Drive unit for vehicle that can be operated with muscle and / or motor forces

Abstract

The invention relates to a drive unit of a vehicle (100) that can be operated with muscle and / or motor forces, comprising: a motor (2) having an output shaft (22); a crankshaft (3); and a transmission device (4), the transmission device (4) being arranged to transmit a torque between the output shaft (22) and the crankshaft (3); wherein the output shaft (22) is arranged coaxially with the crankshaft (3); and wherein the transmission (4) is designed as a spur gear transmission.

Description

Technical Field

[0001] The invention relates to a drive unit of a vehicle that can be operated by muscle power and / or motor power and a vehicle that can be operated by muscle power and / or motor power. Background Art

[0002] Drive units for vehicles that can be operated by muscle power and / or motor power, such as electric bicycles, are known, which drive units include a transmission between a motor and a crankshaft. Usually, an assembly with spur gearing is used, which has a motor whose output shaft is arranged parallel to the crankshaft and spaced apart from it. In addition, drive units are also known, which have a motor arranged coaxially with the crankshaft, wherein a planetary gearing is provided for transmitting the torque. Summary of the invention

[0003] In contrast, the drive unit according to the invention with the features of claim 1 is characterized by a particularly advantageous design and high efficiency. In particular, a particularly compact overall structure of the drive unit can be achieved, wherein at the same time a high efficiency of force transmission can be achieved. This is achieved according to the invention by a drive unit for a vehicle, preferably an electric bicycle, which can be operated by muscle power and / or motor power, and which comprises a motor with an output shaft, a crankshaft and a transmission. The transmission is hereby configured and arranged for transmitting torque between the output shaft of the motor and the crankshaft. The output shaft and preferably the motor are arranged coaxially with the crankshaft. In addition, the transmission is designed as a spur gear transmission.

[0004] In other words, a coaxial arrangement of the output shaft of the motor and the crankshaft is provided, wherein a torque transmission between the output shaft and the crankshaft is possible via the transmission designed as a spur gear transmission.

[0005] In particular, a transmission with multiple gears is considered a spur gear transmission, wherein the meshing portions of all gears are respectively configured on the outer circumference of the corresponding gears, in particular only on the outer circumference of the corresponding gears. In particular, the mutually meshing gears are arranged rotatably around independent axes.

[0006] The drive unit thus offers the advantage that a particularly compact design of the drive unit can be achieved by the coaxial arrangement of the output shaft and the crankshaft and preferably also the coaxial arrangement of the motor and the crankshaft. In this way, it can be achieved that, for example, the motor, which usually requires a significant share of the entire structural space of the drive unit, can be optimally arranged coaxially with the crankshaft. In particular, this arrangement has a particularly favorable effect on the compact overall design of the drive unit when the largest gear of the transmission is arranged on the crankshaft. As a result, the remaining transmission volume, for example, only extends slightly from the axial projection surface of the motor, wherein it can be achieved that this volume is relatively narrow and is arranged relatively centrally, especially in the axial direction, which has a further favorable effect on the design of the drive unit. In addition, the drive unit is characterized by low costs due to few and relatively simple components. In addition, a low weight of the drive unit can be achieved thereby.

[0007] The dependent claims contain advantageous developments of the invention.

[0008] Preferably, the transmission has an intermediate shaft, which is arranged parallel to the crankshaft. That is, the intermediate shaft axis of the intermediate shaft is arranged in particular parallel to the crankshaft axis of the crankshaft. The transmission is provided here for transmitting torque between the output shaft and the crankshaft via the intermediate shaft. That is, the torque is transmitted from the output shaft of the motor via the intermediate shaft to the crankshaft. Thus, a transmission with a predetermined transmission ratio between the output shaft and the crankshaft can be provided in a particularly simple manner and with very few components. In addition, the transmission ratio can be adapted in a simple manner, for example, by scaling the intermediate shaft, in particular the intermediate shaft with corresponding gears.

[0009] Particularly preferably, the transmission device has a first gear and a second gear. The first gear and the second gear are respectively connected to the intermediate shaft in a rotationally fixed manner. For example, the first gear, the second gear and the intermediate shaft can be constructed as an integral component. Therefore, a simple, low-cost and robust design structure can be provided.

[0010] Alternatively, the transmission preferably has a first gear, a second gear and a freewheel. One of the two gears, namely the first gear or the second gear, is connected to the intermediate shaft in a rotationally fixed manner. A freewheel is arranged between the other gear and the intermediate shaft. In particular, the freewheel is arranged to be able to switch between a rotationally fixed connection and a relatively freely rotatable connection between the corresponding gear and the intermediate shaft. Preferably, the freewheel is locked in the driving direction of the motor and unlocked when the motor is stationary and during the operation of the crank. Alternatively or additionally, the freewheel is configured to be controllably controllable, for example, by means of a control unit. In particular, the motor can be decoupled from the crankshaft by means of the freewheel, for example, to cut off the motor assistance, especially when a predetermined speed of the vehicle is exceeded.

[0011] Preferably, the transmission has a motor toothing, which is formed on the output shaft. In particular, a part of the output shaft is thus configured as a gear with motor toothing. The first gear meshes with the motor toothing. This further preferably facilitates a compact, simple and cost-effective design.

[0012] Further preferably, the transmission has a third gear which can be connected to the crankshaft in a rotationally fixed manner. In particular, the third gear can also be arranged rotatably relative to the crankshaft in freewheel mode. The third gear meshes with the second gear of the intermediate shaft. In particular, the torque can thus be transmitted from the intermediate shaft to the crankshaft via the third gear.

[0013] Particularly preferably, the drive unit also includes a freewheel between the third gear and the crankshaft. In particular, the freewheel is configured to be able to switch between a torsion-proof connection and a relatively freely rotatable connection between the third gear and the crankshaft. Preferably, the freewheel is locked in the driving direction of the motor and unlocked when the motor is stationary and during the operation of the crank. Alternatively or additionally, the freewheel is configured to be controllably maneuverable, for example, by means of a control unit. In particular, the motor can thus be decoupled from the crankshaft by means of the freewheel, for example for cutting off the motor assistance, in particular when a predetermined speed of the vehicle is exceeded. For example, in a preferred alternative embodiment, the third gear is configured to be torsion-proof with a hollow shaft, on which an output interface is arranged. In this case, the freewheel between the third gear and the crankshaft can be used as a driver freewheel, i.e. for enabling a torsion-proof or relatively freely rotatable connection between the output interface and the crankshaft.

[0014] Preferably, the transmission is configured as a two-stage spur gear transmission. That is, two spur gear stages are provided in order to provide a predetermined transmission ratio between the output shaft and the crankshaft. Thus, an optimized torque transmission of the drive unit can be provided for use in an electric bicycle with a compact design and a simple construction.

[0015] Particularly preferably, the motor has a rotor which is connected to the output shaft in a rotationally fixed manner. In particular, the rotor is coaxially configured with the output shaft. For example, the rotor and the output shaft can be configured as a common, integral component. Thus, a simple, robust and therefore cost-effective and lightweight design with few components can be provided.

[0016] Preferably, the output shaft is designed as a hollow shaft. The crankshaft is rotatably supported in the output shaft. Preferably, at least one bearing is provided between the crankshaft and the drive shaft for rotatable support. For example, for a particularly compact design in the radial direction, the bearing can be designed as a needle bearing. By configuring the output shaft as a hollow shaft and the crankshaft passing through the hollow shaft, a particularly compact geometry of the drive unit can be provided. In addition, a flexible relative positioning of the components of the drive unit along the axial direction of the crankshaft can be achieved.

[0017] Further preferably, the drive unit further comprises two pedal bearings. The crankshaft is rotatably supported in the housing of the drive unit by means of the two pedal bearings. The bearings can be configured as ball bearings, in particular deep groove ball bearings or similar bearings, for example.

[0018] Preferably, the drive unit also includes a detection device, which is configured to detect the bearing force on the pedal bearing on the output side. In particular, the bearing of the two pedal bearings that is closer to the crankshaft and can fasten the output interface of the output element is regarded as the pedal bearing on the output side. Preferably, the output element is configured as a chain plate. Alternatively, another output element can preferably be provided, which is configured to be connected to a transmission element so that the torque can be transmitted from the crankshaft to the drive wheel of the vehicle. Based on the determined bearing force, the pedal force applied by the driver and / or the pedal torque applied by the driver can be preferably determined. Based on this, the driver's expectation can be preferably determined, based on which the motor torque of the motor-assisted drive unit is generated in a controlled manner.

[0019] Particularly preferably, the detection device comprises two force sensors. Each force sensor is here arranged to detect a force along a predetermined direction respectively, in particular wherein the two directions of the force sensor are different. The detection device is here arranged to determine the bearing force direction and the bearing force value of the bearing force on the pedal bearing on the output side based on the force detected by the two force sensors. Preferably, the two force sensors are distributedly arranged at different peripheral positions on the periphery of the pedal bearing. Thus, for example, the direction and value of the instantaneous bearing force on the bearing on the output side can be determined in a simple manner. Preferably, the direction and value of the bearing force are determined based on the known relative installation position of the two force sensors relative to each other. Various types of sensors can be used as force sensors here, which are suitable for detecting mechanical forces acting in a predetermined direction. The force sensor can be constructed, for example, for detecting tension and / or pressure. Particularly preferably, each of the two force sensors has a strain gauge and / or a piezoelectric element. Thus, for example, a force along a tangential direction relative to the crankshaft can be detected. In addition, the bearing force can be detected in a particularly simple, cost-effective and space-saving manner.

[0020] Preferably, the crankshaft has an output interface, which is arranged to be connected to an output element. Preferably, a chain plate can be provided as an output element. Alternatively, another output element can be preferably provided, which is arranged to be connected to a transmission element, such as a chain, so as to transmit torque from the crankshaft to a drive wheel of the vehicle. For example, the output interface can therefore be a receiving element for an output element, especially a chain plate. The motor is arranged on the side of the transmission device facing the output interface. That is, the motor is arranged closer to the output element than the transmission device in the axial direction of the crankshaft. Alternatively, the motor is preferably arranged on the side of the transmission device away from the output interface. That is, in this case, the transmission device is arranged closer to the output interface than the motor. In other words, the motor can be arranged on the right or left side relative to the driving direction of the vehicle in which the drive unit can be arranged. Preferably, when the motor is arranged on the left side and when the output interface is configured as a hollow shaft, for example, in an alternative embodiment, a freewheel, especially a freewheel in the form of a driver's freewheel, can be provided between the crankshaft and the output interface.

[0021] Further preferably, the drive unit further comprises a circuit board, which is preferably part of the control unit of the drive unit or comprises the control unit. Here, the circuit board is arranged between the motor and the transmission in the axial direction of the crankshaft. In particular, in this case, all elements of the transmission, i.e., the gears and the motor, are arranged on opposite sides of the circuit board. Alternatively, the circuit board is preferably arranged between different gears of the transmission in the axial direction of the crankshaft. For example, the circuit board can be arranged between the first gear and the third gear. Further preferably, the circuit board can be arranged on the side away from the drive, i.e., in particular, on the side away from the output interface. Further alternatively, the circuit board can preferably be arranged on the side facing the drive, i.e., on the side where the output interface of the drive unit is located. That is, the circuit board can be arranged on the end of the drive unit that is substantially outside in the axial direction.

[0022] Preferably, the drive unit further comprises a connecting element, which is particularly configured for connecting a plug connection. For example, the connecting element can be configured as a plug element. The connecting element is connected to the circuit board, in particular electrically connected. The connecting element is arranged on the side of the circuit board facing away from the output interface. Alternatively, the connecting element is preferably arranged on the side of the circuit board facing the output interface. In particular, the connecting element is configured as an element protruding from the circuit board substantially in the axial direction of the crankshaft.

[0023] Furthermore, the invention relates to a vehicle, preferably an electric bicycle, which can be operated by muscle power and / or motor power and comprises the above-mentioned drive unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The present invention is described below in conjunction with the accompanying drawings according to an embodiment. In the accompanying drawings, components with the same function are respectively marked with the same reference numerals. It is shown here:

[0025] Figure 1 : A simplified schematic diagram of a vehicle according to a first embodiment of the invention, the vehicle having a drive unit;

[0026] Figure 2 : Figure 1 A cross-sectional view of a drive unit;

[0027] Figure 3 : Figure 1 A 3D detailed view of the drive unit;

[0028] Figure 4 : Figure 1 Another 3D detail of the mid-drive unit;

[0029] Figure 5 : A simplified schematic diagram of a drive unit according to a second embodiment of the present invention;

[0030] Figure 6 : A simplified schematic diagram of a driving unit according to a third embodiment of the present invention;

[0031] Figure 7 : A simplified schematic diagram of a drive unit according to a fourth embodiment of the present invention;

[0032] Figure 8 : A simplified schematic diagram of a drive unit according to a fifth embodiment of the present invention;

[0033] Fig. 9 : A simplified schematic diagram of a drive unit according to a sixth embodiment of the present invention;

[0034] Fig.10 : A simplified schematic diagram of a drive unit according to a seventh embodiment of the present invention;

[0035] Fig.11 : A simplified schematic diagram of a driving unit according to an eighth embodiment of the present invention;

[0036] Fig.12 : A simplified schematic diagram of a driving unit according to a ninth embodiment of the present invention;

[0037] Fig.13 : A simplified schematic diagram of a drive unit according to a tenth embodiment of the present invention. DETAILED DESCRIPTION

[0038] Figure 1A simplified schematic diagram of a vehicle 100 is shown, which comprises a drive unit 1 according to a first embodiment of the invention. The vehicle 100 is a vehicle 100 that can be run with muscle power and / or motor power, in particular an electric bicycle.

[0039] The drive unit 1 includes a motor 2 (see Figure 2 The motor 2 can be powered by an energy storage device 109 of the electric bicycle 100 .

[0040] The drive unit 1 is arranged in the region of a pedal bearing of the electric bicycle 100. The motor torque generated by the motor 2 can be used to motor-assist the pedaling force of the driver of the electric bicycle 100 generated by muscle force.

[0041] Drive unit 1 Figures 2 to 4 Detailed description is given below.

[0042] The drive unit 1 includes a crankshaft 3, which can be connected to a crank 104 of the electric bicycle 100. That is, the crankshaft 3 can be driven by the pedaling force of the driver. The crankshaft 3 has an output interface 35, to which an output element 107 of the electric bicycle 100 is connected in a rotationally fixed manner. In the embodiment shown, the output element 107 is configured as a chain plate of a chain drive (see Figure 2 ).

[0043] The drive unit 1 further comprises a housing 9 in which all components of the drive unit 1 are preferably arranged, wherein the crankshaft 3 extends outward from the interior of the housing 9. The crankshaft 3 is rotatably supported in the housing 9 of the drive unit 1 by means of two pedal bearings 61, 62.

[0044] Furthermore, the drive unit 1 comprises a transmission 4 . The transmission 4 is provided for transmitting a torque between the output shaft 22 of the motor 2 and the crankshaft 3 .

[0045] The transmission 4 is arranged between the motor 2 and the output connection 35 in the direction of the crank axis 30. Figure 1 and Figure 2 ), the output interface 35 is located on the right side of the crankshaft 3, and the motor 2 is located on the left side. In other words, the motor 2 constitutes the leftmost element of the drive unit 1.

[0046] The transmission 4 is a two-stage spur gear transmission. That is, the transmission 4 includes a plurality of gears configured as spur gears, which mesh with each other to transmit torque. The arrangement of these gears will be described in more detail below.

[0047] In the drive unit 1, the output shaft 22 of the motor 2 and the crankshaft 3 are arranged coaxially with each other. That is, the output shaft 22 and the crankshaft 3 are respectively arranged rotatably around a common crank axis 30. For this purpose, the output shaft 22 of the motor 2 (especially connected to the rotor 21 of the motor 2 in a rotationally fixed manner) is constructed as a hollow shaft. The crankshaft 3 extends through the output shaft 22. The crankshaft 3 and the output shaft 22 are rotatably supported relative to each other by means of bearings 46 and 47. For compact geometry and robust mechanical support, the right-hand bearing of the two bearings 47 located in the axial direction at the height of the first spur gear stage of the transmission 4 can be constructed as a needle bearing, for example.

[0048] In this case, the output shaft 22 of the motor 2 projects in the axial direction beyond the rotor 21. On this projecting region of the output shaft 22, a motor toothing 44 is formed.

[0049] The motor toothing 44 meshes with a first gear wheel 41 of the gear mechanism 4. The first gear wheel 41 is connected in a rotationally fixed manner to an intermediate shaft 45 of the gear mechanism 4. The intermediate shaft 45 extends along an intermediate shaft axis 40 and is arranged so as to be freely rotatable about the intermediate shaft axis 40.

[0050] In addition, the transmission 4 comprises a second gear wheel 42, which is also connected in a rotationally fixed manner to the intermediate shaft 45. Preferably, the first gear wheel 41, the second gear wheel 42 and the intermediate shaft 45 can be jointly formed as an integral component.

[0051] The transmission 4 further comprises a third gear wheel 43 which is rotatably arranged about the crank axis 30. A freewheel 5 is located between the third gear wheel 43 and the crankshaft 3, which allows a rotationally fixed connection of the third gear wheel 43 and the crankshaft 3 or a freely rotatable arrangement relative to one another.

[0052] The motor torque generated by the motor 2 can therefore be transmitted from the output shaft 22 via the motor toothing 44 and the first gear 41 to the intermediate shaft 45 and to the crankshaft 3 via the second gear 42 and the third gear 43 and the correspondingly shifted freewheel 5 .

[0053] The drive unit 1 therefore offers the advantage of a particularly compact design of the drive unit 1 due to the coaxial arrangement of the rotor 2 and the crankshaft 3. The motor 2, which geometrically constitutes the largest element of the drive unit 1, can be positioned particularly advantageously due to the coaxial arrangement with the crankshaft 3. Furthermore, since the largest gear, namely the third gear 43, is also arranged on the crankshaft 3 due to the special configuration of the transmission 4, a particularly small extension of the rest of the drive unit 1 in the radial direction relative to the crank axis 30 can be achieved, since the remaining transmission volume only extends slightly beyond the axial projection of the motor 2. This is for example achieved in Figure 4 As can be seen in Figure 4The drive unit 1 is shown in a top view along the axial direction.

[0054] Another advantage is that the special design of the drive unit 1 for transmitting torque via the intermediate shaft 45 enables the use of a spur gear as the transmission 4. Such a spur gear is characterized by a particularly high efficiency, thereby ensuring high efficiency during the operation of the drive unit 1.

[0055] Furthermore, the drive unit 1 can be provided in a simple manner with few and relatively simple components, whereby in particular the costs for the drive unit 1 can be reduced. Furthermore, a weight reduction can be achieved by means of few and compact components of the drive unit 1 .

[0056] The drive unit 1 also includes a system by means of which the pedal force of the driver and / or the driver torque can be ascertained. Thus, for example, the driver's desire can be ascertained, based on which the provision of the engine torque can be controlled.

[0057] The drive unit 1 here comprises a detection device 8 which is provided for detecting the bearing force at the output-side pedal bearing 62 , ie, the bearing of the two pedal bearings 61 , 62 which is arranged closer to the output element 107 .

[0058] The detection device 8 comprises two force sensors 81, 82, which are arranged to detect forces in a tangential direction relative to the crankshaft 3. The two force sensors 81, 82 are fastened to a slotted bearing shell 95, which is part of the housing 9. The output-side pedal bearing 62 is fastened in the housing 9 by means of the bearing shell 95.

[0059] For example, the force sensors 81 , 82 can be strain gauges or piezoelectric elements, which allows a particularly simple and cost-effective design of the detection device 8 .

[0060] The two force sensors 81, 82 are arranged here so that the forces to be detected are oriented orthogonally to each other. Based on the known relative installation position of the two force sensors 81, 82 relative to each other and, for example, by means of a precalibration, the direction and value of the instantaneous bearing force on the output-side bearing 62 can be determined. Based on the determined bearing force and preferably based on the assumption that the bearing force is proportional to the pedaling force applied by the driver of the electric bicycle 100 to the crankshaft transmission, the instantaneous driver's desire can be determined in a particularly simple and cost-effective manner, based on which the motor 2 can be controlled, for example.

[0061] The compactness of the drive unit 1 can be further optimized by a special arrangement and configuration of the detection device 8 for determining the driver's desire based on the measurement of the bearing forces at the output-side footrest bearing 62. In particular, for example, no necessary components for detection are required in the area of ​​the motor and / or transmission 4, so that, for example, an optimized space-saving design can be achieved in these areas.

[0062] Reference will be made below Figures 5 to 12 Other preferred embodiments of the present invention are described. Each of these embodiments is substantially the same as Figures 1 to 4 The first exemplary embodiment corresponds to the embodiment of the present invention, but differs in the alternative arrangement of the components of the drive unit 1 .

[0063] Figure 5 Here, a simplified schematic diagram of a drive unit 1 according to a second exemplary embodiment of the invention is shown. In the second exemplary embodiment, the motor 2 is located on the right side of the drive unit 1 relative to the driving direction A. That is, the motor 2 is arranged between the transmission 4 and the output interface 35 in the direction of the crank axis 30 .

[0064] Furthermore, the drive unit 1 of the second exemplary embodiment comprises a printed circuit board 7, which can be part of a control unit, for example. The printed circuit board 7 is arranged on the side of the transmission 4 facing away from the output. That is, the printed circuit board 7 is located at the left end of the drive unit 1 relative to the driving direction A. For example, this allows good accessibility to the printed circuit board 7.

[0065] Figure 6 FIG. 1 shows a simplified schematic diagram of a drive unit 1 according to a third embodiment of the present invention. Figure 6 In the third embodiment, the motor 2 and the transmission device 4 are connected with Figure 5 The arrangement is identical to the second embodiment of the present invention, that is, the motor 2 is located between the output interface 35 and the transmission device 4. In the third embodiment, the circuit board 7 is arranged in the transmission device 4, specifically, between the first gear 41 and the third gear 43 in the axial direction. This can provide, for example, a particularly compact arrangement and mechanical protection of the circuit board 7.

[0066] Figure 7 FIG. 4 is a simplified schematic diagram of a drive unit 1 according to a fourth embodiment of the present invention. Figure 5 and Figure 6 The second and third embodiments correspond to the embodiment of the present invention, but differ in another alternative arrangement of the circuit board 7. In the fourth embodiment, the circuit board 7 is arranged between the transmission 4 and the motor 2. Specifically, the circuit board 7 is arranged between the first gear 41 and the motor 2. In addition, the circuit board 7 is also arranged between the motor tooth 44 and the motor 2 in the axial direction. In this way, another advantageous geometry and arrangement of the drive unit 1 can be achieved.

[0067] Figure 8 FIG. 1 shows a simplified schematic diagram of a drive unit 1 according to a fifth embodiment of the present invention. Figure 8 In the fifth embodiment of the present invention, the motor 2 is arranged on the left side of the drive unit 1 relative to the driving direction A. That is, in the direction of the crank axis 30, the transmission 4 is located between the motor 2 and the output interface 35. The circuit board 7 is located centrally, that is, in the axial direction between the motor 2 and the transmission 4, specifically between the rotor 2 and the first gear 41 or the motor toothing 44. This can provide a particularly advantageous arrangement, in which space for other components and / or interfaces of the drive unit 1 is provided, for example, next to the circuit board 7 in the axial direction at the height of the motor 2.

[0068] Fig. 9 FIG. 1 shows a simplified schematic diagram of a drive unit 1 according to a sixth embodiment of the present invention. In the sixth embodiment, the arrangement of the motor 2 and the transmission 4 is similar to Figure 8 The fifth embodiment corresponds to Fig. 9 In the sixth embodiment, the circuit board 7 is integrated into the transmission device 4, specifically, located between the first gear 41 and the third gear 43 in the axial direction.

[0069] Fig.10 A simplified schematic diagram of a drive unit 1 according to a seventh embodiment of the present invention is shown. In the seventh embodiment, the motor 2 and the transmission 4 are connected to Figure 8 and Fig. 9 The fifth and sixth embodiments are arranged similarly. The circuit board 7 is located on the right side of the transmission 4 with respect to the driving direction A. That is, the circuit board 7 is arranged between the transmission 4 and the output element 35 .

[0070] Fig.11 A simplified schematic diagram of a drive unit 1 according to an eighth embodiment of the invention is shown. Fig.11 The eighth embodiment is basically the same as Figure 7 The fourth exemplary embodiment corresponds to the embodiment of FIG. 1 , in which the drive unit 1 further comprises a connecting element 6. The connecting element 6 is designed in particular for connecting a plug connection (not shown).

[0071] For example, the connecting element 6 can be configured as a plug. The connecting element 6 is connected to the circuit board 7, in particular electrically conductively connected and arranged on the circuit board. The connecting element 6 is arranged on the side of the circuit board 7 facing away from the output end, that is, the connecting element 6 protrudes from the circuit board 7 in the direction of the transmission device 4.

[0072] Fig.12 A simplified schematic diagram of a drive unit 1 according to a ninth embodiment of the invention is shown. Fig.12 The ninth embodiment is basically the same as Fig.11 The eighth embodiment corresponds to the embodiment of the present invention, but differs in that an alternative arrangement of the connecting element 6 is provided. Fig.12In the ninth embodiment, the connecting element 6 is arranged on the side facing the output interface 35 , that is, the connecting element 6 protrudes from the circuit board 7 toward the motor 2 .

[0073] Fig.13 A simplified schematic diagram of a drive unit 1 according to a tenth embodiment of the invention is shown. Fig.13 The tenth embodiment is basically the same as Figures 1 to 4 The first embodiment corresponds to the embodiment of the present invention, with the difference that an alternative arrangement of the motor freewheel is used. Specifically, in the tenth embodiment, a freewheel 48 is arranged between the first gear 41 and the intermediate shaft 45. In this way, decoupling or coupling can be achieved between the motor 2 and the crankshaft 3 via the freewheel 48 on the intermediate shaft 45. The third gear 43 is here connected to the crankshaft 3 in a rotationally fixed manner by means of a rotationally fixed connection 43a. As a result, a particularly space-saving arrangement of components can be achieved, especially in the area of ​​the crankshaft, so that a particularly compact drive unit 1 can be provided.

Claims

1. A driving unit of a vehicle (100) capable of operating with muscle power and / or motor power, comprising: - a motor (2) having an output shaft (22); - a crankshaft (3); and - a transmission device (4), - wherein the transmission device (4) is configured to transmit torque between the output shaft (22) and the crankshaft (3); - wherein the output shaft (22) is arranged coaxially with the crankshaft (3); and - wherein the transmission (4) is designed as a spur gear transmission.

2. The drive unit according to claim 1, wherein: The transmission (4) has an intermediate shaft (45) which is arranged parallel to the crankshaft (3), and wherein the transmission (4) is configured to transmit torque between the output shaft (22) and the crankshaft (3) via the intermediate shaft (45).

3. The drive unit according to claim 2, wherein: The transmission (4) comprises a first gear wheel (41) and a second gear wheel (42), wherein the first gear wheel (41) and the second gear wheel (42) are connected to the intermediate shaft (45) in a rotationally fixed manner.

4. The drive unit according to claim 2, wherein: The transmission (4) comprises a first gear (41), a second gear (42) and a freewheel (48), wherein the first gear (41) or the second gear (42) is connected to the intermediate shaft (45) in a rotationally fixed manner, and wherein the freewheel (48) is arranged between the intermediate shaft (45) and the other gear (41, 42).

5. The drive unit according to claim 3 or 4, wherein: The transmission (4) has a motor toothing (44) which is formed on the output shaft (22), and wherein the first gear (41) meshes with the motor toothing (44).

6. The drive unit according to any one of claims 3 to 5, wherein: The transmission (4) has a third gear wheel (43) which can be connected to the crankshaft (3) in a rotationally fixed manner, and wherein the third gear wheel (43) meshes with the second gear wheel (42).

7. Drive unit according to claim 6, further comprising a free wheel (5) between the third gear wheel (43) and the crankshaft (3).

8. A drive unit according to any one of the preceding claims, wherein: The transmission device (4) is constructed as a two-stage spur gear transmission device.

9. A drive unit according to any one of the preceding claims, wherein: The motor (2) has a rotor (21) which is connected to the output shaft (22) in a rotationally fixed manner.

10. A drive unit according to any one of the preceding claims, wherein: The output shaft (22) is designed as a hollow shaft, and the crankshaft (3) is rotatably mounted in the output shaft (22).

11. The drive unit according to any one of the preceding claims, further comprising two pedal bearings (61, 62), wherein: The crankshaft (3) is supported in a housing (9) of the drive unit (1) by means of the two pedal bearings (61, 62).

12. The drive unit according to any of the preceding claims, further comprising a detection device (8) which is configured to detect bearing forces at an output-side pedal bearing (62).

13. The drive unit according to claim 12, wherein: The detection device (8) has two force sensors (81, 82), wherein each force sensor (81, 82) is configured to detect a force along a predetermined direction, respectively, and wherein the detection device (8) is configured to determine a bearing force direction and a bearing force value of a bearing force on a pedal bearing (62) on the output side based on the force detected by the force sensors (81, 82).

14. A drive unit according to any one of the preceding claims, wherein: The crankshaft (3) has an output interface (35), which is configured to be connected to an output element (107), and wherein the motor (2) is arranged on a side of the transmission device (4) facing away from the output interface (35), or wherein the motor (2) is arranged on a side of the transmission device (4) facing the output interface (35).

15. The drive unit according to claim 14, further comprising a circuit board (7), wherein: The circuit board (7) is arranged in the axial direction between the motor (2) and the transmission device (4), or between the gears (41, 43) of the transmission device (4), or on the side of the drive unit (1) facing away from the output end, or on the side of the drive unit (1) facing the output end.

16. The drive unit according to claim 15, further comprising a connecting element (6), in particular for connecting a plug-in connection, wherein The connecting element (6) is connected to the circuit board (7), and the connecting element (6) is arranged on a side of the circuit board (7) facing away from the output interface (35), or the connecting element (6) is arranged on a side of the circuit board (7) facing the output interface (35).

17. A vehicle, in particular an electric bicycle, which can be operated using muscle power and / or motor power, comprising a drive unit according to any of the preceding claims.

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