Drive module for a single- or multi-track vehicle driveable by drive energy provided by human muscle power and electric motor, single- or multi-track vehicle, and method

Abstract

The invention relates to a drive module for a single- or multi-track vehicle driveable by drive energy provided by human muscle power and electric motor, in particular a pedelec, comprising a module housing and an electric motor arranged in an interior surrounded by the module housing. The invention also relates to a single- or multi-track vehicle, which is driveable by drive energy provided by human muscle power and electric motor, in particular a pedelec. Finally, the invention relates to a method for connecting a drive module having an electric motor to a vehicle frame of a single- or multi-track vehicle driveable by drive energy provided by human muscle power and electric motor, and to a method for operating a single- or multi-track vehicle driveable by drive energy provided by human muscle power and electric motor.

Description

DRIVE MODULE FOR A SINGLE- OR MULTI-TRACK VEHICLE DRIVED BY DRIVE ENERGY PROVIDED BY HUMAN MUSCLE POWER AND AN ELECTRIC MOTOR, SINGLE- OR MULTI-TRACK VEHICLE AND METHOD

[0001] The invention relates to a drive module for a single- or multi-track vehicle driven by human muscle power and electric motor drive energy, as well as to a single- or multi-track vehicle. The invention also relates to a method for connecting a drive module with an electric motor to a vehicle frame of a single- or multi-track vehicle, in particular a pedelec, driven by human muscle power and electric motor drive energy, and to a method for operating such a vehicle.

[0002] Generic single- or multi-track vehicles include, for example, vehicles such as bicycles with an electric auxiliary drive, especially electric bicycles, e-bikes, or pedelecs. In particular, generic vehicles belong to vehicle classes L1e, L2e, L3e, L4e, L5e, L6e, and L7e according to Article 4 of EU Regulation 2013 / 168 / EU of January 15, 2013.This also includes, in particular, vehicles with a maximum design speed of up to 6 km / h, vehicles intended exclusively for use in sporting competition, pedal-assisted bicycles equipped, in particular, with an auxiliary electric motor with a maximum rated continuous power of up to 250 W, the assistance of which is interrupted when the rider stops pedaling and whose assistance progressively decreases as the vehicle speed increases and is interrupted before the vehicle speed reaches 25 km / h, self-balancing vehicles with an electric motor drive, sports vehicles with pedal drive, pedal-driven vehicles that do not have at least one seat, and pedal-driven vehicles with an R point (according to ECE-R 17) <400 mm. Cargo bikes also fall under this category.

[0003] Such single- or multi-track vehicles often have a front wheel and at least one rear wheel, which are connected to each other via a vehicle frame. Such a vehicle frame can, for example, have a seat tube and / or a head tube and / or a top tube and / or a down tube, as well as a rear triangle with, for example, one or more stays. However, there can also be multiple rear wheels, for example, two rear wheels, and / or multiple front wheels, for example, two front wheels, in particular in any combination. These can, for example, be arranged side by side transversely to a forward direction of travel, as in a tricycle or a vehicle with a sidecar, or one behind the other in the forward direction of travel. It can be, for example, a tandem. The front wheel is typically mounted so it can rotate around a front wheel axle, and the rear wheel around a rear wheel axle.

[0004] Such vehicles are increasingly being equipped with at least one electric motor to assist the user in propelling the vehicle. Typically, they are not powered by this electric motor alone; instead, the electric motor assists the user in propelling the vehicle using their own muscle power, usually through a pedal-crank mechanism. The degree of assistance is usually selectable. In this way, a user can exert exactly as much of their own power as they are able or want while riding such a vehicle, while still moving at a comfortable speed that is also usable in everyday life. Such a vehicle is described, for example, in WO2022078730A1 and WO2022229187A1 by the applicant.

[0005] Such single- or multi-track vehicles regularly have a comparatively complex overall structure due to the large number of functional units present and pose increasing challenges for manufacturers and users due to the increasing complexity of these vehicles.

[0006] Based on this, the object of the invention is to provide a way to simplify the structure and, at the same time, the operation of the vehicle.

[0007] The problem is solved with a drive module, with a single- or multi-track vehicle, with a method for connecting a drive module, and with a method for operating a single- or multi-track vehicle driven by human muscle power and drive energy provided by an electric motor, according to the independent claims. Preferred developments are specified in the dependent claims.

[0008] A first aspect of the invention relates to a drive module for a single- or multi-track vehicle, in particular a pedelec, that can be driven by human muscle power and drive energy provided by an electric motor. A drive module is characterized in that it represents a coherent, separately manageable whole. The drive module thus represents a coherent assembly that is intended and designed as a whole for use as part of a generic single- or multi-track vehicle and is accordingly intended for installation in such a single- or multi-track vehicle. The installation and / or removal or assembly and / or disassembly, in particular in or on a vehicle frame, can thus be carried out, when used as intended, in particular as a coherent assembly. Functionally, The drive module represents a drive interface in the single- or multi-track vehicle, which is designed, on the one hand, to directly or indirectly receive drive energy provided by human muscle power, for example via a pedal crank drive. On the other hand, the drive module comprises an electric motor via which drive energy provided by an electric motor can be generated. From a functional point of view, the drive module is designed such that it combines the drive energy generated by human muscle power and the drive energy generated by an electric motor, for example by adding or subtracting them, and transmits the resulting total drive energy via an output of the drive module, for example into a drive train connected to one or more wheels and / or directly to one or more wheels for drive purposes.How this can be done technically is disclosed, for example, in W02022078730Al, to which reference is hereby made.

[0009] The drive module according to the invention comprises a module housing. The module housing refers to an entirety that can form at least a substantial portion of the outer surface of the drive module. The module housing can be single-part or multi-part, for example, comprising a plurality of housing shells or the like. The module housing can be sealed from the external environment, except for connections described in more detail below, for example. Additionally or alternatively, it can also be provided that the module housing comprises a supporting structure on which components of the drive module are arranged and can be mounted in a fixed position relative to one another. The module housing does not necessarily have to be designed to be closed to the outside, but can also have one or more openings or the like.These openings can be covered and / or closed with one or more protective caps and / or transparent window elements and / or filled with one or more elements arranged inside the drive module, such as one or more LEDs. Functional components can also form part of the module housing. The module housing can be the supporting structure for the subcomponents contained in the drive module.

[0010] The module housing as a whole encloses an interior space designed to accommodate at least one electric motor or in which an electric motor is at least partially and in particular completely arranged. This means that the assembly formed by the drive module comprises at least one electric motor, which does not, by itself, form the entire outer surface of the drive module.

[0011] Finally, part of the drive module is an output driven by the electric motor and human muscle power. This output thus refers to the functional area of ​​the drive module where the drive motor for driving one or more wheels is The drive energy actually provided is transferred from the drive module to a transmission and / or directly to one or more wheels. For this purpose, the output can be configured, for example, as an output shaft, as a connecting flange for a transmission, for example, a transmission device as disclosed in WO2022229187A1, or similar.

[0012] What is essential for the invention is that the drive module comprises at least one input connection for at least one brake signal line and at least one output connection for the at least one brake signal line.

[0013] The at least one brake signal line is provided in the single- or multi-track vehicle as part of a braking device. By actuating or activating this braking device, it is possible to brake the vehicle. Typically, a friction brake, such as a disc brake, a drum brake, or a rim brake, is used for this purpose. These each comprise one or more braking elements that can be adjusted between a release position and a braking position, such as one or more brake blocks with a suitable brake pad or the like. Such braking devices are known to those skilled in the art. The release position typically designates an adjustment range within which the braking device, in particular the braking element(s), can be adjusted relative to the rest of the vehicle, but no braking effect yet occurs.The braking position, on the other hand, usually refers to an adjustment range within which the braking device, in particular the braking element(s), can be adjusted relative to the rest of the vehicle, thereby producing a braking effect. The braking device is often designed such that, when the braking element is in the braking position, an increased actuating force also produces an increased braking effect. For vehicles of this type with at least one front wheel and at least one rear wheel, there may also be legal regulations requiring the presence of both a front-wheel braking device and a rear-wheel braking device. Ideally, these can be actuated independently of one another; thus, each has its own actuating element.The respective braking device is actuated by a driver of the vehicle via one or more actuating elements, whereby this can in particular be one or more handbrake levers that can be actuated manually by the operator. By actuating the actuating element(s), the operator ultimately generates a braking signal which is transmitted directly or indirectly to the braking element via a braking signal line and triggers its adjustment from the release position to the braking position. The braking signal can be transmitted for this purpose mechanically, for example, in particular by means of a Bowden cable. For the present invention, it is preferred for all aspects of the invention if the braking signal line is designed as a hydraulic line, i.e. it is a line provided with a braking or. A hose line and / or pipe filled with hydraulic fluid. In the case of a hydraulic brake signal line, the brake signal is thus transmitted in the form of an increase in pressure within the brake signal line, whereby in this case the hydraulic line can also be used to drive the adjustment movement of the brake element from the release position to its braking position. The brake signal can always be transmitted from the drive module to the brake element when the actuating element(s) is / are actuated. However, it can also be provided that the braking effect is achieved upstream and / or downstream due to the brake signal and / or simultaneously with braking using the brake element, in addition to or alternatively by means of another braking mechanism, for example by regenerative braking, i.e. braking by operating the electric motor as a generator.

[0014] For the drive module according to the invention, it is provided that the drive module comprises at least one input connection for the at least one brake signal line and at least one output connection for the at least one brake signal line. This means, in particular, that the brake signal line thus runs at least partially through the drive module and that a functional and / or signal-transmitting connection exists between the input connection and the output connection within the drive module. The functional spectrum of the drive module is therefore no longer limited to a functional unit that converts introduced and generated drive energy to an output, but is also at least partially integrated into the signal transmission of at least one brake signal.This can make the installation of a single- or multi-track vehicle with the drive module considerably easier, since the installation of the drive module simultaneously adds part of the braking system, in particular the brake line.

[0015] The input port and / or the output port can be designed as a connector suitable for connecting a brake signal transmission line. In the case of a hydraulic brake signal transmission line, these can be, for example, connection pieces for a crimp connection, screw sockets, or similar.

[0016] The functional spectrum of the drive module can be further expanded based on this. For example, it is advantageous if the drive module comprises a control unit arranged in an interior space formed by the module housing, said control unit having at least one signal input, at least one signal output, and at least one computer device. The drive module can thus be further developed as an information processing unit. For example, one or more sensor and / or control signals can be transmitted to the drive module via the signal input. Via the signal output, Sensor and / or control signals can also be sent to devices external to the drive module. The computer device, for example a CPU, is designed to execute at least one computer program, for example to generate one or more control commands and / or to process one or more sensor signals. The computer device can be part of a control unit. The computer device can additionally or alternatively be designed to control the at least one electric motor and / or to deliver torque to the output of the drive module.

[0017] It may be advantageous if the interior space formed by the module housing for accommodating the control unit is separate or distinct from the electric motor. According to this advantageous development, the drive module thus comprises at least two interior spaces that are at least substantially separate from one another. These can also each have access from outside the drive module, for example, each covered by a removable protective cap, to facilitate installation and maintenance work.

[0018] Part of the drive module can be at least one sensor device designed to detect at least one operating parameter, in particular of the drive module itself. For this purpose, the sensor device can be, for example, a pressure sensor for detecting a hydraulic pressure and / or a current and / or voltage sensor for detecting a current and / or voltage and / or a torque sensor for detecting a torque applied to the output, in particular to a shaft of the output, and / or a torque applied to a drive, in particular a pedal crankshaft, and / or a speed sensor for detecting a speed, in particular a speed of the output shaft, or of a manually operable drive shaft.The sensor(s) can each be configured such that the sensor data they acquire is transmitted internally within the drive module, in particular to the computer device, in particular a control unit. Transmission of this sensor data from within the drive module is also possible, for example, via one or more of the drive module's signal outputs mentioned above.

[0019] The design of the drive module is particularly compact if the sensor device is arranged on a common circuit board with the control unit, in particular a control unit designed as a motor control for controlling the at least one electric motor, in particular at least two electric motors comprised by the drive module.

[0020] Even if, in principle, a wide range of technical alternatives can be used with regard to the specific design of the braking device and, in particular, the brake signal line can be used, it is advantageous if the at least one input connection and / or the at least one output connection for the at least one brake signal line are designed as a connection for a hydraulic fluid line. The brake signal line and the forwarding of the brake signal then take place in a manner suitable for this drive module in the respective vehicle via one or more hydraulic lines. Such hydraulic lines can, for example, be lines, in particular hoses, made of pressure-resistant plastic and / or so-called steel flex lines. It can be provided that the inlet connection and / or the outlet connection are thus designed for the connection of a pressure fluid hose, for example via a suitable thread, part of a crimp connection or the like.

[0021] Even if it is possible for the input and output connections on the drive module not to be directly connected for forwarding the brake signal from the input connection to the output connection, this is nevertheless preferred. For this purpose, a connecting line can be provided within the module housing of the drive module, connecting the input connection to the output connection. The connecting line can be designed, in particular, as a pipe and / or hose line to enable a fluid-conducting connection between the input and output connections of the drive module in the case of hydraulic brake signal transmission.

[0022] The connecting line can be a simple connecting line running directly between the input connection and the output connection, for example a hose or pipe. In particular, the connecting line can also be used to obtain information about the braking signal within the drive module itself. For this purpose, the connecting line can be connected to a sensor, in particular a pressure sensor, which is designed to detect the hydraulic pressure within the connecting line. For this purpose, the connecting line can run through the pressure sensor or be in fluid communication with the pressure sensor, for example in the form of a pressure measuring cell, via a measuring line branch, for example a stub line.

[0023] If the drive module is thus designed for connection to hydraulic fluid lines at the input and / or output connection, it is further advantageous if the drive module, in particular the module housing, has a venting device for venting a hydraulic fluid line running in the drive module and adjoining the input and / or output connection, in particular the connecting line. This venting device can also be used in particular in the assembly and / or maintenance process of a to be equipped with a single- or multi-track vehicle to vent parts of a braking system and its brake signal lines in addition to the drive module.

[0024] In addition to the connections for connecting the drive module to brake signal lines, it is also possible for the drive module to have a connection point, for example a connection socket, which is designed to connect at least one, in particular at least two signal lines. In this way, further information can be supplied to the drive module and / or sent from it and transmitted to the periphery of the drive module, for example for control and / or display purposes. It is particularly advantageous for this purpose if the at least two signal lines are brought together in a common plug and the drive module accordingly has a suitable plug socket accessible from outside the drive module, which is designed to receive this plug for establishing suitable signal transmission connections.

[0025] The functionalities enabled by the drive module can be further enhanced by, for example, the drive module having at least one display device. This can comprise one or more visually and / or acoustically and / or haptically perceptible display elements. These can be, for example, one or more LEDs, a display screen, a loudspeaker, a vibration device, or the like. In the case of at least visually perceptible display elements, these can be arranged in suitable recesses of the module housing and / or covered by at least one transparent protective screen in the drive module, such that they are recognizable and visually perceptible from outside the drive module. Additionally or alternatively, it can also be provided that the drive module comprises a communication device designed for the, in particular wireless, reception and / or transmission of data and / or signals.This can be done unidirectionally or bidirectionally. Specifically, the communication device can include, for example, a Bluetooth, Wi-Fi, RFID, especially NFC, or similar interface.

[0026] With regard to the specific design and / or functional scope of the communication device included in the drive module, there are a variety of possible configurations. For example, a loudspeaker or sound transducer and / or a visually perceptible or optical display unit can be included, allowing the drive module to emit signals that are directly perceptible to the driver visually and / or acoustically. For this purpose, it is not absolutely necessary to connect the drive module to the vehicle's electrical system. This can also include its own power supply as a unit independent of the rest of the vehicle.

[0027] Specifically, it can be provided that the drive module is designed in such a way that, for example, a battery charge level and / or an electric motor assistance level and / or a recuperation mode and / or a speed limit mode and / or an undershoot or overshoot of a speed threshold, etc., are displayed by means of visually perceptible communication means.

[0028] The acoustically perceptible communication medium, particularly in the form of a sound transducer, is used to transmit acoustic messages for a relatively short time, for example, in the form of an alarm message from the drive unit itself or an acknowledgement or confirmation of any type of driver command. Specifically, this could be a message such as "Battery has reached a critical discharge level" and / or "Immobilizer activated / deactivated" or similar.

[0029] The drive module can have a drive connection designed for connecting a pedaling device, in particular pedal cranks. The drive energy provided by human muscle power can thus be supplied to the drive module via this connection. The drive module can additionally or alternatively have an output connection designed in particular for connecting a traction drive or a wheel. This can be a chain or belt drive, for example. Finally, the drive module can also comprise a summing device designed to combine (add and / or subtract) drive energy from two different energy sources, for example human muscle power and drive energy provided by an electric motor, such as a gear unit comprising one or more planetary or harmonic gears.

[0030] For certain operating situations, it can be advantageous if the drive module itself includes an integrated energy storage device for storing electrical energy. This provides the assembly formed by the drive module with an energy source independent of, for example, a comparatively large energy storage device, which enables the drive module's functions to be performed without its integration into the vehicle or without its connection to some type of on-board electrical system. These can include, for example, functional integrity tests, programming functions, or similar functions. This energy storage device, with its comparatively low storage capacity, can be permanently installed within the drive module or can be arranged interchangeably within the drive module.

[0031] In order to facilitate the integration of the drive module into the vehicle, it is preferred if the housing comprises at least one detachable connection device or at least a part of such a connection device, via which it can be attached to a vehicle frame of a vehicle powered by human muscle power. and a vehicle, in particular a pedelec, that can be driven by an electric motor. This can be, for example, a connecting flange, one or more through holes for accommodating a screw connection device, a thread, or similar.

[0032] Part of the drive module can be a connecting device, in particular a part of a plug connection, for connecting to an external energy storage device for storing electrical energy. The connecting device is thus designed for transmitting electrical energy.

[0033] Additionally or alternatively, the independent assembly formed by the drive module can also comprise a traction drive or at least part of a traction drive, such as a chain or belt pulley. Especially when using a belt drive, it is advantageous if the drive module already comprises at least one, in particular two, belt drive stages arranged in series. In this way, a pre-tensioned belt of the belt drive can be prefabricated and flanged to the drive module, in particular during the assembly process as a pre-assembly group / stage.

[0034] A further aspect of the invention relates to a single- or multi-track vehicle that can be driven using human muscle power and drive energy provided by an electric motor, in particular a pedelec. The vehicle comprises a vehicle frame forming the essential supporting structure, at least one front wheel and at least one rear wheel, at least one pedaling device, in particular a pedal crank device, via which an operator of the vehicle can provide drive energy for driving the vehicle using human muscle power, at least one electric motor, at least one output driveable by the electric motor, in particular an output shaft, and at least one energy storage device for electrical energy for driving the electric motor. Vehicles with these features are known in the prior art, as described, for example, in WO2022078730A1, and are often also referred to as electric bicycles or e-bikes.A vehicle of this type also includes at least one braking device operable by a driver of the vehicle, comprising a manually operable actuating element and a braking element adjustable between a braking position and a release position, wherein the braking signal generated by manual actuation of the actuating element can be transmitted to the braking element via a braking signal line and is also transmitted in the event of braking. The braking device is often designed to adjust itself automatically towards the release position, for example through a suitable spring action or its own pressure. The braking signal line serves to transmit the braking request signaled by the operator via the actuating element and the initiated braking process to the braking element. For this purpose, the braking signal line can be designed, for example, purely mechanically, for example by means of a Bowden cable, but in particular as a hydraulic line. With regard to further possible details on the design of the braking device and associated components, reference is made to the above explanations.

[0035] To achieve the object, it is now provided that the vehicle has a drive module according to the invention, wherein the advantageous developments specified for the drive module according to the invention can equally be advantageous for the vehicle. In addition to the drive module, the vehicle comprises a brake signal line which comprises a first brake line section which is connected to the drive module via an input connection of the drive module and connects the input element to the drive module for signal transmission, and a second brake signal line section which is connected to the drive module via an output connection of the drive module and connects the drive module to the brake element for signal transmission. The brake signal line thus runs at least partially through the drive module or is functionally designed to be guided through the drive module.

[0036] It is preferred if the braking device comprises a front-wheel braking device with a first manually operable actuating element for actuating a front-wheel braking element via a first brake signal line and a rear-wheel braking device with a second manually operable actuating element for actuating a rear-wheel braking element via a second brake signal line. This enables increased operational reliability of the vehicle. For this further development of the invention, it is now provided that at least the first and / or the second brake signal line are routed at least partially through the drive module.This means that preferably only one of the first and second brake signal lines of the front wheel brake device and the rear wheel brake device is guided at least partially through the drive module, in particular the second brake signal line, and that the other brake signal line, in particular the first brake signal line, runs completely outside the drive module.

[0037] However, for the brake signal line running completely outside the drive module, it can be advantageous if it is connected to a sensor arranged outside the drive module, in particular for detecting a signal status or similar. For example, if the brake signal line is designed as a hydraulic line, the sensor in the form of a pressure sensor can be used to determine whether a brake signal is currently present (relatively high internal pressure) or not (relatively low internal pressure). This sensor is preferably connected to a sensor signal transmission connection which is designed to transmit the sensor signal generated by the sensor to the drive module. The sensor signal transmission connection can be wireless or wired. The advantage of this solution is that the drive module can then be used to control drive functions, such as a recuperation device. Status information of the braking device arranged completely outside the drive module is taken into account together with status information of the braking device passing through the drive module and can be incorporated into control and regulation processes, in particular of the electric motor arranged in the drive module.

[0038] The vehicle can be further developed such that it additionally comprises a display and / or input device external to the drive module. These are preferably connected to the drive module by a signal transmission connection, enabling an exchange of information between the display and / or input device and the drive module, for example, for control and / or information purposes. A display device can, for example, comprise a visually perceptible display, such as one or more indicator lights and / or a display, etc., and / or an acoustically perceptible display, such as a loudspeaker, and / or a haptically perceptible display, such as a vibration element. This makes it possible, for example, to provide operating information such as a driving speed and / or an operating mode and / or a charge level, etc.are recorded using one or more sensors in the drive module itself, but are simultaneously displayed elsewhere, for example in an area of ​​the vehicle facing the driver. The input device is used to enable a driver to enter commands, for example relating to the selection of an operating mode of the vehicle or similar. For this purpose, the input device can be designed, for example, as a switching element or as a touch-sensitive input element, in particular as a touchscreen. For the exchange of information between the drive module and the display and / or input device, a data and / or signal transmission connection for transmitting data and / or signals between the display and / or operating interface or the input device and the drive module using a data and / or signal transmission device can be provided. This can be wireless or wired.It can also be provided that a power transmission connection, in particular for transmitting electrical energy from the drive module to the display and / or input device, is present. This makes it possible, in particular, to supply the display and / or input device with electrical energy from the drive module when an energy storage device external to the drive module is not currently present.

[0039] Particularly against this background, it can be advantageous if the vehicle comprises a first energy storage device integrated into the drive module for storing electrical energy and a second energy storage device external to the drive module for storing electrical energy, wherein in particular both the first and the second energy storage device are connected to the drive module for transmitting electrical energy. It is further preferred if the first energy storage device is designed to have a considerably smaller maximum total capacity, in particular charging capacity for electrical energy, than the second energy storage device, in particular by at least a factor of ten, very particularly by at least a factor of fifty. The second energy storage device, which is external to the drive module, therefore preferably represents the considerably larger storage device in terms of its storage capacity and is used in particular to provide the drive energy required for driving the electric motor during operation of the vehicle. This second energy storage device is therefore also very particularly preferably designed as an alternating energy storage device, for example in a design known per se.In particular, the second energy storage device can also be integrated into the vehicle in such a way that it is designed to absorb and store electrical energy generated in recuperation mode. The first energy storage device, on the other hand, primarily serves to supply at least the drive module or parts thereof and / or other electrical energy-consuming components of the vehicle, for example to enable standby operation of the vehicle. In this operating state, for example, a display and / or input device, such as an indicator light, a display, a touchscreen or the like, can be supplied with electrical energy from the first energy storage device and operated with it, even when the second energy storage device is removed. The first energy storage device is thus preferably connected to the drive module orIt is integrated into it in such a way that the electrical energy stored in it is not used or cannot be used as drive energy specifically for the propulsion of the vehicle. It can be advantageous if the first energy storage device can be supplied with electrical energy from the second energy storage device and recharged.

[0040] The vehicle can preferably comprise a control unit which is designed such that, depending on the extent to which the manually actuated actuating element is actuated, it controls a braking effect via a recuperation process and / or braking by moving the braking element from the release position to the braking position. If the electric motor is operated in recuperation mode, it generates a braking torque in the vehicle. This can be used to execute a braking request initiated by the driver of the vehicle via the braking device. In this way, not only is the braking element of the braking device protected, but an energy storage device of the vehicle is also charged with electrical energy, whereby the overall range of the vehicle with electric motor driving assistance can be increased and / or, for example, the wear on one or more braking elements can be reduced.In recuperation mode, the electric motor is driven by the vehicle's driving impulse, acting as a generator. This principle is well known in the art. The braking signal generated by the braking system can be used, in particular, to control the switch to recuperation mode. If this signal is used in the range determined by the If the brake signal line is routed from the actuating element to the drive module, it ideally reaches the drive module directly, so that, for example, if the control unit for operating the electric motor in recuperation mode is located in the drive module, no additional signal line needs to be provided and installed to detect the braking request.

[0041] The control unit is preferably designed such that a recuperation process is carried out taking into account at least one further operating parameter, in particular taking into account a current state of charge of an energy storage device and / or an operating temperature of the energy storage device. In these cases, storing the electrical energy generated by the electric motor in generator mode or in recuperation mode can be disadvantageous, in particular for the service life and operational integrity of the energy storage device. If, for example, the energy storage device is already fully charged with electrical energy and / or the current temperature of the energy storage device is above a defined temperature threshold, recuperation mode is disadvantageous. In these cases, it is therefore advantageous if a braking request from the driver, indicated by a brake signal, does not trigger the electric motor to switch to recuperation mode.Braking should then only be done by adjusting the brake element to the braking position.

[0042] Additionally or alternatively, it can also be provided that the control unit is designed such that it successively triggers braking by adjusting the braking element from the release position to the braking position to carry out the recuperation process, in particular depending on the extent to which the manually actuated actuating element is actuated. With a comparatively light actuation of the actuating element of the braking device, braking is therefore preferably initially carried out by activating the recuperation process. If the intensity of the actuation of the actuating element is further increased based on this, switching can be carried out by adjusting the braking element to the braking position or a complete change from recuperative braking to braking via the braking element adjusted to the braking position.The current braking intensity can be determined, for example, by detecting the current deflection of the actuating element and / or by the pressure present in a brake signal line configured as a hydraulic line. In concrete terms, two pressure ranges can be defined in this case, with regenerative braking occurring in the first pressure range and supplementary or alternative braking in the second pressure range via the brake element in the braking position. A pressure threshold can also be defined, exceeding which triggers this process.

[0043] The control unit can be designed such that, for switching from regenerative braking to supplementary or alternative braking with the braking element in the braking position, it only takes into account the braking signal from the braking signal line routed through the drive module. However, it can also be advantageous if the control unit additionally or alternatively also includes the braking signal from a braking signal line routed past the drive module. For this purpose, a suitable sensor signal line can be routed to the drive module, via which the signal from a sensor that detects the presence of a braking signal and / or its intensity on this braking signal line, which is completely external to the drive module, is transmitted to the drive module and thus to the control unit arranged in the drive module.

[0044] In a further aspect, the invention relates to a method for connecting a drive module with an electric motor to a vehicle frame of a vehicle, in particular a pedelec, that can be driven by drive energy provided by human muscle power and an electric motor. With regard to the design features of such a vehicle, reference is also made in particular to the preceding statements. The method is particularly suitable for the manufacture and / or maintenance of a vehicle according to the invention, in particular with a drive module according to the invention.

[0045] In step a), at least a first brake signal line section is connected to an input connection of the drive module. For this purpose, a suitable connection can be used, such as a hydraulic line connection, as already explained above. In step b), at least a second brake signal line section is connected to an output connection of the drive module. The order of steps a) and b) is obviously variable. A further step c) provides for the connection of the drive module to a vehicle frame of the vehicle. The drive module is thus mounted on the vehicle frame. For this purpose, one or more suitable, preferably detachable, connecting devices can be used, for example comprising form-fitting elements, such as screw connections or the like.In step d), the drive module's output is connected to a drive train and / or a wheel of the vehicle. The order of steps a) to d) is variable. It is essential that the drive module, designed as an assembly, provides a complete unit that, during assembly and / or maintenance, can be quickly and relatively easily prefabricated, installed, and / or replaced as a complete assembly, including the electric motor and integration into a brake signal line.

[0046] In the event that the braking device is designed as a braking device with hydraulic brake signal line, it is preferred, for example during assembly and Maintenance operations, venting the first and / or second brake signal line section and / or a connecting line running within the drive module using a venting device included in the drive module, for example a venting valve.

[0047] Additionally or alternatively, during assembly and / or maintenance work, a plug connection can be established between one or more signal lines and the drive module, for example, to establish a signal line connection from one or more sensors and / or to or from a display and / or input device. It is advantageous if several of these line connections are made using a common plug element for connection to a socket on the drive module.

[0048] Finally, a further aspect of the invention relates to a method for operating a vehicle, in particular a pedelec, that can be driven by human muscle power and drive energy provided by an electric motor. For a specific possible and preferred embodiment of such a vehicle, reference is made to the above information. The method is particularly suitable for operating a vehicle according to the invention, in particular with a drive module according to the invention.

[0049] For the method according to the invention, it is provided that in a step i), a brake signal is generated by manually actuating a manually actuated actuating element of a braking device, for example by pulling or pushing a brake lever. In step ii), the brake signal is forwarded to a drive module of the vehicle via a first brake signal line section of a brake signal line, in step iii), the brake signal is passed through the drive module, and in step iv), the brake signal is forwarded to adjust a brake element from a release position to a braking position. The brake signal thus passes through the drive module, or it is possible within the drive module to detect the occurrence / presence of a brake signal in the brake signal line.

[0050] The brake signal can be transmitted directly and unmodified in step iv). However, it is also possible for the brake signal to be transmitted in step iv) depending on whether a brake signal threshold is exceeded, a change from a first state parameter range to a second state parameter range, for example, from a first pressure range within the brake signal line to a second pressure range within the brake signal line, and / or an actual operating state of an energy storage device, for example, a charge state and / or a temperature.

[0051] It is possible for braking energy to be recuperated using a recuperation device prior to step iv) and / or concurrently with step d). The implementation of the braking signal transmitted by the vehicle driver via the actuating device can thus be carried out in multiple phases using various braking devices. It is preferred that recuperative braking be performed first, and with increased braking signal intensity, braking be performed by adjusting the braking element to the braking position.

[0052] Vehicles of this type often comprise a further braking device in addition to a braking device. It can also be provided for this further braking device to have its braking signal passed through the drive module. However, due to the typically reduced installation effort required, a braking signal generated by manually actuating a manually operable actuating element from this further braking device is preferably forwarded, bypassing the drive module. It can then, however, be provided for this braking signal to be detected by means of a sensor arranged outside the drive module, and for a sensor braking signal generated by this sensor as a function of the detected braking signal to be forwarded to the drive module via a sensor signal line.In this way, it is possible for a driving and / or operating control system arranged in the drive module, in particular an electric motor control system, to take into account the brake signals of both braking devices, even though only one of the two brake signals is passed directly through the drive module and then only detected in the drive module, for example with a suitable sensor, while the other brake signal is transmitted indirectly to the drive module via the sensor brake signal.

[0053] Preferably, the recuperation of braking energy is carried out using the recuperation device, also taking into account the sensor braking signal.

[0054] The invention is explained in more detail below with reference to the exemplary embodiments shown in the figures. They show schematically: Figure 1 shows a side view of a Pedelec type vehicle; Figure 2 shows a plan view of a drive module with add-on components; Figure 3 is a functional diagram of a first embodiment of a vehicle; Figure 4 is a functional sketch of a second embodiment of a vehicle; Figure 5 shows a section of a hydraulic system; Figure 6 shows a control map of a pressure-dependent brake control; Figure 7 is a flowchart of a method for connecting a drive module with an electric motor to a vehicle frame of a vehicle; and Figure 8 is a flowchart of a method for operating a vehicle.

[0055] Identical or functionally identical components are designated by the same reference numerals in the figures. Recurring components are not designated separately in each figure.

[0056] Fig. 1 shows a side view of a single-track vehicle 1 of the pedelec or bicycle type with electric motor assistance. The vehicle 1 can also be multi-track. The vehicle 1 can be propelled by human muscle power and drive energy provided by an electric motor in ferry operation. An essential element of the vehicle 1 is a vehicle frame 1, which represents the essential supporting structure of the vehicle 1. The vehicle frame 2 can be designed in a variety of ways and, for example, can have various connecting and supporting struts, such as a top tube, a down tube, a seat tube, a swing arm, etc. At least one front wheel 3 and at least one rear wheel 4 can be mounted directly or indirectly on the vehicle frame 2. A handlebar 11 can be provided for steering the vehicle 1.The drive energy required for ferry operation is generated, on the one hand, by muscle power by a driver of the vehicle 1, for example, sitting on a seat 9. A pedaling device 5, for example in the form of a pedal crank with pedals, or the like, can be provided for this purpose. On the other hand, the vehicle 1 comprises at least one electric motor 6, which in the present case is part of a drive module 8 described in more detail below. This can be arranged, for example, in the region of a rear wheel axle, a pedal crank axle, or a front wheel axle. To supply the electric motor 6 with the electrical drive energy required for its operation, the vehicle 1 comprises an energy storage device 7, in particular in the form of an accumulator, very particularly in the form of a quick-change accumulator. A traction drive 4 can be provided for energy transmission.

[0057] A braking device 10 is provided for initiating a braking operation of the vehicle 1 in motion. This can comprise a first actuating element 12, via which the driver can initiate a braking operation and vary the braking intensity, for example by manual actuation. The braking signal generated by the driver via the actuating element 12 can be transmitted via a brake signal line 13 to a braking element 14, in this case a braking element acting on the rear wheel 4. The braking element 14 can be adjustable in a manner known per se between a release position and a braking position and can be designed, for example, as a brake shoe or similar. In the braking position, the braking element pressed onto a braking surface that is stationary relative to the rear wheel 4 and triggers the braking process through the resulting friction. This braking surface can be designed, for example, as a brake disc, a rim or the like. The brake signal line 13 can be designed, for example, as a hydraulic line. By actuating the actuating element 12, a pressure is built up in the hydraulic line, which can be used to adjust and press the braking element 14. At least within an effective range of the braking element 14, the current braking effect can therefore be increased by increasing the pressure in the hydraulic line. The brake signal line 13 can have a first brake signal line section 15, which forms a brake signal transmission connection between the actuating element 12 and the drive module 8 (in the embodiment shown in Fig.1, the drive module 8, which is located in the rotational axis of the pedaling device 5), and a second brake signal line section 16, which establishes a brake signal transmission connection between this drive module 8 and the brake element 14. The drive module 8 can also be positioned in the area of ​​the rear wheel hub (as alternatively shown in Fig. 1) or in the area of ​​the front wheel hub. The paths of the brake signal line sections 15 and 16 as well as the brake signal line 13 can then be adjusted accordingly. The brake signal line 13 thus runs through the drive module 8.

[0058] In addition to the rear wheel brake device shown in Fig. 1, the brake device 10 can also have a front wheel brake device, comprising a second actuating element 17 (not shown in Fig. 1), via which the driver can generate a further brake signal that can be transmitted to a brake element 14' via a second brake signal line 18 (also not shown in Fig. 1). The second brake signal line 18 can run completely outside the drive module 8, but alternatively can also be routed through the drive module 8 like the first brake signal line 13. Both the rear wheel brake device and the front wheel brake device can have a brake signal line that runs through the drive module 8. The front wheel brake device can in particular be actuated independently of the rear wheel brake device and vice versa.

[0059] Fig. 2 shows a drive module 8, to which additional pedal cranks 19 and pedals 20 are detachably attached as components of the pedaling device 5 from Fig. 1. Furthermore, a drive wheel 21 of a traction mechanism 45 is attached to the drive module 8, which can also be removed from the drive module 8. The drive wheel 21 does not have to be in direct drive connection with an input axle driven via the pedal cranks 19.

[0060] The drive module 8 is a self-contained assembly with a module housing 22, wherein the module housing is an essential supporting structure of the drive module 8 and the essential outer surface of the drive module 8. The module housing 22 surrounds an interior space 23 in which the at least one electric motor 6 is arranged. Several electric motors 6, in particular those coupled to one another, for example with drive and / or CVT functions, can also be arranged in this interior space 23. The drive module 8 further comprises an input connection 24 and an output connection 25. The input connection 24 is provided, for example, for connecting a transmission line (for example the first brake line section 15) to the first actuating element 12 (or second actuating element) and the output connection is provided for connecting a transmission line (for example the second brake signal section 16) to the brake element 14 (or 14').The input port 24 and the output port 25 can be connected to each other in a signal-transmitting, particularly fluid-conducting, manner via a connecting line 26 that runs entirely within the drive module. It is also possible to form the connection between the two ports 24 and 25 indirectly, for example, via one or more mechanical transmission elements, one or more membranes, etc. The directional arrows in Fig. 2 indicate the effective direction of the braking signal (from the actuating element to the braking element).

[0061] The drive module 8 further comprises an output 27 which can be driven directly or indirectly by the electric motor 6 and via which the total drive energy of the drive module generated by the drive module and / or introduced by the driver via muscle power can be transmitted to one or more of the front wheel 3 and / or rear wheel 4 and / or to a drive transmission connected to the drive module 8 on the output side, for example a traction transmission (in Fig. 2, for example, to the drive wheel 21 as part of such a traction transmission).

[0062] The drive module 8 can have a control unit 28. This can be arranged in the interior space 23 of the drive module 8. The drive module 8 can also comprise a further interior space 29 in which components of the drive module 8, such as the control unit 28, can be arranged separately from the interior space 23 accommodating the electric motor 6. The control unit 28 can be designed, in particular, as a motor controller and, for this purpose, can comprise a suitable computer program in addition to a suitable computer device 48 (Fig. 4). It can be arranged with its hardware on a circuit board, in particular together with a sensor device 30, which will be described in more detail below.

[0063] A communication device 31 may be part of the drive module 8. This may be designed for wired communication and / or, in particular, for wireless communication or wireless reception and / or transmission of data and / or signals. The drive module 8 may further comprise a visually perceptible display device 32, for example in the form of one or more LEDs visually perceptible from outside the drive module and / or a display screen, via which, for example, operating and / or status information can be displayed. Furthermore, or alternatively, the drive module 8 can have an acoustically perceptible display device 33, such as a loudspeaker.

[0064] A venting device 40, for example in the form of a vent valve, can be part of the drive module. The venting device 40 is provided for the case where the brake signal line 13 is designed as a hydraulic line. After connecting the respective brake line sections 15 / 16 to the drive module 8, they can thus be vented on or via the drive module, for example, conveniently during pre-assembly, using the venting device 40 already included in the drive module 8.

[0065] The drive module 8 can comprise its own integrated energy storage device 44, in particular separately and in addition to the external energy storage device 7 of the vehicle 1 into which the drive module 8 is installed. With the aid of the electrical energy stored in this integrated energy storage device 44, at least partial operation of the drive module is possible independently of an external power supply, such as the external energy storage device, for example for assembly, programming, and / or maintenance purposes.

[0066] Fig. 3 illustrates, in a highly schematic manner and in a first exemplary embodiment, a possible integration of the drive module 8 into the vehicle 1. The drive module 8 can, for example, be the drive module explained in Fig. 2 in the vehicle according to Fig. 1. The drive module 8 is mechanically connected to the vehicle frame 2 via a fastening device not shown in detail in Fig. 3. This can, for example, be a suitable connecting flange or the like. The drive module is connected to the first brake line section 15 and the second brake line section 16 via the input connection 24 and the output connection 25. It is preferred if the line connection obtained by this wiring between the first actuating element 12 and the braking element 14 is designed as a hydraulic line. The connecting line section 26 runs in the drive module 8 orspatially within the drive module 8, so that part of the line connection is routed through the drive module 8. A sensor 34, in the case of a hydraulic line, for example, a pressure sensor, is arranged in the area of ​​the connecting line 26. This is designed to detect the current internal pressure in the hydraulic line, or specifically in the connecting line section 26 within the drive module 8. This makes it possible to detect the presence of a braking signal directly within the drive module 8 by means of the Sensor 34 and transmit it, for example, to the control unit 28 for consideration in the control of the electric motor 6 via a suitable signal connection.

[0067] Specifically, it can be provided, for example, that various control measures are carried out by the control unit 28 and / or other components, in particular the drive module, depending on the braking intensity currently specified via the actuating element 12. As a measure of the braking intensity, for example, a deflection of the actuating element 12 and / or the signal intensity currently present in the brake signal line 13—for example, the pressure in the case of a hydraulic brake—can be used.For example, depending on various deflections I, II, and III of the actuating element 12 and / or with the various deflections of the actuating element 12 in the case of a hydraulic brake, various control measures can be implemented (for example, between I and II on the one hand and between II and III on the other hand) and / or pressure thresholds (for example, when the pressure threshold specified by II is exceeded). With a comparatively low signal intensity, determined, for example, by the sensor 34, the control unit 28 can, for example, initially initiate regenerative braking by operating the electric motor 6 in a recuperation mode or as a generator, without simultaneously moving the braking element 14 into the braking position.If the braking intensity rises above a pressure threshold, for example, when lever position II is exceeded in direction III, mechanical braking can be initiated in addition to and / or alternatively to regenerative braking by moving the braking element 14 into the braking position. The extent to which regenerative braking is initiated at all can additionally depend on further operating and / or status parameters of one or more of the components of the vehicle 1, such as the current charge state of an external energy storage device 7, which is provided for absorbing the electrical energy generated by the electric motor 6 during the recuperation process, and / or its current temperature.

[0068] In Fig. 3, elements 12, 14, 15, 16, and 26 are designed as a rear-wheel braking device (but can also be designed as a front-wheel braking device). In addition, the vehicle 1 comprises a front-wheel braking device with a second actuating element 17, which controls the positioning of a braking element 14' between a braking position and a release position via a braking signal line 13'. The braking signal line 13' can also be designed, in particular, as a hydraulic line. In contrast to the rear-wheel braking device (or the other braking device), the front-wheel braking device is designed as a unit that is structurally and functionally completely independent of the drive module and is arranged in the vehicle. Actuation of the braking element 17 thus has no influence on the operation of the drive module 8 in this exemplary embodiment.

[0069] However, when two or more actuating elements and two or more braking elements are used in a vehicle, in particular when a front-wheel braking device and a rear-wheel braking device are used, it is also possible for the operating state of both braking devices to be taken into account by the control unit 28 included in the drive module 8, in particular for controlling recuperation operation of the electric motor 6. For this purpose, not all of the existing brake signal lines necessarily have to be routed through the drive module 8. In the exemplary embodiment according to Fig. 4, for which possible differences compared to the exemplary embodiment according to Fig. 3 are explained in more detail below and otherwise reference is made to the information on Fig. 3, a brake signal sensor 36 is connected to the brake signal line 35, for example a pressure sensor in the case of a hydraulic brake signal line 35.The brake signal sensor 36 is in signal communication with the drive module 8, in particular with the control unit 28 arranged in the drive module 8, via a signal line 37 which connects the brake signal sensor 36 to the drive module 8. As a result, the brake signal from that part of the braking device 10 which, with respect to its brake signal line, is routed past the drive module 8, can also be taken into account when controlling the drive module 8, in particular a recuperation process.

[0070] Fig. 4 further illustrates, as an optional further development (also for the first exemplary embodiment), the possibility of providing one or more connection devices for connecting one or more signal and / or power supply lines on the drive module 8 or as part of the drive module 8. For example, the drive module 8 can have a plug socket 41, via which a plug, at which the signal line 37 as a sensor connection line and a control signal line 43 of a display and input device 42 are brought together, can be inserted in order to achieve a signal transmission connection to the control unit 28 of the drive module 8. The display and input device 42 can, for example, have one or more operating elements for entering control commands from the driver, for example a driving mode selection, a horn button, etc.It may further comprise one or more indicator devices, such as LEDs or a display, for example, to indicate current operating parameters and operating states. One or more of the signal lines may also be wireless and exchange data and / or signals with the control unit 28 of the drive module 8, for example, via the communication device 31.

[0071] The control unit 28 may comprise one or more signal inputs 46 and / or one or more signal outputs 47. For example, control instructions from a driver, for example input via the display and / or input device 42, can be transmitted via the signal input(s) 46. Sensor data, for example from the pressure sensor 34 and / or other sensors, can be transmitted to the control unit 28. Control specifications from the control unit, for example to the electric motor 6 and / or the output 27 and / or the switching device 38 / 38', etc., described in more detail below, can be transmitted via the signal output(s) 47.

[0072] Fig. 5 illustrates a control characteristic map as it could be used by the control unit 28 to control an electromotive braking process, taking into account the currently present brake signal k3 or its intensity. In the characteristic map shown, the braking intensity b is specified against the brake pressure p. The control unit 28 of the drive module 8 is designed such that, depending on the pressure range, for example as specified in Fig. 3 for the actuating element 12, it controls regenerative braking by switching the electric motor 6 to generator mode and mechanical braking with one of the brake elements 14 / 14'. The characteristic curve kl indicates the course of the braking effect generated by regenerative braking. In the range from 0% to 30%, braking is therefore exclusively regenerative.If the braking intensity exceeds 30%, mechanical braking is also applied by moving one or both of the braking elements 14 / 14' to the braking position. This is represented by characteristic curve k2. The resulting braking effect from the superposition of these two braking functions (regenerative and with the aid of one or more of the braking elements) is indicated by characteristic curve k3.

[0073] Fig. 5 further illustrates that the course of the characteristic curves kl and k2 can be shifted depending on an operating and / or state parameter, for example in such a way that the resulting characteristic curve k3 is not changed in order to avoid changing the braking behavior of the vehicle as perceived by the driver.

[0074] Fig. 5 further illustrates a case in which the electrical energy generated by the electric motor 6 during recuperation mode could / should no longer be absorbed by the energy storage device, for example because it is already fully charged and / or too hot. In this case, the characteristic curve kl can be shifted to the characteristic curve kl' (i.e. no recuperation takes place at all) and the characteristic curve k3 to k3'. In this case, K3' is thus identical to the characteristic curve k2. This provides a range, in this case from p 0% to 30%, in which no braking effect occurs at all and the driver thus "reaches into the void". Even if this control behavior initially appears counterintuitive, it is acceptable in view of the short travel distances usually required on the actuating element in practice, and it also enables comparatively simple control.

[0075] Alternatively, however, it can also be provided that in the case described above, in which no braking effect is available due to recuperation, k2 is shifted to k2' so that k2' is identical to k3. In this case, however, it is necessary that a pressure valve, in particular a continuously controllable one, is available in the manner described in more detail below. Even if the design effort for this solution is therefore higher, the advantage is that the driver achieves the same braking behavior of the vehicle both when braking with recuperation and when braking without recuperation. For this to happen, the behavior of the pressure reducing valve must be controllable, e.g. continuously. When braking without recuperation, however, in both cases the braking effect is achieved exclusively by mechanical braking using one or more of the brake elements 14 / 14'.

[0076] Incidents or other curve progressions are also conceivable, for example, when recuperation is required, but only comparatively little. In addition or alternatively, the respective characteristic curve can also be shifted depending on a driver profile and / or the temperature and / or the charge level of the energy storage device, or similar factors. Ideally, however, variations are made in such a way that the resulting braking effect according to k3 is always guaranteed according to the characteristic curve shown.

[0077] Fig. 6 illustrates, in a section of a hydraulic circuit diagram, how the switching and / or addition of a braking process can be achieved using one or more of the braking elements 14 / 14' depending on the intensity of the braking signal. For this purpose, for example, a switching device 38 can be provided, in particular also comprised by the drive module 8 and arranged within the module housing 22, which is designed such that it enables the braking signal to be forwarded to the braking element(s) 14 / 14' depending on the current intensity of the braking signal and / or the currently applied characteristic curves. The switching device can also be arranged externally to the drive module 8, as designated by 38'. In the case of a hydraulic braking signal line 13 / 13', the switching devices 38 and / or 38' can, for example, specifically each comprise a pressure valve 39, in particular a pressure switching or pressure reducing valve.This can be varied with regard to its pressure dependency, for example its pressure reduction and / or pressure switching point, and can be controlled by the control unit 28 for this purpose, as indicated in Fig. 6 with the corresponding arrow to the pressure valve 39. Part of the switching device 38 / 38' can be a sensor 34, in particular a pressure sensor, which is designed to detect the hydraulic pressure within the brake signal line. The brake signal detected by the sensor 34, in particular a pressure sensor, can be transmitted to the control unit 28 via a suitable signal transmission line 49. If the switching device 38 / 38' releases the line, hydraulic fluid can flow through the switching device 38 / 38' to the. For example, the respective braking element 14 / 14' can be transmitted and adjust the braking element 14 / 14' to the respective braking position. Fig. 6 also shows, by way of example, a master hydraulic cylinder actuated by the actuating element 17. This can be reset to the non-braking release position, in particular by pressure and / or tension springs. A check valve 50 can also be provided to facilitate adjustment from the braking position to the release position.

[0078] Fig. 7 illustrates a flowchart of a method for connecting a drive module with an electric motor to a vehicle frame of a vehicle, in particular a pedelec, that can be driven by drive energy provided by human muscle power and an electric motor. With regard to the design features of such a vehicle, reference is also made in particular to the preceding exemplary embodiments. The method is particularly suitable for the manufacture and / or maintenance of a vehicle according to the invention, in particular with a drive module according to the invention, particularly as explained in the preceding figures.

[0079] In step a), at least a first brake signal line section is connected to an input connection of the drive module. For this purpose, a suitable connection can be used, such as a hydraulic line connection, as already explained above. In step b), at least a second brake signal line section is connected to an output connection of the drive module. The order of steps a) and b) is obviously variable. A further step c) provides for the connection of the drive module to a vehicle frame of the vehicle. The drive module is thus mounted on the vehicle frame. For this purpose, one or more suitable, preferably detachable, connecting devices can be used, for example comprising form-fitting elements, such as screw connections or the like.In step d), the drive module's output is connected to a drive train and / or a wheel of the vehicle. The order of steps a) to d) is variable. It is essential that the drive module, designed as an assembly, provides a complete unit that, during assembly and / or maintenance, can be quickly and easily prefabricated, installed, and / or replaced as a complete assembly, including the electric motor and integration into a brake signal line.

[0080] In the event that the braking device is designed as a braking device with a hydraulic brake signal line, venting e) of the first and / or second brake signal line section and / or a connecting line running within the drive module is preferably carried out, for example during assembly and maintenance processes, by means of a venting device included in the drive module.

[0081] Additionally or alternatively, during assembly and / or maintenance work, a plug connection can be established between one or more signal lines and the drive module, for example, to establish a signal line connection from one or more sensors and / or to or from a display and / or input device. It is advantageous if several of these line connections are established using a common plug element for connection to a socket on the drive module.

[0082] Finally, Fig. 8 shows a flowchart of a method for operating a vehicle, in particular a pedelec, that can be driven by human muscle power and drive energy provided by an electric motor. For a specific possible and preferred embodiment of such a vehicle, reference is made to the above information. The method is particularly suitable for operating a vehicle according to the invention, in particular with a drive module according to the invention.

[0083] For the method according to the invention, it is provided that in a step i), a brake signal is generated by manually actuating a manually actuated actuating element of a braking device, for example by pulling or pushing a brake lever. In step ii), the brake signal is forwarded to a drive module of the vehicle via a first brake signal line section of a brake signal line, in step iii), the brake signal is passed through the drive module, and in step iv), the brake signal is forwarded to adjust a brake element from a release position to a braking position. The brake signal thus passes through the drive module, or it is possible within the drive module to detect the occurrence / presence of a brake signal in the brake signal line.

[0084] The brake signal can be transmitted directly and unmodified in step iv). However, it is also possible for the brake signal to be transmitted in step iv) depending on a brake signal threshold being exceeded, a change from a first state parameter range to a second state parameter range, for example, from a first pressure range within the brake signal line to a second pressure range within the brake signal line, and / or an actual operating state of an energy storage device, for example, a charge level and / or a temperature.

[0085] It is possible that step iv) is preceded in time by and / or simultaneously with step v) by recuperation of braking energy using a recuperation device.

Claims

PATENT CLAIMS 1. Drive module for a single- or multi-track vehicle (1), in particular a pedelec, which can be driven by human muscle power and drive energy provided by an electric motor, comprising - a module housing (22); - an electric motor (6) arranged in an interior space (23) surrounded by the module housing (22); - an output (27) which can be driven by the electric motor (6) and by human muscle power; characterized in that the drive module (8) - at least one input connection (24) for at least one brake signal line (13) and - comprises at least one output connection (25) for the at least one brake signal line (13).

2. Drive module (8) according to claim 1, characterized in that the drive module (8) comprises a control unit (28) arranged in an interior space (23) formed by the module housing (22) and having at least one signal input (46), at least one signal output (47) and at least one computer device (48).

3. Drive module (8) according to claim 2, characterized in that the interior space formed by the module housing (22) for accommodating the control unit (28) is a separate interior space from the electric motor (6).

4. Drive module (8) according to one of the preceding claims, characterized in that the drive module (8) comprises at least one sensor device (30) which is designed to detect at least one operating parameter.

5. Drive module according to claim 4, characterized in that the sensor device (30) - a pressure sensor (34) for detecting a hydraulic pressure and / or - a current and / or voltage sensor for detecting a current and / or a voltage and / or - a torque sensor for detecting a torque applied to a shaft and / or - a speed sensor for detecting a speed, in particular a speed of the output shaft, or a manually operable drive shaft.

6. Drive module (8) according to one of claims 4 or 5, characterized in that the sensor device (30) is arranged on a common circuit board with a motor control.

7. Drive module (8) according to one of the preceding claims, characterized in that the at least one input connection (24) and / or the at least one output connection (25) for the at least one brake signal line (13 / 13') are designed as a connection for a hydraulic fluid line.

8. Drive module (8) according to one of the preceding claims, characterized in that a connecting line (26) is present within the module housing (22) of the drive module (8), which connects the input connection (24) to the output connection (25).

9. Drive module (8) according to claim 8, characterized in that the connecting line (26) is connected to a sensor, in particular a pressure sensor (34).

10. Drive module (8) according to one of the preceding claims, characterized in that the drive module (8), in particular the module housing (22), a ventilation device (40) for venting a hydraulic fluid line running in the drive module (8) and connecting to the input and / or output connection (24, 25).

11. Drive module (8) according to one of the preceding claims, characterized in that the drive module (8) has a connection socket (41) which is designed to connect at least two signal lines.

12. Drive module (8) according to one of the preceding claims, characterized in that the drive module (8) comprises a display and / or a communication device (31) for receiving and / or transmitting data.

13. Drive module (8) according to claim 12, characterized in that the display and / or communication device comprises a loudspeaker and / or a visually perceptible display device.

14. Drive module (8) according to one of the preceding claims, characterized in that the drive module (8) - has a drive connection which is designed for connecting a pedal device (19) and / or - has an output connection which is designed for connecting a traction mechanism (45) or a wheel (3, 4).

15. Drive module (8) according to one of the preceding claims, characterized in that the drive module (8) comprises an integrated energy storage device (44) for storing electrical energy.

16. Drive module (8) according to one of the preceding claims, characterized in that the module housing (22) comprises at least one detachable connection device via which it can be mounted on a vehicle frame of a vehicle, in particular a pedelec, which can be driven by human muscle power and drive energy provided by an electric motor.

17. Drive module (8) according to one of the preceding claims, characterized in that the drive module (8) comprises a connecting device, in particular a part of a plug connection, for connection to an external energy storage device for storing electrical energy.

18. Drive module (8) according to one of the preceding claims, characterized in that the drive module (8) comprises a traction mechanism transmission (45).

19. Single- or multi-track vehicle (1) which can be driven by human muscle power and electric motor-provided drive energy, in particular Pedelec, - with a vehicle frame (2), - with at least one front wheel (3) and at least one rear wheel (4), - with at least one pedal device (19), - with at least one electric motor (6), - with at least one output (27) drivable by the electric motor (6), - with at least one energy storage device (7) for electrical energy for driving the electric motor (6) and - with at least one braking device (10) which can be actuated by a driver of the vehicle (1) and which has a manually actuated actuating element (12, 17) and a braking element (13, 14') which can be adjusted between a braking position and a release position, wherein the braking signal generated by a manual actuation of the actuating element (12, 17) is transmitted to the braking element (14, 14') via a braking signal line (13, 13'), characterized in that it has a drive module (8) according to one of the preceding claims, and in that the braking signal line (13) - comprises a first brake line section (15) which is connected to the drive module (8) via an input connection (24) of the drive module (8) and connects the actuating element (12) to the drive module (8) for signal transmission, and - comprises a second brake signal line section (16) which is connected to the drive module (8) via an output connection (25) of the drive module (8) and connects the drive module (8) to the brake element (14) for signal transmission.

20. Single- or multi-track vehicle (1) according to claim 19, characterized in that the braking device (10) - a front wheel brake device with a first manually operable actuating element (12) for actuating a front wheel brake element via a first brake signal line (13) and - a rear wheel brake device with a second manually operable actuating element (17) for actuating a rear wheel brake element via a second brake signal line (13'), wherein at least the first and / or the second brake signal line is guided at least partially through the drive module (8).

21. Single- or multi-track vehicle (1) according to claim 20, characterized in that of the front-wheel braking device and the rear-wheel braking device, only one of the first and second brake signal lines is guided at least partially through the drive module (8), in particular the second brake signal line, and that the other brake signal line, in particular the first brake signal line, runs completely outside the drive module (8).

22. Single- or multi-track vehicle (1) according to claim 21, characterized in that the brake signal line running completely outside the drive module (8) is connected to a sensor arranged outside the drive module (8), and that a sensor signal transmission connection is provided which is designed to transmit the sensor signal generated by the sensor to the drive module (8).

23. Single- or multi-track vehicle (1) according to one of claims 19 to 22, characterized in that it additionally comprises a display and / or input device external to the drive module (8), and in that a data and / or signal transmission connection for transmitting data and / or signals between the display and / or input device and the drive module (8) by means of a data and / or signal transmission device is provided.

24. Single- or multi-track vehicle (1) according to one of claims 19 to 23, characterized in that it comprises a first energy storage device integrated into the drive module (8) for storing electrical energy and a second energy storage device external to the drive module (8) for storing electrical energy, wherein in particular both the first and the second energy storage device are connected to the drive module (8) for transmitting electrical energy.

25. Single- or multi-track vehicle (1) according to one of claims 19 to 24, characterized in that it comprises a control unit (28) which is designed such that, depending on the extent of actuation of the manually actuated actuating element, it controls a braking effect via a recuperation process and / or braking by adjusting the braking element from the release position to the braking position.

26. Single- or multi-track vehicle (1) according to claim 25, characterized in that the control unit (28) is designed such that a recuperation process is carried out taking into account at least one further operating parameter, in particular taking into account a current state of charge of an energy storage device and / or an operating temperature of the energy storage device.

27. Single- or multi-track vehicle (1) according to one of claims 25 or 26, characterized in that the control unit (28) is designed such that it triggers braking by adjusting the braking element from the release position to the braking position successively to carry out the recuperation process, in particular depending on the extent of the actuation of the manually actuated actuating element.

28. Method for connecting a drive module (8) with an electric motor (6) to a vehicle frame of a single- or multi-track vehicle (1), in particular a pedelec, which can be driven by human muscle power and drive energy provided by an electric motor, comprising the steps of a) connecting at least one first brake signal line section to a Input connection (24) of the drive module (8); b) connecting at least one second brake signal line section to a Output connection of the drive module (8); c) connecting the drive module (8) to a vehicle frame of the vehicle (1) and d) connecting an output of the drive module (8) to a drive train and / or a wheel of the vehicle (1).

29. Method according to claim 28, characterized in that venting of the first and / or second brake signal line section and / or a connecting line running within the drive module (8) is carried out with the aid of a venting device comprised by the drive module (8).

30. Method for operating a single- or multi-track vehicle (1), in particular a pedelec, which can be driven by human muscle power and drive energy provided by an electric motor, comprising the steps of i) generating a braking signal by manually actuating a manually actuable actuating element of a braking device; ii) forwarding the braking signal to a drive module (8) of the vehicle (1) via a first braking signal line section of a braking signal line; iii) passing the braking signal through the drive module (8); iv) forwarding the braking signal for adjusting a braking element from a release position to a braking position.

31. Method according to claim 30, characterized in that the forwarding of the brake signal in step d) depends on - an exceeding of a brake signal threshold and / or -an actual operating state of an energy storage device.

32. Method according to one of claims 30 or 31, characterized in that a recuperation of braking energy takes place prior to step d) and / or simultaneously with step d) by means of a recuperation device.

33. Method according to one of claims 30 to 32, characterized in that for a further braking device - forwarding a brake signal generated by manual actuation of a manually operable actuating element, bypassing the drive module (8), - detecting this braking signal by means of a sensor arranged outside the drive module (8)s and - a sensor brake signal generated by this sensor as a function of the detected brake signal is forwarded to the drive module (8) via a sensor signal line.

34. Method according to claims 32 and 33, characterized in that the recuperation of braking energy is carried out by means of the recuperation device taking into account the sensor braking signal.

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