DE102021116078A1 - Drive arrangement with two drive modules for a human-powered vehicle and vehicle with the drive arrangement - Google Patents

Abstract

A drive arrangement 5 for a human-powered vehicle 1, with a first drive module (7) for driving a first vehicle wheel (3) of the vehicle (1), with a generator module (6) for generating electrical energy for the at least one drive module (7) wherein the generator module (6) has a generator which can be driven by a vehicle user in a drive mode by pedaling power, wherein the generator module (6) has a pedal crankshaft (11) for transmitting the pedaling power from a pedal crank (10) to the generator , wherein the drive arrangement 5 has a second drive module 8 for driving a second vehicle wheel 4 of the vehicle 1, wherein the first and the second drive module 7, 8 can be supplied with electrical energy by the generator module 6 in the drive mode.

Description

The invention relates to a drive assembly for a vehicle having the features of the preamble of claim 1. The invention also relates to a vehicle having this drive assembly.

Electric bicycles are known which can be driven without a physical drive connection between the crank and the rear wheel. The driver uses the pedal cranks to drive a generator to generate electricity in order to supply electricity to a drive motor connected to the rear wheel. With such a drive system, the physical drive connection, such as a chain, toothed belt, cardan shaft, etc., can be omitted.

The pamphlet DE 196 00 698 A1 discloses a vehicle that can be operated with muscle power, in particular a bicycle. The bicycle has a generator drivable by a vehicle user to generate electricity, and at least one electric motor for driving the vehicle, which is connected to the generator for transmitting electric power.

It is an object of the present invention to reduce the tire sprung mass for a single wheel of the vehicle.

This object is achieved by a drive arrangement having the features of claim 1 and by a vehicle having the features of claim 9. Preferred or advantageous embodiments of the invention result from the dependent claims, the following description and the attached figures.

The subject matter of the invention is a drive arrangement which is designed and/or suitable for a human-powered vehicle. In particular, the vehicle is designed as an electric bicycle, also known as an e-bike.

In principle, the bicycle can have exactly two vehicle wheels. Alternatively, however, the vehicle can also have more than two, in particular precisely three or four, vehicle wheels.

The drive arrangement has a first drive module which is designed and/or suitable for driving a first vehicle wheel. In particular, the first drive module can be and/or is connected in terms of drive technology to at least or precisely the first vehicle wheel. The first drive module preferably has an electric motor, which converts electrical energy into a drive torque for the first vehicle wheel.

The drive arrangement has a generator module which is designed and/or suitable for generating electrical energy for the electric motor. The generator module is in particular designed separately from the drive module. For this purpose, the generator module has a generator that can be driven by a vehicle user in a drive mode by pedaling. In particular, the generator generates electrical power which results from the torques and speeds applied to the generator. Preferably, the vehicle user can vary the size of the electrical power depending on the pedaling force or pedaling frequency. Particularly preferably, the generator is not designed to operate as a drive motor and/or can run exclusively in generator mode. Alternatively, the generator can be operated by an electric motor, e.g. to bring the cranks into a certain position.

The generator module has a pedal crankshaft, which is designed and/or suitable for transmitting the pedaling force to the generator. In particular, a pedal crank is arranged at each end of the pedal crankshaft, via which the pedaling force is introduced into the pedal crankshaft. In particular, the pedal crankshaft is rotatably mounted in the generator module. The pedal crankshaft preferably defines a main axis of rotation of the generator module with its axis of rotation. The pedal crankshaft preferably runs continuously from one pedal crank to the other pedal crank.

Optionally, the generator module has a gear device for transferring the pedaling force to the generator, with the pedal crankshaft being geared to the generator via the gear device. In particular, the transmission device is used for stepping up (i<1), the speed at the generator being increased and the torque transmitted to the generator being reduced.

In the context of the invention, it is proposed that the drive arrangement has a second drive module which is designed and/or suitable for driving a second vehicle wheel. In particular, the second drive module can be and/or is connected in terms of drive technology to at least or precisely the second vehicle wheel. The second drive module preferably has a further electric motor, which converts electrical energy into a drive torque for the second vehicle wheel. The two drive modules are designed as two separate modules and/or separated from one another. In principle, both drive modules are integrated into the respectively associated driven vehicle wheel of the vehicle. Preferably, the one driven vehicle wheel is a rear wheel and the other driven vehicle wheel is formed as a front wheel of the vehicle. Alternatively, at least one of the two drive modules can also be arranged outside of the vehicle wheel and/or used as a central drive motor for one or more driven vehicle wheels, in particular a drive axle.

The first and the second drive module can be supplied with electrical energy by the generator in the drive mode and/or are supplied with electrical energy by the generator in the drive mode. The drive arrangement preferably has a control device which is designed to control the drive torques and/or drive speeds of the two drive modules as a function of the pedaling force and/or pedaling frequency. The two drive modules are preferably designed as two drive modules of the same construction and/or at least each have electric motors with the same motor design. In the drive mode, the two drive modules drive the respectively associated vehicle wheel, preferably with the same drive torque and/or with the same drive speed.

The advantage of the invention is that by using two drive modules, in contrast to a large drive machine, the tire-sprung mass for a single wheel can be reduced. Furthermore, the weight distribution of the vehicle can be improved, since the center of gravity of the vehicle is shifted significantly further to the center of the vehicle due to the arrangement of the two drive modules on the front and rear wheels.

In a specific embodiment, it is provided that the first and the second drive module are each designed as an electric wheel hub motor. In particular, to form a wheel hub drive, the two wheel hub motors are directly connected to the respective associated vehicle wheel, preferably a wheel hub of the respective vehicle wheel, and/or permanently mechanically coupled to it. In particular, one wheel hub motor is integrated into the front wheel and the other wheel hub motor is integrated into the rear wheel of the vehicle. By configuring the drive modules as wheel hub motors, a particularly compact and weight-reduced integration of the drive modules into the respective vehicle wheel can be implemented.

In a further embodiment, it is provided that the first and the second drive module are each designed as a two-speed geared motor. In particular, the two-speed geared motor has exactly two gears, with the two gears having a different translation. In particular, a first gear has a higher translation than a second gear. Alternatively or optionally, the first gear has a gear ratio of amount (i > 1), also called "reduction" or "speed down", and/or the second gear has a gear ratio of amount (i < 1), also called "speed up called, on. In particular, the first gear serves to provide a high drive torque at a low drive speed and/or the second gear to provide a high drive speed at a low drive torque.

For example, first gear can be engaged in a loaded condition, e.g., driving uphill, of the vehicle and second gear in an unloaded condition, e.g., normal driving, of the vehicle. Thanks to the two-speed gearbox, the range of applications for the two drive modules can be expanded in such a way that the entire power range required in drive operation can be covered. It can thus be used particularly small, light and therefore inexpensive electric motors.

In a further specification, it is provided that the two drive modules designed as two-speed geared motors each have a two-speed gearbox that can be shifted into first and second gear, which is designed and/or suitable for converting the drive torque of the respective electric motor to the respective associated vehicle wheel. In particular, the electric motor and the associated two-speed gearbox are arranged in a common housing. The electric motor is arranged on the input side and the associated vehicle wheel, in particular the wheel hub, on the output side of the two-speed transmission. The electric motor and the two-speed transmission are preferably arranged coaxially and/or concentrically with respect to a rotational axis of the respective electric motor and/or a wheel axle of the respective vehicle wheel. A particularly compact configuration of the drive modules is thus proposed, which can be integrated into the respective vehicle wheel in a particularly space-saving manner.

In a further development it is provided that the two-speed transmission of the first and second drive module each have an input shaft drivingly connected to the associated electric motor and an output shaft which can be and/or is connected to the associated vehicle wheel in terms of output technology. The input shaft preferably forms a transmission input of the two-speed transmission and can be and/or is coupled to the electric motor. The input shaft and a rotor shaft of the electric motor can be designed coaxially and/or in one piece. Alternatively, between the input shaft and an intermediate gear, a deflection gear or other gear components are arranged on the electric motor. The output shaft preferably forms a transmission output or an output of the two-speed transmission and is operatively connectable and/or operatively connected to the respectively associated vehicle wheel. Additional transmission components, such as a final transmission, an angle transmission or other transmission components, can optionally be arranged between the output shaft and the driven vehicle wheel.

According to this development, the two-speed transmission has a first and a second freewheel device. The freewheel device is also implemented in particular as an overrunning clutch. In particular, the freewheel device can assume a transmission state in a first transmission direction of rotation, with a drive torque being transmitted from the input of the freewheel device to the output of the freewheel device. Furthermore, the freewheel device can assume a freewheeling state, in which case no drive torque can be transmitted from the input of the freewheel device to the output and/or the input and output are decoupled from one another.

Furthermore, according to this development, a first torque path for transmitting a first drive torque with a first drive direction of rotation runs from the input shaft to the output shaft and a second torque path for transmitting a second drive torque with a second drive direction of rotation runs from the input shaft to the output shaft. The second driving direction of rotation is opposite to the first driving direction of rotation.

Furthermore, different translations and/or different gears are implemented in the first and the second torque path. For example, the first gear can be implemented via the first torque travel and the second gear can be implemented via the second torque travel. However, it is also possible for the first gear to run over the second torque travel and the second gear to run over the first torque travel. Provision is made for the first drive torque to be guided over the first torque path in the first drive direction of rotation and for the second drive torque to be guided over the second torque path in the second drive direction of rotation.

Furthermore, it is provided that the first freewheel device is arranged in the first torque path in such a way that it switches to the transmission state at the first drive torque with the first drive direction of rotation and at the second drive torque with the second drive direction of rotation into the freewheel state. The second freewheel device, on the other hand, is arranged in the second torque path in such a way that it is in the transmission state at the second drive torque in the second drive direction of rotation and in the freewheel state at the first drive torque in the first drive direction of rotation.

In other words, the torque paths can be selected as a function of the drive direction of rotation of the input shaft. If the input shaft rotates in the first drive direction of rotation, the drive torque is transmitted via the first torque path; if the input shaft rotates in the second drive direction of rotation, the drive torque is transmitted via the second torque path. Since different translations and/or different gears are shown for the two torque paths, the structural design of the two-speed transmission means that the gear selection can be selected, in particular controlled and/or activated, by the driving direction of rotation of the input shaft and thus by the driving direction of rotation of the electric motor. If the electric motor rotates in the first drive direction of rotation, the first torque path is selected; if the electric motor rotates in the opposite direction and/or in the second drive direction of rotation, the second torque path is selected.

This creates a user-friendly two-speed transmission that utilizes the fact that electric motors can be operated in both directions of rotation with virtually the same properties. Since the two-speed transmission is shifted between the two gears by reversing the direction of rotation, additional actuators can be dispensed with, so that the weight of the two drive modules and thus the tire-sprung mass of the vehicle wheels can be further reduced.

In a further specification, it is provided that a rotational direction reversing device is preferably arranged in precisely one of the torque paths. The direction of rotation reversal device is preferred, since otherwise the vehicle would be driven in one direction of travel for the first torque travel and in an opposite direction for the second torque travel.

In a possible specific embodiment, it is provided that the drive arrangement has an auxiliary shaft, with the second torque path running via the auxiliary shaft. The secondary shaft is in particular arranged offset parallel to the input shaft and/or the output shaft. The input shaft and the output shaft are preferably arranged coaxially with one another. It is thus possible for the first torque path to be coaxial with the input shaft and/or the output shaft is running and the second torque path is diverted via the secondary shaft.

In a first possible embodiment, the input shaft is mechanically connected to the auxiliary shaft via a two-stage spur gear stage. Due to the fact that the spur gear stage has two stages, a reversal of the direction of rotation is implemented, so that the two-stage spur gear stage forms the device for reversing the direction of rotation.

In an alternative, the input shaft is connected to the auxiliary shaft via a traction mechanism in terms of transmission technology, so that the direction of rotation reversal device is formed via the traction mechanism and/or the traction mechanism transmission connected thereto.

In a further alternative, the input shaft is non-rotatably connected to a ring gear and the secondary shaft is connected to a fixed gear. Because the fixed wheel meshes with an inner circumference of the ring gear, a reversal of the direction of rotation is also forced, so that the combination of ring gear and fixed wheel forms the device for reversing the direction of rotation.

In a further concrete implementation, it is provided that the two drive modules are shifted from one gear to the other at a time offset from one another during a shifting process in such a way that at least one of the two drive modules transmits the electric drive torque to the associated vehicle wheel during the shifting process. In other words, the switching processes of the two drive modules do not take place at the same time, but slightly offset in time. The shifting processes are preferably offset in time by at least the duration of a shifting process from first to second gear or from second to first gear. This ensures that during the shifting process the drive torque continues to be transmitted from one of the drive modules to the associated drive wheel when the drive torque of the other drive module is interrupted. In particular, a gearshift without an interruption in traction or a gearshift with a reduced interruption in traction (i.e. with partial compensation for the drop in traction) is implemented. In other words, a so-called “load shift” is implemented or can be implemented by the two drive modules.

In a further refinement, it is provided that the generator module is connected directly to the first and the second drive module in each case via an electrical line in order to provide the electrical energy. In particular, the electric motors of the two drive modules can thus be fed directly by the current generated by the generator. Alternatively or optionally in addition, the generator module for providing the electrical energy is connected indirectly to the first and the second drive module via an energy storage module. In particular, the energy storage module is designed as an accumulator, which is fed by the generator while driving and can also be charged from an external power source. In particular, the electric motors can thus be fed by the current stored in the energy storage module.

A further object of the invention relates to a vehicle with the drive arrangement as already described above. In particular, the vehicle is designed as a human-powered vehicle which is driven by an electric motor. In particular, the vehicle is characterized in that the electrical energy required for the electric motors of the two drive modules is at least partially generated by the driver using the generator module.

The vehicle is preferably designed as a bicycle, e.g. as a cargo bicycle. The vehicle can be designed as a single-track or multi-track vehicle. The vehicle is optionally designed as a low-floor vehicle. For example, the vehicle is designed as a small electric vehicle or micro electric vehicle or as an electric vehicle. In particular, this means vehicles with or without a seat or self-balancing vehicles with or without a seat. With two or more wheels, the vehicle is preferably designed as a bicycle, in particular as an electric bicycle, e.g. as a pedelec or as an e-bike. Alternatively, the vehicle can be designed as a multi-track bicycle, in particular with three or more wheels. For example, the vehicle can be a transport or cargo bike, in particular a motorized or electrically driven transport or cargo bike, in particular a three-wheel or four-wheel pedelec or a rickshaw, in particular with or without a roof, or a cabin scooter.

In a preferred embodiment it is provided that the vehicle has at least or exactly one front wheel and at least or exactly one rear wheel. The first drive module is drivingly connected to the front wheel and the second drive module is drivingly connected to the rear wheel. In particular, the first drive module is designed as a wheel hub motor integrated into the front wheel and the second drive module as a wheel hub motor integrated into the rear wheel.

Optionally, it can be provided that the vehicle as a multi-lane vehicle with three or more vehicle wheels has at least one additional wheel Has drive module, which is used to drive the other vehicle wheel. In particular, each vehicle wheel can be assigned a separate drive module, wherein all drive modules can be or are supplied with electrical energy directly or at least indirectly by the generator.

• 1 eine schematische Darstellung eines Fahrzeugs mit einer Antriebsanordnung als ein Ausführungsbeispiel der Erfindung;
• 2 eine schematische Darstellung eines Zweigang-Getriebemotors der Antriebsanordnung aus 1 als weiteres Ausführungsbeispiel der Erfindung.

Further features, advantages and effects of the invention result from the following description of a preferred exemplary embodiment of the invention and the attached figures. show:

• 1 a schematic representation of a vehicle with a drive arrangement as an embodiment of the invention;
• 2 a schematic representation of a two-speed gear motor of the drive assembly 1 as another embodiment of the invention.

1 shows a muscle-powered vehicle 1 in a highly simplified representation. The vehicle 1 is designed as a bicycle, which is essentially formed from a frame 2 and a front wheel 3 and a rear wheel 4 .

The vehicle 1 has a drive arrangement 5 which serves to drive the front wheel 3 and the rear wheel 4 . The front wheel 3 and the rear wheel 4 thus each form a driven vehicle wheel of the vehicle 1.

In order to reduce the tire-sprung mass for the front wheel 3 and the rear wheel 4 and to improve the weight distribution of the vehicle 1, it is provided that the drive arrangement 5 comprises a generator module 6, a first and a second drive module 7, 8 and optionally an energy storage module 9.

The generator module 6 is arranged in the area of the bottom bracket and can be driven by a vehicle user by pedaling power in order to generate electrical energy for the first and the second drive module 7 , 8 . For this purpose, the generator module 6 has two pedal cranks 10 arranged diametrically opposite one another, which are arranged at the end on a pedal crank shaft 11 and are rotated by pedaling force in order to generate electrical power in the generator module 6 .

The first and the second drive module 7, 8 are each designed as a wheel hub motor 12, with the first drive module 7 being integrated into the front wheel 3 and being drive-connected to it, and the second drive module 8 being integrated into the rear wheel 4 and being drive-connected to it . Thus, the large tire sprung mass of a single large in-wheel motor for a vehicle wheel can be distributed to the front wheel 3 and the rear wheel 4 by using the two in-wheel motors 12 . In addition, the center of gravity of the vehicle is shifted significantly further to the center of the vehicle.

The drive arrangement 5 has no mechanical drive connection between the pedal cranks 10 and the two driven vehicle wheels 7, 8. The generator module 6 is only electrically connected to the first and the second drive module 7, 8 and/or the energy storage module 9 via an electrical line 13, 14 in each case in order to provide the electrical energy required for the two drive modules 7, 8. As a result, the total mass of the vehicle 1 can be further reduced.

The two drive modules 7, 8 are each designed as a two-speed geared motor 15. For this purpose, the two drive modules 7, 8 each have an electric motor 16 and a two-speed gearbox 17, the electric motor 16 generating an electric drive torque which is translated via the two-speed gearbox 17 to the respective vehicle wheel 3, 4. The drive torque can be in the form of a main drive torque or an auxiliary drive torque for the vehicle 1 . Thus, instead of high-torque and correspondingly large electric motors, smaller, lighter electric motors 16 can be used, with the two-speed gearbox 17 being able to expand the area of application in such a way that the entire range of services is covered.

The two-speed transmission 17 has exactly one first and one second gear, with the first and second gear having a different translation. For example, driving may be in second gear in an unloaded condition and driving in first gear in a loaded condition, e.g., fully loaded, uphill and/or into a headwind, etc. The necessary higher drive torque can thus be made available in the first gear without the need for large and heavy electric motors.

In order to avoid an interruption in traction during the shifting process, it is proposed that the shifting processes of the two two-speed transmissions 17 should not be carried out simultaneously, but at different times. When shifting from first to second gear or from second to first gear, for example, the two-speed transmission 17 of the first drive module 7 is shifted first and then the two-speed transmission 17 of the second drive module 8 is shifted with a time offset, so that at least one of the two vehicle grades 3, 4 is driven during the shifting process or is acted upon by the drive torque. Thus, although a slight reduction in traction is noticeable for the period of the shifting process, it is not a complete interruption.

The electric motors 16 of the two drive modules 7 , 8 can be supplied directly by the electrical energy generated by the generator module 6 or indirectly by the electrical energy stored in the energy storage module 9 . The energy storage module 9 can be fed by the generator module 6 while driving and can also be charged from an external power source. Optionally, the electrical energy provided by the generator module 6 can be supplied to a consumer, e.g. As light, are made available.

the 2 1 shows, in a highly schematic block diagram, one of the two drive modules 7, 8 designed as a two-speed geared motor 15 as a further exemplary embodiment of the invention.

The two-speed geared motor 15 has an input shaft 18, the input shaft 18 forming a transmission input of the two-speed transmission 17 and being connected to the electric motor 16 in terms of transmission technology. In a simple constructive configuration, the input shaft 18 can be configured to be non-rotatable with a rotor shaft of the electric motor 16 .

The two-speed geared motor 15 has an output shaft 19 , the output shaft 19 forming a gear output of the two-speed gear 17 and an output of the two-speed geared motor 15 . The output shaft 19 is, for example, connected to a wheel hub, not shown, of the driven vehicle wheel 3, 4 in terms of transmission technology.

The two-speed transmission 17 has a first torque travel 100 and a second torque travel 200 . The drive torque can be transmitted from the electric motor 16 via the input shaft 18 to the output shaft 19 via the torque paths 100, 200.

A first freewheel device 20 is arranged in first torque path 100 . A second freewheel device 21 is arranged in the second torque path 200 . The freewheel devices 20, 21 can assume a transmission state, in which case a drive torque present at the input of the respective freewheel device 20, 21 is forwarded to an output of the respective freewheel device 20, 21 in the transmission state. The freewheeling devices 20, 21 can also assume a freewheeling state, in which case a drive torque is not passed on from the input to the output in the freewheeling state and/or the input and output are decoupled. While the transmission state is present in a first direction of rotation of the input of the respective freewheel device 20, 21, the freewheeling state is present in a second direction of rotation of the input, the second direction of rotation being opposite to the first direction of rotation. Optionally, the freewheel devices 20, 21 can assume an overrunning state, the overrunning state being present when the input rotates in the first direction of rotation, but the output has a higher speed than the input.

Furthermore, a direction of rotation reversing device 22 is arranged in the second torque path 200 , the direction of rotation reversing device 22 causing a reversal of the direction of rotation in the second torque path 200 . In the exemplary embodiment shown, the direction of rotation reversing device 22 is arranged in the direction of the torque flow in front of the second freewheel device 21 and in the second torque path 200 . However, it is also possible for the direction of rotation reversing device 22 to be arranged in series after the second freewheel device 21 . As an alternative to this, it is possible for the direction of rotation reversing device 22 to be arranged in the first torque path 100 , selectively in series before or after the first freewheel device 20 .

• Dreht der Elektromotor 16 in einer ersten Antriebsdrehrichtung bzw. die Eingangswelle 19 in einer ersten Antriebsdrehrichtung so läuft das erste Antriebsmoment über den ersten Momentenweg 100. Die erste Freilaufeinrichtung 20 ist ausgebildet, bei der ersten Antriebsdrehrichtung den Übertragungszustand einzunehmen, sodass das erste Antriebsmoment mit der ersten Antriebsdrehrichtung an die Ausgangswelle 19 übertragen wird. Verfolgt man dagegen den zweiten Momentenweg 200, so wird zunächst die Drehrichtung durch die Drehrichtungsumkehreinrichtung 22 umgedreht und liegt dann an der zweiten Freilaufeinrichtung 21 an. Die zweite Freilaufeinrichtung 21 ist ausgebildet, bei der umgedrehten ersten Antriebsdrehrichtung den Freilaufzustand einzunehmen, so dass das erste Antriebsmoment nicht zu der Ausgangswelle 19 übertragen wird.

The function of the two-speed geared motor 15 is as follows:

• If the electric motor 16 rotates in a first drive direction of rotation or the input shaft 19 in a first drive direction of rotation, the first drive torque runs over the first torque path 100. The first freewheel device 20 is designed to assume the transmission state in the first drive direction of rotation, so that the first drive torque with the first Driving direction of rotation is transmitted to the output shaft 19. If, on the other hand, the second torque path 200 is followed, the direction of rotation is first reversed by the direction of rotation reversing device 22 and then rests against the second freewheel device 21 . The second freewheel device 21 is designed to assume the freewheeling state when the first driving direction of rotation is reversed, so that the first driving torque is not transmitted to the output shaft 19 .

If, on the other hand, the electric motor 16 and/or the input shaft 18 rotates in the second drive direction of rotation, which is opposite to the first drive direction of rotation, the first freewheel device 20 will switch to the freewheel state, so that the second drive torque does not reach the off position via the first torque path 100 input shaft 19 can be transmitted. In contrast, the second driving direction of rotation is reversed on the second torque path 200 by the direction of rotation reversing device 22 and is then in contact with the second freewheel device 21 . This is designed to assume the transmission state when the second driving direction of rotation is turned, so that the second driving torque is transmitted to the output shaft 19 .

It should be emphasized that the first drive torque leads to the same direction of rotation of the output shaft 19 via the first torque path 100 as in the transmission of the second drive torque via the second torque path 200 to the output shaft 19.

In addition, it is provided that in the first torque path 100 and in the second torque path 200 different translations and/or different gears are realized, so that the first drive torque is translated over the first torque path 100 with a different translation than the second drive torque over the second torque path 200

The first and the second gear of the two-speed transmission 17 can thus be changed by reversing the direction of rotation of the input shaft 18 and/or the electric motor 16 . In an intermediate state (coasting operation), no drive torque is transmitted to the output shaft 19 . The switching process can thus be implemented by reversing the direction of rotation without an additional actuator, so that the additional weight for the actuator can be saved.

Reference List

1

vehicle

2

frame

3

front wheel

4

rear wheel

5

drive assembly

6

generator module

7

first drive module

8th

second drive module

9

energy storage module

10

crank

11

pedal crankshaft

12

wheel hub motor

13

first line

14

second line

15

Two-speed geared motor

16

electric motor

17

two-speed gearbox

18

input shaft

19

output shaft

20

first freewheel device

21

second freewheel device

22

Direction of rotation reversing device

100

first moment way

200

second moment path

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 19600698 A1 [0003]

Claims (10)

Drive arrangement (5) for a human-powered vehicle (1), with a first drive module (7) for driving a first vehicle wheel (3) of the vehicle (1), with a generator module (6) for generating electrical energy for the at least one drive module (7 ), wherein the generator module (6) has a generator which can be driven by a vehicle user in a drive mode by pedaling power, wherein the generator module (6) has a pedal crankshaft (11) for transmitting the pedaling force from a pedal crank (10) to the generator, characterized by a second drive module (8) for driving a second vehicle wheel (4) of the vehicle (1), wherein the first and the second drive module (7, 8) can be supplied with electrical energy by the generator module (6) during drive operation. Drive arrangement (5) after claim 1 , characterized in that the first and the second drive module (7, 8) are each designed as a wheel hub motor (12). Drive arrangement (5) after claim 1 or 2 , characterized in that the first and the second drive module (7, 8) is designed as a two-speed geared motor (15) with exactly two gears, the two gears having a different translation. Drive arrangement (5) after claim 3 , characterized in that the two-speed geared motor (15) has an electric motor (16) for generating an electric drive torque and a two-speed gear (17) that can be shifted into first and second gear for transmitting the electric drive torque to the associated vehicle wheel (3, 4th ) having. Drive arrangement (5) after claim 4 , characterized in that the two-speed gearbox (17) has an input shaft (18) which is drivingly connected to the electric motor (16) and an output shaft (19) which can be connected to the vehicle wheel (3, 4) in terms of output technology, as well as a first and a second freewheel device (20, 21). of the input shaft (18) to the output shaft (19), the second drive direction of rotation being opposite to the first drive direction of rotation, the first and the second torque path (100, 200) converting different transmission ratios and/or different gears, the first freewheel device (20) in the first torque path (100) is arranged such that this in which he first drive torque with the first drive direction of rotation is in a transmission state and with the second drive torque with the second drive direction of rotation in a freewheeling state, and wherein the second freewheel device (21) is arranged in the second torque path (200) in such a way that it is with the second drive torque with the second Drive direction of rotation is in a transmission state and at the first drive torque with the first drive direction of rotation in a freewheeling state. Drive arrangement (5) after claim 5 , characterized in that in one of the torque paths (100, 200) a direction of rotation reversing device (22) is arranged, so that the output shaft (19) has the same direction of rotation in both torque paths (100, 200). Drive arrangement (5) according to one of claims 3 until 6 , characterized in that the two drive modules (7, 8) designed as two-speed geared motors (15) are shifted from one gear to the other at a time offset from one another during a shifting process such that during the shifting process at least one of the two drive modules (7, 8) transmits the electric drive torque to the associated vehicle wheel (3, 4). Drive arrangement (5) according to one of the preceding claims, characterized in that the generator module (6) for providing the electrical energy via an electrical line (13, 14) directly to the first and the second drive module (7, 8) or indirectly via an energy storage module (9) is connected to the first and the second drive module (7, 8). Vehicle (1) with the drive arrangement (5) according to one of the preceding claims. Vehicle (1) after claim 9 , characterized by at least one front wheel (3) and at least one rear wheel (4), the first drive module (7) being drive-connected to the front wheel (3) and the second drive module (8) being drive-connected to the rear wheel (4).

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