Battery terminal for a two-wheeled vehicle having an electric drive unit

Abstract

The invention relates to a battery terminal (30) with an electric drive unit for two-wheelers, more particularly for e-bikes. The battery terminal (30) has a housing (31). A plug connection for the drive battery is located at the front side. A plug connector (36) for the drive unit and plug connectors (37a, 37b, 37c) for the small loads are located at the rear side. A voltage converter, which steps down the voltage of the drive battery to the supply voltage of the small loads, is mounted in the housing (31). The voltage converter has a heat sink (41) which extends to the outside through an opening (34) in the housing (31). Thus, the waste heat of the voltage converter is kept away from the drive unit and the drive battery.

Description

[Technical field]

[0001] The present invention relates to a battery terminal for two-wheeled vehicles having an electric drive unit, in particular E-Bikes, Pedelecs, electric bicycles, electric motorbikes, electric scooters, etc. The present invention also relates to an arrangement of electrical components of such two-wheeled vehicles. [Background technology]

[0002] The electrical energy for the electric drive unit comes from a relatively large drive battery with a relatively high voltage, for example 36V or 48V. In addition, smaller loads such as headlights, taillights, remote controls on the handlebars with displays, chargers for mobile phones, etc., must also be powered by the drive battery. These smaller loads usually operate at a lower voltage (usually 12V). Therefore, the smaller loads cannot be directly connected to the high-voltage drive battery. A voltage converter must be connected, which reduces the voltage of the drive battery to the supply voltage of the smaller loads.

[0003] In many cases, the voltage converter is installed in close proximity to the drive unit, i.e. the electric motor. In this case, an architecture is obtained in which the drive unit is a kind of distribution node to which all electrical loads are connected, i.e. both the electric motor and the smaller electrical loads. With the drive unit being a relatively large and heavy component and the number of smaller loads being low, this architecture is a proven and good solution, especially for e-bikes with a mid-motor layout. Therefore, the majority of pedelecs are built this way.

[0004] However, there is a trend towards smaller drive units for two-wheelers, especially e-bikes, and an ever-increasing number of additional electrical loads, including multi-function electrical circuits, heated grips, electrical locks, control units with large screens, etc. When the front or rear wheel is driven by a hub motor, it is simply not possible to connect small loads to the drive unit for power supply.

[0005] Instead of placing the voltage converter in the drive unit, architectures have existed for a long time in which the voltage converter is located in the drive battery together with the battery management system (BMS). This has the advantage that the drive unit (DU), including the electronic motor control unit, can be made smaller and more compact, since it no longer needs to include interfaces and connection plugs for small loads.

[0006] When the voltage converter is located in the traction battery, it is of course no longer possible to directly connect all the individual small loads individually to the traction battery. Instead, the distribution function is transferred to the wiring harness. This architecture is becoming widespread, especially for more powerful electric two-wheelers and electric motorcycles.

[0007] DC / DC converters naturally generate a relatively large amount of heat loss. It is therefore problematic to place a voltage converter, especially for higher power outputs, at the traction battery, since the battery cells react sensitively to higher temperatures, which in any case inevitably occur under heavy loads from the electric drive unit and / or under high charging currents when charging the battery. Another disadvantage of placing the voltage converter at the traction battery is that the wiring harnesses required for modular products such as e-bikes result in almost unmanageable differences due to different frame sizes, equipment variations, etc. Summary of the Invention [Problem to be solved by the invention]

[0008] The technical challenge is therefore to optimize the architecture of the electrical components of a two-wheeler with an electric drive unit, which on the one hand supports a greater number of small loads, and on the other hand allows for a simple, modular design while keeping the dimensions of the drive unit as compact as possible and the overall weight as low as possible. [Means for solving the problem]

[0009] This problem is solved by a battery terminal according to claim 1.

[0010] The battery terminal according to the invention has a housing with a plug connection for connecting the drive battery, a plug connector for an electric drive unit and several other plug connectors for small loads. A voltage converter, which reduces the voltage of the drive battery to the supply voltage of the small loads, is located on or in the housing of the battery terminal. The voltage converter is therefore located neither on the drive unit nor on the drive battery, but in the place where a discharge plug would normally be located.

[0011] The first advantage of the battery terminal according to the invention is that neither the electric drive unit nor the drive battery is loaded with waste heat from the voltage converter. The second advantage is that even in the battery terminal, which is physically separated from the drive battery, there is space for a large number of connectors or plug connectors for a large number of small loads. This eliminates the need for complex wire harnesses with many branches. They are replaced by simple, thin connecting cables that run from the small loads directly to the battery terminal.

[0012] The approach according to the invention is that the limited installation space for the drive unit or the drive battery is not used for the voltage converter, but instead the voltage converter is accommodated where there is sufficient space, i.e. between the drive unit and the drive battery. This results in a particularly good space saving and simplifies the design of the two-wheeler. The waste heat from the voltage converter also does not interfere in this respect and can be dissipated into the surrounding environment without any problems.

[0013] In principle, the battery terminal with integrated voltage converter can be installed anywhere on the two-wheeler. However, an embodiment is preferred in which the housing has a front side, where the plug connection for the traction battery is arranged, and a rear side, where the plug connector for the traction unit and the plug connector for the small loads are arranged. The plug connection for the traction battery can be a purely electrical connection or can also be designed simultaneously as a mechanical connection between the housing of the battery terminal and the traction battery or its housing. It is essential that the battery terminal is a separate module from the traction battery.

[0014] The voltage converter arranged on or preferably in the housing preferably has a heat sink for dissipating heat losses. Depending on the size and performance of the voltage converter, it may be sufficient for the waste heat from the heat sink to be dissipated to the outside through the wall of the housing. However, in a particularly advantageous embodiment, the heat sink of the voltage converter protrudes to the outside through an opening in the housing. As a result, an even larger amount of heat can be effectively dissipated.

[0015] As explained, the traction battery should not be further loaded with waste heat. The opening for the heat sink is therefore advantageously arranged on the rear side of the housing, i.e. on the side opposite the traction battery. The rear side of the housing can essentially be formed by a frame which surrounds the opening for the heat sink. As a result, the voltage converter is optimally cooled. The outwardly protruding heat sink does not interfere in this respect and is optimally positioned in the air flow. The plug connectors for the electric drive unit and / or the small loads are advantageously located on this frame. The centrally protruding heat sink thereby optimally utilizes the available overall length.

[0016] A drive battery for an electric two-wheeler is usually elongated in shape and has a cross-sectional shape that matches the outer shape of the frame, and therefore preferably the housing of the battery terminal is adapted to the cross-sectional shape of the drive battery so that the battery terminals appear as a single unit when the drive battery is connected.

[0017] The relatively heavy and usually elongated drive battery is often fixed to a mounting rail which can be attached to the frame of the motorcycle, for example by means of screws. Advantageously, the battery terminals are also mounted on this mounting rail or on correspondingly formed extensions. As a result, additional mounting means for attachment to the frame of the motorcycle are no longer necessary.

[0018] The housing of the battery terminal can be designed to form a form-fitting connection with the front side of the traction battery, so that the battery terminal acts like an extension of the traction battery and is very well integrated into the design of the two-wheeler. In addition, the battery terminal is also part of the fastening mechanism of the traction battery.

[0019] The stated technical problem is also solved by a device according to claim 11. The device according to the invention comprises all the electric components of the two-wheeler, i.e. an electric drive unit, a drive battery, a small load and a battery terminal arranged between the drive battery and the drive unit. A voltage converter, which steps down the voltage of the drive battery to the supply voltage of the small load, is arranged at or in the battery terminal.

[0020] Exemplary embodiments of the invention are described below with reference to the accompanying drawings. [Brief description of the drawings]

[0021] [Figure 1] FIG. 1 is a schematic diagram of the arrangement of electrical components of a motorcycle. [Figure 2a] 2 is a perspective view of a battery terminal equipped with a voltage converter according to the device of FIG. 1, as viewed obliquely from the front. [Figure 2b] FIG. 2b is a rear-side perspective view of the battery terminal of FIG. 2a. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] The schematic diagram of FIG. 1 shows an example of the electrical components of a Pedal Electric Cycle (Pedelec). The device includes a drive unit 10 consisting of a DC motor and associated power electronics. A drive battery 20 supplies energy to the drive unit 10. The drive unit 10 includes several battery cells and an electronic battery management system (BMS). These are accommodated together in a compact housing. The drive battery 20 is arranged on the frame of the pedelec at some distance from the drive unit 10. The drive unit 10 is designed, for example, as a mid-motor layout and is arranged directly on the crank of the bicycle as part of the bottom bracket. Meanwhile, the drive battery is, for example, removably fixed to the down tube of the frame.

[0023] The battery terminal 30 is arranged between the drive unit 10 and the drive battery 20. The voltage converter 40 is integrated into the battery terminal 30.

[0024] A number of small loads 50 , in this example a headlight 51 , a taillight 52 , a remote control 53 for controlling and monitoring the drive unit 10 , and further electronic circuitry 54 are electrically connected directly to the battery terminals 30 .

[0025] For example, traction battery 20 has a nominal voltage of 48 V. Voltage converter 40 is used to step down the voltage to the supply voltage of a small load 50, typically 12 V.

[0026] Details of the design of the battery terminal 30 are shown in Figures 2a and 2b.

[0027] The battery terminal 30 has a two-part housing 31 consisting of a trough-shaped lower part 32 and a screwed upper part in the form of a frame 33. The frame 33 essentially forms the rear side of the housing 31 and surrounds a large angular opening 34. A voltage converter 40 (not visible here) is located inside the housing 31. In Fig. 2a only the heat sink 41 of the voltage converter 40 can be seen. This protrudes from the opening 34 into the frame 33 and is in contact with the surrounding air.

[0028] A plug connection 35 is located on the lower part 32 of the rear side of the housing 31 and is used to establish an electrical contact with the electronics of the drive battery 20 (see FIG. 1) and also to mechanically connect the housing of the drive battery 20 to the battery terminal 30. There is also a plug connector 36 on the rear side (FIG. 2a) of the housing 31. Via this, the drive unit 10 (see FIG. 1) can be electrically connected to the drive battery 20. Further plug connectors 37a, 37b, 37c are used to electrically connect small loads 50 (see FIG. 1). A connection plug 38 is connected to a charging socket (not shown) for charging the drive battery 20. The plug connector 36, the further plug connectors 37a, 37b, 37c and the connection plug 38 are arranged at the ends of the housing 31 on the frame 33 so as to surround a centrally arranged heat sink 41.

[0029] The battery terminal 30 is located below a mounting rail 60 that can be screwed to the frame of the motorcycle. Dovetail-shaped fixing elements 61a, 61b are formed on the mounting rail 60, along which the driving battery 20 (not shown) can slide.

[0030] The outer shape of the housing 31 of the battery terminal 30 is adapted to the cross-sectional shape of the driving battery 20. A holder 70 for the driving battery and a locking device 71 having a key 72 are connected to the housing 31. [Explanation of symbols]

[0031] 10 Drive unit 20 Driving battery 30 Battery terminal 31 Housing 32 Lower part (housing) 33 Frame (housing) 34 Opening 35 Plug connection (driving battery) 36 Plug connector (drive unit) 37a, 37b, 37c Plug Connectors (Small Loads) 38 Connection plug 40 Voltage converter 41 Heat sink 50 Small Load 51 Headlight 52 Taillight 53 Remote Control 54 Electronic circuit 60 Mounting Rail 61a, 61b fixed elements 70 Holder (driving battery) 71 Locking device 72 keys

Claims

1. 1. A battery terminal for a two-wheeled vehicle having an electric drive unit, comprising: a housing (31) having a plug connection (35) for connecting a driving battery (20), a plug connector (36) for an electric drive unit (10), and plug connectors (37a, 37b, 37c) for a small load (50); a voltage converter (40) disposed on or within the housing (31), the voltage converter (40) reducing the voltage of the driving battery (20) to the supply voltage of the small load (50).

2. 2. The battery terminal according to claim 1, wherein the housing (31) has a front side on which a plug connection portion (35) for the drive battery (20) is arranged, and a rear side on which the plug connector (36) for the drive unit (10) and the plug connectors (37a, 37b, 37c) for the small load (50) are arranged.

3. 3. A battery terminal according to claim 1 or 2, wherein the voltage converter (40) has a heat sink (41) for dissipating heat losses.

4. 4. The battery terminal according to claim 3, wherein the heat sink (41) protrudes to the outside from an opening (34) of the housing (31).

5. 5. The battery terminal according to claim 4, wherein the opening (34) for the heat sink (41) is arranged on the rear side of the housing (31).

6. 6. A battery terminal according to claim 5, wherein the rear side of the housing (31) is substantially formed by a frame (33) surrounding the opening (34) for the heat sink (41).

7. 7. The battery terminal according to claim 6, wherein the plug connector (36, 37a, 37b, 37c) is arranged on the frame (33) around the heat sink (41).

8. 3. The battery terminal according to claim 1, wherein the outer shape of the housing (31) is adapted to the cross-sectional shape of the driving battery (20).

9. 3. A battery terminal according to claim 1 or 2, wherein the housing (31) is mounted on a mounting rail (60) that can be fixed to a frame of a motorcycle, and the mounting rail has fixing elements (61 a, 61 b) that detachably fix the driving battery (20).

10. 3. The battery terminal according to claim 1, wherein the housing (31) is designed to form a positive-fit connection with the driving battery (20).

11. 1. An arrangement of electrical components for a motorcycle, comprising: an electric drive unit (10), a drive battery (20), a small load (50), and the battery terminal (30) according to claim 1 or 2, wherein the battery terminal (30) is arranged between the drive battery and the drive unit, and a voltage converter (40) is integrated into the battery terminal (30).

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