A means of transportation that can be driven simultaneously by human muscle power and an electric motor

Abstract

The present invention relates to a means of transport (F), in particular a pedelec, that can be driven simultaneously by human muscle power and by drive energy provided by an electric motor, and that comprises a drive unit (1) in which a drive electric motor (27) and a drive strain wave gearing (18) are nested within each other to save installation space.

Description

[Technical Field]

[0001] The present invention relates to a means of transport, in particular a pedelec, that can be driven simultaneously by human muscle power and by drive energy provided by an electric motor. [Background technology]

[0002] Mobility means of this type are, for example, vehicles with two or more wheels, such as bicycles, in particular electric bicycles, e-bikes or pedelecs, but also pedalos, pedal boats or wheelchairs. In particular, the mobility means which correspond in terms of the attributes are vehicles of vehicle classes L1e, L2e, L3e, L4e, L5e, L6e and L7e according to Article 4 of EU Regulation 2013 / 168 / EU of 15 January 2013. This also includes, in particular, vehicles with a maximum speed of up to 6 km / h depending on the type, vehicles dedicated to disabled persons, e.g., wheelchair users, vehicles dedicated to sports competitions, bicycles with pedal-assisted pedal drives equipped with an electric motor-assisted drive with a maximum continuous rated power of up to 250 W, in which the assistance is interrupted when the rider stops pedaling and progressively decreases as the vehicle speed increases, until the bicycle is stopped before the vehicle speed reaches 25 km / h, self-balancing vehicles with electric motor-assisted traction drives, sports vehicles with pedal drives, vehicles with pedal drives that do not have a seat, and vehicles with pedal drives with an R-point (according to ECE-R17) of ≦400 mm. In most cases, these vehicles have a front wheel and at least one rear wheel connected to each other via a frame. However, there can also be several rear wheels, e.g., two rear wheels, and / or several front wheels, e.g., two front wheels, in particular in any combination. They can be arranged side by side in the forward direction of travel, or one behind the other in the forward direction of travel, for example, in tandem, as in, for example, wheelchairs, tricycles, or vehicles with sidecars. Such vehicles are increasingly equipped with a drive unit having at least one electric motor that assists the user in driving the vehicle. Typically, the vehicle is not driven solely by this electric motor, but the electric motor assists the user's own human muscle power in driving the vehicle. The electric motor is controlled, for example, by a control unit, and in most cases the degree of assistance can be selected. In this way, the user generates as much power as possible or desired while traveling in such a vehicle, while moving at a speed that is more comfortable and useful in everyday life.

[0003] A problem with conventional drive units is their structural size, particularly transverse to the longitudinal axis of the vehicle. Drive units are typically located on or near the wheel hub or on or near a drive unit bearing, such as a bottom bracket. On the one hand, the drive unit should not protrude excessively beyond the wheel on either side. On the other hand, when located on the bottom bracket, care must be taken to ensure that the crank arms of bicycle pedals, for example, adhere to a maximum axial distance of 140 to 180 mm, based on human anatomy. The drive unit, located between the crank arms, must be designed to be as narrow as possible to ensure comfortable riding even over long distances. However, this poses a number of design challenges, as the integral rotation bearings and the freewheel themselves each require a certain amount of space. The gearing and electric motor also typically occupy significant installation space in the drive unit, particularly in the direction of the bottom bracket or rear wheel rotation axis, thereby increasing the overall width of the drive unit beyond what is necessary. Summary of the Invention [Problem to be solved by the invention]

[0004] The object of the present invention is therefore to provide a suitably adapted means of transport having a drive unit that is as narrow as possible, particularly transversely to the direction of travel of the means of transport, while at the same time being flexible in its control and capable of covering the full range of functions of modern drive units. [Means for solving the problem]

[0005] This solution is achieved by a means of transport as defined in the independent claims. Preferred developments are defined in the dependent claims.

[0006] The drive unit according to the present invention comprises an input drive shaft for transmitting drive energy generated or provided by human muscle power. That is, the input drive shaft can be, for example, a bicycle crankshaft or can be non-rotatably connected thereto. Alternatively, the input drive shaft can be non-rotatably connected to a traction means gear, such as a chainring. The input drive shaft is thus arranged so that it can be rotated by the operator or driver of the means of transport using human muscle power, for example by pedaling a bicycle. This can be done directly or indirectly. It is particularly intended that this be done parallel to the electric motor in the direction of the force flow entering the entire drivetrain from the point of input of human muscle power.

[0007] The drive unit according to the present invention includes an output driven shaft for transmitting drive energy to a propulsion device. The propulsion device, for example, at least one wheel (or a propeller in the case of an underwater vehicle), is rotated by the drive energy transmitted by the output driven shaft, thereby propelling the vehicle. For example, the output driven shaft can be non-rotatably connected to a traction device gear, such as a chain ring. Alternatively, the output driven shaft can be non-rotatably connected to a hub housing that transmits rotational motion to the propulsion device, for example, via spokes. The output driven shaft transmits its rotation to the propulsion device of the vehicle, and for this reason, the drive unit is configured to apply a rotation to the output driven shaft corresponding to the desired running speed of the vehicle. The output driven shaft is therefore operatively disposed between the input drive shaft and the propulsion device driven by the drive unit, in the direction of force flow from the point of application of human muscle force.

[0008] Thus, the drive unit is designed to transmit drive energy from an input drive shaft to an output driven shaft. However, it is also conceivable that the drive unit can be designed so that the rotational speed and torque transmitted to the output driven shaft can be adapted to the requirements of the current operating situation. For this purpose, the drive unit comprises a drive strain wave gearing having a strain wave generator, a flexspline, and an internal gear, arranged around a rotational axis. The rotational axis can be, for example, a pedal axle of a bottom bracket or a wheel axle of a running device, in particular a running device driven by the drive unit. Due to their simple, narrow design, robustness, and high reduction ratio, strain wave gearing is a type of gearing particularly suited for this application. Strain wave gearing itself is described in the prior art and is known to those skilled in the art, for example, from DE-B 1 135 259. They can, for example, convert a low torque at a high rotational speed of the strain wave generator into a high torque at a low rotational speed of the flexspline and / or the internal gear, and vice versa. The drive unit further includes a drive electric motor arranged around a rotation axis with a stator and a rotor, and can transmit the drive energy of the drive electric motor to an output driven shaft via a drive strain wave gearing. Thus, the drive electric motor can be used to supplement the driver's or his / her muscular strength by transmitting the drive energy provided by the electric motor to the output driven shaft and thereby contributing to the movement of the vehicle. The relatively high reduction ratio of the strain wave gearing allows the low torque at high rotational speeds of the electric motor to be converted into high torque at low rotational speeds that can be used to drive the vehicle. For this purpose, the drive electric motor is preferably operatively connected to the wave generator of the drive strain wave gearing. In other words, the rotor of the drive electric motor is preferably non-rotatably connected to the wave generator or even formed integrally therewith. In this case, it is preferred that the driven part of the drive strain wave gearing be formed by an internal gear. In particular, the internal gear is non-rotatably connected to the output driven shaft of the drive unit. The drive unit of the present invention is also preferably characterized in that it has only one electric motor, specifically the drive electric motor.In this embodiment, there are no other electric motors in the drive unit, in particular in the entire means of transport. Furthermore, the drive unit preferably has only one strain wave gearing, in particular a driving strain wave gearing. In other words, there are also no other strain wave gears in the drive unit, or preferably in the entire means of transport.

[0009] In this case, the present invention provides for the flexspline to be configured as a sleeve extending in the direction of the rotation axis. The sleeve is connected on one axial side to a rotary bearing that rotatably supports the sleeve, for example, relative to a stationary or static housing. On the other axial side, the sleeve also has an engagement area for the wave generator, in particular external teeth for the internal gear. Viewed in the direction of the rotation axis, a sleeve interior space exists between the rotary bearing and the wave generator. That is, the sleeve interior space represents the volume enclosed by the flexspline, in particular the sleeve, in the radial direction, in particular as viewed from the rotation axis. The design of the flexspline with the sleeve as a flexspline pot benefits its bending and torsional properties and thus the error-free functioning of the wave gearing. However, the present invention utilizes the sleeve interior space to very effectively save installation space. Therefore, it is provided for the drive electric motor to be arranged at least partially, preferably completely, in the axial direction of the rotation axis in the sleeve interior space of the wave gearing. In other words, it is contemplated that, for example, the drive electric motor is arranged at least partially, preferably completely, in the sleeve interior space of the drive strain wave gearing in the axial direction of the rotation shaft. That is, the electric motor is preferably at least partially, preferably completely, surrounded in the radial direction by the sleeve of the flexspline. The description of the drive electric motor particularly relates to the axial extension of the rotor and / or stator along the rotation shaft. Thus, according to a preferred embodiment, the drive electric motor is surrounded by the sleeve of the flexspline in the radial direction of the rotation shaft over the entire axial extension of its rotor and / or stator along the rotation shaft. In this way, the sleeve interior space is utilized in the design to accommodate the electric motor, thereby saving installation space.

[0010] The input drive shaft is preferably non-rotatably connected (e.g., via a freewheel, which will be described in more detail below) to a gearing member, such as a flexspline or an internal gear, of the drive strain wave gearing. In particular, the input drive shaft is non-rotatably connected to the gearing output of the drive strain wave gearing. Preferably, the input drive shaft is non-rotatably connected to the internal gear of the drive strain wave gearing or directly to the output driven shaft, so that drive energy derived from human muscle power is introduced or injected into the drive train via the internal gear or the output driven shaft. Because the input drive shaft is non-rotatably connected to the output driven shaft, whether directly or indirectly via the internal gear, the rotational speed of the input drive shaft can be transmitted to the output driven shaft in a one-to-one ratio.

[0011] As mentioned above, utilizing an internal gear as the gearing output is another design approach to minimize the axial extent of the drive unit. Essentially, this approach helps to save axial installation space in any drive with a strain wave gearing, regardless of the type of gearing used and the motor configuration, for example, if the gearing operates with an internal gear. Therefore, this aspect, in addition to the development of the concepts specifically described in this application, represents an independent and separate invention that can be claimed separately, independent of the structural and functional features of the embodiments described herein.

[0012] The electric drive motor is preferably a synchronous motor, in particular a three-phase synchronous motor, preferably of the outer rotor type, which in the embodiment described according to the invention is characterized by particularly narrow dimensions.

[0013] Another preferred embodiment of the present invention also relates to the most space-saving possible arrangement of the drive electric motor. For this purpose, it is preferable that the wave generator, flexspline, and internal gear of the drive wave gearing are arranged so as to overlap in a gearing plane that lies perpendicular to the rotation axis. That is, the wave generator, flexspline, and internal gear of the drive wave gearing are arranged successively in the radial direction of the rotation axis, particularly from the inside to the outside in this order, and / or particularly aligned in the radial direction. Furthermore, the flexspline, particularly the sleeve of the flexspline, is rotatably supported against a counterbearing in a bearing plane that lies perpendicular to the rotation axis. In the context of the present application, a counterbearing refers, for example, to a stationary or static part of the drive unit, for example, formed rigidly together with the housing or housing element. In this case, it is preferable that the drive electric motor is arranged at least partially, preferably completely, between the gearing plane and the bearing plane. This also particularly relates to the axial extension of the rotor and / or stator of the drive electric motor along the rotation axis.

[0014] To enable particularly precise control of the electric drive motor of the drive unit according to the invention, in particular by a control unit described in more detail below, the electric drive motor is preferably provided with at least one, in particular contactless, speed and / or angle of rotation sensor, in particular a Hall sensor. To accommodate the corresponding sensors in the drive unit as space-savingly as possible, it is furthermore conceivable, additionally or alternatively, for at least one, in particular contactless, speed and / or angle of rotation sensor to be arranged, in particular in the interior space of the sleeve of the flexspline. The sensor is thus also preferably surrounded radially of the rotation axis by the sleeve of the flexspline. Furthermore, the sensor is preferably likewise located between the gear plane and the bearing plane.

[0015] Because many components of the drive unit are rotatable relative to one another and relative to the fixed housing, a large number of rolling bearings, e.g., (deep groove) ball bearings, are required to rotatably arrange these components, particularly around a rotation axis. In this case, it is preferable that all of these rotatable elements are rotatable about a common axis of rotation, particularly the bottom bracket axis or the axis of rotation of the running gear. The challenge in implementing this specifically in design is that these rolling bearings naturally have a minimum width to be able to perform their respective functions, but this minimum width, especially axially accumulated across the many rolling bearings, contributes significantly to the overall width of the drive unit. Therefore, the present invention also aims to save axial installation space for the rolling bearings by skillfully arranging them. For example, it is preferable that the rolling bearing for the output driven shaft and the rolling bearing for the input drive shaft are arranged in a common shaft bearing plane that is perpendicular to the axis of rotation. Therefore, these two rolling bearings are arranged radially relative to the axis of rotation, and therefore preferably overlap each other. It is particularly preferred that the two rolling bearings are formed as ball bearings with the same axial extension along the rotation axis and completely overlap in the radial direction of the rotation axis. That is, the two rolling bearings are not arranged side by side in the axial direction, but side by side in the radial direction, thereby reducing the width of one of the rolling bearings along the rotation axis. This arrangement of the rolling bearings for the output driven shaft and the input driving shaft basically serves to save axial installation space in any drive, regardless of, for example, the type of gearing and the motor configuration used. This aspect therefore represents an independent and separate invention that can be claimed separately, independent of the structural and functional features of the embodiments described herein, in addition to the development of the concept specifically described in the present application.

[0016] In order to limit the axial width or extent of the drive unit, it is known to arrange, for example, multiple gears or multiple motors side by side, not axially but radially relative to the rotation axis. In other words, to limit the extent of the drive unit transverse to the direction of travel of the means of travel, an extension in the direction of travel or perpendicular to the direction of travel has been accepted. However, the object of the present invention is to avoid such an extension of the drive unit in the direction of travel and / or perpendicular to the direction of travel. Therefore, it is preferably intended that the drive electric motor and the drive strain wave gear are arranged coaxially with each other around the axis of rotation, i.e., they have the same axis of rotation. Such an arrangement is particularly advantageous not only in terms of compactness, but also in terms of the power flow through the drive train.

[0017] As already explained, according to the present invention, the internal gear of the drive strain wave gearing is utilized as the gearing output or driven part. Therefore, drive energy derived from human muscle power can be introduced via either the internal gear or the output driven shaft. Preferably, the input drive shaft is connected to the internal gear or the output driven shaft so as not to rotate in at least one direction of rotation, thereby introducing energy derived from human muscle power into the drive train. For this purpose, the input drive shaft is preferably connected to the internal gear of the drive strain wave gearing or the output driven shaft via a freewheel, which forms a fixed or non-rotatable connection, particularly in the forward rotational or forward travel direction of the input drive shaft, thereby transmitting the corresponding rotational movement to the internal gear and / or the output driven shaft via the freewheel. The freewheel further allows for free pedaling, for example, backward, or allows the drive electric motor to rotate the output driven shaft faster than the input drive shaft rotated by the driver.

[0018] Preferably, a separate freewheel is arranged on the flexspline of the drive strain wave gearing. In particular, the flexspline of the drive strain wave gearing is supported on the fixed housing member via the freewheel. In this case, the freewheel rotates freely, particularly when the flexspline rotates in the forward traveling direction, and blocks, particularly when the flexspline rotates against the forward traveling direction. When the moving means travels forward, the output driven shaft and the internal gear rotate forward. As a result, the flexspline of the drive strain wave gearing also rotates forward together by meshing with the internal gear. Because the freewheel rotates freely in this direction of rotation, the rotor of the drive electric motor does not need to be moved along with it. Therefore, for example, when traveling without assistance from the drive electric motor, for example, using only human muscle power, this can be done with low pedal resistance. In contrast, when the drive electric motor operates to transmit auxiliary torque to the internal gear and thus to the output driven shaft, the flexspline is supported on the fixed housing via the freewheel, whereby drive energy is transmitted from the drive electric motor via the wave generator and flexspline to the internal gear and thus to the output driven shaft.

[0019] As already explained, the freewheel is preferably arranged on the flexspline of the drive strain wave gearing so that it freewheels when the means of transport travels forward and the drive electric motor applies no or only very little drive energy. In these situations, it may be desirable to operate the drive electric motor as a generator for recovering kinetic energy. To achieve this, it is preferably provided that the freewheel is switchable between a switching position in which it freewheels in one direction of rotation and a switching position in which it engages or does not freewheel in this direction of rotation. In other words, in this direction of rotation, the freewheel functions as a switchable clutch. Alternatively, a separate clutch unit can be provided that can form a non-rotatable connection between the freewheel and the fixed housing member, thereby bypassing the freewheel and achieving the same result. In this way, the drive electric motor can be operated as a generator that receives drive energy from the internal gear and converts it into electrical energy. When the freewheel is switched to its non-freewheeling position, this means that it forms a non-rotatable connection between the flexspline and the fixed housing member, even in the forward direction of rotation. This blocks the flexspline and prevents it from rotating. In this way, drive energy is transmitted from the internal gear to the wave generator and thus to the electric drive motor, which then functions as a generator and converts this drive energy into electrical energy, for example for charging an electrical energy storage device. In this way, the means of transport can thus be braked, in particular by recovering electrical energy. This use of a switchable freewheel and / or a separate clutch unit to operate the electric drive motor as a generator can basically be realized with any drive, regardless of, for example, the type of gearing and motor configuration used. This aspect therefore represents an independent and separate invention that can be claimed separately, independent of the structural and functional features of the embodiments described herein, in addition to the development of the concept specifically described in this application.

[0020] As already explained for the rolling bearings, the freewheels also have a minimum necessary axial extension along the rotation axis. It is therefore advantageous to arrange the freewheels, each with at least one rolling bearing, so that they overlap radially relative to the rotation axis, thereby reducing their overall joint axial extension. It is therefore preferably provided that the rolling bearings are arranged so that they overlap the freewheel between the counter bearing and the flexspline of the drive strain wave gear in a bearing plane that lies perpendicular to the rotation axis. In particular, the rolling bearing and the freewheel overlap by at least half, preferably at least two-thirds, and particularly preferably completely, with respect to their respective axial extension along the rotation axis. The counter bearing is a fixed element, i.e., a non-rotating element, and is non-rotatably connected to, for example, another fixed housing element of the drive unit.

[0021] Further reduction in the axial width of the drive unit is preferably achieved by locating the rotary bearing together with the drive strain wave gearing in a plane perpendicular to the rotation axis. That is, the rotary bearing overlaps the drive strain wave gearing in the radial direction of the rotation axis. For example, this may be the rotary bearing of the rotor of the drive electric motor. Such a rotary bearing is necessary in any case and must therefore be arranged in a space-saving manner. Therefore, according to a preferred embodiment of the present invention, the wave generator, flexspline, and internal gear of the drive strain wave gearing are provided to be arranged together with the rotary bearing for the rotor of the drive electric motor in a gearing plane perpendicular to the rotation axis, in particular relative to the counter-bearing. That is, in this embodiment, the rotary bearing of the rotor of the drive electric motor is pressed into the drive strain wave gearing, in particular nested therewith. The corresponding rotary bearing has an axial extension that corresponds to the axial extension of the other components of the strain wave gearing, such as the wave generator or the rotary bearing, in particular a ball bearing, between the wave generator and the flexspline. The rotary bearing preferably completely overlaps these elements in radial view and in axial extension.

[0022] Several planes oriented perpendicular to the rotation axis have already been described, in which the various components of the drive unit are arranged radially one above the other, in order to reduce the axial extent of the drive unit along the rotation axis. Another such plane is an electronics bearing plane, also oriented perpendicular to the rotation axis, in which rotary bearings, in particular ball bearings, and a control unit are arranged. The rotary bearing is arranged, for example, between the stationary housing and the crankshaft when the drive unit is arranged around the crankshaft, or between a stationary housing element, such as a shaft, and a rotating hub housing when the drive unit is arranged on a wheel hub. The electronics control unit will be mentioned in more detail below. With regard to the optimal arrangement of the components of the drive unit relative to one another, it is preferably envisaged that the shaft bearing plane, the gear plane of the drive strain wave gearing, the bearing plane of the flexspline of the drive strain wave gearing, and in particular also the electronics bearing plane are arranged consecutively in the direction along the rotation axis. This results in a particularly space-saving arrangement of the respective components.

[0023] As already mentioned above, the drive unit can be arranged, for example, in the case of a bicycle, in the region of the pedals in the center of the frame and in one of the wheel hubs. In a preferred embodiment, the drive unit is configured as a central drive unit, in particular with a rotational axis arranged coaxially with the pedal axis. In this case, the drive unit is arranged, for example, between the pedals, in particular between the pedal cranks. In this configuration, the drive unit is penetrated by a rotating axis, in particular a crankshaft, and has a fixed housing. In a preferred alternative, the drive unit is configured as a hub drive unit, in particular with a rotational axis arranged coaxially with the wheel axis. That is, the drive unit is arranged in the wheel hub, for example, in the rear wheel. In this case, the drive unit has a rotating hub housing penetrated by a fixed shaft and transmitting rotational motion to the wheel via spokes. Particularly preferably, the drive unit is configured as a central drive unit, for example, because, due to its central location in the bicycle frame, a particularly good weight distribution is achieved by a low center of gravity and a central location along the longitudinal axis.

[0024] It is always advantageous to minimize the axial extension of the drive unit. This is, of course, especially advantageous when the drive unit is configured as a central drive unit, i.e., in the region of the bottom bracket axle. As mentioned at the beginning, due to the average human anatomy, efforts are made to ensure that the crank arms of the vehicle's pedals ideally have a distance of 140 to 180 mm. This can be achieved with the measures described above. Depending on how consistently these measures are implemented, even narrower dimensions can be achieved. Therefore, the extension of the drive unit along the rotation axis is preferably no more than 100 mm, more preferably no more than 85 mm, particularly preferably no more than 70 mm, and in particular, for example, no more than 60 mm. The pedal crank arms should also be spaced apart from one another, preferably no more than 150 mm, particularly preferably no more than 130 mm, and most particularly preferably no more than 110 mm. In this way, a comfortable and anatomically correct pedaling experience can be achieved, even when the drive unit is configured as a central drive unit.

[0025] In a preferred embodiment, a control unit is provided for controlling the drive electric motor. The electronic control unit controls, in particular, the rotation speed and / or direction and / or torque of the electric motor. For example, the control unit controls the electric motor via a stored rotating magnetic field, e.g., a three-phase rotating magnetic field. Both the rotation speed behavior and the torque behavior of the motor are stored in such a rotating magnetic field. The corresponding control of electric motors is part of the prior art and known to those skilled in the art, and therefore will not be discussed in further detail here. The control unit can have a number of different features and functions, as explained below.

[0026] From a purely structural perspective, the control unit is integrated into the drive unit and is arranged in the already-mentioned electronics bearing plane, which is oriented perpendicular to the rotation axis, together with the rotation bearing for the crankshaft, for example. The control unit is therefore not simply attached to the outside of the drive unit, but is nested with the gearing components of the drive unit, which contributes to efficient use of installation space.

[0027] To control the function of the drive unit, various quantities must be determined that reflect the current operating state and that the control unit takes into account when controlling the electric motor. For example, the control unit is connected to a rotation angle sensor and / or a rotation speed sensor and / or a torque sensor on the input drive shaft. During operation, the input drive shaft is driven by the driver, for example by pressing on the pedal, and the corresponding quantity can be used by the control unit to determine the driver's intention, for example to press harder, for example, when accelerating. Furthermore, the control unit is preferably connected to a road speed sensor, which is arranged in particular on the hub of the rear wheel, on the rear wheel or its spokes, or on the brake disc, and which determines the overall road speed of the vehicle. A preferred embodiment provides for the road speed sensor to be integrated into the drive unit and arranged together with it in the vehicle. In this case, the drive speed is determined, for example, on the output driven shaft. This is especially true when the driven wheels of the vehicle, for example the rear wheels, do not have their own freewheel and are driven by the traction means of the drive unit. gear Alternatively, this is possible if the chain wheel always rotates at the rotational speed of the wheel driven by the traction means. Using a road speed sensor, the control unit can, for example, check whether the road speed is above or below a maximum speed. If the maximum speed is exceeded, for example, the transmission of auxiliary power from the electric motor to the output driven shaft is not permitted. The control unit then controls the electric motor accordingly and also shuts it down if, for example, the legal maximum speed is exceeded. Furthermore, the control unit is preferably connected to a rotational speed sensor and / or a rotational angle sensor, in particular a Hall sensor, in the drive electric motor. The control unit is also preferably connected to a current intensity sensor for the drive electric motor. From the current intensity, the control unit can deduce the torque of the electric motor. From this, the control unit can calculate the power output of the electric motor together with the rotational speed and adjust it accordingly.

[0028] The main function of the control unit is preferably to control the rotation speed and torque of the electric drive motor so that the total drive energy or power, including the energy or power derived from human muscle power at the output driven shaft, corresponds to the energy or power requirement of the drive unit. The corresponding energy or power requirement is determined by the control unit based on measurement signals available to the control unit, taking into account, for example, the driver's pedal behavior, and from this, for example, an acceleration requirement can be derived. The degree of driver assistance by the electric motor can be set in the control unit and taken into account by the control unit. Preferably, the control unit controls, for example, the rotation speed of the electric drive motor proportionally to the driving speed. In this way, the electric drive motor always receives the same amount of required drive energy or power at all driving speeds. Furthermore, preferably, the control unit is designed to activate a drive assistance or braking function depending on the rotation direction of a shaft driven by human muscle power, such as a crankshaft or an input drive shaft. In this way, the drive unit realizes coaster braking, for example, by deriving a brake command from the driver pedaling backwards. In this situation, the control unit may, for example, activate the switchable freewheel already mentioned above and operate the drive electric motor as a generator for converting kinetic energy into electrical energy, whereby the means of transport is braked.

[0029] Pedalecs with rear wheel suspension suffer from an effect known as pedal recoil or pedal kickback. This refers to the automatic rotation of the traction means gear, e.g., the chainring, whenever the suspension bounces. This causes the crankshaft and crank arms to rotate along with the pedals, which can be uncomfortable for the rider. Therefore, the control unit is preferably configured to partially, and in particular completely, compensate for pedal kickback caused by vehicle bounce by controlling the electric drive motor. For this purpose, the control unit is connected to a spring displacement sensor of the vehicle, which determines, in particular, the bounce itself and its extent and transmits this information to the control unit. By controlling the electric drive motor, the control unit can rotate the crankshaft, and thus the pedals. Therefore, the control unit is configured to control the electric drive motor based on the determined spring displacement to counteract the movement of the crankshaft due to pedal kickback. As a result, the pedals do not rotate despite rear wheel bounce. This compensation of pedal kickback can be realized in principle with any drive that can influence the pedal position. This aspect therefore represents a development of the concepts specifically described in this application as well as an independent and separate invention that can be claimed separately, independent of the structural and functional features of the embodiments described herein.

[0030] The control unit can also be connected to a display unit to inform the driver. The display unit can also be connected to the control unit, for example, via a cable, and can be located anywhere on the vehicle, such as on the handlebars. However, the display unit is preferably also located within the drive unit housing, specifically so that the control unit can be viewed from the outside through the drive unit's viewing window. Therefore, the control unit, together with the viewing window, is preferably located on the side of the drive unit facing away from the road, i.e., on the top surface of the drive unit. The viewing window is made of a transparent material, such as glass or plastic. The display unit preferably includes at least one display of information regarding the operating state of the vehicle, such as the current driving speed or the battery charge state. The display is preferably luminous and includes, for example, an LED. During operation of the vehicle, the driver can, for example, look down at the drive unit and read the corresponding information on the display unit. A display unit combined with a viewing window can essentially be implemented in any drive unit having electronics. This aspect therefore represents an independent and distinct invention that can be claimed separately, independent of the structural and functional features of the embodiments described herein, in addition to the development of the concepts specifically described in this application.

[0031] As already explained, the control unit can control the rotational position of the crankshaft, and therefore the pedals, by controlling the electric drive motor. For example, when cycling, it is typical that at least one of the pedals must be brought to a forward and upward position each time the bicycle is stopped. When the crankshaft is viewed from the side, with the forward direction of travel corresponding to clockwise rotation of the crankshaft and pedals, one of the pedals must be in a position, for example, at 2:00 p.m. With the pedals in this starting position, the rider can comfortably begin riding and accelerate quickly. This positioning, which traditionally must be adjusted by the rider by rotating the pedals in the opposite direction, can also be adjusted by the control unit. Preferably, the control unit is configured to move the input drive shaft to the starting position by controlling the electric drive motor. This function is performed, for example, whenever the control unit detects a stop of the vehicle. In this way, the vehicle can be automatically started at any time without the rider having to pay attention to it. This positioning of the pedals to the starting position can essentially be achieved with any drive device capable of influencing the pedal position. This aspect therefore represents an independent and distinct invention that can be claimed separately, independent of the structural and functional features of the embodiments described herein, in addition to the development of the concepts specifically described in this application.

[0032] The present invention is applicable to all mobility devices that can be simultaneously driven, at least temporarily, by human muscle power and drive energy provided by an electric motor. A particular focus, and therefore a preferred embodiment, contemplates that the mobility device is a one-track, two-track, or three-track vehicle, in particular an electric bicycle, pedelec, e-bike, cargo bike, freight bike, or transport bike. Therefore, the mobility device has a typical structure of the aforementioned embodiments. For example, the mobility device comprises a frame, in particular having a top tube and / or a down tube, and preferably a front wheel and a rear wheel. The front wheel is connected to the top tube and / or the down tube via a steering tube or head tube. Viewed in the longitudinal direction of the mobility device at the height of the pedal axle, a seat tube is further disposed, connecting the top tube to the down tube and supporting a saddle for the operator. Two seat stays extend further rearward from the seat tube and are connected to each other at the rear wheel axle. The rear wheel is supported by the seat stays, thereby forming the rear wheel axle. To provide the electric energy required for the operation of the drive electric motor, the means of transport preferably comprises an electric energy storage device, e.g., a battery. The electric energy storage device is preferably arranged on the top tube and / or the down tube. In particular, the front wheel of the means of transport is configured to be steerable, for example by rotation of the steering tube or head tube by rotation of the handlebars performed by the operator. Furthermore, the means of transport preferably comprises pedals configured to be rotatable about the pedal axle via crank arms, in particular connected non-rotatably to the input drive shaft. As already mentioned above, the drive unit can be arranged on the pedal axle as a central drive unit or on the wheel axle of the rear wheel as a hub drive unit.

[0033] The present invention will be explained in more detail below with reference to the embodiments shown in the drawings. [Brief explanation of the drawings]

[0034] [Figure 1]FIG. 2 is a schematic side view of a moving means with a central drive unit. [Figure 2] FIG. 2 is a schematic side view of a moving means including a hub drive unit. [Figure 3] FIG. 2 is a schematic external view of the central drive unit, in particular a plan view. [Figure 4] FIG. 2 is a schematic external view, particularly a plan view, of the hub drive unit. [Figure 5] FIG. 2 is a schematic cross-sectional view of a strain wave gear device. [Figure 6] FIG. 2 is a cross-section along the axis of rotation through the drive unit formed as a central drive unit. DETAILED DESCRIPTION OF THE INVENTION

[0035] Components that are the same or have the same function are provided with the same reference symbols, and repeated components are not referred to separately from one figure to another.

[0036] 1 and 2 each show a means of transport F, specifically a bicycle, in particular a pedelec. It can be driven simultaneously by an electric motor and human muscle power, particularly in such a way that the human muscle power is assisted by the electric motor. The means of transport F, as is known, comprises a frame 73 and two running gears 72, specifically a front wheel and a rear wheel. A pedal axle 65 is located at the center and lower end of the frame 73. A wheel axle 66 is located at the connection point between the frame 73 and the rear wheel. FIG. 1 shows an embodiment in which a drive unit 1 is configured as a central drive unit and is located on the pedal axle 65. Human muscle power is directly transferred to the drive unit 1 via a crankshaft. The gear output of the drive unit 1 is configured as a traction gear 10 (see FIGS. 3 and 6) and is connected to the rear wheel hub 2 via a traction means 3, e.g., a chain. In the embodiment according to FIG. 2, the drive unit 1 is designed as a hub drive unit and is arranged on the wheel axle 66. In this case, the gear output of the drive unit 1 is formed as a hub housing, and its rotational motion is transmitted to the rear wheel via spokes 59 (see FIG. 4). The drive unit 1 is connected to the bottom bracket 4 via traction means 3, and the human muscle power is introduced into the drive unit 1 via this traction means.

[0037] FIGS. 3 and 4 show plan views of the drive unit 1, respectively, as seen from the outside. FIG. 3 shows the drive unit 1 as a central drive unit. The drive unit 1's rotation axis 9 is located on the pedal axle 65, around which the crank arms 5 and pedals 6 of the mobility device F rotate during pedaling by the operator. A traction device gear 10 is used to transmit the rotational motion to the rear wheel hub 2. The width of the drive unit 1 is indicated by B1. The distance between the crank arms 5 is indicated by B2. To enable a comfortable pedaling motion that is compatible with the human anatomy, the distance B2 between the crank arms 5 should be between 140 mm and 180 mm. Therefore, the width B1 of the drive unit 1 must be correspondingly small. Furthermore, FIG. 3 shows a control unit 42 integrated into the drive unit 1. As will be explained in more detail below, the control unit 42 is connected to a number of sensors to detect the operating status of the drive unit 1 and the mobility device F. Furthermore, the control unit 42 is connected to a display unit 70, e.g., a light-emitting display, that can be viewed from the outside of the drive unit 1. For example, the display unit 70 is located behind a viewing window in the outer housing of the drive unit 1. An operator seated in the vehicle F can therefore view the display unit 70 by looking down. In FIG. 4, an embodiment of the drive unit 1 as a hub drive unit is shown. The rotation axis 9 of the drive unit 1 is therefore on the wheel axle 66, about which the rear wheel rotates when the vehicle F is moving. The rotation originating from the pedals 6 is transmitted to the drive unit 1 via the traction means gear 10. The drive unit 1 as a central drive unit is threaded by the rotating crankshaft 32 (see FIG. 6), while the drive unit as a hub drive unit is threaded by the stationary axle 11 about which the rear wheel rotates. The part of the hub housing that rotates about the axle 11 and is non-rotatably connected to the spoke 59 serves as the gearing output and thus the output driven shaft 12. The spoke 59 also transmits the rotational motion to the remainder of the rear wheel.

[0038] 5 shows a cross section of a wave gearing used in the present invention, specifically a drive wave gearing 18. The drive wave gearing 18 is arranged around the rotation axis 9 and includes a wave generator 20, a rotary bearing 21, in particular a (deep groove) ball bearing, a flexspline 19, and an internal gear 14. The internal gear 14 and the wave generator 20 are formed as rigid components, whereas the flexspline 19 is flexible or elastic. The wave generator 20 is formed in an elliptical shape, and the flexspline 19 is supported by the wave generator 20 via the rotary bearing 21 so that the elasticity of the flexspline 19 allows it to conform to the elliptical shape of the wave generator 20. The internal gear 14 has internal teeth and the flexspline 19 has complementary external teeth, with the flexspline 19 typically having fewer teeth than the internal gear 14. Due to the elliptical shape of the wave generator 20, the external teeth of the flexspline 19 are forced into the internal teeth of the internal gear 14 along the main axis (long axis) of the wave generator 20. Elastic deformation of the flexspline 19 simultaneously causes its external teeth to disengage from the internal teeth of the internal gear 14 along the counter axis (short axis) of the wave generator 20. When the wave generator 20 then rotates, the flexspline 19 rotates in the opposite direction with a reduction ratio of i = zH / (zH - zF), where zH is the number of teeth of the internal gear 14 and zF is the number of teeth of the flexspline 19. If the flexspline 19 is held rigid, the internal gear 14 will rotate in the same direction as the wave generator 20, but at a correspondingly reduced speed. Such a wave gearing 18 is a summed gearing and is known in the prior art and therefore need not be described in detail here.

[0039] FIG. 6 shows a cross section of the drive unit 1, formed as a central drive unit, along the rotation axis 9 or pedal axis 65. The pedal axis 65 is defined by a crankshaft 32 that can be driven by the operator via the pedals 6 and that passes through the drive unit 1 along the rotation axis 9. The crankshaft 32 is non-rotatably connected to an input drive shaft 33, through which the drive energy applied by the operator is introduced into the gearing of the drive unit 1. The gearing output is formed by an output driven shaft 12 that is non-rotatably connected to a traction means gear 10, here a chain ring. The drive unit 1 has two sources for drive energy or power: human muscle power via the input drive shaft 33 and a drive electric motor 27. The drive electric motor 27 is coupled to the drive train of the drive unit 1 via a drive strain wave gear 18.

[0040] When the operator rotates the crankshaft 32 by depressing the pedal 6, the operator thereby rotates the input drive shaft 33. The input drive shaft 33 is connected to the output driven shaft 12 via a freewheel 36. The freewheel 36 is configured to engage when the input drive shaft 33 rotates in the forward direction of travel, creating a non-rotatable connection between the input drive shaft 33 and the output driven shaft 12. In contrast, the freewheel 36 rotates freely during rotation in the backward direction. Due to the connection between the input drive shaft 33 and the output driven shaft 12, the drive energy introduced by the operator by depressing the pedal 6 is transmitted to the output driven shaft 12 and thus to the traction means gear 10 in a 1:1 transmission ratio. The output driven shaft 12 is further non-rotatably connected to the internal gear 14.

[0041] The drive electric motor 27 includes a stator 28 with a stator winding 29 and a rotor 31 with permanent magnets 30. The stator 28 is arranged in a fixed counter-bearing 43. The rotor 31 of the drive electric motor 27 is non-rotatably connected, particularly integrally, to the wave generator 20 of the drive wave gearing 18. The drive electric motor 27 therefore drives the wave generator 20 of the drive wave gearing 18. The drive energy of the drive electric motor 27 is transmitted to the flexspline 19 by rotation of the wave generator 20. The flexspline 19 is supported by the fixed housing member 56 via a freewheel 37. The drive energy is transmitted via the flexspline 19 to the internal gear 14 of the drive wave gearing 18. The internal gear 14 of the drive wave gearing 18 is non-rotatably connected to the output driven shaft 12. The drive energy or drive force of the electric drive motor 27 and the human muscle power introduced via the crankshaft 32 are summed in the internal gear 14 or the output driven shaft 12 and transmitted to the traction means gear 10. The electric drive motor 27 is configured to provide the majority of the electrical drive energy or drive force for the traveling operation of the transportation means F. To drive the internal gear 14 in the forward traveling direction, the wave generator 20 must also rotate in the forward traveling direction. This reverses the direction of rotation of the flexspline 19, i.e., in the backward direction. Therefore, in order to transmit the drive energy from the wave generator 20 to the internal gear 14, the flexspline 19 must be supported in the backward direction by a fixed housing member. Therefore, the freewheel 37 is configured to create a non-rotatable connection between the flexspline 19 and the fixed housing member 56 when the flexspline 19 rotates in the backward direction. This prevents the flexspline 19 from rotating backwards, so that all the drive energy applied to the wave generator 20 from the drive electric motor 27 is transferred to the internal gear 14 and becomes available for driving the moving means F.

[0042] On the other hand, if the drive electric motor 27 is not activated or is rotated more slowly than the internal gear 14, for example by the operator using human muscle power, the output driven shaft 12 rotates the internal gear 14, and by virtue of its engagement with the flexspline 19, the flexspline 19 as well, in the forward traveling direction. However, the freewheel 37 allows free rotation of the flexspline 19 in the rotational direction corresponding to the forward traveling direction, so that, due to cooperation of the rotary bearing 21 between the flexspline 19 and the wave generator 20, no driving energy is transmitted to the wave generator 20 and therefore to the rotor 31 of the drive electric motor 27. Therefore, when the driver presses the pedal using only muscle power, it is not necessary to move the drive electric motor 27, which makes it possible to press the pedal 6 easily and comfortably.

[0043] According to a preferred embodiment of the invention, the freewheel 37 is configured as a switchable freewheel 37. This means that the freewheel can be controlled by the control unit 42 so as to create an anti-rotational connection between the flexspline 19 and the fixed housing member 56 in both directions of rotation. Alternatively, this anti-rotational connection can be achieved by a separate clutch unit (not shown). This ensures that, even when the flexspline 19 is blocked in the forward direction of rotation, drive energy is transmitted from the internal gear 14 to the wave generator 20 and thus to the rotor 31 of the electric drive motor 27. It is therefore possible in this case to operate the electric drive motor 27 as a generator and convert the rotational energy from the internal gear 14 into electrical energy, which can be supplied to a battery, for example. Operating the electric drive motor 27 as a generator brakes the means of transport F, which can also be used as a brake.

[0044] The present invention is characterized by a particularly narrow design along the rotation axis 9. To this end, the drive unit 1 includes a series of constructional peculiarities mentioned below. On the one hand, the present invention uses a strain wave gearing, in particular a drive strain wave gearing 18, which uses an internal gear 14 as the gearing output. This design requires only a small installation space in the axial direction of the rotation axis 9.

[0045] Furthermore, the flexspline 19 of the drive strain wave gearing 18 is formed with a sleeve 63. The sleeve 63 is a cylindrical extension of the flexspline 19 in the axial direction of the rotary shaft 9 from the engagement region between the flexspline 19 and the internal gear 14. In this case, the sleeve 63 is located at the center of the drive unit 1 when viewed axially along the rotary shaft 9. The sleeve 63 is supported at its axial end opposite the engagement region with the internal gear 14 by a fixed housing member, for example, the counter bearing 43, via a rotary bearing 45. In other words, when viewed axially of the rotary shaft 9, the flexspline 19 extends from a gearing plane E1, which is perpendicular to the rotary shaft 9 and where the wave generator 20, rotary bearing 21, flexspline 19, and internal gear 14, which are components of the drive strain wave gearing 18, overlap in the radial direction of the rotary shaft 9, to a bearing plane E2 where the flexspline 19 overlaps with the rotary bearing 45 in the radial direction of the rotary shaft 9. The flexspline 19 has a sleeve interior space 69 inside its hollow cylinder. In order to avoid leaving any installation space unused, in the illustrated embodiment of the invention, the drive electric motor 27 is arranged in the sleeve interior space 69 of the flexspline 19 of the drive strain wave gearing 18. In particular, the drive electric motor 27 is arranged inside the flexspline 19, in particular in the sleeve interior space 69, over the entire axial extent of the stator 28 with its stator windings 29 and the rotor 31 with its permanent magnets 30. Furthermore, the drive electric motor 27 is arranged between the gearing plane E1 and the bearing plane E2.

[0046] Another core idea of ​​the present invention is to arrange some bearings at the same height as other components in the axial direction of the rotary shaft 9, thereby making the drive unit 1 particularly narrow in the axial direction of the rotary shaft 9. The individual components of the drive unit 1 are therefore nested within one another in the axial direction of the rotary shaft 9, such as the drive electric motor 27 and the drive strain wave gearing 18 by being arranged in the above-mentioned sleeve interior space 69. For example, it is envisaged that in the gear plane E1, a bearing 46, e.g. a ball bearing, for the rotor 31 of the drive electric motor 27 against the fixed counterbearing 43 is arranged together with the drive strain wave gearing 18. The bearing 46 overlaps, for example, with the other components of the drive strain wave gearing 18, such as the wave generator 20, the bearing 21, the flexspline 19 and the internal gear 14, over its entire axial extent in the direction of the rotary shaft 9. In this way, the bearing 46 does not need to be formed axially in series with these components of the drive strain wave gearing 18, which reduces the overall extent of the drive unit 1.

[0047] Another implementation of this basic idea is found in the bearing plane E2. Viewed in the radial direction of the rotary shaft 9, in the bearing plane E2 of the flexspline 19, the rotary bearing 45 that supports the flexspline 19 in the fixed counterbearing 43 and the freewheel 37 between the flexspline 19 and the fixed housing part 56 overlap. This also reduces the overall axial extent of the drive unit 1.

[0048] Rotation bearings 49 and 50, both preferably ball bearings, are also arranged in a common shaft bearing plane E3 that is perpendicular to rotation axis 9. Rotation bearing 49 is arranged between input drive shaft 33 and output driven shaft 12 and supports them so that they can rotate relative to each other. Rotation bearing 50 is arranged between output driven shaft 12 and fixed housing member 57. Rotation bearings 49, 50 are formed to the same structure (except for the necessary diameter difference) and are arranged concentrically around rotation axis 9, and in particular completely overlap when viewed in the radial direction of rotation axis 9.

[0049] Another rotary bearing 44 between the crankshaft 32 and the fixed housing member 56 is located in another electronics bearing surface E4, which is arranged perpendicular to the rotation axis 9 and in which the rotary bearing 44 at least partially overlaps the control unit 42 in the direction of rotation of the rotation axis 9. Thus, the control unit 42 is not only located outside the drive unit 1, but is also nested with the gearing elements of the drive unit 1, thereby also reducing its axial extent. The control unit 42 is externally covered by a housing cover 55.

[0050] The control unit 42 is configured to control the electric motor 27. To be able to perform its respective control functions, the control unit 42 requires various measurements related to the current operating state of the drive unit 1 and the means of transportation F. For example, the control unit 42 is connected to a spring displacement sensor 67 and a road speed sensor 68, both of which are shown in FIGS. 1 and 2 and arranged on the rear wheels. Furthermore, the control unit 42 is connected to a current intensity sensor 71, by means of which the control unit 42 measures the intensity of the current flowing through the electric drive motor 27. Furthermore, the control unit 42 is connected to a Hall sensor 38 in the electric drive motor 27 via a circuit board 39. Both the circuit board 39 and the Hall sensor 38 are also arranged in the sleeve interior space 69 together with the electric drive motor 27. This sensor 38 can determine the rotation speed and angular position of the electric drive motor 27. Further sensor units 51, 52 connected to the control unit 42 have a fixed housing, e.g., a stationary member 52 on the counter bearing 43, and a member 51 that rotates together with the input drive shaft 33. The sensor units 51, 52 determine the torque applied to the crankshaft 32 and thus to the input drive shaft 33, for example by human muscle force, as well as the angular position. The rotational speed of the crankshaft 32 and therefore of the input drive shaft 33 can likewise be determined from the time derivative of the angular position. The stationary part 52 of the sensor units 51, 52 is attached, in particular by means of a mounting nut 53, to the counter bearing 43, in particular in the region where the counter bearing 43 is supported opposite the crankshaft 32 via a rotary bearing 54, in particular a needle bearing.

[0051] The embodiment of the drive unit 1 shown in FIG. 6 is configured as a central drive unit and is therefore arranged on the pedal axle 65. However, the mobility means F according to the invention can also be configured with a drive unit 1 configured as a hub drive unit. In that case, the drive unit 1 has its rotation axis 9 coaxial with the wheel axle 66, in particular of the rear wheels. This form of the drive unit 1 is almost identical to the drive unit 1 configured as a central drive unit. Therefore, only the differences will be mentioned briefly. In particular, when the drive unit 1 is configured as a hub drive unit, there is no crankshaft 32 passing through it. Instead, the drive unit 1 is penetrated by a stationary axle 11, for example with a counter bearing 43 and several fixed housing elements 56, 57. The input drive shaft 33 is not driven directly by the pedals 6 or the crankshaft 32; instead, the pedal movement is transmitted to the input drive shaft 33 via the traction means 3 and the traction means gear 10. At the same time, the output driven shaft 12 is not connected to the traction means gear 10 but is formed by a rotating hub housing which is non-rotatably connected to the internal gear 14. The spokes 59 of the rear wheel are arranged in the hub housing. Furthermore, brake discs are typically also arranged in the hub housing. In other respects, the embodiment of the drive unit 1 as a hub drive unit corresponds to the embodiment as a central drive unit, so reference is made to the above description to avoid repetition.

[0052] Overall, the invention makes it possible to provide a drive unit 1 that is particularly compact in the sense that it extends axially along the rotation axis 9. Furthermore, the drive unit 1 according to the invention can be used to realize a large number of control functions that are desired for modern means of transport F, for example pedelecs.

Claims

1. A means of transport (F) that can be driven simultaneously by human muscle power and by drive energy provided by an electric motor, comprising a drive unit (1), said drive unit (1) comprising: an input drive shaft (33) for transmitting drive energy generated by human muscle power; an output driven shaft (12) for delivering drive energy to a running gear (72); a drive strain wave gearing (18) having a wave generator (20), a flexspline (19), and an internal gear (14) and arranged around a rotation shaft (9); a drive electric motor (27) having a stator (28) and a rotor (31) and arranged around the rotation axis (9), the drive electric motor (27) being capable of transmitting drive energy to the output driven shaft (12) via the drive strain wave gearing (18); The flexspline (19) is formed as a sleeve (63) extending in the direction of the rotation axis (9), the sleeve is connected to a rotation bearing (45) on one side in the axial direction and has an engagement area for the wave generator (20) on the other side in the axial direction, and a sleeve internal space (69) exists between the rotation bearing (45) and the wave generator (20) as seen in the direction of the rotation axis (9), The drive electric motor (27) is arranged in a sleeve internal space (69) of the flexspline (19) of the drive strain wave gearing (18) at least partially in the axial direction of the rotation shaft (9) with respect to an axial extension of at least one of a rotor (31) and a stator (28) of the drive electric motor along the rotation shaft (9).

2. 2. The movement means (F) according to claim 1, characterized in that the wave generator (20), the flexspline (19), and the internal gear (14) of the drive strain wave gearing (18) are arranged to overlap in a gearing plane (El) lying perpendicular to the rotation axis (9), the sleeve (63) of the flexspline (19) is rotatably supported relative to an opposing bearing (43) in a bearing plane (E2) lying perpendicular to the rotation axis (9), and the drive electric motor (27) is arranged between the gearing plane (El) and the bearing plane (E2).

3. 2. The moving means (F) according to claim 1, characterized in that the drive electric motor (27) is provided with at least one of a rotation speed sensor and a rotation angle sensor (38), and the at least one of the rotation speed sensor and the rotation angle sensor (38) is arranged in the sleeve internal space (69) of the flexspline (19).

4. 2. A moving means (F) according to claim 1, characterized in that the rotary bearing (50) for the output driven shaft (12) and the rotary bearing (49) for the input drive shaft (33) are arranged in a common shaft bearing plane (E3) lying perpendicular to the rotation axis (9).

5. 2. The means (F) according to claim 1, characterized in that the drive electric motor (27) and the drive strain wave gear (18) are arranged coaxially with each other around the rotation axis (9).

6. 2. The moving means (F) according to claim 1, characterized in that the input drive shaft (33) is connected to the output driven shaft (12) so as not to be rotatable in at least one rotational direction, and energy derived from the human muscle force is transmitted to the output driven shaft (12).

7. 2. The moving means (F) according to claim 1, characterized in that the flexspline (19) of the drive strain wave gearing (18) is supported on a fixed housing member (56) via a freewheel (37).

8. 8. The moving means (F) according to claim 7, characterized in that the freewheel (37) is configured switchably or the flexspline (19) and the fixed housing member (56) can be non-rotatably connected by a separate clutch unit, whereby the drive electric motor (27) can operate as a generator that receives the drive energy from the internal gear (14) and converts it into electrical energy.

9. A moving means (F) as described in claim 7 or 8, characterized in that the rotating bearing (45) is arranged so as to overlap with the freewheel (37) between the opposing bearing (43) and the flexspline (19) of the driving wave gear device (18) in a bearing plane (E2) positioned perpendicular to the rotating axis (9).

10. 2. The movement means (F) according to claim 1, characterized in that the wave generator (20), the flexspline (19) and the internal gear (14) of the drive strain wave gearing (18) are arranged together with a rotation bearing (46) for the rotor (31) of the drive electric motor (27) against a counter bearing (43) in a gearing plane (E1) lying perpendicular to the rotation axis (9).

11. A rotary bearing (50) for the output driven shaft (12) and a rotary bearing (49) for the input drive shaft (33) are arranged in a common shaft bearing plane (E3) that is perpendicular to the rotation axis (9), 3. The movement means (F) according to claim 2, characterized in that the shaft bearing plane (E3), the gear device plane (E1) of the drive wave gear device (18), the bearing plane (E2) of the flexspline (19) of the drive wave gear device (18), and an electronic device bearing plane (E4) are arranged successively in a direction along the rotation axis (9).

12. 2. The means of transport (F) according to claim 1, characterized in that the drive unit (1) is formed as a central drive unit and the rotation axis (9) is arranged coaxially with the pedal axis (65), or the drive unit (1) is formed as a hub drive unit and the rotation axis (9) is arranged coaxially with the wheel axis (66).

13. 2. A means (F) of movement according to claim 1, characterized in that the extension (B1) of the drive unit (1) along the axis of rotation (9) is at most 100 mm.

14. A control unit (42) is provided for controlling said electric drive motor (27), said control unit having the following features: the control unit is arranged together with a rotation bearing (44) for the crankshaft (32) in an electronics bearing plane (E4) that is perpendicular to the rotation axis (9); the control unit is connected to at least one of a rotation angle sensor and a rotation speed sensor on the input drive shaft (33) and a torque sensor (51, 52); The control unit is connected to a road speed sensor (68). the control unit is connected to at least one of a rotation speed sensor and a rotation angle sensor of the electric drive motor; the control unit is connected to a current intensity sensor (71) for the electric drive motor (27); the control unit controls the rotation speed and torque of the electric drive motor (27) so that the drive energy, including the energy derived from human muscle force at the output driven shaft (12), corresponds to the energy demand of the drive unit (1); The control unit controls the rotation speed of the electric drive motor (27) in proportion to the running speed. The control unit (42) activates a driving assist function or a braking function depending on the rotation direction of the shafts (32, 33) driven by human muscle power. the control unit is connected to a spring displacement sensor (67) of the moving means (F) and at least partially compensates for pedal kickback caused by bounding of the moving means (F) by controlling the drive electric motor (27); The control unit is connected to a display unit (70) that can be seen from the outside through a viewing window in the drive unit (1).

2. The moving means (F) according to claim 1, characterized in that the control unit has at least one of: moving the input drive shaft (33) to a start position by controlling the drive electric motor (27).

15. The following characteristics: the means of transport (F) are formed as one-track, two-track or three-track vehicles, The moving means (F) comprises a frame (73) having at least one of a top tube and a down tube; the moving means (F) comprises an electric energy storage device arranged in at least one of the top tube and the down tube; The moving means (F) has a front wheel (72) and a rear wheel (72); The front wheels (72) are configured to be steerable. The moving means (F) includes a pedal (6) that is rotatable around a pedal shaft (65) via a crank arm (5) and is non-rotatably connected to the input drive shaft (33).

2. A means of transport (F) according to claim 1, characterized in that it has at least one of the following characteristics:

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