Traction mechanism unit, single-track or multi-track vehicle having a traction mechanism unit, method for assembling and operating a vehicle, method for avoiding pedal kickback in a vehicle, method for transmitting drive torque of a single-track or multi-track vehicle, and method for eliminating interaction between drive train with traction mechanism unit and suspension / damping device in a single-track or multi-track vehicle

Abstract

The invention relates to a vehicle with a traction mechanism unit (16), a method (60) for assembling a vehicle (F), a method (65) for avoiding pedal kickback in a vehicle (F), a method for transmitting the drive torque of a single-track or multi-track vehicle via a traction mechanism unit (16), a method for eliminating the interaction between the drive train with a traction mechanism unit (16) and the suspension / damping device (10) in a single-track or multi-track vehicle (F), and a corresponding traction mechanism unit (16).

Description

Technical Field

[0001] This invention relates to a traction mechanism unit for single-track or multi-track vehicles, particularly bicycles, electric bicycles, e-bikes, or bicycles with auxiliary drive devices, and specifically to a single-track or multi-track vehicle, particularly a bicycle, electric bicycle, e-bike, or bicycle with auxiliary drive devices. Furthermore, this invention relates to a method for assembling a vehicle, a method for preventing pedal rebound in a vehicle, a method for transmitting drive torque of a single-track or multi-track vehicle via the traction mechanism unit, and a method for eliminating the interaction between the drive system with the traction mechanism unit and the suspension / damping device in a single-track or multi-track vehicle. Background Technology

[0002] General-purpose vehicles include, for example, single-track or multi-track vehicles, such as bicycles, and particularly motorcycles, electric bicycles, or mopeds. Specifically, according to Article 4 of EU Regulation 2013 / 168 / EU of 15 January 2013, general-purpose vehicles include vehicles of vehicle categories L1e, L2e, L3e, L4e, L5e, L6e, and L7e. Furthermore, they specifically include: vehicles designed for a maximum speed of up to 6 km / h; vehicles intended solely for sporting events; pedal-driven bicycles with pedal assistance, equipped with an electric motor-based auxiliary drive system with a maximum continuous rated power of up to 250W, whose assistance ceases when the rider stops pedaling and gradually decreases with increasing speed, ceasing before reaching 25 km / h; self-balancing vehicles using electric motor-based propulsion; pedal-propelled sports vehicles; pedal-propelled vehicles without at least one seat; and pedal-propelled vehicles with an R-point (according to ECE-R 17) ≤ 400 mm. Freight bicycles also fall into this category. These vehicles typically have a front wheel and at least one rear wheel connected by a frame. However, multiple rear wheels, such as two rear wheels, and / or multiple front wheels, such as two front wheels, and in particular, any combination thereof, can also be present. These wheels can be arranged side-by-side laterally in the direction of travel, as on tricycles or vehicles with sidecars, or one behind the other in the direction of travel, as on tandem vehicles. The front wheels are typically mounted for rotation about the front wheel axle, and the rear wheels are mounted for rotation about the rear wheel axle. Such vehicles are increasingly equipped with at least one electric motor to assist the user in propelling the vehicle. Typically, they are not powered solely by this electric motor, but rather the electric motor assists the user in propelling the vehicle using their own human muscle strength. In most cases, the degree of assistance is selectable. In this way, the user can precisely apply as much of their own power as they are able or want while riding such a vehicle, while still moving at a comfortable speed available in daily life. Furthermore, general-purpose vehicles can also be autonomous vehicles, i.e., vehicles that can operate without active control input from a driver.

[0003] General-purpose vehicles typically have at least one traction device, using which drive energy derived from human muscle force and / or a drive system (e.g., an electric motor) can be transferred to at least one driven wheel, such as at least one rear wheel or at least one front wheel. Chains and / or belts are commonly used as traction devices. Both traction devices have their advantages and disadvantages. For example, chains generally lead to increased wear, resulting in a relatively short service life. On the other hand, belts have a significantly longer service life, but require very high pretension to achieve proper force transmission. The associated tension force must typically be absorbed by the vehicle's frame.

[0004] CN 109 533 163 A describes a general-purpose vehicle, particularly a folding bicycle, having a general-purpose traction mechanism unit for transmitting driving energy. The traction mechanism unit includes an input traction device driven by an input traction device wheel and an output traction device driving an output traction device wheel. The input traction device wheel thus represents a "force input" and the output traction device wheel represents a "force output" toward the driven wheel. In the case of CN 109 533 163 A, the input traction device is a chain and the output traction device is a belt. The input and output traction devices are arranged in series and are drively connected to each other via a transmission traction device wheel unit. The transmission traction device wheel unit has an input-side traction device wheel engaged with the input traction device and an output-side traction device wheel engaged with the output traction device, and the input and output traction device wheels are rotatable coaxially relative to each other. The input-side and output-side traction device wheels are arranged in a manner that allows them to rotate together. The input traction wheel is driven by a drive shaft connected to the pedal and / or drive unit, thereby driving the input traction device. The input traction device drives the output traction device via the transmission traction wheel unit. The output traction device then drives the output traction wheel, which is connected to the rear wheel or the front wheel to initiate propulsion.

[0005] The existing vehicle and traction unit structures have several drawbacks. Firstly, all transmission elements are fixedly mounted to the vehicle frame. This results in the traction device being tensioned between the transmission gear elements fixed to the frame. Consequently, the tension force generated by the pre-tensioning of the traction device is introduced into the frame, which must be compensated by a frame with a correspondingly heavy, robust, and non-flexible design, especially if a belt is used as the traction device. Since the frame of a conventional vehicle is used to absorb the pre-tensioning force of the traction device, the traction device can only be pre-tensioned after it has been mounted to the frame and thus to the vehicle. This, along with the fact that all transmission elements also need to be individually fixed to the frame, leads to an overall increase in the assembly work of the prior art transmission units. In practice, end users often cannot achieve the high pre-tension required for belt use, thus involving increased maintenance requirements. Furthermore, the shift in the center distance between the drive axle and the driven rear wheel axle caused by the compressive motion of the rear wheel relative to the frame has so far had to be compensated for by additional tensioning elements for the traction device, such as a separate chain tensioner. If the traction device also needs to be tensioned during vehicle braking operations, for example, to recover drive energy via regeneration, then two such tensioning elements must act on the traction device, as the drive side and slack side alternate. Due to its high complexity and cost, this is usually not implemented. Summary of the Invention

[0006] Against this background, the object of the present invention is to reduce or eliminate the disadvantages of the prior art. Therefore, it is necessary to provide an improved traction mechanism unit and a vehicle with an improved transmission unit. In particular, the object is to simplify the assembly and operation of the vehicle, and especially the transmission unit.

[0007] The objective is achieved by the traction mechanism unit, vehicle, and any of the methods described in the independent claims. Preferred embodiments are given in the dependent claims.

[0008] Specifically, for the aforementioned general traction mechanism unit, the objective is achieved as follows: a first support unit supporting the input traction wheel and the input-side traction wheel is configured to absorb the tension force of the input traction device, and a second support unit supporting the output traction wheel and the output-side traction wheel is configured to absorb the tension force of the output traction device. The first and second support units are further configured to rotate relative to each other, particularly around the transmission traction wheel unit. Therefore, the fundamental core idea of ​​the invention is that the traction mechanism unit itself is configured such that the tension or pre-tension force of the traction devices used (i.e., the input and output traction devices) is absorbed by their own support units, which are not part of the vehicle frame. This allows the tension force required for the operation of the traction device to be decoupled from the torque transmitted via the traction mechanism unit, which brings particularly advantages described in more detail below. Regardless of a specific vehicle, the traction mechanism unit according to the invention therefore represents an independent structural unit that also absorbs the tension force required to tension the corresponding traction device. Thus, the support unit is part of the traction mechanism unit itself, allowing the traction mechanism unit to be arranged or mounted on the vehicle frame in a virtually tension-free manner. The first and second support units completely absorb the tension or pretension of the input and output traction devices. Therefore, the support units prevent tension from being introduced into the frame. The input traction wheel, output traction wheel, and drive traction wheel are rotatably mounted in their respective support units, allowing the traction device rotating around the traction wheel to transmit rotational motion about its respective axis in a manner known per se. However, the two support units can also rotate relative to each other, particularly about the axis of rotation of the drive traction wheel unit. This ability of the support units to rotate relative to each other means that the distance between the input and output traction wheels, or their axes of rotation, can be adapted to the structural conditions of the corresponding vehicle and / or dynamically adapted during operation, for example, during rear wheel suspension compression, as will be explained in more detail below. Ultimately, this gives the traction unit a degree of freedom of movement in a plane perpendicular to the axes of rotation of the input and output traction wheels. It is important to emphasize here that the tension of the traction device itself is unaffected by this rotation of the two support units relative to each other, i.e., by changing the angular position of the two support units relative to each other. As will be shown in more detail below, this method allows for the complete elimination of components of the traction device, such as the conventional chain tensioner, that require "retensioning" during operation in a completely novel manner. The fact that the distance between the input and output traction wheels can be varied also greatly simplifies the assembly of the traction mechanism unit.

[0009] Another fundamental idea is that the traction mechanism unit according to the invention is configured as a separate, coherent structural unit that can be easily carried by a person, and in particular, the traction device is already tensioned in this unit independently of its installation in the vehicle. Therefore, the traction mechanism represents an optimal universal functional module that can easily and without further effort adapt to various center distances between the input and output rotation axes in vehicles of the aforementioned type. In terms of size, the traction mechanism unit is therefore preferably in a weight range of less than 5 kg, particularly less than 3 kg. Furthermore, it provides the possibility of providing a drive system, which is preferably a separate unit except for the input and output connection points, which can be provided pre-assembled and practically ready for use without requiring any significant separate adaptation to the vehicle.

[0010] Therefore, the support unit can be an element that, on the one hand, allows for the rigid spacing of the rotation axes of the traction device wheel and the transmission device wheel unit to be input, and on the other hand, allows for the rigid spacing of the rotation axes of the traction device wheel and the transmission device wheel unit to be output, and the element simultaneously absorbs the tension force required to tension or maintain the tension of the respective traction device. For this purpose, the support unit obviously possesses stability, which is at least sufficient to absorb not only the tension force introduced via the traction device, but also the driving force introduced by the drive system. For this purpose, the support units preferably extend longitudinally along the longitudinal axis between the respective rotation axes, and are particularly arranged in a web-like manner, and more particularly, are arranged in pairs.

[0011] Within the traction mechanism unit, driving energy is transferred from the input traction wheel to the input traction device. Then, the driving energy is transferred from the input traction device to the input-side traction wheel of the transmission traction wheel unit, which in turn transfers the driving energy to the output traction wheel. The output-side traction wheel drives the output traction wheel via the output traction device. Therefore, at least two traction devices are arranged in series, i.e., functionally arranged one after another along the direction of force transmission. Preferably, the input-side and output-side traction wheels of the transmission traction wheel unit are coaxial with each other. For this purpose, the transmission traction wheel unit preferably has a drive axis, wherein the input-side and output-side traction wheels are arranged coaxially with the drive axis. Simultaneously, the drive axis also preferably represents the axis of rotation about which the first and second support units are configured to pivot relative to each other. In other words, the drive axis can therefore be said to achieve a "knee" between the two support units.

[0012] The transmission of driving energy from the input-side traction wheel to the output-side traction wheel can be achieved in various ways and can take many different forms of transmission. For example, additional transmission elements can be arranged to transmit driving energy between the two traction wheels. However, it is preferable if the input-side and output-side traction wheels are configured to rotate together relative to each other. Particularly preferred are they configured as a single unit. The input-side and output-side traction wheels then form a single integral component. Therefore, the transmission traction wheel unit can also be implemented as an integral component connecting both the input and output traction devices.

[0013] As will be explained in more detail below, the traction unit according to the invention can be used to significantly minimize or eliminate the mutual interference (“anti-sit”) between the drive unit and suspension in general-purpose vehicles (typically bicycles), while simultaneously providing increased construction freedom, particularly to the extent that optimization of anti-sit is possible independent of the intersection of the traction line and the anti-sit line known in the prior art. Additionally or alternatively, the undesirable effect of “pedal rebound” can also be effectively counteracted. For this purpose, it is preferable if the gear ratio from the input-side traction wheel to the output-side traction wheel and / or from the input-side traction wheel to the output-side traction wheel and / or from the input-side traction wheel to the input-side traction wheel and / or from the output-side traction wheel to the output-side traction wheel is one to one. Generally, larger or smaller gear ratios can also be used here. However, a one-to-one ratio is preferred. Specifically, when the traction wheels of the transmission traction wheel unit, i.e., the input-side traction wheel and the output-side traction wheel, have the same effective radius as the input and output traction wheels, pedal rebound can be fully compensated. In this case, there will also be a one-to-one ratio between these traction wheels. In this case, the effective radius is the radial distance from the circumferential surface of the traction wheel in contact with the traction device to the axis of rotation. However, the present invention also allows for the setting of any desired pedal rebound. For example, if the effective radius of the input-side traction wheel and the output-side traction wheel (i.e., the transmission traction wheel unit) is smaller than the effective radius of the input and output traction wheels, a so-called positive pedal rebound will occur when compression is applied to the driven wheel (e.g., the rear wheel), i.e., pedal rebound against the stomping direction. On the other hand, for example, if the effective radius of the input-side traction wheel and the output-side traction wheel is larger than the effective radius of the input and output traction wheels, a so-called negative pedal rebound will occur when compression is applied to the driven wheel, i.e., pedal rebound in the stomping direction. In summary, it can be said that the traction mechanism unit according to the invention particularly advantageously allows for changes in the transmission ratio, and therefore, particularly for so-called pedal kickback, it is practically possible to “adjust” the pedal kickback according to individual behavior, including eliminating pedal kickback or also being able to adjust any desired pedal kickback behavior.

[0014] This does not necessarily require a 1:1 gear ratio from the input-side traction wheel to the output-side traction wheel. In particular, for fast vehicles, such as racing bicycles, a speed-increasing gear ratio from the input-side traction wheel to the output-side traction wheel may be preferred. For example, a gear ratio of 1:1 to 1.5 can be used here. However, also here, pedal backlash can be completely or at least almost completely avoided using the traction unit according to the invention, making it negligible in practice. To achieve a speed-increasing gear ratio to the output-side traction wheel, the number of teeth or diameter of the input-side traction wheel must be greater than that of the output-side traction wheel. To eliminate or reduce pedal backlash even at this gear ratio, it has been shown that the number of teeth or diameter of the transmission traction wheel unit (i.e., the input-side traction wheel and the output-side traction wheel) should be between the number of teeth or diameter of the input-side traction wheel and the output-side traction wheel, thus constituting a preferred embodiment of the invention for speed-increasing gear ratios. In this way, the transmission traction wheel unit compensates for the pedal backlash exerted by the input-side traction wheel and the output-side traction wheel. For example, when the input-side traction wheel has 46 teeth, the output-side traction wheel has 36 teeth, and the transmission traction wheel unit has 40 teeth, the pedal backlash is reduced to near zero.

[0015] In this document, it is therefore particularly important that the drive traction wheel unit is supported only via the first and second support units. Therefore, specifically, no fastening devices are provided on or in the area of ​​the drive wheel unit itself, which would otherwise achieve rigid fastening to the vehicle frame. Supporting the drive traction wheel unit only via the first and second support units ensures that the tension of the traction device is effectively absorbed by the support units, so as to transmit the traction force of the traction device between torque input and torque output, for example, between the pedal axis and / or motor axis and the front or rear axle, without any feedback effect.

[0016] To minimize wear on the traction device and eliminate the risk of injury from the moving traction device, it is preferable to shield or enclose the input and output traction devices with an external shield. For this purpose, a housing is preferably provided, within which the traction device operates. Thus, the primary function of the housing is to form a physical barrier that protects the traction device from external influences such as dust. This is preferred if the housing is fixed relative to the support unit. Ideally, a first support unit has a first housing and / or a second support unit has a second housing, the housings respectively completely enclosing or surrounding the input and output traction devices, possibly further involving one or more traction device wheels. The encapsulation according to the invention is not necessarily considered a complete, for example, airtight enclosure of the traction device. Another advantage of using a housing is a significant reduction in the risk of injury. For this purpose, it is preferable that the housing is at least configured such that it has no openings that an operator can access with their fingers or hands. This is particularly preferred if the housing has at least a substantially closed surface around the traction device. Different variations can be used regarding the choice of materials. However, the first and / or second housings are preferably made of plastic. One or more sealing devices may be provided between the first and second housings, which move relative to each other as the support unit rotates around the drive traction device wheel unit, to ensure complete encapsulation of the traction device even when the housings move relative to each other. Such sealing devices may be, for example, resilient sealing elements and / or labyrinth seals. Even if the corresponding housing is composed of multiple parts, such sealing devices may be provided between the various parts.

[0017] The housing is preferably made of several parts. In particular, the first housing and / or the second housing may each have, in particular precisely, two housing halves or two housing shells, which are configured to complement each other in adjacent areas and together form a receiving interior specifically for a traction device.

[0018] Generally, in addition to the outer shell, or in the absence of a shell, the support unit may have a separate force-absorbing portion configured to absorb the tension force of the traction device, such as a material web. However, it is particularly preferred to omit this force-absorbing portion separate from the outer shell. Therefore, it is preferable if the first support unit is formed entirely from the first outer shell itself, such that the first outer shell is configured to absorb the tension force of the input traction device entirely. Additionally or alternatively, it is preferred that the second support unit is formed entirely from the second outer shell, such that the second outer shell is configured to absorb the tension force of the output traction device entirely. Very preferably, the first and second outer shells completely absorb the tension forces of both the input and output traction devices. Therefore, a separate force-absorbing portion is not required. In this case, the respective support unit is formed entirely from the respective outer shell. In this case, the outer shell thus achieves a dual function, serving not only to shield the traction device but also to absorb the tension force required to tension the traction device. Composite structures can also be used here, such that additional support elements are incorporated into the outer shell to absorb the tension force and transmission force required by the traction mechanism unit.

[0019] To set the pretension of the input and output traction devices, options known in the prior art of this application can generally be considered. Preferably, the traction mechanism unit has at least one traction device tensioner, and in particular, each traction device has one traction device tensioner. According to a preferred embodiment, a first support unit may have a first traction device tensioner for pretensioning the input traction device and / or a second support unit may have a second traction device tensioner for pretensioning the output traction device. The first and / or second tensioners may be, for example, linearly adjustable tensioning units configured such that they can be used to adjust the distance between the axis of rotation of the input or output traction device wheel and the drive traction device wheel unit along a substantially linear adjustment curve. However, it is preferred if the tensioning unit is configured as an eccentric traction device tensioner. Thus, the corresponding support unit has an eccentrically shaped ring arranged coaxially with the corresponding traction device wheel, the ring being accessible from the outside of the traction mechanism unit via a pretensioning passage. By rotating the eccentric traction device tensioner, the distance between the input traction device wheel and the input-side traction device wheel, or between the output-side traction device wheel and the output traction device wheel, is changed, particularly increased, resulting in the input and output traction devices being pre-tensioned respectively. For example, the traction device tensioner of the first support unit can be arranged on the input traction device wheel or the input-side traction device wheel. The traction device tensioner of the second support unit can be arranged, for example, on the output-side traction device wheel or the output traction device wheel.

[0020] Preferably, the traction tensioner of the first support unit is arranged on the input-side traction wheel, and the traction tensioner of the second support unit is arranged on the output-side traction wheel. In other words, preferably, the first and / or second traction tensioners are arranged on the drive traction wheel unit. As already mentioned, in particular, there is at least one pre-tensioning passage through which the first and / or second traction tensioners can be accessed from the outside for adjusting the pre-tension position. Particularly preferably, each traction tensioner has at least one such pre-tensioning passage. The traction tensioners can be used to adjust the tension of the traction device even before the traction unit is installed on the vehicle. This is made possible by the fact that the traction unit includes a support unit for absorbing tension force and does not need to rely on introducing tension force into the vehicle's frame. This allows the pre-tensioning of the traction device to be set at the factory, so that the end user will not need any special tools even when installing the traction unit on their own vehicle. Furthermore, no special expertise is required.

[0021] The precise arrangement of the traction tensioner is variable. For example, the drive traction wheel unit can be mounted on a first support unit or a first housing and / or a second support unit or a second housing via a rotary bearing (e.g., a roller bearing). Preferably, the first and / or second traction tensioners are arranged inside or outside the rotary bearing. In this case, inside or outside refers to being on the inside of the rotary bearing when viewed radially relative to the drive axis, or on the outside of the rotary bearing when viewed radially relative to the drive axis. Viewed radially outward to inward relative to the drive axis, the contact surface of the input or output traction wheel for the respective traction device is followed by the traction tensioner, which is then followed by the rotary bearing. This describes the arrangement of the traction tensioner on the outside of the rotary bearing. Alternatively, viewed radially outward to inward relative to the drive axis, the contact surface of the input or output traction wheel for the respective traction device preferably follows the rotary bearing, followed by the traction tensioner. This describes the arrangement of the traction tensioner on the inside of the rotary bearing. The arrangement of the tensioners in the described traction devices each has structural advantages that can be selected according to the specific application.

[0022] In particular, chains and belts can be used as traction devices in this invention. However, it is particularly preferred if the input traction device and / or output traction device are configured as belts, especially toothed belts. Since the tension of the traction device is absorbed by the support units according to the invention, the invention avoids the difficulties associated with applying high tension to belts common in the prior art, because, for example, the relatively high tension is absorbed by the first and second support units, eliminating the need for special configuration of the frame itself. Therefore, the invention allows the benefits of belts, such as their durability, to be utilized without the associated disadvantages.

[0023] The traction mechanism unit of the present invention is also suitable for having a braking device arranged thereon. For example, it is preferred if a braking device with a brake caliper and a brake disc is provided. The brake caliper and / or brake disc are preferably arranged or mounted on the traction mechanism unit, and particularly preferably form a coherent pre-assembled module together with the traction mechanism unit. In particular, the brake disc is arranged coaxially with the input traction wheel or output traction wheel or transmission traction wheel unit, and particularly connected to it in a manner that they rotate together. Thus, the brake disc rotates together with the corresponding traction wheel. On the other hand, the brake caliper is preferably arranged or mounted on the housing of the traction mechanism unit. Therefore, it is fixed and can be pressed against the brake disc for braking. In this way, the load-bearing force generated during braking is transferred to the load-bearing structure of the traction mechanism unit, and not, for example, to the frame. Furthermore, this arrangement allows for a more convenient maintenance concept, as will be discussed in more detail below.

[0024] In conjunction with the electronics (e.g., control devices) disposed on the vehicle in the preferred embodiment, the traction unit of the present invention can perform even more functions. For example, preferably, the traction unit includes a speed sensor specifically for determining the vehicle's travel speed. This sensor may be, in particular, a Hall sensor. Specifically, the speed sensor is arranged on the input traction wheel, output traction wheel, or drive traction wheel unit. Furthermore, the traction unit may include, for example, a suspension travel sensor that measures the rotation of the support units relative to each other, particularly about the drive shaft. This rotation can be used to infer the compression motion of the rear or front wheels relative to the frame. For example, the suspension travel sensor may be arranged in the region of the drive traction wheel unit and, for example, detect the pivoting of the two support units relative to each other about the drive traction wheel unit, thereby inferring the suspension travel. Alternatively, for example, the rotation of the front support unit relative to the frame or relative to the motor can be determined. This allows for a particularly compact design, as the sensor can then be positioned, for example, in the motor, and its position can be detected, for example, via a magnet rotating relative to the sensor, i.e., specifically stationary on the front support unit. This eliminates the need for external cables to the motor.

[0025] Both the speed sensor and the suspension travel sensor can be connected to the vehicle's control system via signal cable or wirelessly. Furthermore, the traction unit may include a generator for recovering drive energy into electrical energy. This generator can operate as a DC generator to produce electrical energy from energy derived from human muscle force for the operation of the vehicle's electrical components.

[0026] This invention provides several ways to configure the traction mechanism unit in the area of ​​the drive traction wheel unit. In a preferred embodiment, the housing of the drive traction wheel unit, and particularly the support unit, includes a through opening that extends through the traction mechanism unit and opens to the outside. Thus, the through opening extends completely through the traction mechanism unit, allowing visibility from one side to the other. The through opening is particularly coaxial with the drive axis and preferably cylindrical along the drive axis. The through opening is preferably defined to the outside in the radial direction of the drive axis by the drive traction wheel unit and / or the inner housing, which is preferably arranged to rotate with and be able to rotate with the drive traction wheel unit. Therefore, when the vehicle is moving, the rotating portion of the traction mechanism unit can be seen from the outside through the through opening. Additionally or alternatively, the through opening may also be defined to the outside in the radial direction of the drive axis by at least partially one or both housings of the support unit. These components do not rotate during operation of the traction mechanism unit, and therefore no rotating portion is visible or accessible from the outside, thereby improving vehicle safety. Finally, it is also possible that the through opening is closed by a cover belonging to one or both housings of the support unit. In a preferred embodiment, at least one lighting device is arranged in the area through the opening, the lighting device specifically illuminating the inner shell and / or the drive traction device wheel unit and / or the cover.

[0027] Therefore, the traction mechanism unit according to the invention ideally further includes two connecting flanges: specifically, a first connecting flange located on or rotating with the input traction wheel, and a second connecting flange located on or rotating with the output traction wheel. Particularly according to the invention, the transmission connection to or into the vehicle's drive system is achieved via these two connecting flanges, for example, via a threaded connection and / or a clamping connection.

[0028] The present invention also relates to a vehicle, particularly a vehicle having the traction mechanism unit according to the invention as described above. All the above-described features, effects, and advantages of the traction mechanism unit according to the invention are also applicable to the vehicle according to the invention with necessary modifications, and vice versa. Reference is made only to other relevant explanations to avoid repetition.

[0029] For single-track or multi-track vehicles, particularly general types of bicycles, mopeds, electric bicycles, or bicycles with auxiliary drive systems, i.e., specifically comprising a front wheel and at least one rear wheel connected to each other via a frame, the front wheel being mounted for rotation about a front wheel axis and the rear wheel being mounted for rotation about a rear wheel axis, and for a traction mechanism unit having at least two traction devices, particularly at least two traction devices arranged in series, especially according to the invention, the traction mechanism unit can now be configured such that it absorbs the tension forces of at least two traction devices in complete decoupling from the frame, and transmits the torque force introduced into the traction mechanism unit via the input traction wheel to the output traction wheel isolated from the frame. Compared to the prior art, the frame is thus decoupled from the tension forces used for the traction devices, which significantly simplifies the assembly process, as described in more detail below. Simultaneously, this arrangement means that the traction force no longer acts horizontally on the rear or front axle as in conventional chain drives, ultimately achieving decoupling between the drive system and the suspension. This fundamental approach allows for the configuration of the interaction between the drive unit and the suspension (anti-seat recoil) independently of the specific gear ratio, because the traction force is decoupled and does not act horizontally on the rear axle. Ultimately, the invention thus eliminates the interaction between the drive force and the suspension, which in turn enables the optimization of anti-seat recoil behavior independently of the drive unit.

[0030] In the general-purpose vehicle mentioned at the beginning, in other words, the aforementioned objective is thus specifically achieved as follows: a first support unit supporting the input traction wheel and the input-side traction wheel is configured to absorb the tension force of the input traction independently of the frame, and a second support unit supporting the output-side traction wheel and the output traction wheel is configured to absorb the tension force of the output traction independently of the frame. In this document, the vehicle frame is understood to refer to all parts of the vehicle that form the support structure for, for example, the front wheel, rear wheel, seat, and handlebars. Therefore, according to this definition using the example of a bicycle, typical frame parts are, for example, the top tube, down tube, seat tube, fork, and / or the rear wheel post or rear wheel swingarm. This structure specifically used in bicycles is generally also referred to as a bicycle frame. Such a frame may partially include suspension elements. For example, in bicycles, it is well known that the frame structure facing the rear wheel is rigid relative to the rest of the frame structure ("mainframe") via the rear wheel post ("hardtail"), or the wheel is suspended from the rest of the frame structure via the rear wheel swingarm ("fully"). Suspension of the seat and / or front wheel is also known. This invention can be applied to all known configurations of the rear structure of vehicles or bicycles, such as single-link, Horst link, VPP (virtual pivot point), flex rear structure, split pivot point, etc. Such systems are described, for example, in US8733774B2, US5899480A, US10106221B2, WO2020154800A1, and US7828314B2. Importantly, compared to this conventional frame structure, the invention now provides two additional elements attached to the frame whose primary function is to absorb the tension forces used for input and output traction. These elements are a first support unit and a second support unit. The first and second support units are configured to rotate relative to each other, particularly around the drive traction wheel unit. Furthermore, the first and second support units are rotatably mounted on the frame. Preferably, the drive traction wheel unit is mounted only via the first and second support units. The rotatability of the support unit relative to the frame, or the installation of the traction wheel unit solely via the first and second support units, ensures that the tension force of the traction device is effectively absorbed by the support units, thereby decoupling the traction force of the traction device without generating any reaction force on the rear axle. This allows the rear wheel suspension to behave independently of the drivetrain, for example, to optimize anti-squat. For example, the traction unit is therefore mounted on the frame only in the region of the input and output traction wheels. This region of the input and output traction wheels specifically describes the portion in which the corresponding traction wheel of the respective support unit actually resides. Thus, the corresponding region extends in the spatial dimension of the traction wheels and ends therein. The two support units are therefore mounted on the frame at their spaced-apart ends.At their respective opposite ends, the support units are rotatably connected to each other via the drive traction wheel unit. Thus, the two support units collectively form a pivot arm connected in a toggle-like manner, with its bending point located on the axis of rotation of the drive traction wheel unit. To ensure maximum possible mobility of the traction unit, and specifically the input traction wheel, relative to the output traction wheel, even while the vehicle is in operation, the traction unit in the region of the drive traction wheel unit is therefore not directly mounted to the frame, but is specifically adjustable relative to the frame. Therefore, the drive traction wheel unit is configured to float freely relative to the frame. In particular, it is configured to be movable relative to the frame. The resulting flexibility facilitates assembly and brings further advantages in operation, which will be explained in more detail below. This structure according to the invention allows the frame to absorb wheel contact forces generated during vehicle operation, bypassing the first and second support units. Wheel contact forces, as used herein, refer to all vertical and / or horizontal forces introduced into the vehicle from the ground via at least one wheel, and specifically within the frame. This includes, for example, counteracting gravity or rolling resistance. Furthermore, this may also include load-bearing and / or damping forces, as well as forces from vehicle dynamics during vehicle travel and driving operations. Wheel contact forces are absorbed solely by the frame or act solely on the frame. Therefore, they do not act on the support unit or traction unit. When forces are absorbed, the support unit or traction unit is bypassed by the frame. This means that if the traction unit is removed from the vehicle, the wheel contact forces will act in exactly the same way, specifically on the frame. The presence or absence of the traction unit or its presence on the vehicle does not affect the effect.

[0031] Generally, the support unit can be attached to or mounted at any point on the vehicle's frame. Preferably, the support unit is mounted on the frame at least indirectly and is rotatable relative to the frame, for example, via a connection to one or more axles of the drive system or the rear or front wheels. In particular, the connection may include one or more roller bearings so that the traction unit can be adjusted relative to the frame even when mounted. However, the axis of rotation of the support unit on the frame does not necessarily have to coincide with the vehicle's drive axis or the axle of the front or rear wheels. The vehicle's drive axis describes the axis of rotation of the vehicle's axle driven by the pedals and / or drive motor. This can be, for example, the axis of rotation of the pedal crankshaft and / or the axis of rotation of the output shaft of the drive motor or drive unit. In particular, the drive axis is the axis of rotation of the drive shaft of the drive unit, to which drive energy generated by a combination of human muscle force and at least one drive motor is applied. According to a preferred embodiment, the first support unit is mounted on the frame such that it can rotate or pivot about the vehicle's drive axis. Pivotability refers to the mobility about the axis, although this mobility need not be perfectly circumferential, but may be limited to a certain angular range. Thus, the first support unit is, for example, seated on the pedal crankshaft and / or the drive shaft of the drive motor or drive motor unit. Additionally or alternatively, it is preferred that the second support unit is mounted on the frame such that it is rotatable about the rear or front wheel axle of the vehicle. The second support unit is mounted on the wheel that will be driven via the traction unit. This wheel can be either the front or rear wheel. This is particularly preferred if the traction unit is mounted on the frame only via these mounting points. Thus, the traction unit is mounted on the frame only via the rotatable mounting of the first support unit about the vehicle's drive axis and via the rotatable mounting of the second support unit about the rear or front wheel axle. Specifically, the traction unit is not connected to the frame at the connection point between the first and second support units (the drive traction wheel unit is also arranged at said connection point), but is configured to float freely or be movable relative to the frame. The corresponding arrangement of the support units results in a particularly simple transmission of drive energy from the pedal or drive motor unit to the traction unit and from the traction unit to the driven wheels (whether front or rear). Importantly, due to this structure, the traction force of the traction device does not act on the axles of the front or rear wheels. This eliminates the interaction between the drive force and the suspension, which in turn makes it possible to optimize anti-seat behavior independently of the drive unit.

[0032] According to the preferred embodiment, if the input traction wheel is arranged coaxially with the vehicle's drive axis and / or the output traction wheel is arranged coaxially with the vehicle's rear or front wheel axle, driving energy can be transmitted particularly easily. The input traction drive wheel thus rotates about the same axis of rotation as the drive shaft of the drive unit, which can be driven, in particular, by a combination of human muscle force and a drive motor. On the other hand, the output traction wheel rotates about the same axis of rotation as the wheel driven by the entire traction mechanism unit. Therefore, the traction mechanism unit transmits driving energy from the drive shaft to the corresponding driven wheel, such as the rear or front wheel.

[0033] As already mentioned, the driveshaft essentially forms a knee between the two support units. To ensure, via this knee (i.e., via the relative pivotability of the support units about the driveshaft relative to each other), the maximum possible range of possible compensation for variations in the distance between the input and output traction wheels is preferably achieved, in particular, by arranging the driveshaft vertically above or below the vehicle's drive axle and / or the rear or front axle. When the driveshaft is vertically arranged above the aforementioned axles, it also ensures that the traction unit is kept particularly far from the ground, such as the road, and is thus protected from collisions with obstacles.

[0034] In conventional vehicles with suspended driven wheels (such as the front or rear wheels), there exists an effect called pedal rebound. This effect describes how, each time the suspension compresses, the traction device automatically causes the drive shaft to rotate, and thus also causes, for example, the pedal crankshaft to rotate. This also causes the pedal to rotate, which, in addition to causing discomfort to the driver, affects compression behavior. This effect can be avoided using the traction unit according to the invention, because the fact that the transmission traction wheel unit is movable relative to the frame means that it can compensate for changes in the distance between the drive shaft and the rear wheel shaft without altering the adjustment position of the traction device. In any case, this compensation is particularly successful when the traction unit is combined with a drive unit that already has a shift mechanism, eliminating the need for a shift mechanism on the driven wheels (e.g., the rear wheels).

[0035] For general-purpose vehicles, being as narrow as possible is generally advantageous, especially in the areas of the front and rear wheels. This also applies to the traction unit according to the invention. According to a preferred embodiment of the invention, the second support unit is thus arranged offset relative to the first support unit in the direction of the rear or front wheel axis towards the center of the vehicle. In particular, the output traction wheel is also offset relative to the input traction wheel in the direction of the rear or front wheel axis towards the center of the vehicle. This also applies to the output traction unit relative to the input traction unit. In this way, the first support unit is further offset outward from the center of the vehicle in the area where the drive unit (e.g., including the drive motor) on the drive shaft requires space anyway, while the displacement of the second support unit towards the center of the vehicle in the area of ​​the driven wheels ensures the desired narrow configuration. In this respect, the center of the vehicle refers to a virtual center plane extending along the longitudinal and vertical directions of the vehicle, which has the same vertical distance to the two outermost points of the vehicle.

[0036] Due to the distance between the traction device (e.g., chain) and the rear wheel (typically due to the presence of a shifter freewheel on the rear wheel), the spokes of the rear wheel of a conventional vehicle, such as a bicycle, must be arranged asymmetrically. However, this results in uneven loads on the spokes, thus shortening their overall lifespan. Therefore, it is preferable that the rear wheel and / or the front wheel have a set of spokes symmetrically arranged about an axis of symmetry. In this case, the spokes are arranged symmetrically on the rear wheel and / or the front wheel. Thus, the axis of symmetry of the spokes also corresponds to the axis of symmetry of the rim and tire of the respective wheel. This symmetrical arrangement is made possible by the fact that, according to the invention, the second support unit, and specifically the output traction wheel, is significantly closer to the axis of symmetry of the wheel than is possible in a conventional arrangement with a freewheel.

[0037] In one embodiment of the invention, the rear wheel is connected to at least one rear wheel strut or rear wheel swingarm belonging to the frame. For example, the rear wheel is connected to the seat tube via the rear wheel strut. The rear wheel strut can now be connected to the rest of the frame, particularly the seat tube, such that it can rotate about the strut bearing. The rotatability of the rear wheel strut about the strut bearing allows the rear wheel to be suspended relative to the frame or seat tube. It is now advantageous if the rear wheel is suspended from the frame, such as the seat tube and / or top tube or bottom tube, particularly indirectly via the rear wheel strut through a shock absorber. To prevent the rear wheel strut and the traction unit from interfering with each other and to simultaneously achieve a narrow structure at the rear wheel, it is preferable that the rear wheel strut from the rear wheel is bent upward in the vertical direction such that it extends in an arc over or across the traction unit, particularly above the traction unit in the vertical direction. Thus, the bent rear wheel strut is preferably arranged in an upwardly curved manner above the traction unit. This provides a vertical mounting space below this arc, which can be used to accommodate the traction unit, particularly the drive wheel unit. On the one hand, this arrangement allows for a relatively large overall clearance from the ground in the vertical direction, which is particularly advantageous for off-road riding. On the other hand, it provides a large suspension travel without the components of the traction unit impacting parts of the frame. The strut bearing, where the rear wheel strut is pivotally connected to the rest of the frame, is preferably arranged offset from the frame-side axis of rotation of the first support unit, such as the drive shaft. Particularly preferably, the strut bearing is arranged vertically above the frame-side axis of rotation of the first support unit (e.g., the drive shaft or crankshaft). This configuration satisfies all the requirements of modern frame configurations for general-purpose vehicles.

[0038] As noted above, it is advantageous if the traction unit is configured as a separate and independent module (which may, for example, have pre-tensioned traction devices at the factory and then be installed on the vehicle as a coherent unit in a single step by the end user or manufacturer). Particularly preferably, the module also includes a braking device or at least a portion thereof. According to this preferred embodiment, the traction unit thus has a modular configuration as a coherent structural unit that can be removed from or installed on the vehicle along with the brake discs and / or brake calipers. It should be understood that suitable connection points can be provided for the brake actuation devices, such as Bowden cables or hydraulic actuations. In particular, the structural unit can be configured such that the input and / or output traction devices can be pre-tensioned for use independently of the vehicle, and therefore particularly when removed from the vehicle. This is again made possible by the fact that, for this purpose, the support unit of the traction unit itself absorbs the tension of the traction device without requiring the vehicle's frame. To achieve this as practically as possible, the traction unit can have connection points, specifically for connecting the input traction wheel to the vehicle's drive axle and for connecting the output traction wheel to the driven wheel (e.g., the rear or front wheel). To install the modular traction unit, all that is needed next is to connect these connection points to the drive axle and the driven wheel or its hub body, particularly in a manner that they rotate together (more particularly in at least one direction of rotation). These connection points can be connection devices known in the art for connecting traction rollers to an axis or rotating about an axis, such as coupling devices, especially terrain-locking couplings. The rotatability of the two support units relative to each other around the drive traction wheel unit makes this assembly particularly simple, as the same modular traction unit can compensate for different distances between the drive axle and the driven wheel by rotating the support units. This, for example, leaves considerable leeway for manufacturing tolerances.

[0039] Generally, the exact implementation of the connection point for connecting the output traction wheel to the driven wheel can vary. For example, a friction connection or a non-form-locking connection can be used. It is particularly preferred that the output traction wheel is connected to the rear wheel hub body or the front wheel hub body via an axially releasable form-locking connection that acts in the direction of rotation, said form-locking connection being specifically configured as a Herth tooth. The axial direction specifically refers to the direction of the corresponding axle, such as the rear wheel axle or the front wheel axle. The axial releasability of the form-locking connection allows for easy installation via a quick-release axle commonly used on the driven wheel. The form-locking in the direction of rotation thus ensures that drive energy is safely and efficiently transferred from the output traction wheel to the rear wheel hub body and thus to the rear wheel, or to the front wheel hub body and thus to the front wheel.

[0040] The traction mechanism unit according to the invention can also be used to simplify the replacement of the driven wheel. For this purpose, the traction mechanism unit can be specifically retained on the vehicle frame when the driven wheel has been removed from the frame. For this purpose, it is preferred that the rear wheel hub body and / or the front wheel hub body be detachable from the output traction wheel via a form-locking connection, in such a way that the rear wheel hub body and / or the front wheel hub body can be removed from the vehicle together with the rear wheel and / or the front wheel, respectively, while the traction mechanism unit, along with the output traction wheel and, in particular, the brake disc and / or brake caliper, remain on the frame. For this purpose, the traction mechanism unit is mounted on the vehicle frame via a bearing sleeve, for example, on the rear wheel strut. In particular, the bearing sleeve is fixed to the frame and can also accommodate the rear wheel axle body. When the driven wheel is removed, the bearing sleeve also remains on the frame. Therefore, to replace the driven wheel, the operator only needs to pull the quick-release shaft out of the hub body and release the form-locking connection between the hub body and the output traction wheel in the axial direction along the rear wheel axle or front wheel axle. The driven wheel can then be removed from the frame while the traction unit remains attached to it. Specifically, the traction unit remains mounted on the rear wheel strut via a bearing sleeve. Therefore, the operator does not need to perform any work on the traction unit to change the driven wheel. In particular, the operator will not need to release the pretensioning of the traction device or remove the traction device from its traction wheel. Therefore, changing the driven wheel is much easier and faster than on a conventional vehicle.

[0041] The aforementioned objective is further achieved by a method according to the invention, including a method for assembling a vehicle, particularly according to the vehicle discussed above. Furthermore, the objective is achieved by a method for preventing pedal rebound in a vehicle, particularly according to the vehicle discussed above and / or in a vehicle assembled according to the method for assembling the vehicle. All features, effects, and advantages explained above with respect to the traction unit and / or vehicle are also applied, with necessary modifications, to the method according to the invention, and vice versa. This also applies to the method according to the invention in relation to each other. Reference is made only to other relevant explanations to avoid repetition.

[0042] As already mentioned, the above objective is achieved by a method for assembling a vehicle having a modular traction mechanism unit, specifically according to the traction mechanism unit discussed above, having a first support unit with an input traction device and a second support unit with an output traction device, the two support units being hinged together and pivotable relative to each other about a common drive axis. The method includes the following steps: pre-tensioning the input and output traction devices in the traction mechanism unit, wherein the pre-tension force of the input and output traction devices is absorbed only by the support units; mounting the modular traction mechanism unit onto the vehicle; and compensating for tolerances by pivoting the support units about the drive axis. Since the pre-tensioning of the traction device can be set at the factory, the end user does not need to worry about pre-tensioning at all. Therefore, vehicle assembly does not require special tools to adjust, for example, the high tension necessary when using a belt as the traction device. Assembly is further simplified by compensating for different distances between the mounting points of the traction mechanism units by pivoting the support units relative to each other, and the same traction mechanism unit can be used in a variety of different vehicle or vehicle frame configurations. Furthermore, the traction unit can also simultaneously carry braking devices or at least parts thereof, such as brake discs and / or brake calipers, and / or additional components, particularly functional components, such as integrated cable connectors, one or more sensors, etc. These can then be pre-assembled with the rest of the traction unit and installed simultaneously as coherent modules in a vehicle of the type according to the invention.

[0043] The aforementioned objective is further achieved through a method for avoiding pedal rebound in a vehicle, wherein, particularly according to the invention, the vehicle has a frame, a suspended rear wheel or a suspended front wheel, and a modular traction unit, specifically according to the aforementioned traction unit, which includes a first support unit having an input traction device and a second support unit having an output traction device. These two support units are hinged together and pivotable relative to each other about a common drive axis. The traction unit transfers driving energy from the input traction device wheel to the output traction device wheel. The method includes the steps of compressing the suspension of the rear or front wheel and compensating for the change in distance between the input and output traction device wheels caused by the compression motion by pivoting the support units about the drive axis and simultaneously moving the support units to move the drive axis relative to the frame. By compensating for the distance change according to the invention, as described above, pedal rebound is avoided, taking into account the diameter of the traction device wheel, thereby providing a more comfortable riding experience for the rider. This also makes it possible to set optimal anti-seat behavior for the chassis.

[0044] Another aspect of the invention relates to a method for transmitting drive torque of a single-track or multi-track vehicle, particularly a vehicle configured according to the invention, via a traction unit, specifically according to the traction unit discussed above. The basic steps of the method now include absorbing the tension force of the traction unit isolated from the frame, and subsequently introducing torque force into the traction unit via an input traction wheel. These introduced torque forces are then transmitted, isolated from the frame, to an output traction wheel via at least two traction units arranged in series with each other (i.e., one after another along the force transmission direction). The final step includes transferring the torque force via the output traction wheel to drive the front or rear wheels. The method according to the invention may also include relative adjustment of a first support unit and a second support unit, and reference is made to the foregoing discussion regarding the structure and function of these support units. Overall, the method allows for decoupling of the force of the traction unit toward the rear axle, which in the end allows for anti-sag optimization independent of the intersection of the traction line and the anti-sag line. In other words, changes in the relative position between the front or rear axle and the drive axis (e.g., the pedal axis) are compensated for by changes in the relative positions of the first and second support elements of the traction mechanism unit, without altering the distance between the traction wheels of the respective support units. Instead, to compensate for changes in distance, the relative positions of the two support units are adjusted relative to each other. This is accomplished without affecting the tension of the traction device.

[0045] Finally, another aspect of the invention relates to a method for eliminating the interaction between the drive system with a traction mechanism unit and the suspension / damping device in single-track or multi-track vehicles, particularly bicycles, electric bicycles, e-bikes, or bicycles with auxiliary drive devices, particularly vehicles according to the invention. In terms of basic structure, a vehicle suitable for the method according to the invention comprises a front wheel and at least one rear wheel. Both are mounted on a frame, which for use with the method according to the invention has a multi-part configuration and includes a main frame and wheel struts pivotally mounted thereon. The front wheel is rotatably mounted to the frame about a front wheel axis, and the rear wheel is rotatably mounted about a rear wheel axis, with either the front or rear wheel mounted to the main frame via the wheel struts. Thus, one of the two wheels can pivot relative to the main frame. This is used in a manner known per se, for example, to achieve vehicle damping. For this purpose, it is known to provide a suitable suspension / damping device between the wheel struts and the main frame. A suspension / damping device refers to a device known per se in the art, for example, whose function is to suspend and dampen the adjustable movement between the main frame and the wheel struts pivotally arranged thereon. Furthermore, for the method according to the invention, particularly the traction unit according to the invention, is provided with at least two traction devices arranged in series with each other, particularly belts. Preferably, the traction unit according to the invention is used for this purpose. The traction unit is drive-connected between the drive axis and the axis of rotation of the front or rear wheel. By means of the traction unit, the drive torque is thus transmitted from the input axis of rotation (e.g., the pedal axis and / or the motor axis) to the corresponding driven wheel. The method according to the invention can now include, for example, using a suspension / damping device to pivot the wheel strut and the wheel mounted thereon relative to the main frame damping / suspension when riding over or through an obstacle. Separately, for example, a separate transmission device for the drive torque is provided. This means that changes in the relative position of the driven wheel / wheel strut relative to the main frame suspension / damping have no effect on the drive torque currently transmitted via the traction unit. This can in particular include compensating for changes in the distance between the drive axis and the axis of rotation by rotating the first support unit of the input traction device of the traction unit relative to the second support unit of the output traction device. Therefore, the rotation or associated angular change of the two support units relative to each other compensates for the change in distance between the drive shaft and the axis of rotation of the driven wheel due to the compression / decompression process, without affecting the angular position or relative rotational position between the traction device or the wheel and pedal axis itself, and without affecting the rotational position of the drive shaft and the driven wheel. This eliminates the feedback effect on the torque transmission traction device caused by the change in the relative position between the drive shaft and the axis of rotation during the compression / decompression process. In other words, the drive torque is transmitted independently of the tension of the traction device, and in particular, there is no feedback effect on the pivoting of the wheel struts and the wheels mounted thereon relative to the main frame.Therefore, during the compression / decompression process, the rotational positions of the driven wheel shaft and the input rotation axis do not change their relative positions with respect to the ground, but their positions relative to the main frame do change. Attached Figure Description

[0046] The invention will now be explained in more detail with reference to the embodiments shown in the accompanying drawings. In the schematic drawings:

[0047] Figure 1 : This is a side view of the vehicle;

[0048] Figure 2 :This is a side view of a vehicle with a compressed rear wheel suspension;

[0049] Figure 3 It is based on Figure 1 A view showing the braking device;

[0050] Figure 4 It is based on Figure 2 A view showing the braking device;

[0051] Figure 5 This is an overview of the layout of the traction mechanism unit from the crankshaft to the rear wheels;

[0052] Figure 6 This is a side view of the traction mechanism unit;

[0053] Figure 7 : This is a top sectional view of the traction mechanism unit;

[0054] Figure 8 : This is a top sectional view of the wheel unit of the transmission traction device;

[0055] Figure 9 It is based on Figure 8 A cross-sectional side view of the transmission traction device wheel unit in section A;

[0056] Figure 10 : This is a top sectional view of the first embodiment of the transmission traction device wheel unit;

[0057] Figure 11 : This is a top sectional view of the second embodiment of the transmission traction device wheel unit;

[0058] Figure 12 : This is a top sectional view of the third embodiment of the transmission traction device wheel unit;

[0059] Figure 13 This is a top sectional view of the fourth embodiment of the transmission traction device wheel unit;

[0060] Figure 14 This is a top sectional view of the second support unit and the rear wheel hub on which the rear wheel is mounted;

[0061] Figure 15 This is a top sectional view of the second support unit and the rear wheel hub with the rear wheel removed.

[0062] Figure 16 : This is a flowchart of the method;

[0063] Figure 17 :It is a side view of a conventional vehicle with a conventional chain drive and anti-sit line;

[0064] Figure 18 It has anti-recoil lines. Figure 1 A side view of the vehicle.

[0065] The same parts or parts with the same function in the figure are indicated by the same reference numerals. No repeated parts are individually designated in each figure. Detailed Implementation

[0066] Figures 1 to 4 Each is shown as an example vehicle F using a bicycle, particularly an electric bicycle. For example, the bicycle has a frame 1 that can be supported by a front wheel 2 and a rear wheel 3. For example, the frame 1 may include a top tube 4, a down tube 5, a seat tube 6, a fork 7, a rear wheel support 8 or a rear swingarm, and a seat post 9. The fork 7 may be connected to a front wheel hub body 59, and the front wheel 2 may be mounted to the frame 1 via the front wheel hub body. The front wheel 2 may be mounted for rotation about a front wheel axis 33. To steer the vehicle F configured as a bicycle, the fork 7 may be rotatably connected to the handlebars 12. The seat 11 may be arranged on the seat tube 6. The rear wheel support 8 may be rotatably connected to the remaining frame parts, such as the seat tube 6, for example, via a support bearing 53. Thus, the frame 1 as a whole includes a main frame 1.1, which in this case includes, for example, the top tube 4, down tube 5, fork 7, and seat tube 6, and a rear wheel support 8 that can pivot relative to the main frame 1.1 about a horizontal pivot axis for suspension / damping purposes. The front wheel 2 is mounted on the main frame 1.1, and the rear wheel 3 is mounted on the rear wheel strut 8, although the reverse is also possible. For example, through this rotatability or pivotability, the rear wheel 3 can thus be suspended from the frame 1, for example, via a seat strut 9 connected to the rear wheel strut 8, which in turn can be connected to the top tube 4 via a shock absorber 10. The actual configuration of the suspension / damping device can be varied. Figure 1 and Figure 3 The bicycle is shown in a resting position. Figure 2 and Figure 4This further illustrates a bicycle with the rear wheel 3 suspension compressed to its maximum. For example, the rear wheel strut 8 supports the rear wheel 3, which can rotate about the rear wheel axis 15. To enable the rider of the vehicle F or bicycle to introduce driving energy from human muscle forces into the drivetrain of the vehicle F, the vehicle may have pedals 13, specifically one pedal 13 on each side. The described frame 1 is substantially known in the prior art, such that the structure and interactions of the various frame parts are known to those skilled in the art.

[0067] To transfer driving energy to the rear wheels 3, the vehicle F may include a traction unit 16, which draws power from the drive axis 14 (see [reference]). Figure 7 The rotating drive shaft 35 receives driving energy and transmits it to the rear wheels 3. Figures 1 to 4 In the illustrated embodiment example, the rear wheel 3 is the driven wheel of vehicle F. However, the front wheel 2 could also be the driven wheel of vehicle F. In this case, the traction unit 16 would come from around the drive axis 14 (see [link to example]). Figure 7 The driving energy of the rotating drive shaft 35 is transmitted to the front wheel 2. Although these embodiments are not shown in the figures, they are still included within the scope of this invention.

[0068] The traction mechanism unit 16 may include a first support unit 25 and a second support unit 26. The first support unit 25 may be mounted on the frame 1, for example, so that it is rotatable about the drive axis 14. Conversely, the second support unit 26 may be mounted on the frame 1, for example, on the rear wheel strut 8, so that it is rotatable about the rear wheel axis 15. For example, the support units 25 and 26 may be hinged together between the drive axis 14 and the rear wheel axis 15, allowing them to pivot relative to each other. This pivotability is particularly useful when the distance between the drive axis 14 and the rear wheel axis 15 changes, for example, when the suspension of the rear wheel 3 is compressed. (The last sentence appears to be incomplete and possibly refers to a different context.) Figure 1 and Figure 2 as well as Figure 3 and Figure 4 The comparison shows that the corresponding change in the distance between the drive axle 14 and the rear wheel axle 15 can be compensated for by the pivoting of the first support unit 25 of the traction unit 16 relative to the second support unit 26. Due to the special structure of the traction unit 16 (explained in more detail below), pedal rebound is prevented in this case, or even the desired positive or negative pedal rebound is set. This allows the feedback effect on the traction unit caused by the compression and decompression processes in a conventional system to be completely eliminated.

[0069] exist Figures 1 to 4In the diagram, the traction mechanism unit 16 is arranged such that the hinged connection of the support units 25 and 26, i.e., the drive shaft 27, is vertically positioned above the mounting portion of the first support unit 25 around the drive shaft 14 and / or above the mounting portion of the second support unit 26 around the rear wheel axle 15. However, alternatively, the traction mechanism unit 16 may also be configured and arranged such that the hinged connection of the support units 25 and 26 is vertically positioned below the mounting portion of the first support unit 25 around the drive shaft 14 and / or below the mounting portion of the second support unit 26 around the rear wheel axle 15. Furthermore... Figures 1 to 4 As shown, the rear wheel strut 8 can be curved, particularly curved to have an upwardly projecting apex, especially as viewed from the rear wheel axle 15. Therefore, the rear wheel strut 8 can be configured to extend vertically upwards around or around the traction unit 16, and particularly the hinged connection between the first support unit 25 and the second support unit 26. In other words, the rear wheel strut 8 can be configured to spatially bypass the traction unit 16 to leave mounting space for it in the area between the drive axle 14 and the rear wheel axle 15.

[0070] Figure 1 and Figure 2 as well as Figure 3 and Figure 4 The differences between the embodiments are respectively: Figure 3 and Figure 4 A vehicle F is shown equipped with a braking device including a brake disc 17 and a brake caliper 18. The braking device may be arranged, for example, on the traction mechanism unit 16, or, for example, on the second support unit 26. Figure 3 An example is shown where the braking device can be arranged on the traction mechanism unit 16 between the traction mechanism unit 16 and the rear wheel 3. In other words, in this example, the braking device on the traction mechanism unit 16 is arranged on the side of the traction mechanism unit 16 facing the rear wheel 3. On the other hand, Figure 4 An alternative embodiment is shown, wherein the braking device on the traction mechanism unit 16 is arranged on the side of the traction mechanism unit 16 opposite to the rear wheel 3. In other words, in this embodiment, the traction mechanism unit 16 is arranged between the braking device and the rear wheel 3.

[0071] according to Figure 4 The arrangement of the embodiments is in Figure 5 This is shown in more detail below. Specifically, Figure 5The upper portion shows a horizontal section passing through the rear wheel 3, the frame 1, and the crankshaft 19, which rotates about the drive axis 14 and is driven by the pedal 13. For better understanding and orientation, a side view of the traction unit 16 is shown again below, such that the arrangement of the first support unit 25 and the second support unit 26 about the rear wheel axis 15, drive axis 14, and transmission axis 27, which rotate relative to each other, corresponds to... Figure 5 Between the upper and lower parts. Figure 5 The structure of the rear wheel 3 is also shown. The rear wheel may include a tire 20 and a rim 21. The rim 21 may be connected to the rear wheel hub body 23 via spokes 22. Furthermore, the rear wheel hub body 23 may be mounted on a rear wheel axle body 24, which is supported, for example, by two rear wheel struts 8, such that it can rotate about the rear wheel axis 15. The rear wheel hub body 23 is driven by a traction unit 16, as will be explained in more detail below. To achieve the narrowest possible structure, particularly at the rear wheel 3, a second support unit 26 may be offset relative to the first support unit 25 along the rear wheel axis 15 toward the center of the vehicle. Oriented toward the center of the vehicle may refer, for example, the direction of the rear wheel 3 or the direction of the axis of symmetry 48, which will be explained in more detail below. Due to the fact that the second support unit 26 and therefore the force transmission to the rear wheel hub body 23 are particularly close to the rear wheel 3, the rear wheel 3 may have a set of symmetrical spokes 22. In particular, the spokes 22, the rim 21, and the tire 20 may share a common axis of symmetry 48. Due to the symmetrical arrangement of the spokes 22, they are evenly loaded and therefore have an increased service life.

[0072] The overall structure of the traction mechanism unit 16 is as follows: Figure 6As shown. The traction mechanism unit 16 may include a first support unit 25 and a second support unit 26. In this case, the first support unit 25 may be formed, for example, by a first housing 36. The second support unit 26 may be formed, for example, by a second housing 38. The two support units 25, 26 or housings 36, 38 may be hinged to each other such that they may be configured to pivot relative to each other about a common drive axis 27. The first housing 36 may surround or enclose an input traction wheel 30 rotatable about a drive axis 14, and at least partially surround or enclose a drive traction wheel unit 41. An input traction device 28, such as a toothed belt, may be arranged to be operatively connected to the input traction wheel 30 and the drive traction wheel unit 41 such that rotation of the input traction wheel 30 is transmitted to the drive traction wheel unit 41. The second housing 38 may surround or enclose an output traction wheel 31 rotatable about a rear wheel axis 15, and also at least partially surround or enclose a drive traction wheel unit 41. The output traction device 29, also a toothed belt, can be arranged to be operatively connected to the output traction device pulley 31 and the transmission traction device pulley unit 41, such that rotation of the transmission traction device pulley unit 41 is transmitted to the output traction device pulley 31. As will be explained in more detail below, the input traction device pulley 30 can be connected to the drive shaft 35 of the vehicle F (see...). Figure 7 The drive mechanism unit 16 can therefore be configured to transfer driving energy from the drive shaft 35 (see [link to drive mechanism 35]). The output traction device wheel 31 can drive the rear wheel hub body 23 and thus the rear wheel 3. Overall, the traction mechanism unit 16 can thus be configured to transfer driving energy from the drive shaft 35 (see [link to drive mechanism 35]). Figure 7 It is passed to the rear wheel 3.

[0073] Importantly, housings 36 and 38 can be configured to accommodate the tension forces of the input traction device 28 and the output traction device 29. Therefore, the tension forces of the traction devices 28 and 29 are directly introduced into housings 36 and 38, which is why the traction devices 28 and 29 can be pre-tensioned before the traction mechanism unit 16 is mounted onto the frame 1 of the vehicle F. The traction mechanism unit 16, and particularly the first support unit 25 and the second support unit 26, or the first housing 36 and the second housing 38, can be configured such that the tension forces of the traction devices 28 and 29 are not introduced into or transmitted to the frame 1. For pre-tensioning the traction devices 28 and 29, the traction mechanism unit 16 can have traction device tensioners 39 and 40 (see...). Figure 7 It can be accessed from the outside via a pretensioning passage 32 extending through the respective housings 36, 38 for inserting a corresponding tool to adjust the pretension. The traction device tensioners 39, 40 can be, for example, eccentric traction device tensioners as described in more detail below.

[0074] Figure 6Other components that implement various functions of the traction unit 16 are also shown. For example, a speed sensor 54 can be provided to determine the travel speed of the vehicle F. This sensor can be arranged on the input traction wheel 30, for example, as shown in the illustrated embodiment example. However, the speed sensor 54 can also be located directly on the drive traction wheel unit 41 or the output traction wheel 31. Furthermore, the traction unit 16 can include a generator 55, such as a DC generator. In the illustrated embodiment example, this generator is also arranged on the input traction wheel 30, but it can also be arranged directly on the drive traction wheel unit 41 or the output traction wheel 31. Finally, a suspension travel sensor 56 can be provided, which, for example, confirms the suspension travel of the rear wheel 3 based on the pivoting of the support units 25, 26 or the housings 36, 38 relative to each other about the drive axis 27. The speed sensor 54 and / or the suspension travel sensor 56 can be connected to a control unit (not shown) of the vehicle F to provide it with measurement data. The traction mechanism unit 16 may have a through opening 57 around the drive shaft 27, which may extend completely through the traction mechanism unit 16 and, in particular, through the drive traction wheel unit 41, and may also be open to the outside. Furthermore, an illumination device 58, including, for example, one or more LEDs, may be arranged in the area of ​​the through opening 57. The illumination device 58 is specifically configured to illuminate the through opening 57 and / or at least partially within the inner housing 44 arranged in the through opening 57.

[0075] Figure 7 The structure of the traction mechanism unit 16 is shown in detail. Specifically, Figure 7 A horizontal cross-section passing through the traction mechanism unit 16 is shown. (As shown) Figure 7 As shown, the first support unit 25 and the second support unit 26 are arranged at a 180° angle to each other around the transmission axis 27, as... Figure 6 As already shown. In other words, the knees formed between the support units 25, 26, by the rotatability of the support units 25, 26 around the drive axis 27, are fully extended. To avoid making the illustration too small, the various parts of the traction mechanism unit 16 are shown as laterally offset from each other. In fact, as shown by the dashed lines, the areas of the traction mechanism unit 16 shown are arranged one after another or side by side.

[0076] Figure 7The portion of the traction mechanism unit 16 shown in the upper right corner illustrates a part of a first support unit 25 mounted for rotation about drive shaft 14. This portion may include an input traction wheel 30 driven by drive shaft 35. Drive shaft 35 may further be the output of drive unit 34, which may include, for example, at least one drive motor (not shown), such as an electric motor. In particular, drive unit 34 may be configured to output a combination of drive energy applied by the rider of vehicle F via pedals 13 and crankshaft 19 through human muscle force and drive energy from the drive motor, via rotation of drive shaft 35. Furthermore, drive unit 34 preferably already includes a gear ratio mechanism that functions as a shifting device, so that a shifting device is no longer needed on vehicle F outside of drive unit 34. Drive shaft 35 may be rotatably connected to input traction wheel 30 such that it is driven by drive shaft 35. Input traction wheel 30 is surrounded by a non-rotatably rotating first housing 36, on which input traction wheel 30 may be mounted via a rotary bearing 37, such as a roller bearing or ball bearing, particularly a grooved ball bearing. For example, the housing 36 can be composed of two housing halves 36a and 36b, for example, made of plastic. The input traction wheel 30 can be equipped with an input traction device 28, which transmits the rotational motion of the input traction wheel 30 to... Figure 7 The centrally located transmission traction device wheel unit 41.

[0077] according to Figure 7The intermediate view shows the drive traction wheel unit 41. It may be partially surrounded or enclosed by a first housing 36 forming a first support unit 25, and partially surrounded or enclosed by a second housing 38 forming a second support unit 26. The drive traction wheel unit 41 may include an input-side traction wheel 42 operably connected to an input traction device 28 from an input traction wheel 30. Furthermore, the drive traction wheel unit 41 may include an output-side traction wheel 43 operably connected to an output traction device 29. In the illustrated embodiment example, the drive traction wheel unit 41 is configured as a single integral component. In other words, the input-side traction wheel 42 and the output-side traction wheel 43 may be formed together as a single unit. The drive traction wheel unit 41 may be supported relative to non-co-rotating or fixed housings 36, 38 via a swivel bearing 37. A through opening 57 may be arranged at the center of the drive traction wheel unit 41, particularly around the drive axis 27, extending completely through the traction mechanism unit 16. When viewed radially from the drive axis 27, the through opening 57 can be partially defined to the outside by the drive traction wheel unit 41 and partially by the additional inner shell 44, which can be configured to rotate together with the drive traction wheel unit 41. Therefore, in general, the drive traction wheel unit 41 can transfer the driving energy from the input traction wheel 30 to the output traction device 29.

[0078] Furthermore, the output traction device 29 can transmit the rotational motion of the transmission traction device wheel unit 41 to... Figure 7 The output traction device wheel 31 is shown in the lower left corner. Therefore, Figure 7 The lower left illustration shows the portion of the second support unit 26 that can be arranged on the bearing sleeve 68 for rotation about the rear wheel axle 15. Specifically, the traction mechanism unit 16 here may include an output traction wheel 31, which can be mounted for rotation about the rear wheel axle 15. For this purpose, the output traction wheel 31 can be supported relative to the bearing sleeve 68 via a swivel bearing 37. The output traction wheel 31 can also be supported relative to a second housing 38 via the swivel bearing 37, the second housing being fixed to the frame and not rotating with the output traction wheel. The second housing 38 can also be composed of two housing halves 38a, 38b. Furthermore, the brake disc 17 can be mounted on the output traction wheel 31, for example, via a threaded connection for co-rotation. On the other hand, the brake caliper 18 can be arranged on and connected to the second housing 38. The output traction device 29 can be used to apply drive energy from the drive unit 34 to the output traction wheel 31. The output traction wheel 31 can be, for example, via a form-locking connection 52 (e.g., a Hess gear) (see example...). Figure 14 and Figure 15The driving energy is transferred to the rear wheel hub body 23.

[0079] Figure 8 It shows that according to Figure 7 The middle diagram is a slightly enlarged cross-section. In addition to the components already described, according to... Figure 8 This view shows a first traction device tensioner 39, which can be configured to pretension the input traction device 28. Additionally, a second traction device tensioner 40 can be configured to pretension the output traction device 29. The traction device tensioners 39 and 40 are, for example, eccentric traction device tensioners. The two traction device tensioners 39 and 40 preferably allow the tensioning tool to be accessed externally via the pretensioning passage 32 (see [reference]). Figure 8 (circled area in the middle).

[0080] Figure 9 A vertical cross-section is shown passing through the traction mechanism unit 16 in the region of the transmission traction device wheel unit 41. The section is based on... Figure 8 The shown section A extends through the input-side traction device wheel 42. Specifically, Figure 9 The operating mechanism of the first traction device tensioner 39 is shown. However, the second traction device tensioner 40 can have the same configuration, so the corresponding explanation can also be applied with necessary modifications. In particular, the first traction device tensioner 39 can be in the form of a ring that is rotatable about the drive axis 27 and has a radial thickness that varies relative to the drive axis 27. For example, it has a minimum radial thickness a and a maximum radial thickness b. The traction device tensioner 39 can be rotated via a pretensioning passage 32, for example by means of a tool inserted through the pretensioning passage 32. The first traction device tensioner 39 can be arranged between the rotary bearing 37 and the first housing 38. When the region of the first traction device tensioner 39 with the maximum radial thickness b is oriented in the direction of the input traction device wheel 30 by rotating the traction device tensioner 39, the thicker region of the traction device tensioner 39 causes the rotary bearing 37 and the drive traction device wheel unit 41 to shift in a direction away from the input traction device wheel 30, thereby tensioning the input traction device 28. In this way, the desired pretension can be set for the input traction device 28. Figure 8 and Figure 9 A traction mechanism unit 16 with a fully tensioned traction device is shown. As already explained, the second traction device tensioner 40 operates in the same manner, such that the above explanation is adapted with the necessary changes to the elements associated with the second traction device tensioner 40.

[0081] Figures 10 to 13Various configuration options of the traction mechanism unit 16 in the region of the transmission traction device wheel unit 41 are shown. Specifically, each is a top view through a horizontal section of the transmission traction device wheel unit 41. On the right side of each figure, the first support unit 25 is shown as a first housing 36, and on the left side, the second support unit 26 is shown as a second housing 38. According to... Figure 10 In the embodiment shown, a transmission traction device wheel unit 41 is illustrated, wherein the input-side traction device wheel 42 and the output-side traction device wheel 43 can each be configured as separate components. The outer peripheral surfaces of the input-side traction device wheel 42 and the output-side traction device wheel 43 can be completely enclosed or surrounded by a first housing 36 and a second housing 38, respectively. To enable the transfer of driving energy from the input-side traction device wheel 42 to the output-side traction device wheel 43, the transmission traction device wheel unit 41 may further include a connecting unit 45, which can be connected to the input-side traction device wheel 42 and the output-side traction device wheel 43 in a manner that allows them to rotate together. Thus, the input-side traction device wheel 42, driven by the input traction device 28, can transmit rotational motion to the connecting unit 45, which in turn can transmit rotational motion to the output-side traction device wheel 43 and thus to the output traction device 29. Figure 11 The overall configuration of the transmission traction device wheel unit 41 shown in the foregoing embodiment example is illustrated, wherein the input-side traction device wheel 42 and the output-side traction device wheel 43 can be configured as a single unit. Figure 10 The illustrated embodiments and Figure 11 The illustrated embodiment may include an inner housing 44 that rotates together with the drive traction device wheel unit 41, the inner housing being at least partially lining the through opening 57. According to... Figure 12 and Figure 13 The inner shell 44 is omitted in the embodiments. Both embodiments include an integrally formed input-side traction wheel 42 and output-side traction wheel 43. However, in these embodiments, the through opening 57 may be defined or lined by a non-rotating or frame-fixed first shell 36 and a second shell 38, respectively. According to... Figure 13 In some embodiments, the first housing 36 may further include a first cover 46 that can close the through opening 57 on one side. Similarly, the second housing 38 may include a second cover 47 that can close the through opening 57 on the other side. Therefore, according to Figure 13 In one embodiment, the through opening 57 can be closed, i.e., not opened. According to... Figure 10 , Figure 11 and Figure 12 , Figure 13 Another difference between the embodiments may be that, according to Figure 10 and Figure 11In one embodiment, the traction device tensioners 39 and 40 are arranged on the outside of the transmission traction device wheel unit 41, and according to... Figure 12 and Figure 13 In this embodiment, it is arranged inside the traction wheel unit 41 of the transmission device. Here, "outer side" and "inner side" refer to the radial direction as viewed from the transmission axis 27. Therefore, viewed radially outward from the transmission axis 27, in... Figure 10 and Figure 11 In the illustrated embodiment, the rotary bearing 37 is followed by the traction tensioners 39 and 40, and then by the housings 36 and 38. On the other hand, according to... Figure 12 and Figure 13 In the embodiments described, viewed from the same direction, housings 36 and 38 are followed by traction tensioners 39 and 40, and then a rotary bearing 37. Which of the described embodiments is used depends on specific requirements.

[0082] Figure 14 The connection between the traction mechanism unit 16 and the driven wheel (rear wheel 3 in this case) is shown. However, the driven wheel could also be the front wheel 2. Specifically, Figure 14 A top view of a horizontal section passing through the rear wheel strut 8, the traction unit 16, and the rear wheel hub body 23 is shown. The output traction wheel 31 rotates, for example, about the rear wheel axle body 24 formed by the axle post 49 and the quick-release shaft 50, and particularly about the rear wheel axis 15. The output traction wheel 31 can be mounted on the frame 1 via a bearing sleeve 68, particularly on the rear wheel strut 8. The axle post 49 and the quick-release shaft 50 can together form the rear wheel axle body 24, which also passes through the bearing sleeve 68. Force transmission between the output traction wheel 31 and the rear wheel hub body 23 is achieved via a form-locking connection 52 (such as a Hess gear). In particular, this connection is a form-locking connection 52 that can be axially released relative to the rear wheel axis 15. In other words, the rear wheel hub body 23 can be removed or released from the output traction wheel 31 in the axial direction of the rear wheel axis 15. To ensure that the rear wheel hub body 23 remains operatively connected to the output traction wheel 31 in the assembled state, the rear wheel hub body 23 is pressed against the output traction wheel 31, for example, by a radially thickened clamping portion 51 of the quick-release shaft 50. In this state, the quick-release shaft 50 can be secured to the rear wheel strut 8 by the clamping portion 51, thereby maintaining the operative engagement of the form-locking connection 52 between the rear wheel hub body 23 and the output traction wheel 31 during operation of the vehicle F.

[0083] Figure 15The diagram illustrates a scenario where the rear wheel hub body 23 is released from the output traction wheel 31, for example, to replace the rear wheel 3. For this, only the quick-release shaft 50 must be released from its attachment to the rear wheel strut 8. This allows the quick-release shaft 50, along with the clamping portion 51, to be pulled out from the traction unit 16 and the rear wheel hub body 23. Therefore, the rear wheel hub body 23 is no longer pressed against the output traction wheel 31 by the clamping portion 51 of the quick-release shaft 50. Thus, the form-locking connection 52 can be released axially along the rear wheel axis 15, allowing the rear wheel hub body 23 and its associated rear wheel 3 (not shown for clarity) to be removed from the frame 1 of the vehicle F. On the other hand, the traction unit 16 can remain on the frame 1 or the rear wheel strut 8 along with the bearing sleeve 68. Therefore, when replacing the driven wheel (e.g., the rear wheel 3), the end user does not need to perform any work on the traction unit 16. In particular, the input traction device 28 and the output traction device 29 are kept in their pre-tensioned arrangement in the traction mechanism unit 16, which significantly simplifies the removal and installation of the driven wheel.

[0084] Figure 16 Flowcharts are shown for a method 60 for assembling a vehicle F and a method 65 for compensating for the compressive motion of the vehicle F. Methods 60 and 65 may each relate to the vehicle F as discussed above. Furthermore, method 65 also relates to the vehicle F assembled according to method 60. Although the individual steps are... Figure 16The steps are shown sequentially, but they can occur simultaneously within methods 60 and 65. Method 60 for assembling vehicle F begins with pre-tensioning 61 of the input traction device 28 and output traction device 29 in traction mechanism unit 16, the pre-tensioning of which is absorbed solely by support units 25 and 26. This pre-tensioning step 61 can be performed on the modular traction mechanism unit 16 before it is installed on vehicle F. Specifically, the frame 1 of vehicle F does not require pre-tensioning of the traction devices 28 and 29. All resulting tension is absorbed by support units 25 and 26. Therefore, the next step involves installing 62 of the modular traction mechanism unit 16 onto vehicle F. Thus, a connection is not established between the traction mechanism unit 16 and vehicle F or the frame 1 of vehicle F until this step. During installation 62, tolerance compensation 63 can be performed by pivoting 64 of support units 25 and 26 about drive shaft 27. In other words, the same traction unit 16 can be used on vehicles F with different distances between the drive axle 14 and the driven wheel axle (e.g., rear wheel axle 15 or front wheel axle 33). These different distances are compensated by pivoting the support units 25, 26 relative to each other by 64. This makes the use of the traction unit 16 particularly variable. A key point of the method 60 according to the invention is that the traction unit 16 can be installed as a separate modular unit along with fully pre-tensioned traction devices 28, 29. It can operate completely separately from the rest of the vehicle F, particularly the frame 1, and then only needs to be installed onto the frame 1. The method 65 for compensating for the compression motion of the vehicle F begins with compression 66 of the suspension of the rear wheel 3 or front wheel 2. Specifically, this wheel is the driven wheel of the vehicle F. Then, the aforementioned traction mechanism unit 16 allows for compensation 67 of the change in distance between the input traction wheel 30 and the output traction wheel 31 caused by the compression motion by pivoting 64 the support units 25, 26 around the drive shaft 27 and simultaneously moving 69 the support units 25, 26 so that the drive shaft 27 moves relative to the frame 1. In this way, pedal rebound that occurs in conventional vehicles F, especially bicycles, can be compensated for or avoided by the traction mechanism unit 16.

[0085] Figure 17 and Figure 18 The illustrated drive system has a traction device (e.g., chain) and a traction device tensioner, as known in the prior art. Figure 17 (Prior art) and the structure of the present invention having a two-stage traction mechanism unit 16 according to the present invention ( Figure 18 Specifically, it refers to what has already been discussed. Figure 1A comparison between vehicles F (with a detailed description of the structure) demonstrates the advantages achieved using the present invention, particularly regarding the advantages of anti-squat behavior. For further illustration, the rider is also indicated by a dashed line. It is known that the so-called anti-squat line AS is defined by a front vertical line passing through the front wheel axle and a rear vertical line passing through the rear wheel axle. The angle of the anti-squat line AS is defined by the intersection of the front vertical line and the horizontal line at the height of the overall center of gravity S of the driver and vehicle, and by the intersection of the rear vertical line and the bottom point of the rear wheel. This demonstrates that the anti-squat line AS is not inherently static relative to the vehicle frame, but can vary, for example, for one and the same vehicle F, depending on the position of the overall center of gravity, the rider's and / or their position, the suspension condition, etc. In the actual construction of such a vehicle, the objective is now to arrange the intersection of the traction device and the intersection of the rocker arm rotation point of the rear wheel strut 8 as close as possible to the anti-squat line AS, and ideally even to position them one on top of the other. Figure 17 It also shows the variation of anti-seat conditions at the rear wheel for each gear in a transmission system known per se in the prior art.

[0086] In comparison, Figure 18 The invention shown now provides an optimal solution, particularly regarding the anti-recoil behavior of vehicle 1. Due to the force decoupling of the traction drive of traction unit 16 from the frame 1 of vehicle F (which also includes the rear wheel strut 8, which in this example is adjustable relative to the rest of the frame), and the two-stage and articulated configuration of traction unit 16 as described above, variations in the distance between drive axis 14 and rear wheel axis 15 can be compensated, for example, by changing the articulation angle between the two support units 25 and 26 for different compression and decompression positions of the rear wheel strut 8, without creating a feedback effect on the two traction devices of traction unit 16. In addition to the possibility of obtaining significantly optimized and even selectively adjustable anti-recoil characteristics, this also allows for significantly greater construction freedom, particularly regarding the articulation of the rear wheel swingarm, since the intersection of the traction device itself and the anti-recoil line AS no longer plays a role in this structure.

Claims

1. A single-track or multi-track vehicle (F) of the bicycle type, said vehicle having: a) at least one front wheel (2) and at least one rear wheel (3), the front wheel and the rear wheel being connected to each other via a frame (1), the front wheel (2) being mounted on the frame (1) for rotation about a front wheel axis (33), and the rear wheel (3) being mounted on the frame (1) for rotation about a rear wheel axis (15), and b) A traction mechanism unit (16), the traction mechanism unit having: Input traction device (28), said input traction device being driven by input traction device wheel (30), and Output traction device (29), which drives the output traction device wheel (31). The input traction device (28) and the output traction device (29) are arranged in series and are connected to each other via a transmission traction device wheel unit (41). The transmission traction device wheel unit (41) includes an input-side traction device wheel (42) that engages with the input traction device (28) and an output-side traction device wheel (43) that engages with the output traction device (29). The input-side traction device wheel (42) and the output-side traction device wheel (43) are rotatable about a common transmission axis (27). The input traction wheel (30) is driven by a drive shaft (35) connected to the pedal (13) and / or drive unit (34), and the rear wheel (3) or the front wheel (2) is driven by the output traction wheel (31). Its features are, The first support unit (25) supporting the input traction device wheel (30) and the input-side traction device wheel (42) is configured to absorb the tension force of the input traction device (28) independently of the frame (1). -The second support unit (26) supporting the output traction device wheel (43) and the output traction device wheel (31) is configured to absorb the tension force of the output traction device (29) independently of the frame (1). - wherein the frame (1) bypasses the first support unit (25) and the second support unit (26) to absorb the wheel contact forces generated during the operation of the vehicle (F), -The first support unit (25) and the second support unit (26) are configured to rotate relative to each other, and - wherein the first support unit (25) and the second support unit (26) are rotatably mounted on the frame (1).

2. The vehicle (F) according to claim 1. Its features are, The input-side traction device wheel (42) and the output-side traction device wheel (43) are arranged coaxially with the transmission shaft (27).

3. The vehicle (F) according to claim 1. Its features are, The input-side traction wheel (42) and the output-side traction wheel (43) are configured to rotate together relative to each other.

4. The vehicle (F) according to claim 1. Its features are, The transmission ratio from the input-side traction wheel (42) to the output-side traction wheel (43) and / or from the input traction wheel (30) to the output traction wheel (31) and / or from the input traction wheel (30) to the input-side traction wheel (42) and / or from the output-side traction wheel (43) to the output traction wheel (31) is one to one.

5. The vehicle (F) according to claim 1, Its features are, The first support unit (25) includes a first housing (36) and / or the second support unit (26) includes a second housing (38), each of the housings (36, 38) enclosing the input traction device (28) and the output traction device (29), respectively.

6. The vehicle (F) according to claim 5. Its features are, The first support unit (25) is formed from the first housing (36) such that the first housing is configured to absorb the tension of the input traction device (28), and / or the second support unit (26) is formed from the second housing (38) such that the second housing is configured to absorb the tension of the output traction device (29).

7. The vehicle (F) according to claim 1. Its features are, The first support unit (25) includes a first traction device tensioner (39) for pre-tensioning the input traction device (28), and / or the second support unit (26) includes a second traction device tensioner (40) for pre-tensioning the output traction device (29).

8. The vehicle (F) according to claim 7. Its features are, The first traction device tensioner (39) and / or the second traction device tensioner (40) are arranged on the transmission traction device wheel unit (41).

9. The vehicle (F) according to any one of claims 7 and 8. Its features are, The drive traction device wheel unit (41) is mounted on the first support unit (25) and / or the second support unit (26) via a rotary bearing (37), and the first traction device tensioner (39) and / or the second traction device tensioner (40) are arranged inside or outside the rotary bearing (37).

10. The vehicle (F) according to claim 1. Its features are, The input traction device (28) and / or the output traction device (29) are configured as belts.

11. The vehicle (F) according to claim 5. Its features are, A braking device is provided with a brake caliper (18) and a brake disc (17), the brake caliper (18) and / or the brake disc (17) being mounted on the traction mechanism unit (16), the brake disc (17) being arranged coaxially with the input traction device wheel (30) or the output traction device wheel (31) or the transmission traction device wheel unit (41), and the brake caliper (18) being mounted on the housing (36, 38) of the traction mechanism unit (16).

12. The vehicle (F) according to claim 1. Its features are, The traction mechanism unit (16) has at least one of the following features: - It includes a speed sensor (54); - It includes a generator (55) for recovering drive energy into electrical energy; - It includes a suspension travel sensor (56) that measures the rotation of the support units (25, 26) relative to each other or the rotation of the front support unit (25) of the support units (25, 26) relative to the frame or motor.

13. The vehicle (F) according to claim 5. Its features are, - The traction mechanism unit (16) has at least one of the following features: - The housing (36, 38) of the drive traction device wheel unit (41) and the support unit (25, 26) includes a through opening (57) that extends through the traction mechanism unit (16) and opens to the outside. - The through opening (57) is formed coaxially with the transmission axis (27); - The through opening (57) is defined by the inner shell (44) in the radial direction of the transmission axis (27); - The inner shell (44) is connected to the transmission traction device wheel unit (41) in a manner that they rotate together and can rotate together; - At least one lighting device (58) is arranged in the area of ​​the through opening (57).

14. The vehicle (F) according to claim 1. Its features are, The traction mechanism unit (16) is configured to absorb the tension force of the at least two traction devices in a completely decoupled manner from the frame (1), and to transmit the torque force introduced into the traction mechanism unit (16) via the input traction device wheel to the output traction device wheel in a way that is isolated from the frame.

15. The vehicle (F) according to claim 1. Its features are, The first support unit (25) is mounted on the frame (1) so that it can rotate about the drive axis (14) of the vehicle (F), and / or the second support unit (26) is mounted on the frame (1) so that it can rotate about the rear wheel axis (15) or the front wheel axis (33) of the vehicle (F).

16. The vehicle (F) according to claim 15. Its features are, The input traction wheel (30) is arranged coaxially with the drive axis (14) of the vehicle (F), and / or the output traction wheel (31) is arranged coaxially with the rear wheel axis (15) or the front wheel axis (33) of the vehicle (F).

17. The vehicle (F) according to any one of claims 14 and 15. Its features are, The drive shaft (27) is arranged vertically above or below the drive shaft (14) and / or the rear wheel shaft (15) or the front wheel shaft (33) of the vehicle (F).

18. The vehicle (F) according to claim 1. Its features are, The second support unit (26) is arranged to be offset relative to the first support unit (25) in the direction of the rear wheel axis (15) or the front wheel axis (33) toward the center of the vehicle.

19. The vehicle (F) according to claim 1. Its features are, It has at least one of the following characteristics: - The rear wheel (3) and / or the front wheel (2) include a set of spokes (22) symmetrical about an axis of symmetry (48); - The rear wheel (3) is connected to at least one rear wheel strut (8) or rear wheel swing arm belonging to the frame (1); - The rear wheel strut (8) is connected to the rest of the frame (1) so that it can rotate about the strut bearing (53); - The rear wheel strut (8) is bent upward in the vertical direction and extends around the traction mechanism unit (16); - The rear wheel (3) is suspended on the frame (1) via a shock absorber (10); - The strut bearing (53) is arranged off-center from the frame-side rotation axis of the first support unit (25); - The support bearing (53) is arranged vertically above the frame-side rotation axis of the first support unit (25).

20. The vehicle (F) according to claim 1. Its features are, The traction unit (16) has a modular configuration as a coherent structural unit that can be removed from or installed on the vehicle (F) together with the brake disc (17) and / or brake caliper (18). The structural unit is configured such that the input traction device (28) and / or the output traction device (29) can be pre-tensioned, regardless of whether the structural unit is installed on the vehicle (F).

21. The vehicle (F) according to claim 1. Its features are, The output traction device wheel (31) is connected to the rear wheel hub body (23) or the front wheel hub body (59) via an axially releasable locking part (52) acting in the direction of circumferential operation.

22. The vehicle (F) according to claim 21. Its features are, The rear wheel hub body (23) and / or the front wheel hub body (59) are configured to be detachable from the output traction wheel (31) via the form-locking part (52), such that the rear wheel hub body (23) and / or the front wheel hub body (59) can be detached from the vehicle together with the rear wheel (3) and / or the front wheel (2), while the traction unit (16) together with the output traction wheel (31) remains on the frame (1).

23. The vehicle (F) according to claim 3. Its features are, The input-side traction wheel (42) and the output-side traction wheel (43) are configured as a single unit.

24. The vehicle (F) according to claim 5. Its features are, Each of the housings (36, 38) completely encloses the input traction device (28) and the output traction device (29), respectively.

25. The vehicle (F) according to claim 7. Its features are, The first traction device tensioner (39) and / or the second traction device tensioner (40) are configured as eccentric traction device tensioners.

26. The vehicle (F) according to claim 8. Its features are, At least one pretensioning passage (32) is provided, which allows access from the outside to the first traction device tensioner (39) and / or the second traction device tensioner (40) for setting the pretensioning position.

27. The vehicle (F) according to claim 12. Its features are, The speed sensor (54) is arranged on the input traction device wheel (30), the output traction device wheel (31), or the transmission traction device wheel unit (41).

28. The vehicle (F) according to claim 1. Its features are, The first support unit (25) is mounted on the frame (1) so that it can rotate about the drive axis (14) of the vehicle (F), and / or the second support unit (26) is mounted on the frame (1) so that it can rotate about the rear wheel axis (15) or the front wheel axis (33) of the vehicle (F), and the traction unit (16) is mounted on the frame (1) only via these mounting points.

29. The vehicle (F) according to claim 11. Its features are, The output traction device wheel (31) is connected to the rear wheel hub body (23) or the front wheel hub body (59) via an axially releasable locking part (52) acting in the direction of circumferential operation. The rear wheel hub body (23) and / or the front wheel hub body (59) are configured to be detachable from the output traction wheel (31) via the form-locking part (52), such that the rear wheel hub body (23) and / or the front wheel hub body (59) can be detached from the vehicle together with the rear wheel (3) and / or the front wheel (2), while the traction unit (16) together with the output traction wheel (31) and the brake disc (17) and / or the brake caliper (18) remain on the frame (1).

30. A method (60) for assembling a vehicle (F), the vehicle (F) comprising a modular traction mechanism unit (16) having a first support unit (25) having an input traction device (28) and a second support unit (26) having an output traction device (29), the two support units (25, 26) being hinged to each other and pivotable relative to each other about a common drive axis (27), the method comprising the steps of: a) The input traction device (28) and the output traction device (29) in the traction mechanism unit (16) are pre-tensioned (61), and the pre-tension force of the input traction device (28) and the output traction device (29) is absorbed only by the support units (25, 26). b) Installing the modular traction unit (16) (62) on the vehicle (F), and c) Tolerances (63) are compensated by pivoting (64) the support units (25, 26) about the drive axis (27).

31. The method (60) according to claim 30, characterized in that, The vehicle (F) is the vehicle (F) according to any one of claims 1 to 29.

32. A method (65) for avoiding pedal rebound in a vehicle (F) having a frame (1), a suspended rear wheel (3) or a suspended front wheel (2), and a modular traction unit (16) having a first support unit (25) having an input traction device (28) and a second support unit (26) having an output traction device (29), the two support units (25, 26) being articulated to each other and pivotable relative to each other about a common drive axis (27), and the traction unit (16) transferring driving energy from the input traction device wheel (30) to the output traction device wheel (31), the method comprising the following steps: a) Compression (66) of the suspension of the rear wheel (3) or the front wheel (2), and b) The change in distance between the input traction wheel (30) and the output traction wheel (31) caused by compression motion is compensated (67) by pivoting (64) the support units (25, 26) about the drive axis (27) and simultaneously moving (69) the support units (25, 26) so that the drive axis (27) moves relative to the frame (1).

33. The method (65) according to claim 32, characterized in that, The vehicle (F) is the vehicle (F) according to any one of claims 1 to 29 and / or the vehicle (F) installed according to the method according to claim 30.

34. A method for transmitting the driving torque of a single-track or multi-track vehicle (F) according to any one of claims 1 to 29 via a traction mechanism unit (16), Its characteristics include the following steps: - Absorbs the tension force of the traction mechanism unit in a way that isolates it from the frame; - The torque force is introduced into the traction mechanism unit via the input traction device wheel; - The torque force is transmitted to the output traction wheel via at least two traction devices arranged in series with each other, isolated from the frame; - The torque force is transferred via the output traction device wheel to drive the front wheel or the rear wheel.

35. A method for eliminating the interaction between a drive system with a traction mechanism unit (16) and a suspension / damping device (10) in a single-track or multi-track vehicle (F), The vehicle has a front wheel (2) and at least one rear wheel (3), the front wheel and the rear wheel being connected to each other via a frame (1), the frame including a main frame (1.1) and wheel struts (8) pivotally mounted on the main frame, the front wheel (2) being mounted for rotation about a front wheel axis (33), and the rear wheel (3) being mounted for rotation about a rear wheel axis (15), and the front wheel (2) or the rear wheel (3) being mounted on the main frame (1.1) via the wheel struts (8). The vehicle has a traction mechanism unit (16) with at least two traction devices (28, 29). The traction mechanism unit (16) is connected in transmission between the drive shaft (14) and the rotation shafts (15, 33) of the front wheel (2) or the rear wheel (3). The method includes the following steps: -The wheel strut (8) and the wheels (2, 3) mounted thereon are pivoted relative to the main frame (1.1) in a damping manner by means of the suspension / damping device (10). - The drive torque is transmitted independently of the tension of the traction device (28, 29) and the pivoting of the wheel strut (8) and the wheels (2, 3) mounted thereon relative to the main frame (1.1); - The distance change between the drive axis (14) and the rotation axis (15, 33) is compensated by the rotation of the first support unit (25) of the input traction device (28) of the traction mechanism unit (16) relative to the second support unit (26) of the output traction device (29).

36. The method according to claim 35, characterized in that, The vehicle (F) is a bicycle.

37. The method according to claim 35, characterized in that, The vehicle (F) is the vehicle (F) according to any one of claims 1 to 29.

38. The method according to claim 35, characterized in that, The at least two traction devices (28, 29) are arranged in series with each other.

39. The method according to claim 35, characterized in that, The traction mechanism unit (16) is the traction mechanism unit (16) of the vehicle (F) according to any one of claims 1 to 29.

40. A traction mechanism unit (16) for a single-track or multi-track vehicle (F), said traction mechanism unit having: - Input traction device (28), which is driven by input traction device wheel (30), - Output traction device (29), which drives the output traction device wheel (31). The input traction device (28) and the output traction device (29) are arranged in series and are connected to each other via a transmission traction device wheel unit (41). The transmission traction device wheel unit (41) includes an input-side traction device wheel (42) that engages with the input traction device (28) and an output-side traction device wheel (43) that engages with the output traction device (29). The input-side traction device wheel (42) and the output-side traction device wheel (43) are capable of rotating coaxially with respect to each other. Its features are, A first support unit (25) supporting the input traction device wheel (30) and the input-side traction device wheel (42) is configured to absorb the tension force of the input traction device (28), and a second support unit (26) supporting the output-side traction device wheel (43) and the output traction device wheel (31) is configured to absorb the tension force of the output traction device (29). The first support unit (25) and the second support unit (26) are configured to rotate relative to each other. The first support unit (25) includes a first traction device tensioner (39) for pre-tensioning the input traction device (28), and / or the second support unit (26) includes a second traction device tensioner (40) for pre-tensioning the output traction device (29), wherein the first traction device tensioner (39) and / or the second traction device tensioner (40) are configured as eccentric traction device tensioners, and The first traction device tensioner (39) and / or the second traction device tensioner (40) are arranged on the transmission traction device wheel unit (41).

41. The traction mechanism unit (16) according to claim 40, characterized in that, The vehicle (F) is a bicycle.

42. The traction mechanism unit (16) according to claim 40, characterized in that, At least one pretensioning passage (32) is provided, which allows access from the outside to the first traction device tensioner (39) and / or the second traction device tensioner (40) for setting the pretensioning position.

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