Drive device for vehicle

Abstract

The invention relates to a drive device for a vehicle, comprising: an electric motor (3, 4) for at least temporarily driving the vehicle by means of electrical power supplied to the electric motor (3, 4); a pedal crankshaft (2) for receiving a muscle force to at least temporarily drive the vehicle by the muscle force; and an output element (14) by means of which a driving force for driving the vehicle can be output from the drive device. According to the invention, a transmission having a predetermined transmission ratio is provided, which is coupled on the input side to an output element (5) of the electric motor (3, 4) and which can be coupled on the output side to an output element (14) of the drive by means of a transmission output element (9). Furthermore, a pedal crankshaft output element (12) is provided, which is coupled to the pedal crankshaft (2) and can be coupled to an output element (14) of the drive. The drive device has a torque limiting arrangement (20) which is designed to limit a torque acting on a rotor (3) of the electric motor.

Description

Technical Field

[0001] The invention relates to a drive device for a vehicle, which is at least temporarily driven by an electric motor and at least temporarily driven by muscle power. In particular, the invention relates to a drive device for a vehicle, wherein the driving power of the electric motor and the driving power generated by muscle power can be combined and used to drive the vehicle. The vehicle can be embodied as an electric bicycle or a pedal electric bicycle, wherein the driving by muscle power can be supported by the driving of the electric motor. Background Art

[0002] In the prior art according to DE 10 2015 100 676 B3, a drive device for a bicycle or a pedal electric bicycle is described. In this drive device, an electric motor is used to generate a driving force for a vehicle. Here, the electric motor is coupled to an output element of the drive device via a shaft transmission.

[0003] In the prior art according to EP 2 976 551 B1, a pin-ring transmission is described, which is a design of a shaft transmission with which a predetermined transmission ratio can be provided for transmitting a drive force. Summary of the invention

[0004] The driving device of a vehicle has: an electric motor for at least temporarily driving the vehicle by supplying electric power to the electric motor; a pedal crankshaft for receiving muscle force to at least temporarily drive the vehicle by muscle force; and a driven element, through which the driving force for driving the vehicle can be output from the driving device. In addition, the driving device includes a transmission device with a predetermined transmission ratio, which is coupled to the output element of the electric motor on the input side, and the transmission device can be coupled to the driven element of the driving device on the output side through the transmission device output element. In addition, the driving device has a pedal crankshaft output element coupled to the pedal crankshaft, which can be coupled to the driven element of the driving device. The driving device has a torque limiting component, which is set up to limit the torque acting in the force transmission path between the electric motor and the driven element.

[0005] The drive device can be fixedly mounted on the vehicle. The drive device can be designed as a component and can be mounted on the vehicle as follows, that is, a compact design can be achieved. The vehicle can be configured for the transportation of people. In addition, the vehicle can also be used for the transportation of goods. The vehicle can be designed as a single-track vehicle. Alternatively, the vehicle can be designed as a multi-track vehicle. The vehicle can be implemented as an electric bicycle or a pedal electric bicycle, wherein not only muscle power but also the driving force of the electric motor can be used to drive the vehicle. An electric energy storage device can be provided, with which the electric motor of the drive device can be operated. In addition, a control device can be provided, with which the operation of the electric motor can be controlled. The vehicle can have a pedal mounted on a pedal crank shaft to enable the introduction of muscle power.

[0006] According to one embodiment, the transmission device may have a support element coupled to a housing of the drive device to support the reaction torque, wherein the torque limiting component is arranged in the force transmission path between the support element and the housing to limit the support torque to a predetermined maximum support torque.

[0007] According to one embodiment, when a predetermined maximum support torque is exceeded, the torque limiting assembly allows the support element of the transmission to rotate relative to the housing, thereby limiting the torque acting on the rotor of the electric motor due to the reaction torque to a permissible torque.

[0008] According to one embodiment, the torque limiting assembly may be arranged in the force transmission path between the output element of the electric motor and the input side of the transmission device to limit the torque transmitted through the force transmission path between the output element of the electric motor and the input side of the transmission device to a predetermined maximum torque.

[0009] According to one embodiment, when a predetermined maximum torque is exceeded, the torque limiting assembly may allow the output element of the electric motor to rotate relative to the input side of the transmission, thereby limiting the torque acting on the rotor of the electric motor to a permissible torque.

[0010] According to one embodiment, the torque limiting assembly may be arranged in a force transmission path between the transmission output element and the driven element of the drive device to limit the torque transmitted through the force transmission path between the transmission output element and the driven element of the drive device to a predetermined maximum torque.

[0011] According to one embodiment, when a predetermined maximum torque is exceeded, the torque limiting component may allow the transmission output element to rotate relative to the driven element, so that the torque acting on the rotor of the electric motor may be limited to a permissible torque.

[0012] In this case, the torque acting on the rotor of the electric motor can be generated by the drive of the electric motor and the transmission function of the transmission. In this case, the torque acting on the rotor of the electric motor corresponds to the current drive torque of the electric motor. The torque acting on the rotor of the electric motor can additionally or alternatively be generated by an influence on the transmission. In particular, when there is an influence on the output side of the transmission, it is at least partially transmitted to the rotor of the electric motor via the transmission. Additionally or alternatively, the torque impact that affects the output side of the transmission can be transmitted to the rotor of the electric motor via the transmission.

[0013] Furthermore, the torque acting on the rotor of the electric motor may result from the dynamic operating mode of the drive device, in particular, the torque acting on the rotor of the electric motor may result from the dynamic operating mode that is dependent on the inertia of the moving elements involved. Thus, when there are strong speed changes on the electric motor or when speed fluctuations are induced on the output side of the transmission, the torque acting on the rotor of the electric motor may fluctuate greatly.

[0014] According to one embodiment, the torque limiting assembly can have a friction clutch system, which is preloaded by a preload element, so that when a predetermined maximum torque applied to the torque limiting assembly is exceeded, slip is generated in the friction clutch system, thereby allowing relative movement between the input side and the output side of the torque limiting assembly through the torque limiting assembly. The friction clutch system can be composed of one or more friction clutch discs. Alternatively, the friction clutch system can be composed of one or more tapered elements. The friction clutch system can be arranged axially symmetrically with respect to the axis of symmetry of the drive device.

[0015] According to one embodiment, the torque limiting assembly can have a form-locking clutch system including a locking body and a locking body receiving part, and the locking body and the locking body receiving part are preloaded to each other by a preload element to form a form lock, so that when a predetermined maximum torque applied to the torque limiting assembly is exceeded, the locking body and the locking body receiving part are loosened, thereby allowing relative movement between the input side and the output side of the torque limiting assembly through the torque limiting assembly. The locking body can be designed as a ball. The locking body receiving part can be designed as a main body with a recess, and the recess is designed to accommodate the locking body. If the locking body is designed as a ball, it is particularly advantageous that the locking body receiving part is a circular recess or a spherical recess. The form-locking clutch assembly can be arranged non-axially symmetrically with respect to the axis of symmetry of the drive device. The form-locking clutch assembly can have a plurality of locking elements and correspondingly have a plurality of locking body receiving parts assigned to the locking elements.

[0016] According to one embodiment, the transmission can be designed as a shaft transmission. If the transmission is designed as a shaft transmission, it can have an inner bushing provided with an external toothing and coupled to the transmission output element, an outer ring provided with an internal toothing as a support element of the transmission, and a bushing bearing for the epicyclic deformation of the inner bushing, which can be driven by an electric motor via the input side of the transmission. In this case, the outer toothing of the inner bushing has a smaller number of teeth than the number of teeth of the inner toothing of the outer ring, and the epicyclic deformation of the inner bushing can cause the inner bushing to rotate relative to the outer ring.

[0017] According to one embodiment, the transmission can be designed as a planetary gear set. If the transmission is designed as a planetary gear set, it has a sun gear, a ring gear and a planet carrier, and the planet carrier carries at least one planetary gear meshing with the sun gear and the ring gear. Here, the sun gear, the ring gear and the planet carrier form a supporting element, the input side of the transmission or the transmission output element, and the supporting element is coupled to the housing of the drive device to support the reaction torque. Here, in one embodiment, the planetary gear set can be configured so that the sun gear forms the input side of the transmission, the planet carrier forms the transmission output element, and the ring gear forms a supporting element, which is coupled to the housing of the drive device to support the reaction torque. The supporting element can alternatively be formed by a sun gear or a planet carrier. The transmission can be composed of a plurality of planetary gear sets coupled to each other. In addition, the transmission can be configured as a stepped planetary gear set.

[0018] According to one embodiment, the transmission can be designed as a spur gear stage. If the transmission is designed as a spur gear stage, it has at least two spur gears that mesh with each other and are supported by a support system. In this case, one of the spur gears forms the input side of the transmission, wherein the other spur gear forms the transmission output element, and the support system forms the support element of the transmission. The transmission can have a plurality of spur gear stages. If more than two spur gears are provided, one of the spur gears forms the input side of the transmission, and one of the other spur gears forms the transmission output element, via which the drive force of the transmission is output. In this case, the support system of the spur gears also forms the support element of the transmission.

[0019] According to one embodiment, the driven element can be coupled to a driven wheel, which drives at least one drive wheel of the vehicle via a traction device. Here, a gear shift mechanism can be provided between the driven wheel and the at least one drive wheel of the vehicle, which is configured to gradually change the transmission ratio between the driven wheel and the at least one drive wheel.

[0020] The traction device can be a chain, which is guided by arranging pinions or sprockets. If the traction device is implemented as a chain, the gear switching mechanism can be constructed by a derailleur. The gear switching mechanism constructed as a derailleur can be provided with an adjustment device, which guides the traction device constructed as a chain to a gear with different numbers of teeth. In particular, the derailleur can have a plurality of pinions with different numbers of teeth on the drive wheel. Additionally or alternatively, the derailleur can have a plurality of sprockets with different numbers of teeth in the area of ​​the pedal crank. By guiding the chain to a predetermined combination of pinions or sprockets, the transmission ratio between the driven wheel of the drive device and the driving wheel of the vehicle can be adjusted separately.

[0021] The gear shift mechanism can alternatively be designed as a hub shift on the drive wheel of the vehicle. In this case, a gear transmission system can be arranged in the hub area of ​​the drive wheel of the vehicle, with which the transmission ratio between the drive wheel and the drive element connected to the hub shift can be varied discretely. In this case, the traction means can be a chain. Alternatively, the traction means can be a belt including a toothed belt.

[0022] According to one embodiment, a one-way clutch can be provided in the force transmission path between the transmission output element and the driven element. The one-way clutch between the transmission output element and the driven element can be designed as follows, that is, force transmission from the transmission output element to the driven element can be performed for driving the vehicle in the forward direction.

[0023] According to another embodiment, a one-way clutch can be provided in the force transmission path between the pedal crankshaft output element and the driven element. The one-way clutch between the pedal crankshaft output element and the driven element can be designed as follows, that is, force transmission from the pedal crankshaft output element to the driven element can be performed for driving the vehicle in the forward direction.

[0024] The vehicle of the above embodiment can be designed as an electric bicycle or a pedal electric bicycle. In particular, the vehicle can be designed as a single track vehicle, which has a front wheel and a rear wheel. Here, the driving wheel of the vehicle can be the rear wheel. The drive device can be installed on the frame of the vehicle. The vehicle can also have an electric energy storage device, which is configured to transmit electric energy to the drive device. The vehicle can also have an operating element, which the rider can use to operate the gear switching mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A schematic diagram shows an embodiment of a drive device; and

[0026] Figure 2 A variant embodiment of the drive device is shown in a schematic diagram. DETAILED DESCRIPTION

[0027] The implementation modes are described below with reference to the accompanying drawings. Figure 1 An embodiment of a drive device of a vehicle is shown in a schematic diagram. Figure 1 In the view shown, the drive device is shown in section along the axis of symmetry. Figure 1 The drive device of the invention has a housing 1 which forms the outer periphery of the drive device. A fastening device for fastening the drive device to a vehicle is arranged on the housing 1.

[0028] A pedal crank shaft 2 is located in the housing 1, the pedal crank shaft extends through the housing 1 in the axial direction and protrudes from the housing 1 at both axial ends. The pedal crank shaft 2 is rotatably supported within the housing 1. Figure 1 A pedal crank (not shown) is mounted on the pedal crank shaft 2 and is designed to introduce muscle force into the pedal crank shaft 2 .

[0029] The pedal crankshaft 2 has a pedal crankshaft output element 12, which in this embodiment is arranged as a radial attachment to the pedal crankshaft 2. A first one-way clutch 13 is arranged on the outer circumference of the pedal crankshaft output element 12, by means of which the pedal crankshaft output element 12 can be coupled to a driven element 14 of a drive device. The driven element 14 is designed as a sleeve-shaped element in this embodiment, and the first one-way clutch 13 is arranged on its inner circumference.

[0030] The driven element 14 is rotatably supported within the housing 1 and protrudes axially from the housing. Figure 1 As shown. A driven wheel 15 configured as a gear is arranged on the driven element 14. Thus, the rotation of the driven element 14 causes the rotation of the driven wheel 15 firmly connected to the driven element 14.

[0031] When the pedal crankshaft 2 rotates in the first direction (which is assigned to the forward direction of the vehicle), the first one-way clutch 13 transmits the rotation of the pedal crankshaft output element 12 to the driven element 14. Thus, in this case, the driven wheel 15 rotates in the direction assigned to the forward travel of the vehicle by the rotation of the pedal crankshaft 2. When the pedal crankshaft 2 rotates in the opposite direction relative to the driven element 14, the first one-way clutch 13 is disengaged, and the rotation of the pedal crankshaft 2 is not transmitted to the driven wheel 15.

[0032] exist Figure 1 On the left side, the electric motor is arranged in a corresponding cavity of the housing 1. The electric motor has a stator 4, which is fixedly mounted relative to the housing. In addition, the electric motor has a rotor 3, which is arranged radially outside the stator 4 and is rotatably supported on the housing 1 through corresponding bearings. Thus, the electric motor with an internal stator 4 and an external rotor 3 is constructed as an external rotor type. Figure 1 In the area on the left side of the electric motor, a control device is provided, which is used to energize the stator 4 of the electric motor from an external power source. When the stator 4 is energized, the winding of the stator 4 is excited and causes the rotation of the rotor 3 of the electric motor. The rotation of the rotor 3 of the electric motor is transmitted to the output element 5 of the electric motor.

[0033] exist Figure 1 A transmission device is arranged on the right side of the electric motor. Figure 1 The transmission shown is designed as a shaft transmission in this embodiment. Here, the shaft transmission has an inner sleeve 7, on the outer side of which a toothing is arranged. The inner sleeve 7 is designed as a flexible sleeve in the circumferential direction. An outer ring 8 is arranged outside the inner sleeve 7. The outer ring 8 has an inner toothing, which can optionally be engaged with the outer toothing of the inner sleeve 7. In this embodiment, a sleeve bearing 6 is arranged inside the inner sleeve 7. The sleeve bearing 6 has an outer ring that is different from a circle. In particular, the outer ring of the sleeve bearing 6 is elliptical. The inner ring of the sleeve bearing 6 is coupled to the output element 5 of the electric motor.

[0034] When the rotor 3 of the electric motor rotates, the bushing bearing 6 rotates. Due to the shape of the outer ring of the bushing bearing 6 that is different from a circle and its contact with the inner circumference of the inner bushing 7, the inner bushing 7 is deformed. As a typical design for the shaft transmission, the number of teeth of the inner bushing 7 is smaller than the number of teeth of the inner toothing of the outer ring 8. Therefore, when the outer ring 8 is fixed and the bushing bearing 6 rotates, the inner bushing 7 rotates. Here, the rotation direction of the inner bushing 7 is opposite to the rotation direction of the rotor 3 of the electric motor.

[0035] Due to the special design of the shaft transmission, a high transmission ratio of 1:50 or more can be achieved in a compact design. Thus, due to the relatively high rated speed, an electric motor with a compact design can be used in this application. In particular, electric motors with a rated speed of 5000 rpm or more can be used. Due to the transmission ratio of the transmission, the reduced speed is transmitted to the support element 10 of the shaft transmission, which is rotatably supported on the housing 1 via a bearing.

[0036] The transmission output element 9 is coupled to the support element 10 of the shaft transmission. The rotation of the support element 10 is transmitted to the transmission output element 9, which is radially located outside the support element 10 of the shaft transmission. A second one-way clutch 11 is arranged on the radial outer periphery of the transmission output element 9. The second one-way clutch 11 is located between the radial outer peripheral surface of the transmission output element 9 and the radial inner peripheral surface of the driven element 14 of the drive device. The second one-way clutch 11 is set up to transmit the rotation of the transmission output element 9 (which is assigned to the forward travel of the vehicle) to the driven element 14. The rotation of the transmission output element 9 relative to the driven element 14 in the rotation direction (which is opposite to the rotation direction assigned to the forward travel) is not transmitted to the driven element 14.

[0037] Thus, the rotations of the pedal crankshaft 2 and the transmission output element 9 are combined at the driven element 14. In this way, the drive device has the function of combining the muscle force introduced into the pedal crankshaft 2 with the driving force output from the rotor 3 of the electric motor.

[0038] In the present embodiment, the driven wheel 15 is designed as a sprocket of a bicycle drive. The driven wheel 15 designed as a sprocket supports a chain (not shown) as a traction means, which is arranged on the hub of the rear wheel of the bicycle together with a pinion set (not shown). In one embodiment, the vehicle has a derailleur, which can guide the chain to pinions with different numbers of teeth via a shifting mechanism. In the present embodiment, the shifting mechanism is operated by the rider via an operating element.

[0039] During operation of the vehicle, the rider can introduce muscle force into the drive device via the pedal crankshaft 2, which is transmitted to the driven element 14 via the first one-way clutch 13. At the same time or at least temporarily, the driving force of the electric motor can also be transmitted via the pedal crankshaft 2. Figure 1 The transmission shown and the second one-way clutch 11 are transmitted to the driven element 14. When the rider operates the operating element to switch the chain position in this operating state to change the transmission ratio between the driven wheel 15 implemented as a sprocket and the rear wheel, dynamic speed changes occur and usually cause shocks due to the inertia of the elements with mass. In addition, during the operation of the vehicle, for example when braking or driving on extremely uneven ground, significant vibrations and shocks are generated in the drive train between the driven wheel 15 and the rear wheel of the vehicle.

[0040] In order to take these dependencies into account, the drive has Figure 1 The torque limiting assembly 20 is shown. Figure 1 In the embodiment shown, the torque limiting assembly 20 has a locking body 23 in the form of a ball. Figure 1 As shown, the locking body 23 is locked by the preload element 22. Figure 1The locking body 23 is preloaded to the left in the direction of the locking body receiving part 24. The locking body receiving part 24 has a recess which is designed to partially receive the locking body 23.

[0041] exist Figure 1 In the torque limiting assembly 20 shown, the locking body receptacle 24 is designed concentrically and is mounted on the outer ring 8 of the shaft transmission radially outside it. On the other side, the locking body 23 is arranged with the preload element 22 in a bracket 25, which is arranged concentrically on the inner circumference of the housing 1 and is fastened thereto. Figure 1 In the state shown, the locking body 23, which is designed as a ball, extends into the recess of the locking body receiving part 24 and is preloaded toward the locking body receiving part 24 by the preload element 22, which is designed as a spring. Thus, in this state, a positive connection is formed between the locking body receiving part 24 and the bracket 25, so that the outer ring 8 remains fixed relative to the housing 1.

[0042] For the following situation, that is, during the operation of the drive device, a relative torque occurs between the locking body receiving part 24 and the bracket 25 that is so large that the locking body 23 moves out of the locking body receiving part 24 against the preload force of the preload element 22, and a relative rotation between the locking body receiving part 24 and the bracket 25 can be achieved. In this situation, the outer ring 8 can rotate relative to the housing 1. Therefore, it can be used for the following situation, that is, the support torque acting on the outer ring 8 exceeds the maximum torque that can limit the torque acting on the rotor 3 of the electric motor. For this purpose, the torque limiting component 20 and especially the spring force of the preload element 22 are designed according to the provisions for protecting the electric motor.

[0043] Thus, this embodiment can ensure that excessive torque fluctuations, shocks, and strong torques due to the inertia of the overall system are only transmitted to the rotor of the electric motor up to the maximum design value, thereby improving the function and durability of the electric motor.

[0044] The following references Figure 2 Another embodiment of the drive device will be described. Figure 2 The main elements of the drive device shown correspond to Figure 1 The main components of the , only the differences are described below. Figure 1 The drive device has a torque limiting assembly 20, which has a locking body 23, a locking body receiving part 24 and a bracket 25, and Figure 2 In the embodiment of FIG. 1 , a torque limiting assembly 20a is provided at an equivalent position, which has a friction clutch system 21, a preload element 22a and a bracket 26. Figure 1 In a similar manner, Figure 2 In the embodiment of FIG. 1 , the outer ring 8 is fixedly held on the housing 1 by a torque limiting assembly 20 a. Figure 2The torque limiting assembly 20a has a spring 22a installed in a bracket 26. The bracket 26 is installed on the inner periphery of the housing 1. On the other side, a friction clutch system 21 is provided on the outer periphery of the outer ring 8, which consists of a plurality of friction clutch elements, which are arranged concentrically around the outer periphery of the outer ring 8.

[0045] The friction clutch element has a fixed friction clutch element (which is mounted on the housing 1 in a rotationally fixed manner) and a movable friction clutch element (which is fastened to the outer circumference of the outer ring 8). The fixed friction clutch element and the movable friction clutch element are alternately stacked. Due to the spring force of the preload element 22a, the fixed friction clutch element and the movable friction clutch element of the friction clutch system 21 are pressed together, so that the outer ring 8 remains fixed relative to the housing 1 until a certain torque is reached. When the maximum design torque is exceeded, slippage occurs on the friction clutch system 21, so that the fixed friction clutch element and the movable friction clutch element of the friction clutch system 21 can rotate relative to each other, and thus, the outer ring 8 can rotate relative to the housing 1.

[0046] So similar to Figure 1 By way of example, in Figure 2 In the embodiment of the invention, when the maximum supporting torque is exceeded, the outer ring 8 can rotate relative to the housing 1. With this function, the maximum torque acting on the rotor of the electric motor 3 can be limited.

[0047] In another embodiment, the above-described form of the torque limiting assembly 20, 20a may be used, however the torque limiting assembly 20, 20a is provided at another location of the drive device.

[0048] In an alternative embodiment not shown in the drawings, the torque limiting assembly 20, 20a is integrated into the output element 5 of the electric motor. This causes a relative rotation between the output element 5 of the electric motor and the input side of the transmission when the maximum design torque acting on the torque limiting assembly is exceeded. With this structure, the maximum torque acting on the rotor 3 of the electric motor can be limited.

[0049] In an alternative embodiment not shown in the drawings, the torque limiting assembly 20, 20a is integrated into the transmission output element 9. In particular, by arranging the torque limiting assembly 20, 20a on the transmission output element 9, when the maximum design torque acting on the torque limiting assembly is exceeded, a relative rotation between the transmission output element 9 and the driven element 14 of the drive device is promoted. With this structure, the maximum torque acting on the rotor 3 of the electric motor can be limited.

[0050] In an alternative embodiment not shown, the transmission is designed as a planetary gear set. In another alternative embodiment not shown, the transmission is designed as a spur gear stage. Other transmission forms are conceivable, as long as the transmission is supported on the housing of the drive device by means of a support element and the transmission has an input side coupled to the rotor of the electric motor and has a transmission output element that can be coupled to the driven element of the drive device in a manner similar to the above-described shaft transmission.

[0051] In this embodiment, the drive device is applied to a bicycle designed as an electric bicycle or a pedal electric bicycle. In an alternative embodiment, the drive device is applied to a multi-track vehicle, in particular a vehicle with three wheels or four wheels.

[0052] Reference numerals

[0053] 1 Shell

[0054] 2 pedal crank axle

[0055] 3Rotor of the electric motor

[0056] 4 Electric motor stator

[0057] 5 Output elements of electric motors

[0058] Bushing bearings for 6-axis transmission

[0059] 7-axis transmission inner bushing

[0060] Outer ring of the 8-axis transmission

[0061] 9 Transmission output element

[0062] 10-axis transmission support element

[0063] 11 Second one-way clutch

[0064] 12 pedal crankshaft output element

[0065] 13First one-way clutch

[0066] 14 Driven element

[0067] 15 driven wheel

[0068] 20, 20a torque limiting component

[0069] 21 Friction clutch system

[0070] 22, 22a Preload element

[0071] 23 stopper

[0072] 24 locking body receiving part

[0073] 25 bracket

[0074] 26 bracket

Claims

1. A driving device for a vehicle, the driving device comprising: an electric motor (3, 4) for at least temporarily driving the vehicle by supplying electric power to the electric motor (3, 4); a pedal crankshaft (2) for receiving muscle power to at least temporarily drive the vehicle by muscle power; and a driven element (14) through which a driving force for driving the vehicle can be output from the drive device; A transmission device having a predetermined transmission ratio, the transmission device being coupled to an output element (5) of the electric motor (3, 4) on the input side and being coupleable to a driven element (14) of the drive device via a transmission device output element (9) on the output side; A pedal crankshaft output element (12) coupled to the pedal crankshaft (2), wherein the pedal crankshaft output element can be coupled to a driven element (14) of the drive device; in, The drive device has a torque limiting component (20; 20a) which is designed to limit a torque acting in a force transmission path between the electric motor (3, 4) and the driven element (14).

2. The driving device according to claim 1, characterized in that: The transmission device (3, 4) has a support element, which is coupled to the housing (1) of the drive device to support a reaction torque, wherein the torque limiting component (20; 20a) is arranged in a force transmission path between the support element and the housing (1) to limit the support torque to a predetermined maximum support torque.

3. The driving device according to claim 2, characterized in that: When a predetermined maximum supporting torque is exceeded, the torque limiting assembly (20; 20a) allows the supporting element of the transmission (3, 4) to rotate relative to the housing, thereby limiting the torque acting on the rotor (3) of the electric motor (3, 4) due to the reaction torque to a permissible torque.

4. The driving device according to claim 1, characterized in that: The torque limiting component (20; 20a) is arranged in a force transmission path between an output element (5) of the electric motor (3, 4) and an input side of the transmission device so as to limit the torque transmitted through the force transmission path between the output element (5) of the electric motor (3, 4) and the input side of the transmission device to a predetermined maximum torque.

5. The driving device according to claim 4, characterized in that: When a predetermined maximum torque is exceeded, the torque limiting component (20; 20a) allows the output element (5) of the electric motor (3, 4) to rotate relative to the input side of the transmission, thereby limiting the torque acting on the rotor (3) of the electric motor (3, 4) to a permissible torque.

6. The driving device according to claim 1, characterized in that: The torque limiting component (20; 20a) is arranged in a force transmission path between the transmission output element (9) and the driven element (14) of the drive device so as to limit the torque transmitted through the force transmission path between the transmission output element (9) and the driven element (14) of the drive device to a predetermined maximum torque.

7. The driving device according to claim 6, characterized in that: When a predetermined maximum torque is exceeded, the torque limiting component (20; 20a) allows the transmission output element (9) to rotate relative to the driven element (14), thereby limiting the torque acting on the rotor (3) of the electric motor (3, 4) to a permissible torque.

8. A drive device according to any one of the preceding claims, characterized in that The torque limiting component (20a) has a friction clutch system (21), which is preloaded by a preload element (22a) so that slip occurs in the friction clutch system (21) when a predetermined maximum torque applied to the torque limiting component (20a) is exceeded, thereby allowing relative movement between an input side and an output side of the torque limiting component (20a) through the torque limiting component (20a).

9. A drive device according to any one of the preceding claims, characterized in that The torque limiting assembly (20) comprises a locking body (23) and a locking body receiving part (24), which are preloaded to each other by a preload element (22) to form a positive lock, so that when a predetermined maximum torque applied to the torque limiting assembly (20) is exceeded, the locking body (23) and the locking body receiving part (24) are loosened, thereby allowing relative movement between the input side and the output side of the torque limiting assembly (20a) through the torque limiting assembly (20).

10. A drive device according to any one of the preceding claims, characterized in that The transmission is configured as a shaft transmission, comprising: an inner sleeve (7) having an external toothing and coupled to a transmission output element (9); an outer ring (8) having an internal toothing and serving as a support element of the transmission; and a sleeve bearing (6) for circular deformation of the inner sleeve (7) which can be driven by the electric motor (3, 4) via the input side of the transmission, wherein the external toothing of the inner sleeve (7) has a smaller number of teeth than the internal toothing of the outer ring (8), and the circular deformation of the inner sleeve (7) causes the inner sleeve (7) to rotate relative to the outer ring (8).

11. The driving device according to any one of claims 1 to 9, characterized in that: The transmission is constructed as a planetary gear set having a sun gear, a ring gear and a planet carrier, the planet carrier carrying at least one planet gear meshing with the sun gear and the ring gear, wherein the sun gear, the ring gear and the planet carrier form a support element coupled to a housing (1) of the drive device to support a reaction torque, an input side of the transmission or an output element of the transmission.

12. The driving device according to any one of claims 1 to 9, characterized in that: The transmission is designed as a spur gear stage having at least two spur gears meshing with one another and supported by a support system, wherein one of the spur gears forms an input side of the transmission, wherein the other spur gear forms a transmission output element, and the support system forms a support element of the transmission.

13. A drive device according to any one of the preceding claims, characterized in that The driven element (14) is coupled to the driven wheel (15), and the driven wheel drives at least one drive wheel of the vehicle via a traction device, wherein a gear shift mechanism is provided between the driven wheel (15) and the at least one drive wheel of the vehicle, and the gear shift mechanism is configured to change the transmission ratio between the driven wheel (15) and the at least one drive wheel in a stepwise manner.

14. A drive device according to any one of the preceding claims, characterized in that A freewheel (11) is arranged in a force transmission path between the transmission output element (9) and the driven element (14).

15. A drive device according to any one of the preceding claims, characterized in that A one-way clutch (13) is arranged in a force transmission path between the pedal crankshaft output element (12) and the driven element (14).

Images