Electric vehicle drive unit

Abstract

a first intermediate gear mechanism (30) for connecting the pedal mechanism (10) to the generator (20) so that the generator (20) rotates about a second axis (B); an electric motor (40) configured to rotate about a third axis (C) in a rotational direction opposite to that of the generator (20), the rotation of the electric motor (40) being mechanically independent from the pedal mechanism (10); an output gear (50); a second intermediate gear mechanism (60) for transmitting the rotation of the electric motor (40) to the output gear (50) so that the output gear (50) rotates in the first direction; and a control unit for controlling the electric motor (20).

Description

[Technical Field]

[0001] The present invention relates to a drive unit with an electric motor and a generator for an electric vehicle such as an electric bicycle or electric motorcycle. [Background technology]

[0002] The conventional solution for a self-powered electric bicycle (i.e., capable of supplying itself with power) is a bicycle with a battery, a generator connected to the pedals, and an electric motor located on the rear wheel axle to drive the wheel. However, this configuration has the problem that placing the electric motor on the rear wheel negatively impacts the vehicle dynamics, especially when the bicycle has rear suspension, as the electric motor increases the vehicle's unsprung mass.

[0003] Another known solution is to mount the electric motor on the bicycle frame rather than on the rear wheel axle. In this configuration, the electric motor is usually located relatively close to the rear wheel and connected to it by a chain, and the electric motor is generally arranged to rotate in the same direction as the wheel and pedal crank. If the bicycle has a suspension mechanism configured as a swing arm, a known solution is to mount the motor on the axle to which the swing arm is articulated.

[0004] However, none of the known solutions consider the problem of compensating for rotational inertia resulting from the presence of multiple masses rotating about multiple axles. These rotating masses can generate undesirable vibrations that can lead to traction / drive mechanism failure. Furthermore, the effect of the rotating masses can also contribute to an increase in the vehicle's resistance to steering. This problem becomes even more severe as the power output of electric motors increases, as larger generators and motors may be required, thus increasing the rotating masses of the entire device.

[0005] Therefore, there is room for technical improvement regarding mechanisms for driving electric bicycles that include a generator and an electric motor. Summary of the Invention [Problem to be solved by the invention]

[0006] The present invention addresses the problem of providing vibration compensation while reducing the vehicle's resistance to steering by improving the mass distribution and rotational inertia compensation of an electric vehicle (e.g., motorcycle or bicycle) equipped with a generator and an electric motor. This problem is solved by a drive unit as claimed in claim 1. Preferred embodiments of the invention are defined in the accompanying claims. [Means for solving the problem]

[0007] A first aspect of the present invention relates to a drive unit for an electric bicycle or motorcycle, the drive unit comprising a pedal mechanism, a generator, a first intermediate gear mechanism, an electric motor, an output gear, a second intermediate gear mechanism, and a control unit.

[0008] The pedal mechanism is configured to rotate in a first rotational direction about a first axis based on mechanical input energy provided by a user of the electric bike (e.g., by pedaling). The pedal mechanism includes two pedals, two pedal cranks, and a pedal gear, the pedal gear configured to rotate in the first rotational direction about said first axis. The generator is configured to be connected (or connectable to) a battery, preferably an external battery (i.e., a battery external to the drive unit, which does not need to be part of the drive unit).

[0009] The first intermediate gear mechanism is configured to connect the pedal mechanism (e.g., a pedal gear of the pedal mechanism) to the generator and is further configured to transfer mechanical input energy of the pedal mechanism to the generator, thereby generating electrical power by rotating about the second axis in the first rotational direction or in a second rotational direction opposite to the first rotational direction (e.g., the first direction is clockwise and the second direction is counterclockwise when viewed from the right side of the drive unit). In a preferred embodiment, the pedal mechanism and the generator may be configured to rotate in counter directions such that their respective rotational inertias at least partially compensate each other.

[0010] The energy input block / mechanism is provided by a combination of a pedal mechanism, a first intermediate gear mechanism, and a generator.

[0011] The electric motor is configured to rotate around a third axis in a rotational direction opposite to that of the generator (i.e., the first rotational direction or the second rotational direction) based on electric energy supplied by an external battery, and the rotation of the electric motor is mechanically independent from the rotation of the pedal mechanism. Thus, there is no mechanical connection between the rotation of the electric motor and the rotation of the pedal mechanism. Preferably, the electric motor may be configured to rotate in the same rotational direction as the pedal mechanism, which in a preferred embodiment corresponds to the first rotational direction.

[0012] The output gear is configured to be connectable to at least one wheel of the electric bike / motorcycle (i.e., to at least one drive / traction wheel; preferably at least a rear drive / traction wheel) via an external transmission mechanism. The external transmission mechanism (e.g., a transmission chain / belt, etc.) may be configured to connect the output gear to at least one drive wheel of the vehicle (e.g., to a sprocket / pinion disposed on the at least one drive wheel) to move the electric bike forward or backward along the direction of travel.

[0013] The sprocket / pinion may be a fixed sprocket / pinion, i.e., a sprocket configured to rotate with the drive wheel, such that, depending on the direction of rotation of the electric motor, the fixed sprocket can move the vehicle forward or backward along the direction of travel. This feature is broadly applicable to all embodiments of the present invention. Thus, the electric motor may be configured (e.g., upon receiving a command from a control unit) to temporarily reverse its direction of rotation (e.g., temporarily change from a first rotational direction to a second rotational direction, or vice versa) to move the vehicle backward as needed; this advantageous feature is achieved by an electric motor and generator that are mechanically independent of the pedal mechanism, in combination with an external transmission mechanism connecting the output gear to a fixed sprocket disposed on the vehicle's traction wheel. This is an optional (auxiliary) feature that provides the drive unit with the ability to temporarily drive the electric vehicle backward as needed.

[0014] The direction of travel is the direction in which the vehicle moves forward (or backward), and typically (e.g., when the vehicle is traveling along a straight line) is approximately aligned with the longitudinal direction of the vehicle (i.e., the direction extending lengthwise from the rear of the vehicle to the front of the vehicle, which longitudinal direction is approximately parallel to the ground on which the vehicle is placed).

[0015] The second intermediate gear mechanism is configured to transmit the rotation of the electric motor to the output gear so that the output gear rotates in a first direction (e.g., to move the vehicle forward). Furthermore, the second intermediate gear mechanism may be configured so that when the electric motor reverses its direction of rotation (e.g., temporarily) (e.g., as part of an auxiliary function that provides the electric vehicle with reverse capability, i.e., as a reverse gear), the second intermediate gear mechanism also reverses the direction of rotation of the output gear, thereby allowing the output gear to temporarily rotate in a second rotational direction. Thus, the second intermediate gear mechanism may be configured to transmit the rotation of the electric motor to the output gear so that the output gear always rotates in the same direction as the electric motor (e.g., when the electric motor is configured to primarily rotate in the first rotational direction and temporarily / auxiliarily rotate in the second rotational direction), or so that the output gear always rotates in a direction opposite to the rotation of the electric motor (e.g., when the electric motor is configured to primarily rotate in the second rotational direction and temporarily / auxiliarily rotate in the first rotational direction).

[0016] The energy output block / mechanism is provided by the combination of an electric motor, a second intermediate gear mechanism, and an output gear.

[0017] The control unit is configured to control the rotation (e.g., speed and / or direction) of the electric motor. The control unit may be configured to control the rotation of the electric motor based on a predetermined set of instructions and / or based on commands (e.g., real-time commands) provided by a user of the vehicle. In some embodiments, the control unit may be configured to control the rotation of the electric motor and also to control the level of resistance (e.g., mechanical resistance) provided by the generator. Thus, the control unit can adjust the resistance provided by the generator based on a predetermined set of parameters and / or based on commands (e.g., real-time commands) provided by a user of the vehicle.

[0018] The control unit may be configured to know the relative positions between the rotating masses of the drive unit, the geometric configuration (e.g., their respective shapes) of each rotating mass, and the values ​​of each rotating mass (e.g., mass of the pedal mechanism, the generator, the first intermediate gear mechanism, the electric motor, the second intermediate gear mechanism), since these masses are constant as a design value of the drive unit. Furthermore, the control unit may be configured to receive real-time data on the specific rotational speed of each rotating mass (e.g., by providing a sensor configured to detect the rotational speed / velocity of each rotating mass). Thus, the control unit may be configured to calculate the rotational inertia of each rotating mass (based on the mass, geometric configuration, and rotational speed of each mass), and may be further configured to determine a range of rotational speeds of the electric motor to compensate for vibrations and / or reduce resistance to steering of a vehicle equipped with the drive unit (based on the calculated rotational inertia and information about the relative positions, e.g., distances, e.g., the distance between the axes about which each rotating mass rotates), respectively. The control unit may thus be configured to at least partially compensate for the rotational inertia of the remaining rotating masses of the drive unit, for example by controlling the rotational speed of the electric motor when rotating in a first direction, to reduce vibrations of the drive unit and / or improve the steering performance of a vehicle in which the drive unit is installed.

[0019] It should be noted that all technical features described with respect to the control unit apply transversely to all embodiments of the drive unit.

[0020] In some embodiments, the drive unit may comprise at least one housing (e.g., a rigid housing) configured to house the generator, the first intermediate gear mechanism, the electric motor, and the second intermediate gear mechanism. Optionally, the pedal gear and / or the output gear may also be housed within the housing. This configuration is particularly advantageous, as it allows the drive unit to be configured as a monolithic element (i.e., the housing may contain elements of the drive unit) that internally / integrally compensates for its rotational inertia. In preferred embodiments, arranging the output gear outside the housing provides direct / full access to the external transmission for maintenance.

[0021] In a preferred embodiment, the first, second, and third axes may be parallel to each other and perpendicular to the longitudinal direction of the vehicle (which is the longitudinal direction of the drive unit). The second axis may be disposed between the first and third axes along the direction of travel of the electric bike (i.e., along the longitudinal direction of the vehicle). Preferably, the first axis may be disposed at a rear position along the longitudinal direction, and the third axis may be disposed at a front position along the same longitudinal direction. In some embodiments, the second axis may be disposed closer to the third axis than to the first axis along the direction of travel (i.e., along the longitudinal direction) of the electric vehicle (e.g., motorcycle / bicycle or motorcycle).

[0022] The second axis may be arranged at a lower vertical position than the first axis and the third axis in the vertical direction of the electric motorcycle. Thus, the second axis may be positioned vertically below the position of the first axis and below the position of the third axis. This vertical direction is relative to the vehicle (i.e., relative to the drive unit) and is substantially perpendicular to the longitudinal direction. Preferably, the first axis may be arranged at a lower vertical position than the third axis in the vertical direction of the electric motorcycle.

[0023] According to the above-described arrangement defined for the second and third axes, the electric motor may be disposed in front of (longitudinal) and above (vertical) the drive unit, and the generator may be disposed in front of and below / below the drive unit. It should be noted that while the electric motor and generator may be disposed in front of the drive unit, the electric motor may be disposed further forward (longitudinal) than the generator. This configuration achieves the technical synergistic effects of significantly reducing vibrations in the drive unit (due to the counter-rotation of the electric motor and generator, resulting in partial inertia compensation between the rotating masses of the electric motor and the generator) and improving cooling of the hotter elements, the electric motor and the generator (due to their exposure to frontal airflow caused by the forward movement of the vehicle). This synergistically improves the reliability of the drive unit. This is applicable to embodiments in which the drive unit comprises one or more housings that house the above-defined drive unit elements.

[0024] In a preferred embodiment, the first intermediate gear mechanism and / or the second intermediate gear mechanism may be disposed between the first shaft and the third shaft along the longitudinal direction of the vehicle, and may be disposed at a higher vertical position (i.e., a higher vertical position) of the electric motorcycle than the second shaft.

[0025] The first and / or second intermediate gear mechanisms may each include at least one gear. In some embodiments, the at least one gear of the first intermediate gear mechanism may be configured to rotate about a fourth axis, preferably in a second rotational direction (the at least one wheel may be configured to engage a pedal gear of the pedal mechanism such that the at least one wheel rotates in a rotational direction opposite / reverse to the rotational direction of the pedal mechanism, i.e., the first rotational direction). The fourth axis may be longitudinally disposed between the first and second axes (e.g., the fifth axis may be parallel to the first and second axes). Preferably, the fourth axis may be vertically disposed at a higher vertical position than the first and second axes; and / or the vertical distance between the second and fourth axes may be configured to be substantially equal (within a predetermined tolerance) to the vertical distance between the second and third axes.

[0026] In some embodiments, the second, third, and fourth axes may be arranged to form, within a certain tolerance, a substantially equilateral triangle (i.e., all three axes may be arranged parallel to one another to form a triangular prism with each side corresponding to one of the axes), which improves compensation for rotational inertia and reduces undesired vibrations of the drive unit.

[0027] Furthermore, at least one gear of the second intermediate gear mechanism may be configured to rotate in the second rotational direction around the same axis (i.e., the fourth axis) or around a different axis (e.g., the fifth axis). The fifth axis may be disposed between the second axis and the fourth axis along the longitudinal direction of the drive unit (e.g., the fifth axis may be disposed parallel to the second axis and the fourth axis). Preferably, the fifth axis may be disposed at a higher vertical position than the first axis and the second axis; and / or the vertical distance between the second axis and the fifth axis may be configured to be approximately equal (within a predetermined tolerance) to the vertical distance between the first axis and the fifth axis. This contributes to reducing undesirable vibrations of the drive unit. In some compatible embodiments, the vertical distance between the first axis A and the second axis B is approximately equal to the vertical distance between the third axis C and the fourth axis D. Preferably, the second, third, and fourth axes may be arranged such that each axis is configured as a vertex of a substantially equilateral triangle (e.g., within a 5% tolerance) (i.e., all three axes may be arranged parallel to one another to form a triangular prism with each side corresponding to one of the axes).

[0028] The first intermediate gear mechanism may comprise a planetary gear mechanism, and at least one gear of the second intermediate gear mechanism configured to rotate in the second rotational direction may be an integral part of the planetary gear mechanism. The planetary gear mechanism may comprise a stationary ring gear, a sun gear, two or more planet gears (preferably three or four), and a planet carrier, the planet carrier being connected to the pedal gear and capable of receiving mechanical input energy, such that when the pedal gear rotates in the first rotational direction, the planet carrier rotates in the second rotational direction (e.g., about a fourth axis), causing one or more planets (i.e., planet gears) to rotate the sun gear in the second rotational direction.

[0029] Thus, in embodiments of the drive unit in which the first intermediate gear mechanism is configured to transfer mechanical input energy of the pedal mechanism to the generator to rotate said generator in a second rotational direction about a second axis (e.g., when the electric motor is configured to rotate in a first rotational direction), the first intermediate gear mechanism may comprise a reversing gear configured to transfer rotation of the sun gear to the generator such that the reversing gear rotates in the first rotational direction and the generator rotates in the second rotational direction. Preferably, the first intermediate gear mechanism may further comprise a first main gear configured to rotate integrally with (i.e., together with) the sun gear and configured to have a larger diameter than the sun gear, wherein the reversing gear may be connected to (e.g., engaged with) the first main gear to transfer rotation of the sun gear to the generator. The first main gear may preferably be configured to rotate about the same axis as the sun gear (e.g., about the fourth axis), such that all masses of the first intermediate gear mechanism, except for the first reversing gear, rotate about the central axis of the planetary gear mechanism (e.g., the fourth axis).

[0030] The reversing gear of the first intermediate gear mechanism may be configured to have a diameter smaller than that of the first main gear. In a preferred embodiment, the reversing gear may have a diameter equal to or greater than the diameter of each planetary gear. Thus, the rotating mass of the first reversing gear may be very small compared to the rotating mass of the rest of the first intermediate gear mechanism.

[0031] The first intermediate gear mechanism may further comprise a planet carrier auxiliary gear, which is configured to rotate integrally with the planet carrier such that the planet carrier can be connected to the pedal mechanism by the connection between the pedal gear and the planet carrier auxiliary gear. Preferably, the gear ratio between the pedal gear and the planet carrier auxiliary gear is configured such that the angular speed of the planet carrier is greater than the angular speed of the pedal gear. Furthermore, the gear ratio between the planetary gear mechanism and the reversing gear 35 may be configured to increase the angular velocity of the pedal mechanism before it is transmitted to the generator.

[0032] The first intermediate gear mechanism may be configured such that when the pedal gear rotates in a first direction at 50-70 rpm (preferably 60 rpm), the generator rotates at its optimum rotational speed (in the second direction or the first direction, depending on the embodiment) within a predetermined tolerance. Since the optimum rotational speed of the generator is a configuration parameter of the generator, the first intermediate gear mechanism may be configured to have a gear ratio suitable for converting the rotational speed of the pedal gear to meet the optimum rotational speed of the generator of the drive unit.

[0033] The second intermediate gear mechanism may include a first intermediate gear connected to the electric motor (e.g., engaged with a motor gear that rotates integrally with the shaft of the electric motor) to receive rotational energy generated by the electric motor, and a second intermediate gear configured to transmit the rotational energy of the first intermediate gear (i.e., rotational energy generated by the electric motor and received by the first intermediate gear) to the output gear. Preferably, the first intermediate gear and the second intermediate gear may be configured to rotate as a unit (i.e., together at the same angular velocity) around the same axis (e.g., around the fourth axis or around the fifth axis), and more preferably, the first intermediate gear has a larger diameter than the second intermediate gear.

[0034] In embodiments of the drive unit in which the electric motor rotates in a second rotational direction (e.g., when the first intermediate gear mechanism is configured to transfer the mechanical input energy of the pedal mechanism to the generator so that the generator rotates in the first rotational direction about the second axis), the second intermediate gear mechanism may further include a reversing gear that engages both the electric motor and the first intermediate gear so that both rotate in the second direction and the reversing wheel rotates in the first rotational direction (e.g., the reversing gear is disposed between the electric motor and the first intermediate gear and is configured to act as a mechanical interface therebetween).

[0035] Preferably, the drive unit may further comprise a receiving gear configured to rotate integrally with (i.e. together at the same angular velocity) the output gear around the same axis (e.g. around the first axis or around a further axis independent of the first axis), and the second intermediate gear may preferably be connected to the receiving gear so that the rotational energy of the first intermediate gear is transmitted to the output gear.

[0036] The second intermediate gear mechanism may be configured as a reduction gear mechanism to reduce the angular velocity (originally generated by the electric motor) transmitted to the output gear.

[0037] In some embodiments, the sun gear, planet carrier, first main gear, first intermediate gear, and second intermediate gear may be configured to rotate in a second rotational direction about a fourth axis. This configuration has the advantage that the masses (i.e., the masses of the above-mentioned elements) rotating in the second rotational direction have a common axis of rotation. In other embodiments, the sun gear, planet carrier, first main gear, and planet carrier auxiliary gear may be configured to rotate in the second rotational direction about a fourth axis, while the first intermediate gear and second intermediate gear may be configured to rotate in the second rotational direction about a fifth axis.

[0038] In a preferred embodiment, the output gear may be arranged and configured to rotate about a first axis. This configuration is compatible with embodiments in which the drive unit further comprises a receiving gear configured to rotate about the same axis as the output gear. These configurations provide the technical effect of unifying the rotation axes of multiple masses rotating in a first rotational direction, which contributes to reducing undesirable vibrations in the drive unit.

[0039] A second aspect of the invention relates to an electric vehicle (for example an electric bicycle / bike or motorcycle) equipped with a drive unit according to any of the above-mentioned embodiments.

[0040] In a preferred embodiment, the electric vehicle may include a transmission mechanism (e.g., a transmission chain or belt) configured to transmit rotation of the output gear to at least one wheel of the vehicle (preferably at least the rear wheel). At least one wheel of the vehicle (e.g., the rear wheel) may include a sprocket / pinion, and the transmission mechanism is thus configured to transmit rotation of the output gear to the sprocket / pinion. The sprocket may be a conventional bicycle pinion, i.e., a pinion configured to transmit rotation to each wheel only in the forward travel direction.

[0041] In some embodiments, the sprocket / pinion may be configured as a fixed sprocket / pinion (i.e., a pinion configured to transmit rotation to each wheel in both the forward and reverse directions of travel), thereby allowing for bidirectional transmission of rotation of the output gear, so that when the output gear rotates in a first direction (e.g., by combined action of the electric motor and second intermediate gear mechanism), the fixed sprocket / pinion rotates in the first direction, and when the output gear rotates in a second direction (e.g., by the electric motor temporarily reversing its direction of rotation to move the vehicle backward), the fixed sprocket / pinion rotates in the second direction. Fixed sprocket / pinions provide an additional advantage to electric vehicles in that they enable the possibility of generating energy (e.g., to charge the electric vehicle's battery) under braking conditions and / or when the vehicle is traveling downhill.

[0042] Preferred embodiments of the quick connector are described below with reference to the accompanying drawings. [Brief explanation of the drawings]

[0043] [Figure 1] Figure 1 shows three different views of a drive unit 1 device according to an embodiment of the present invention, the drive unit comprising a housing: Figure 1A is a left side view of the drive unit 1, Figure 1B is a right side view of the drive unit, and Figure 1C is a top view of the drive unit 1. [Figure 2] FIG. 2 shows a left-hand view of the drive unit 100 of FIG. 1, in which different elements have been selectively hidden to more clearly illustrate the configuration of the first intermediate transmission mechanism of the drive unit shown in FIGS. 2A-2C. [Figure 3] FIG. 3 shows a right-hand view of the drive unit 100 of FIGS. 1 and 2, in which different elements have been selectively hidden to more clearly illustrate the configuration of the second intermediate transmission mechanism of the drive unit of FIGS. 3A-3C. [Figure 4] FIG. 4 is a top view of a drive unit according to an embodiment of the present invention, where for purposes of illustration the housing is not shown (or is absent), showing the arrangement of the first, second, third, fourth, and optional fifth axes. [Figure 5] FIG. 5 shows an electric bicycle equipped with a drive unit according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0044] Figure 1 shows three different views of a drive unit 1 device according to an embodiment of the present invention: Figure 1A is a left side view of the drive unit 1, Figure 1B is a right side view of the drive unit, and Figure 1C is a top view of the drive unit 1.

[0045] The drive unit 1 for an electric bicycle or motorcycle in Figure 1 comprises a pedal mechanism 10, a generator 20, a first intermediate gear mechanism 30, an electric motor 40, an output gear 50, a second intermediate gear mechanism 60, and a control unit (not shown). The positions of all these elements are shown in Figure 1 but are not directly visible due to the presence of a housing. It should be noted that in this particular embodiment, the drive unit 1 comprises a housing, and all elements of the drive unit 1 except for the output gear 50, the pedal crank, and the pedals are housed within the housing. However, this is an optional and advantageous configuration, and the housing may also be compatible with other compatible embodiments according to the description provided herein.

[0046] The pedal mechanism 10 is configured to rotate in a first rotational direction (i.e., counterclockwise in FIG. 1A ) about a first axis A based on mechanical input energy provided by a user of the electric bike (e.g., by pedaling).

[0047] The embodiment of Figure 1 shows four axes A, B, C, D arranged perpendicular to the longitudinal direction x and parallel to one another. The second axis B is arranged along the longitudinal direction x between the first axis A and the third axis C. The first axis A is arranged at a rear position along the longitudinal direction x (considering the normal direction of travel of the vehicle) and the third axis C is arranged at a front position along the same longitudinal direction x.

[0048] The second axis B is disposed along the longitudinal direction x closer to the third axis C than to the first axis A. The second axis B is shown disposed at a lower vertical position in the vertical direction z than the first axis A and the third axis C. Thus, the second axis B is positioned below the position of the first axis A and below the position of the third axis C in the vertical direction z. This vertical direction z relates to the vehicle (or the drive unit itself) and is substantially perpendicular to the longitudinal direction x. Furthermore, the first axis A is shown disposed at a lower vertical position in the vertical direction z than the third axis C.

[0049] 1 further illustrates a particularly optimized configuration (which is optional) for the arrangement of the first axis A, the second axis B, the third axis C, and the fourth axis D. This configuration illustrates that the vertical distance between the second axis B and the fourth axis D is equivalent (within a predetermined tolerance, e.g., 5%) to the vertical distance between the second axis B and the third axis C, and that the vertical distance between the second axis B and the fifth axis E is equivalent to the vertical distance between the first axis (A) and the fifth axis E. This optimized configuration further defines that the vertical distance between the first axis A and the second axis B is approximately equivalent (i.e., equal) to the vertical distance between the third axis C and the fourth axis D.

[0050] Note that in Figure 1, a generally equilateral triangle is formed by the positions of the second axis B, the third axis C, and the fourth axis D. However, this is an optional feature of the present invention.

[0051] FIG. 2 shows a left-hand view of the drive unit 100 of FIG. 1, with different elements selectively hidden to better illustrate the configuration of the device of FIGS. 2A-2C.

[0052] 2 shows a pedal mechanism 10 comprising two pedals (not shown), two pedal cranks, and a pedal gear 11, where the pedal gear 11 is configured to rotate in a first rotational direction about a first axis A. The generator 20 is configured to be connected to a battery, preferably an external battery.

[0053] The first intermediate gear mechanism 30 is configured to connect the pedal gear 11 of the pedal mechanism 10 to the generator 20 and is further configured to transfer the mechanical input energy of the pedal mechanism 10 to the generator 20, causing the generator 20 to generate electrical power by rotating about the second axis B in a second rotational direction opposite to the first direction (in this case, the first direction is counterclockwise and the second direction is clockwise). The pedal mechanism 10 and the generator 20 are thus advantageously configured to rotate in opposite directions such that their respective rotational inertias at least partially compensate each other.

[0054] It should be noted that in other embodiments of the invention disclosed above, the first intermediate gear mechanism 30 may be configured differently to transfer the mechanical input energy of the pedal mechanism 10 to the generator 20 such that the generator 20 rotates in a first rotational direction about the second axis B. In these embodiments, the pedal mechanism and the electric motor are advantageously configured to rotate in opposite directions such that their respective rotational inertias at least partially compensate each other.

[0055] In FIG. 2, the energy input block / mechanism is provided by the combination of a pedal mechanism 10 , a first intermediate gear mechanism 30 and a generator 20 .

[0056] 2B and 2C show that the first intermediate gear mechanism 30 comprises a planetary gear mechanism and an optional reversing gear 35. The planetary gear mechanism comprises a stationary ring gear 31, a sun gear 32, three planet gears 33 (although other configurations are possible according to the description provided herein), and a planet carrier 34. The planet carrier 34 is connected to the pedal gear 11 to receive mechanical input energy such that when the pedal gear 11 rotates in a first rotational direction, the planet carrier 34 rotates in a second rotational direction, thereby causing one or more planets 33 (i.e., planet gears) to rotate the sun gear 32 in the second rotational direction.

[0057] The reversing gear 35 of the first intermediate gear mechanism 30 is configured to transmit the rotation of the sun gear 32 to the generator 20 such that the reversing gear 35 rotates in a first rotational direction and the generator 20 rotates in a second rotational direction. FIG. 2B shows that the first intermediate gear mechanism 30 further includes a first main gear 36 configured to rotate integrally with (i.e., together with) the sun gear 32. The first main gear 36 is configured to have a larger diameter than the sun gear 32, and the reversing gear 35 is connected to (e.g., engaged with) the first main gear 36 and configured to rotate about the same axis as the sun gear 32 (i.e., fourth axis D) so as to transmit the rotation of the sun gear 32 to the generator 20. Thus, advantageously, all masses of the first intermediate gear mechanism rotate about the central axis (axis D) of the planetary gear mechanism, except for the reversing gear 35, which has a very small mass compared to the mass of the planetary gear mechanism.

[0058] The reversing gear 35 is configured to have a diameter smaller than the diameter of the first main gear 36. In this embodiment, the reversing gear has a diameter larger than the diameter of each of the planet gears.

[0059] It should be noted that the reversing gear 35 of the first intermediate gear mechanism 30 shown in FIG. 2 is an optional feature of the present invention and is present only in those embodiments of the drive unit 1 in which the first intermediate gear mechanism 30 is configured to transfer the mechanical input energy of the pedal mechanism 10 to the generator 20 to rotate the generator 20 in a second rotational direction about the second axis B (e.g., when the electric motor is configured to rotate in the first rotational direction).

[0060] However, in an alternative embodiment (not shown) in which the electric motor 40 is configured to rotate in a second rotational direction (e.g., when the first intermediate gear mechanism 30 is configured to transfer the mechanical input energy of the pedal mechanism 10 to the generator 20 so that the generator 20 rotates in a first rotational direction about the second axis B), the first intermediate gear mechanism 30 does not require a reversing gear 35, and instead the second intermediate gear mechanism 60 may further include a reversing gear that engages with both the electric motor 40 and the first intermediate gear 61 so that both the electric motor 40 and the first intermediate gear 61 rotate in the second direction and the reversing wheel of the second intermediate gear mechanism 60 rotates in the first rotational direction (e.g., the reversing gear is disposed between the electric motor 40 and the first intermediate gear 61 and configured to function as a mechanical interface therebetween).

[0061] 2 further comprises a planet carrier auxiliary gear 37 configured to rotate integrally with the planet carrier 34, wherein the planet carrier 34 is connected to the pedal mechanism 10 by a connection between the pedal gear 11 and the planet carrier auxiliary gear 37. In particular, the gear ratio between the pedal gear and the planet carrier auxiliary gear is configured such that the angular velocity of the planet carrier is greater than the angular velocity of the pedal gear. Furthermore, the gear ratio between the planetary gear mechanism and the reversing gear 35 is configured to increase the angular velocity of the pedal mechanism 10 before it is transmitted to the generator 20.

[0062] 1 and 2, the first intermediate gear mechanism 10 is configured such that when the pedal gear rotates in a first direction at 50-70 rpm (preferably 60 rpm), the generator rotates in a second direction at its optimum rotational speed within a predetermined tolerance. Since the optimum rotational speed of the generator is a configuration parameter of the generator, the first intermediate gear mechanism may be configured to have a gear ratio suitable for converting the rotational speed of the pedal gear to meet the optimum rotational speed of the drive unit generator.

[0063] Although not shown, the control unit may be configured to adjust / adapt the mechanical resistance of the generator.

[0064] Furthermore, the specific arrangement defined for the second axis B and the third axis C implies that the electric motor 40 is disposed in a position in front (with respect to the longitudinal direction x) and above (with respect to the vertical direction z) the drive unit 1, and the generator 20 is disposed in a position in front and below / bottom of the drive unit 1. Note that the electric motor 40 and the generator 20 are disposed in a position in front of the drive unit 1, but the electric motor 40 is disposed in a position forward of the generator 20. This configuration achieves the technical synergistic effects of significantly reducing vibrations of the drive unit 1 (due to the counter-rotating directions of the electric motor 40 and the generator 20, which partially compensates for the inertia between the rotating mass of the electric motor 40 and the rotating mass of the generator 20) while improving the cooling of the electric motor 40 and the generator 20, which are elements with high operating temperatures, thereby improving the reliability of the drive unit.

[0065] The drive unit housing 70 is shown in FIGS. 1 and 2 as being configured with a particular shape that partially surrounds the electric motor 40 and generator 20. Thus, a first portion of the housing 70 is configured to partially surround the electric motor 40 (the hottest operating element of the drive unit) to improve cooling of the electric motor 40, where the electric motor 40 is configured as a generally cylindrical body disposed along a third axis C. In the illustrated embodiment, the first portion of the housing 70 is configured to surround a portion of the cylindrical body of the electric motor 40 that extends along an angle of approximately 140°. In other suitable embodiments, the first portion may be configured / shaped to cover / surround a portion of the body of the electric motor 40 that extends along an angle between 90 and 270°, preferably between 100 and 200°, and more preferably between 125 and 160°.

[0066] The housing 70 further comprises a second portion configured to surround a portion of the generator 20. Thus, the second portion of the housing 70 is configured to partially surround the electric motor 40 to improve cooling of the generator 20, where the electric motor 20 is configured as a generally cylindrical body disposed along a second axis B. In the illustrated embodiment, the second portion of the housing 70 is configured to surround a portion of the cylindrical body of the generator 20 extending along an angle of approximately 80°. In other suitable embodiments, the second portion may be configured / shaped to cover / surround a portion of the body of the generator 20 extending along an angle of 60-120°, preferably 70-90°.

[0067] Additionally, an inclined surface is provided connecting the first and second portions of the housing, which surface provides a thermal path for evacuating unwanted heat through portions of the housing that receive a large amount of airflow while the vehicle is moving in the forward travel direction, thereby improving the cooling performance of the housing.

[0068] Figure 3 shows a complementary view of the same embodiment as Figures 1 and 2. The electric motor 40 is configured to rotate in a first rotational direction about a third axis C based on electrical energy provided by an external battery and / or a generator. The rotation of the electric motor 40 is mechanically independent from the rotation of the pedal mechanism 10.

[0069] The output gear 50 in Fig. 3 is configured to be connectable to at least one wheel (preferably at least a rear traction / drive wheel) of the electric bike / motorcycle via an external transmission mechanism (not shown). The external transmission mechanism (e.g., a transmission chain or belt) may be configured to connect the output gear 50 to at least one wheel of the vehicle (e.g., to a sprocket disposed on the at least one wheel) to move the electric bike / motorcycle forward or backward along the traveling direction (i.e., along the longitudinal direction x).

[0070] 3 shows a second intermediate gear mechanism 60, which includes a first intermediate gear 61 connected to the electric motor 40 to receive rotational energy generated by the electric motor 40, and a second intermediate gear 62 configured to transmit the rotational energy of the first intermediate gear 61 (i.e., the rotational energy generated by the electric motor 80 and received by the first intermediate gear 61) to the output gear. In the embodiment of FIG. 3, the connection between the first intermediate gear 61 and the electric motor 40 is achieved by arranging an optional motor gear 41 configured to rotate integrally with the shaft of the electric motor 80 such that the intermediate gear 61 is connected to the motor gear 41.

[0071] The first intermediate gear 61 and the second intermediate gear 62 are configured to rotate as a unit (i.e., together at the same angular velocity) about a fifth axis E (note that in other embodiments, these gears may be configured to rotate about a fourth axis D). The first intermediate gear has a larger diameter than the second intermediate gear.

[0072] 3 further comprises a receiving gear 51 configured to rotate integrally with (i.e., together at the same angular velocity) and about the same axis (i.e., about the first axis A) as the output gear 50. It should be noted that in other embodiments, the output gear 50 (and optional receiving gear 51) may be configured to rotate about a further axis independent of any of the aforementioned axes. Furthermore, a second intermediate gear 62 is connected to the receiving gear 51 such that the rotational energy of the first intermediate gear 61 is transmitted to the output gear 50.

[0073] In the embodiment of Figures 1 to 3, the sun gear 32, the planet carrier 34, the first main gear 36, and the planet carrier auxiliary gear 37 are configured to rotate in a second rotational direction around the fourth axis D, and the first intermediate gear 61 and the second intermediate gear 62 are configured to rotate in a second rotational direction around the fifth axis E.

[0074] FIG. 4 shows a top view of a drive unit 1 compatible with the embodiments shown in the previous figures, with the housing not shown for illustrative purposes, showing the first shaft A, the second shaft B, the third shaft C, the fourth shaft D, and the optional fifth shaft E. Note that in the illustrated configuration, the first intermediate gear mechanism 30 is disposed on the left side of the drive unit 1, while the second intermediate gear mechanism 60 and the output gear 50 are disposed on the right side of the drive unit 1. This configuration is particularly useful for use on motorbikes or motorcycles, where the external transmission may also be disposed on the right side, since the connection to the vehicle's traction wheels is on the right side of the traction wheels (e.g., by disposing a sprocket or the like on the right side of the traction wheels). However, in an alternative configuration, the drive unit may be configured as a mirror image of the embodiment shown in FIG. 4, such that the first intermediate gear mechanism 30 is disposed on the right side of the drive unit 1, and the second intermediate gear mechanism 60 and the output gear 50 are disposed on the left side.

[0075] Figure 5 shows an electric vehicle (motorcycle) equipped with a drive unit according to Figures 1 to 4. The bike of Figure 5 comprises an external transmission mechanism 52 configured as a transmission mechanism for transmitting rotation to a rear wheel 53 (i.e., the traction / drive wheel of the vehicle) (although in other embodiments the external transmission mechanism could also be configured as a belt or the like). In particular, the vehicle wheel 53 to which the rotation is transmitted comprises a sprocket / pinion, and therefore the transmission mechanism 52 is configured to transmit the rotation of the output gear 50 to the sprocket / pinion. The sprocket / pinion may be configured as a fixed sprocket / pinion, which allows for bidirectional transmission of rotation of the output gear 50, so that when the output gear 50 rotates in a first direction (e.g., by the combined action of the electric motor 40 and the second intermediate gear mechanism 60), the fixed sprocket / pinion rotates in the first direction, and when the output gear 50 rotates in a second direction (e.g., by the electric motor temporarily reversing its direction of rotation to move the vehicle backwards), the fixed sprocket / pinion rotates in the second direction.

[0076] Although not shown, an external battery may be disposed in the main body of the frame (i.e., the portion that connects the steering pipe to the portion where the drive unit is disposed).

Claims

1. A drive unit (1) for an electric motorcycle (2), comprising: a pedal mechanism (10) comprising a pedal gear (11), the pedal mechanism (10) being configured to rotate in a first rotational direction about a first axis (A) based on mechanical input energy provided by a user of the electric bike (2); a generator (20) configured to be connected to an external battery; a first intermediate gear mechanism (30) configured to connect the pedal mechanism (10) to the generator (20) and to transmit the mechanical input energy of the pedal mechanism (10) to the generator (20) so that the generator (20) rotates about a second axis (B) in the first direction or in a second rotational direction opposite to the first direction to generate electric power; an electric motor (40) configured to rotate around a third axis (C) in a direction opposite to the direction of rotation of the generator (20) based on electrical energy supplied by the external battery and / or by the generator (20), the rotation of the electric motor (40) being mechanically independent from the rotation of the pedal mechanism (10); an output gear (50) configured to be connectable to at least one wheel (53) of the electric motorcycle (2) via an external transmission mechanism (52), the external transmission mechanism (52) configured to connect the output gear to the at least one wheel (53) of the electric motorcycle (2) to move the electric motorcycle (2) forward or backward in a certain traveling direction; a second intermediate gear mechanism (60) configured to transmit the rotation of the electric motor (40) to the output gear (50) so that the output gear (50) rotates in the first rotational direction; and The drive unit (1) comprises a control unit configured to control the rotation of the electric motor (20), preferably further configured to control the mechanical resistance of the generator (20).

2. The electric motor (40) is further configured to temporarily reverse its direction of rotation; 2. The drive unit (1) of claim 1, wherein the second intermediate gear mechanism (60) is further configured to transmit the rotation of the electric motor (40) to the output gear (50) so that when the electric motor (40) reverses its direction of rotation, the output gear (50) also reverses its direction of rotation.

3. the first axis (A), the second axis (B), and the third axis (C) are parallel to each other and perpendicular to a longitudinal direction (x) of the electric motorcycle (2), and the second axis (B) is disposed between the first axis (A) and the third axis (C) along the longitudinal direction (x) of the electric motorcycle; 3. The drive unit (1) according to claim 1 or 2, wherein the second axis (B) is preferably arranged closer to the third axis (C) along the longitudinal direction (x) of the electric motorcycle (2) than to the first axis (A).

4. The second axis (B) is disposed at a vertical position lower than the first axis (A) and the third axis (C) in a vertical direction (z) of the electric motorcycle (2); The drive unit (1) according to any one of claims 1 to 3, wherein the first axis (A) is preferably arranged at a lower vertical position than the third axis (C) with respect to the vertical direction (z) of the electric motorcycle (2).

5. The drive unit (1) according to any one of claims 1 to 4, wherein the first intermediate gear mechanism (30) and / or the second intermediate gear mechanism (60) are arranged between the first axis (A) and the third axis (C) along the longitudinal direction (x) of the electric motorcycle (2).

6. The drive unit (1) according to any one of claims 1 to 5, wherein the first intermediate gear mechanism (30) and / or the second intermediate gear mechanism (60) are arranged at a vertical position along the vertical direction (z) of the electric motorcycle (2) that is higher than the second axis (B), preferably higher than the first axis (A).

7. The drive unit (100) according to any one of claims 1 to 6, wherein the first intermediate gear mechanism (30) is configured so that when the pedal gear (11) rotates in the first direction at 50 to 70 rpm, the generator rotates in the first rotational direction or the second rotational direction at an optimal rotational speed.

8. the first intermediate gear mechanism (30) comprises at least one gear (31, 32, 33, 34) configured to rotate in the second direction around a fourth axis (D) disposed between the first axis (A) and the second axis (B) along the longitudinal direction (x); Preferably, the fourth axis (D) is arranged at a higher vertical position than the first axis (A) and the second axis (B) in the vertical direction (z) of the electric motorcycle (2), and / or the vertical distance between the second axis (B) and the fourth axis (D) is equal to the vertical distance between the second axis (B) and the third axis (C) within a predetermined tolerance.

9. the second intermediate gear mechanism (60) comprises at least one gear (61, 62) configured to rotate about the fourth axis (D) or about a fifth axis (E) disposed between the second axis (B) and the fourth axis (D) along the longitudinal direction (x), preferably in the second rotational direction; 9. The drive unit (1) of claim 8, wherein the fifth axis (D) is preferably arranged at a higher vertical position than the first axis (A) and the second axis (B) in relation to the vertical direction (z) of the electric motorcycle (2), and / or the vertical distance between the second axis (B) and the fifth axis (E) is equal to the vertical distance between the first axis (A) and the fifth axis (E).

10. The first intermediate gear mechanism (30) comprises a planetary gear mechanism; the planetary gear mechanism comprises a stationary ring gear (31), a sun gear (32), two or more planet gears (33), and a planet carrier (34), the planet carrier (34) being connected to the pedal gear (11) to receive the mechanical input energy, such that when the pedal gear (11) rotates in the first rotational direction, the planet carrier (34) rotates in the second rotational direction around the fourth axis (D), thereby causing the one or more planet gears (33) to rotate the sun gear (32) in the second rotational direction; 10. The drive unit (1) according to claim 8 or 9, wherein the first intermediate gear mechanism (30) preferably further comprises a first main gear (36) configured to rotate integrally with the sun gear (32) and configured to have a larger diameter than the sun gear (32).

11. when the first intermediate gear mechanism (30) is configured to transmit the mechanical input energy of the pedal mechanism (10) to the generator (20) so that the generator (20) rotates in the second rotational direction about the second axis (B), the first intermediate gear mechanism (30) further comprises a reversing gear (35), the reversing gear (35) being configured to transmit the rotation of the sun gear (32) to the generator (20) so that the reversing gear (35) rotates in the first rotational direction and the generator (20) rotates in the second rotational direction; 11. The drive unit (1) according to claim 10, wherein the reversing gear (35) of the first intermediate gear mechanism (30) is preferably connected to the sun gear (32) via the first main gear (36).

12. the first intermediate gear mechanism (30) further comprises a planet carrier auxiliary gear (37) configured to rotate integrally with the planet carrier (34) such that the planet carrier (34) is connected to the pedal mechanism (10) by a connection between the pedal gear (11) and the planet carrier auxiliary gear (37); A drive unit (100) according to claim 10 or 11, wherein preferably the gear ratio between the pedal gear (11) and the planet carrier auxiliary gear (37) is configured such that the angular velocity of the planet carrier gear (37) is greater than the angular velocity of the pedal gear (11).

13. The second intermediate gear mechanism (60) comprises a first intermediate gear (61) connected to the electric motor (20) to receive rotational energy from the electric motor (20), and a second intermediate gear (62) connected to the first intermediate gear (61) and configured to transmit the rotational energy of the first intermediate gear (61) to the output gear (50); Preferably, the first intermediate gear (61) and the second intermediate gear (62) are configured to rotate together around the same axis; More preferably, the first intermediate gear (61) and the second intermediate gear (62) are configured to rotate together around a fourth axis (D) or around a fifth axis (E).

14. when the first intermediate gear mechanism (30) is configured to transmit the mechanical input energy of the pedal mechanism (10) to the generator (20) so that the generator (20) rotates about the second axis (B) in the first rotational direction, the second intermediate gear mechanism (60) comprises a reversing gear arranged as an interface between the electric motor (40) and the first intermediate gear (61); 14. The drive unit (100) of claim 13, wherein the reversing gear is configured to act as an interface between the electric motor (40) and the first intermediate gear (61) such that both the electric motor (40) and the first intermediate gear (61) rotate in the second direction and the reversing gear of the second intermediate gear mechanism (60) rotates in the first rotational direction.

15. The drive unit (100) of any one of claims 1 to 14, wherein the output gear (50) is arranged and configured to rotate about the first axis (A).

16. The drive unit (100) of any one of claims 1 to 15, further comprising a housing (70) configured to house at least the generator (20), the first intermediate gear mechanism (30), the electric motor (40), and the second intermediate gear mechanism (60).

17. A drive unit (1) according to any one of claims 1 to 16; a battery connected to said drive unit (1); At least one wheel (53) equipped with a sprocket; and a transmission mechanism (52) configured to transmit the rotation of the output gear (50) of the drive unit (1) to the sprocket to drive the wheel (53); Equipped with Preferably, the sprocket is configured as a fixed sprocket / pinion.

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