite, negative direction, no active short circuit is triggered - initially. Instead, the system waits until the direction of rotation changes and a measurement signal indicative of the rotation of the second rotor becomes positive (and thus exceeds a threshold value of 0). Only when this additional criterion is met is an active short circuit triggered for the first time, thus starting, for example, a control sequence explained above.
  • the second rotor shaft is accelerated in a positive direction of rotation after a comparatively short time by the muscle power applied to the drive shaft by the driver of the electric bicycle, in the event of a fault, the rotational speed of the second rotor shaft will change from a negative value to a positive value after a short time, even if a negative rotational speed was initially present due to the current driving situation.
  • control electronics comprise a B6 bridge circuit for controlling the at least one electric motor.
  • a B6 bridge circuit comprises, for example, 6 MOSFETs.
  • One or more error signals which in particular trigger the switching of the at least one electric motor to the torque-free state, can be used to signal, for example, that the position of a rotor (a rotor shaft) of the at least one electric motor can no longer be detected and/or determined and/or, in the case of field-oriented control of the at least one electric motor via the control electronics, a phase current measurement is no longer available.
  • active commutation of the at least one electric motor is no longer possible, so that the at least one electric motor must in any case be switched to the torque-free and thus safe state.
  • the proposed solution can be used in particular in such error cases.
  • the proposed solution also relates to a method for controlling a drive system of an electric bicycle.
  • the drive system provides at least the following: - a drive shaft for the muscle-powered application of a driving force for driving the electric bicycle,
  • the at least one electric motor is controlled with an active short circuit in response to at least one error signal before switching to a torque-free state (at least once).
  • Design variants of a proposed control method can be implemented in particular with design variants of a proposed drive system. Accordingly, the advantages and features explained above and below for design variants of a proposed drive system also apply to design variants of a proposed control method and vice versa.
  • a computer program product contains instructions that, when executed by at least one processor of a control unit of a drive system of an electric bicycle comprising an electric motor drive unit, cause the at least one processor to execute an embodiment variant of a proposed control method.
  • the at least one processor can therefore be part of control electronics implemented with the control unit, which is configured to control the at least one electric motor with an active short circuit before switching to a torque-free state in response to at least one error signal.
  • Figure 1 shows a 2D design for an electromotive
  • Figure 2 shows a schematic and side view of an electric bicycle with a proposed drive system
  • Figure 3 shows an example of a B6 bridge circuit for the
  • Figure 4 shows an example of a control sequence in which a control level for pulsed short circuits decreases with increasing time and thus shorter phases of a control with active short circuit alternate with longer phases in which an electric motor drive is switched to a torque-free state;
  • Figure 5 shows a flow chart for an embodiment of a proposed control method.
  • FIG 2 shows an electric bicycle F with a drive system comprising an electric motor drive unit 10.
  • the electric bicycle F has a frame 110, which here comprises, for example, a top tube, a down tube and a seat tube and to which the drive unit 10 is attached in the area of an intersection point of the seat tube and the down tube.
  • Control electronics 8 and a sensor device 115 are part of the drive unit 10.
  • Electric motors 11 and 12 (cf. Figure 1) of the drive unit 10 can be controlled via the control electronics 8, in particular to specify the level of an externally generated assist force for driving the electric bicycle F.
  • the sensor device 115 is provided for sensory detection of a speed of the drive shaft (bottom bracket shaft) 1 of the drive unit 10.
  • the sensor device 15 can for this purpose comprise a speed sensor via which the speed of the bottom bracket shaft 1 can be measured.
  • a driver of the electric bicycle F can apply a driving force to the drive shaft 1 by means of muscle power via a pair of cranks 1A connected to it and pedals provided thereon to drive the electric bicycle F.
  • the sensor device 115 can also be provided for the sensory detection of a torque introduced by muscle power on the drive shaft 1 and can be designed, for example, with a torque sensor and/or a position sensor.
  • a belt or chain 213 as a power transmission link provides a
  • Output element of the drive unit A for example a coaxial to the bottom bracket shaft 1 mounted, hollow output shaft 2 (see Figure 1), is connected to a rear wheel 112 of the electric bicycle F in order to be able to drive the electric bicycle F.
  • This rear wheel 112 is assigned, for example, a wheel sensor 114 for determining a driving speed of the electric bicycle F.
  • the wheel sensor 114 can instead be provided on a front wheel 111 of the electric bicycle F.
  • the drive system of the electric bicycle F further comprises an operating part 102.
  • the operating part 102 is, for example, attached in the area of a handlebar of the electric bicycle F in Figure 2 and is connected to the control electronics 8 of the drive unit 10, typically via one or more cables.
  • a user input can be recorded via the operating part 102 and used to control the drive unit 10.
  • the operating part 102 comprises at least one display to inform a user of the electric bicycle F about
  • an energy storage device 9 supplying the drive unit 10 with electrical energy, which energy storage device 9 contains, for example, at least one (rechargeable) battery, and/or
  • Figure 1 shows a 2D design for the drive unit 10 of Figure 2 comprising two electric motors 11 and 12.
  • the drive unit 10 has the drive shaft 1 and the output shaft 2, both of which are rotatably mounted in the housing 25 of the drive unit 10.
  • the drive shaft 1 passes through the housing 25 and is connected on each side to a pedal crank 1A, via which a driver of the electric bicycle F can apply a driving force using muscle power.
  • the output shaft 2 protrudes from the housing 25 on only one side and is connected to a chain wheel or a toothed belt pulley in order to drive the rear wheel 112 of the electric bicycle F from there.
  • the drive unit 10 has a first electric motor 11 with a first rotor shaft 3 and a second electric motor 12 with a second rotor shaft 4.
  • the two electric motors 11 and 12 are connected via the control electronics 8 and form a continuously variable electric actuator.
  • the control electronics 8 are also connected to the energy storage device 9. This means that the output shaft 2 can also be driven purely electrically via the first electric motor 11.
  • the energy storage device 9 can also be used as a brake energy storage device when braking power flows into the drive unit 10 at the output shaft 2.
  • the drive shaft 1, the output shaft 2 and the two rotor shafts 3 and 4 are coupled via a multi-stage planetary gear 15, which has several gear stages with a first degree of freedom and at least one planetary gear stage 16 with a second degree of freedom.
  • the gear stages here are designed as spur gear stages.
  • toothed belt gear stages are also conceivable.
  • the three-shaft planetary gear stage 16 in this case comprises a sun gear 17, a ring gear 18 and a planet carrier 19 with several planet gears 20, which are mounted on planetary gear bolts.
  • the elements of the drive unit 10 are distributed in the present example on three shaft trains 21, 22 and 23, which are all arranged parallel to one another within a space defined by the housing 25.
  • the drive shaft 1, the output shaft 2 and the second rotor shaft 4 of the second electric motor 12 are arranged coaxially on the first shaft train 21.
  • the three-shaft planetary gear stage 16 of the multi-stage planetary gear 15 is arranged on the second shaft train 22.
  • the first rotor shaft 3 of the first electric motor 11 is arranged on a third shaft train 23.
  • the external (hollow) output shaft 2 encloses the internal drive shaft 1 on one side of the housing 25 and the second rotor shaft 4 encloses the drive shaft 1 on the other side of the housing 25.
  • gear stages 31 to 34 designed as spur gear stages are used for the kinematic coupling of the elements of the drive unit 10 which are distributed over the three shaft trains 21, 22 and 23 and housed in the housing 25.
  • the drive shaft 1 on the first shaft train 21 is connected to a first coupling shaft 5 on the second shaft train 22 via a first spur gear stage 31.
  • the output shaft 2 on the first shaft train 21 is connected to a second coupling shaft 6 on the second shaft train 22 via a second spur gear stage 32.
  • the second rotor shaft 4 of the second electric motor 12 on the first shaft train 21 is connected to a third coupling shaft 7 on the second shaft train 22 via a third spur gear stage 33.
  • This third coupling shaft also carries the sun gear 17.
  • the first rotor shaft 3 of the first electric motor 11 on the third shaft train 23 is connected via a fourth spur gear stage 34 to the ring gear 18 of the planetary gear stage 16 on the second shaft train 22.
  • the first coupling shaft 5 is connected to the planet carrier 19
  • the second coupling shaft 6 is connected to the ring gear 18
  • the third coupling shaft is connected to the sun gear 17 of the planetary gear stage 16. Since the first rotor shaft 3 of the first motor 11 is connected to the ring gear 18 and thus to the output shaft 2, the drive unit 10 shown as an example has a power split on the output side.
  • the first spur gear stage 31 increases the speed of the input shaft 1 to an absolute speed of the first coupling shaft 5 that is approximately three times higher, for example, than the first coupling shaft 5, which is connected to the second coupling shaft 6 via the planetary gear stage 16.
  • the speed of the second coupling shaft 6 is transmitted to a speed of the output shaft 2 that is approximately 30% lower, for example, using the gear ratio of the second spur gear stage 32.
  • the planetary gear stage 16 and the fourth spur gear stage 34 can be located in the same second arrangement plane 36 because the gear of the fourth spur gear stage 34 on the second shaft train 22 has a larger pitch circle radius than the ring gear 18 of the three-shaft planetary gear stage 16. As a result, the ring gear 18 finds space within this gear of the fourth spur gear stage 34 in the second arrangement plane 36.
  • a freewheel 40 between the drive shaft 1 and the output shaft 2, for example in the form of a sprag freewheel.
  • the freewheel 40 can connect the drive shaft 1 directly to the output shaft 2, particularly at a maximum gear ratio.
  • the freewheel 40 also serves as overload protection for the drive unit 10 and, on the other hand, it guarantees a basic mechanical function of the drive unit 10 in the event of problems in the electrical system, for example in the event of a voltage drop, or in the event of problems in the control/regulation, for example caused by a failure of one or more sensors of the sensor device 115.
  • the housing 25 has four housing parts.
  • the housing 25 consists of a main housing 26 with a center web 27 that can be connected or is connected thereto and a motor cover 28 that can be connected or is connected to the main housing 26 on the side of the fifth arrangement level 39 and a gear cover 29 that can be connected or is connected to the main housing 26 on the side of the first arrangement level 35, through which the output shaft 2 protrudes from the housing 25.
  • the control electronics 8 of the electromotive drive unit 10 of Figures 1 and 2 comprises in particular a B6 bridge circuit 80 for controlling the first and second electric motors 11 and 12.
  • Figure 3 shows an example of such a B6 bridge circuit with six MOSFETs, which is common in the prior art.
  • the B6 bridge circuit 80 of the control electronics 8 can be switched off in order to switch the electric motors 11, 12 to a safe and torque-free state. For example, it can be signaled via at least one error signal f s of the control electronics 8 that a safety-critical error has been detected on the drive unit 10.
  • the error signal f s is used to signal that a rotor position of at least one of the rotors 3, 4 can no longer be detected and/or determined by sensors or that a required phase current measurement is no longer available in the case of field-oriented control of the first and second electric motors 11, 12.
  • the control electronics 8 should switch the electric motors 11 and 12 to a torque-free state.
  • switching to the torque-free state is immediately triggered in response to the presence of at least one error signal f s , this leads to the sudden loss of counterpressure on the pedals attached to the cranks 1A. A rider of the electric bicycle F would thus suddenly “step into the void”, as would be the case if a drive chain broke on a conventional bicycle.
  • control electronics 8 are configured not to immediately switch the electric motors 11 and 10 to a torque-free state in response to the at least one error signal f s , but to first control the second electric motor 12 at least once with an active short circuit.
  • an active short circuit For the duration of the active short circuit, a counterpressure that the rider of the electric bicycle F can still feel can be generated on the pedals, so that the rider of the electric bicycle 1 does not suddenly step into the void.
  • Control with an active short circuit also offers the advantage that the active short circuit can also be carried out with minimally functioning hardware and the active short circuit cannot lead to an acceleration of the rotors 3, 4.
  • first phases in which control takes place with an active short circuit alternate with second phases in which the electric motor drive is switched to the torque-free state. As time goes on, the first phases can then be shortened, in particular continuously.
  • Such a shortening of the first phases with active short circuit is illustrated by way of example in Figure 4.
  • a pulsed signal can be generated by the control electronics 8 to control the active short circuit.
  • the pulse width PW1 of the corresponding (first) control pulse is reduced with increasing time t via a pulse width PW2 to a pulse width PW3.
  • a duty cycle thus decreases over time t, ie the proportion of the first phase for a period T decreases over time.
  • the ratio of the pulse duration for the control with an active short circuit to the period duration T is reduced. If the control level has reached the value 0, the electric motors 11 and 12 are kept in the torque-free state.
  • controlling the second electric motor E2 with an active short circuit can also be disadvantageous in certain driving situations, even though a safety-critical error has been signaled via the error signal f s .
  • the second rotor shaft 4 is driven by the second electric motor 12 at a negative speed and thus rotates in a negative direction. In such a case, it can be observed that an active short circuit can be disadvantageous.
  • a safety-relevant error is initially provided.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Electric Motors In General (AREA)

Abstract

L'invention concerne un système d'entraînement pour une bicyclette électrique (F), comprenant un arbre d'entraînement (1) pour appliquer une force d'entraînement au moyen d'une puissance musculaire afin d'entraîner la bicyclette électrique (F), un arbre de sortie (2) pour transmettre la force d'entraînement à une roue (112) de la bicyclette électrique (F), au moins un moteur électrique (11, 12) pour générer une force de support au moyen d'une force externe, un dispositif de transmission (15) pour coupler l'arbre d'entraînement (1) à l'arbre de sortie (2) et pour transmettre la force de support à l'arbre de sortie (2), et un élément électronique de commande (8) pour commander ledit au moins un moteur électrique (11, 12), ledit élément électronique de commande étant configuré de façon à actionner ledit au moins un moteur électrique (11, 12) à l'aide d'un court-circuit actif avant la commutation vers un état sans couple en réponse à au moins un signal de défaillance (fs).
PCT/EP2024/066543 2023-06-15 2024-06-14 Système d'entraînement avec électronique de commande pour actionner l'entraînement électromoteur à l'aide d'un court-circuit actif en cas de défaillance Ceased WO2024256633A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023115717.5A DE102023115717A1 (de) 2023-06-15 2023-06-15 Antriebssystem mit Steuerelektronik zur Ansteuerung des elektrischen Antriebs mit einem aktiven Kurzschluss in einem Fehlerfall
DE102023115717.5 2023-06-15

Publications (1)

Publication Number Publication Date
WO2024256633A1 true WO2024256633A1 (fr) 2024-12-19

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PCT/EP2024/066543 Ceased WO2024256633A1 (fr) 2023-06-15 2024-06-14 Système d'entraînement avec électronique de commande pour actionner l'entraînement électromoteur à l'aide d'un court-circuit actif en cas de défaillance

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DE (1) DE102023115717A1 (fr)
WO (1) WO2024256633A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021112903A1 (de) * 2020-05-29 2021-12-02 Shimano Inc. Antriebseinheit für mit muskelkraft angetriebenes fahrzeug
DE102021207255A1 (de) * 2021-07-08 2023-01-12 Brose Antriebstechnik GmbH & Co. Kommanditgesellschaft, Berlin Antriebssystem für ein Elektrofahrrad mit Notlaufbetrieb und Steuerungsverfahren

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021112903A1 (de) * 2020-05-29 2021-12-02 Shimano Inc. Antriebseinheit für mit muskelkraft angetriebenes fahrzeug
DE102021207255A1 (de) * 2021-07-08 2023-01-12 Brose Antriebstechnik GmbH & Co. Kommanditgesellschaft, Berlin Antriebssystem für ein Elektrofahrrad mit Notlaufbetrieb und Steuerungsverfahren

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