338results about "Wheel based transmission" patented technology

The invention relates to a propulsion system (1) for a pedal vehicle. The propulsion system (1) comprises a power unit (1) allowing the power originating from a bottom-bracket axle (2) to be combined with the power from two motors (40, 50), a first deformable transmission element (23) allowing the transmission of power to the rear wheel (73) and a casing assembly (19) enclosing particularly the first deformable transmission element (23) and the power unit (1), with the exception of part of the bottom-bracket axle (2).

A human-electric hybrid powertrain with a continuously variable transmission achieved with the use of a bevel planetary gearset. Two electric motors are utilized to produce a hybrid powertrain with either a driveshaft, chain, or belt driveline. The electric motors combine to produce an infinitely variable range of gear ratios and power assistance to the operator.

A stator ring-internal gear assembly for a transmission device comprising a planetary gear of a wheel hub drive for a vehicle, the assembly may include a stator ring of an electrically operable electric motor device of the wheel hub drive for providing a motor torque and an internal gear of the transmission device for translating the provided motor torque into a net torque. The stator ring and the internal gear may be directly fixed to one another by positive connection in a non-rotatable and tension-resistant manner. The stator ring and the internal gear may form a mono-lithic unit.

The present invention provides a control device for human-powered vehicles that can suppress abnormal noises, and components for human-powered vehicles. [Solution] The control device for a human-powered vehicle includes a motor, a first gear to which torque is transmitted from the motor, and a second gear that meshes with the first gear, and comprises a control unit configured to control the motor, wherein the control unit is configured to control the motor in a first control state in which, when a predetermined first condition is met, a first torque is transmitted to the first gear to suppress abnormal noise caused by backlash between the first gear and the second gear.

An electric drive unit (50) is mechanically connected to the input element (62) of a reduction gear (60) for applying a drive force. An output element (40) is mechanically connected to an output element (62) of the reduction gear (60) via a freewheel (20) for outputting a torque. The freewheel (20) has at least one pivotable clamping element (21) with a clamping surface (22) whose curvature is adapted to the curvature of an inner circumferential surface (24) of an outer ring (26) of the freewheel (20). The clamping surface (22) restricts the pivoting of the clamping element (21) to a locked position in which the clamping surface (22) is aligned along the inner circumferential surface (24). The clamping element (21) is designed to transmit a locking torque when the clamping element (21) is pivoted into the locking position, and to slip when the output torque to be transmitted is greater than the locking torque.

The present invention allows a user to ride a bicycle while lying with his / her face down, thereby lowering the center of weight and improving the driving stability, increasing the velocity by reducing the air resistance during driving, and increasing the generation of thrust by easily transferring the force of the user to pedals, and comprises: a frame provided with a front wheel and a rear wheel such that the user can ride while lying with his / her face down; and an acceleration means installed on the rear wheel and generating power and acceleration according to pedaling.

The invention relates to a Gear Change Device (20) for a mobility device (1) comprising: a selection shaft (40) in which are disposed a shuttle (41) and a worm gear (21), the shuttle 41 comprising a cylindrical body (26) having, at its periphery, longitudinal channels (27) extending over its entire length and, at the center, a transverse channel (29) into which are inserted two transverse fins (35) of a tab (25) intended to retain a thrust means (33), a gear change actuator (70) arranged to move the shuttle (41) along the worm gear (21) between at least two positions, and to engage a selected ratio, at least two pawls (42) disposed at the level of the selection shaft (40).Each pawl (42) is associated with a lifting device (43) which is associated with the thrust means (33) allowing the pawl to be lifted via the shuttle (41), and the selected gear to be engaged via input and output gears. The shuttle (41) includes means (281, 282) for retaining the transverse fins (35) in the transverse channel (29). Figure to be published with the abbreviation: 9.

A method for attenuating interference in the measurement of an angle of sideways tilt of a motorized two-wheeled vehicle including an electronic control unit configured to compute an angle of sideways tilt of the vehicle from the measurements of a tilt sensor. The method includes: reception of the value of the speed of the vehicle measured by the speed-measuring module; reception of the number of revolutions per minute of the engine; computation of the ratio between the received speed value and the received number of revolutions per minute; comparison of the ratio between the received speed value and the number of revolutions per minute with an attenuation interval; if the ratio is outside the attenuation interval, computation of the tilt angle without attenuation; if the ratio is within the attenuation interval, computation of the tilt angle with attenuation.

A drive system for an electric bicycle is disclosed, which includes: a motor (200) providing a rotational force to a driving wheel; a battery (300) supplying power to the motor (200); and an alternator (400) providing a pedal reaction force to a driver, and converting kinetic energy of a pedal into electric energy, and supplying the electric energy to at least any one of the motor (200) and the battery (300), wherein the alternator (400) includes a housing (410), a crank shaft (420) installed to penetrate the housing (410), and having the petal installed therein, a gear unit (430) installed inside the housing (410), and speed-increasing or speed-decreasing the rotational force of the pedal, an alternation unit (440) installed inside the housing (410), and receiving the rotational force of the pedal speed-increased or speed-decreased by the gear unit (430), and generating the electric energy, an elastic member (460) installed between the housing (410) and the gear unit (430), and elastically supporting the housing (410) and the gear unit (430), and a frictional member (450) which is installed in the housing (410) to maintain a predetermined gap from the gear unit (430), and in which some components of the gear unit (430) contact by moving in an axial direction when a pedal effort larger than a limited reaction force which is a peak value of the pedal reaction force provided by the alternator (400) is input.

A bicycle hub assembly comprises a hub axle, a hub shell, and a sprocket support link. The sprocket support link includes a tubular section and a first tooth. The tubular section includes an outer peripheral surface and a mounting section, which is provided only radially inside the outer peripheral surface. The first tooth is designed to be attached to the mounting section of the tubular section. The first tooth comprises a first surface and a second surface. The first surface is designed to face a mounting section of a bicycle sprocket in one circumferential direction of the sprocket support link. The second surface is opposite the first surface in the circumferential direction. The second surface is designed to face the mounting section of the bicycle sprocket in the circumferential direction.

The invention provides a driving device and a vehicle including the same. The drive device is provided with a first torque transmission path and a second torque transmission path, so that torque can be transmitted from a drive source to a drive object through the first torque transmission path or the second torque transmission path alternatively, and when the sun gear is driven by the drive source to rotate in the circumferential direction, the sun gear is driven by the drive source to rotate in the circumferential direction. The first clutch unit is engaged and the second clutch unit is disengaged, so that the torque is transmitted to the driving object through the first torque transmission path, and the driving object rotates towards the other side in the circumferential direction; when the sun gear is driven by the driving source to rotate towards the other side in the circumferential direction, the first clutch unit is separated, the second clutch unit is connected, torque is transmitted to the driving object through the second torque transmission path, and the driving object rotates towards the other side in the circumferential direction. When the driving object rotates to one side in the circumferential direction, the second clutch unit is separated. Therefore, the vehicle can be backed by hand pushing.

The invention relates to a gearshift arrangement (6) for a bicycle, in particular a bicycle with an auxiliary motor. The gearshift arrangement (6) is specifically designed for a hub gear. The gearshift arrangement has a hollow main transmission shaft (12) on which a driver (26) is rotatably mounted. At least one planetary gear (29a) is provided, which has at least one gear component (27, 29) rotatably mounted on the main transmission shaft in the form of a planet carrier (27) or a sun gear (29). A clutch (30, 31) has a clutch element (30a, 31a) that is axially displaceable between an engaged and a disengaged switching state. In the engaged switching state, the gear component is rotationally fixed to the main transmission shaft and is freely rotatable relative to the transmission shaft in the disengaged switching state. An actuating element (13) is rotatably mounted in the main transmission shaft.A cam control (45a) connects the actuating element to the axially displaceable coupling element and converts a rotational movement of the actuating element into an axial displacement of the axially displaceable coupling element. The cam control has at least two switching fingers (22) spaced apart from each other in the direction of rotation of the actuating element. The coupling (30, 31) has an axially acting spring (41) that acts on the axially displaceable coupling element (30a, 31a) and moves the axially displaceable coupling element towards the axially stationary coupling element (30b, 31b) of the coupling.

A muscle-powered vehicle comprises a motor, a first gear to which torque is transmitted by the motor, and a second gear that meshes with the first gear. A control device for the muscle-powered vehicle includes a control unit configured to control the motor. In a case where a predetermined first condition is met, the control unit is configured to control the motor in a first control state in which a first torque is transmitted to the first gear to reduce noise caused by backlash between the first and second gears.

The invention relates to a driving device for an electric bicycle and an assembly for a driving device for an electric bicycle. In at least one embodiment, the drive device (100) comprises a planetary gearbox (2) having a planet carrier (20) which is mounted rotatably about an axis of rotation (A) by means of a radial bearing (4) and an axial bearing (5).

The utility model relates to a hub motor concentric shaft gear reduction transmission system of a motor A ADV electric motorcycle, which aims to solve the problems of large power output noise, insufficient power and complex structure of the existing electric motorcycle, and comprises a motor assembly, a tubular transmission shaft and a gear box. A motor main shaft is a long shaft body, a transmission shaft is installed on the outer side of the motor main shaft through a plurality of bearings, coaxial arrangement is guaranteed, and an adapter disc used for installing a hub is fixed to the transmission shaft. The gear box is located between the adapter disc and the motor assembly, a reduction gear assembly comprising a first-stage reduction gear, a second-stage reduction gear (a large gear and a small gear) and a third-stage reduction gear is arranged in the gear box, and efficient power transmission is achieved. In addition, the system is further provided with a damping device and a brake assembly, and the driving stability and safety are improved; according to the design, compact space layout is achieved, the structural strength is enhanced, the power loading capacity is improved, and the electric motorcycle is suitable for electric motorcycles and other types of electric vehicles and has wide application prospects and popularization value.

A pedally propelled vehicle drive train (1) comprising; - a crankshaft (3) - a multi-speed gear system (4) with gear input and output shafts (4a, 4b). - an electric motor (5) with a motor output shaft (5a), wherein the motor output shaft (5a) is arranged perpendicular to the crankshaft (3) and the gear input and output shafts (4a, 4b).

The invention relates to a contactless drive device for a wheel of a rolling vehicle, comprising: a primary unit (3) fixed to the vehicle and having at least one magnetic pole, and a secondary unit (2) fixed to the wheel and having at least one part made of a material: having an electrical conductivity greater than 10⁵ Siemens / meter and preferably greater than 10⁶ Siemens / meter, and a relative magnetic permeability less than 100 and preferably less than 10, wherein the primary and secondary units face each other at least temporarily during one wheel rotation. Figure to be published with the abstract: Fig. 14

The utility model discloses a hub motor and a power-assisted bicycle using the same, belongs to the technical field of motors, and solves the problems of large size and heavy weight of the existing hub motor. A hub motor is used for a power-assisted bicycle and comprises an outer shell, a motor assembly, a speed reducer and a one-way clutch, the motor assembly, the speed reducer and the one-way clutch are arranged in the outer shell, the motor assembly is connected with the speed reducer, the speed reducer is connected with the one-way clutch, and the outer shell is connected with a hub of the power-assisted bicycle; during use, the motor assembly transmits power to the speed reducer and the one-way clutch in sequence, the one-way clutch transmits the power to the outer shell, and the outer shell drives a hub of the power-assisted bicycle to rotate. According to the hub motor, the motor assembly, the speed reducer and the one-way clutch in the hub motor are assembled in sequence, so that the size of the hub motor is reduced, the weight of the hub motor is reduced, the hub motor is lighter under the condition that the power of a power-assisted bicycle is not changed, and the whole machine is lighter.

Bottom bracket housing (1) for a bicycle (4) driven exclusively by muscle power via pedals (2) on a bottom bracket shaft (3), comprising a first housing area (6) for receiving the bottom bracket shaft (3) and a bottom bracket gearbox (5) connected to a drive wheel and a second housing area (7) for receiving a power supply for an electrical switching actuator for realizing different gear ratios in the bottom bracket gearbox (5), characterized in that the power supply comprises at least one energy storage device (8) with charging electronics (9) and a generator (10) for recuperation.

A crankset (10) comprises a fixed ring gear (12) and a moving ring gear (14) defining a main axis of rotation (x), two crank arms (16, 18) with proximal ends (16b, 18b) coupled to the ring gears (12, 14) and rotatable with respect thereto, and distal ends (16a, 18a) defining a circumference (C). The crank arms (16, 18) are rotatable at a first rotational speed (w1) in at least a first arc (A1) of the circumference (C). Additional relative rotation means (24) are configured to rotate at least one crank arm (16, 18) at a second rotational speed (w2), greater than the first (w1), in at least a second arc (A2), different from the first (A1), in such a manner that the crank arm forms with the other crank arm an obtuse angle (α) in the direction of rotation of the crank arms when the distal end (16b, 18b) of the other crank arm is at a vertical minimum point (I) of the circumference (C).

The invention relates to the technical field of power-assisted bicycles, and discloses a power assembly for a power-assisted bicycle and the power-assisted bicycle. The powertrain includes an epicyclic gear train including a first gear element, a second gear element, and a third gear element; the middle shaft is coupled with a pedal of the power-assisted bicycle; the first motor is coupled with the epicyclic gear train through a first gear element; the second motor and the middle shaft are coupled and connected with the epicyclic gear train through a second gear element; an output crankset coupled with the epicyclic gear train through a third gear element; the detection module is connected with the first motor and used for detecting working electrical parameters of the first motor; the control module is connected with the detection module and the second motor and used for controlling a three-phase winding of the second motor to be short-circuited and increasing the rotation resistance of the second motor under the condition that the working electrical parameters of the first motor are not matched with the preset rotation parameters of the first motor, so that the treading resistance of the pedal is increased, and the purpose of preventing a user from missing steps is achieved. And the riding experience of the rider is improved.

To provide a drive unit system for human power-driven vehicles, a hub for human power-driven vehicles, and a drive unit for human power-driven vehicles capable of preferably transmitting power.SOLUTION: A drive unit system includes an input rotation shaft, a first rotation body, a second rotation body, a transmission body, an electric motor that generates electric power with drive power transmitted from the second rotation body, and a first switch mechanism. The first switch mechanism can switch transmitting conditions of the drive power between a first transmitting condition and a second transmitting condition. The first transmitting condition is a condition where, when the first rotation body rotates in a first rotating direction for the purpose of moving a human power-driven vehicle in a first direction, the transmission body can move in a first moving direction. The second transmitting condition is a condition where, when wheels rotate in a first wheels rotating direction for the purpose of moving the human power-driven vehicle in the first direction, the transmission body can move in a second moving direction opposite to the first moving direction.SELECTED DRAWING: Figure 2

The disclosure relates to a bicycle transmission system comprising a first planetary gear (100) configured to transmit torque according to an overdrive ratio between a first rotary input element (102) and a first rotary output element (104); and a second planetary gear (200) configured to transmit torque according to an underdrive ratio between a second rotary input element (204) and a second rotary output element (202). The first (102) and the second (204) rotary input elements are fixed to one another in a rotationally fixed manner, and the first (104) and the second (202) rotary output elements are fixed to one another in a rotationally fixed manner.The bicycle transmission system comprises a coupling mechanism (11, 12) which is arranged for selectively coupling at least one further rotating element (101, 201) with a stationary part (10) for selectively transmitting torque via the first planetary gear (100) or via the second planetary gear (200).

The application discloses a power transmission mechanism and a hub motor applying the same, and belongs to the technical field of bicycles, and solves the problems of large volume, insufficient light weight and low reduction ratio of the existing transmission mechanism. The power transmission mechanism is applied to a hub motor and comprises a motor assembly and a planetary reducer connected with the motor assembly. The motor assembly comprises a shell body, a stator unit and a rotor unit. The stator unit and the rotor unit are arranged in the shell body. The shell body is connected with the planetary reducer. The planetary reducer has an input end and an output end. The input end is connected with the rotor unit. The output end is connected with a clutch in the hub motor. The rotor unit of the application transmits power to the input end. The output end transmits power to the clutch in the hub motor. The planetary reducer improves the reduction ratio through two-stage reduction, so that the adaptability of the planetary reducer is improved when the planetary reducer is applied to the hub motor.

A vehicle may include a pedal assembly, a motor assembly, and a drive unit that may be used to allow selective usage of one or both of the pedal assembly and the motor assembly to convey power to a driven wheel of the vehicle. The drive unit can include a gearbox that may enclose components which form at least part of a first power path between the pedal assembly and the driven wheel and a second power path between the motor assembly and the driven wheel. The first and second power paths can converge at a component within the gearbox. One-way bearings at points in the first and second power paths prior to the convergence of the power paths can inhibit or prevent the pedal assembly from being affected by operation of the motor assembly, and vice versa.

Various electric mid-drive units are disclosed herein. The electric middle drive unit may be configured to drive a vehicle (e.g., a bicycle) having one or more cranks and driven wheels. The electric middle drive unit may include an electric motor, a decelerator, a gearbox (which may include one or more gears), a first one-way bearing, and a second one-way bearing. The first one-way bearing can enable power of the motor to be transmitted to the driven wheel. The second one-way bearing can enable the power of one or more cranks to be transmitted to the driven wheel. The decelerator may reduce the rotational speed output of the electric motor, which may be transmitted to the driven wheel. The electric mid-drive unit may enable a user to propel the vehicle with one or more cranks, with an electric motor, and / or with one or more cranks and an electric motor simultaneously.

A transmission device for an electric bicycle, comprising a driving motor (1), a first worm (2), a first worm gear (3), a second worm (4), a second worm gear (5), and a crankshaft (6), wherein the driving motor (1) is provided with a transmission shaft (11); the first worm (2) is coaxially connected to the transmission shaft (11); the first worm gear (3) and the first worm (2) mesh with each other; the second worm (4) is coaxially connected to the first worm gear (3); the second worm gear (5) and the second worm (4) mesh with each other; the crankshaft (6) is connected to the second worm gear (5). The transmission device does not have a complex and bulky multi-stage gear mechanism, so that the overall size can be reduced, and the transmission device can be mounted in a limited internal space of the electric bicycle.

The invention relates to a driving device for an electric bicycle and an assembly for an electric bicycle. In at least one embodiment, the drive device (100) has a planetary gearbox with a planet carrier (20) and a bevel gear stage (3) with a first bevel gear (30). The planet carrier and the first bevel gear are coupled together in a rotationally fixed manner. The planet carrier and the first bevel gear are rotatably mounted by means of a radial bearing (4) about an axis of rotation (A). The radial bearing is supported by the planet carrier.