Drive unit for vehicle that can be driven simultaneously by drive energy provided by human muscle force and motor, and vehicle having such drive unit

Abstract

The invention relates to a drive unit (15, 1) for a vehicle that can be driven simultaneously by drive energy provided by human muscle force and by a motor. The drive unit comprises: a support structure (18); an input drive shaft for transmitting drive energy generated by human muscle force; an output driven shaft (35) for outputting drive energy to the traveling device; a first electric drive unit (1) for driving the harmonic drive mechanism (19A); and a second electric drive unit (1) having variable harmonic transmissions (19B, 19). The invention also relates to a vehicle having such a drive unit (15, 1).

Description

Technical Field

[0001] The present invention relates to a drive unit for a vehicle that can be driven by both human muscle force and electric motor power, and a vehicle having such a drive unit. Background Technology

[0002] The types of vehicles described include, for example, monorail or multirail vehicles, such as bicycles, especially e-bikes, e-bikes, or pedelec bicycles, but also include water bikes, pedal boats, or wheelchairs. In particular, the types of vehicles described are those classified under vehicle categories L1e, L2e, L3e, L4e, L5e, L6e, and L7e according to Article 4 of EU Regulation 2013 / 168 / EU, which came into effect on 15 January 2013. Furthermore, this specifically includes: vehicles with a maximum speed of 6 km / h determined by their structural form; vehicles designated for use only by persons with disabilities, such as wheelchairs; vehicles designated for use only in sports competitions; bicycles with pedal-assisted drive systems equipped with an electric motor-driven auxiliary drive system with a maximum rated continuous power of 250 W, wherein the assistance of the auxiliary drive system is interrupted when the rider stops pedaling, and the assistance gradually decreases as the vehicle speed increases and is interrupted before the vehicle speed reaches 25 km / h; self-balancing vehicles with electric motor-driven drive systems; sports vehicles with pedal-driven systems; vehicles with pedal-driven systems that have not at least one seat; and vehicles with pedal drives and an R-point (according to ECE-R17) ≤ 400 mm. These vehicles typically have one front wheel and at least one rear wheel, which are connected to each other by a frame. However, multiple rear wheels, such as two rear wheels, and / or multiple front wheels, such as two front wheels, may also be present, and the front and rear wheels can be present in any combination. These wheels can be arranged side-by-side, for example, laterally in the direction of travel, as in wheelchairs, tricycles, or vehicles with sidecars, or they can be arranged forward and backward in the direction of travel, as in tandem bicycles. Increasingly, such vehicles are equipped with at least one motor that provides assistance to the user in propelling the vehicle. Typically, the vehicle is not driven solely by the motor, but rather the motor assists the user as they propel the vehicle using their own physical strength. In most cases, the degree of assistance can be selected. In this way, the user can utilize exactly the amount of physical energy they are capable of or wish to utilize while using the vehicle, while still traveling at a comfortable and everyday pace.

[0003] Besides providing assistance to the user in driving the vehicle, it is also known to equip the drive unit for such a vehicle with two motors and a composite transmission mechanism. In this way, a continuously variable transmission (CVT) can be realized, which is controlled, for example, by a control unit. In this case, the operator does not need to select the appropriate gear from multiple available discrete gears, as is done, for example in a conventional bicycle. Instead, the gear ratio matching the current driving conditions is continuously set by the control unit through manipulation of at least one of the motors on the composite transmission mechanism. Such a drive unit is known, for example, by EP 1 642 820 A1 and EP 2 218 635 A1. In these documents, a planetary gear transmission structure is used as the composite transmission mechanism. WO 2022 / 078730 A1 discloses a drive unit of the type described above, in which the gear ring / rigid wheel of the drive harmonic drive mechanism and the gear ring of the variable harmonic drive mechanism are configured to be non-rotatable relative to each other and rotatable about a common axis of rotation relative to the load-bearing structure of the drive unit, and to transmit the cumulative drive energy from human muscle force, drive motor and variable motor to the output driven shaft.

[0004] The drive unit can be mounted as a hub motor on or near the wheel hub, or as a mid-mounted motor on or near a drive support, such as a pedal axle support. In both cases, the load-bearing structure of the transmission mechanism is preferably supported relative to the respective frame of the vehicle in a non-rotatable manner. It is desirable, particularly in the axial extension of the drive unit along the rotation axis of the pedal axle or wheel axle, to be as compact as possible so as not to adversely affect the operator's riding comfort. Therefore, this particularly relates to the axial extension of the drive unit along the axial direction of the output driven shaft. Summary of the Invention

[0005] Therefore, the object of this invention is to provide a possibility, starting from known drive units, that allows for reliable operation of the drive unit while simultaneously configuring it in the narrowest possible way. At the same time, the drive unit should be able to cover the widest possible range of functions.

[0006] The objective is achieved using the drive unit according to the independent claim and a vehicle having such a drive unit. Preferred improvements are given in the dependent claims.

[0007] The drive unit according to the invention includes a load-bearing structure. This load-bearing structure constitutes the main support structure for the transmission mechanism elements of the drive unit, which will be described in detail later. The load-bearing structure may at least partially form part of a housing. Importantly, the transmission mechanism and drive elements, which will be described in detail later and are rotatable about a rotation axis—for example, in particular the rotor, two flexible gears, a gear ring, the transmission input shaft, and the transmission output shaft—are rotatable relative to this load-bearing structure and are supported, at least partially, directly or indirectly, via one or more suitable bearings. Thus, the load-bearing structure, in particular the support housing, can withstand the supporting forces relative to the vehicle frame of the vehicle. Furthermore, the support housing may also supplementarily at least partially form a protective structure for the drive mechanism elements and transmission mechanism elements, and for this purpose, can be configured to be substantially enclosed relative to the external environment, except for the mechanical drive and driven interfaces. Alternatively or supplementarily, removable wall elements may also be included, which implement this protective structure. These wall elements are preferably removably disposed on the load-bearing structure. Especially when the drive unit is used as a mid-mounted motor, the support structure can be configured for mounting on the vehicle frame, and for this purpose connected to the vehicle frame via a portion of a housing at least partially formed by the support structure, for example via a suitable connecting flange. The drive unit can also be used as a hub motor, in which case the support structure can be configured to completely penetrate the drive unit from one side to the other in the axial direction of the axis of rotation, such that at least one connector of the drive unit protrudes from the support structure at one end. This can be done on one side, but especially on both sides, so that the drive unit can be non-rotatably connected to the vehicle frame via these two end protrusions, particularly along the axis of rotation, in order to secure the drive unit to the frame. If the drive unit is used as a hub motor, the support structure can thus have a connection position for the vehicle's hub axle, or itself form part of a hub that is rotationally rigid and positionally fixed relative to the frame in the installed state.

[0008] Furthermore, the drive unit also includes an input drive shaft for transmitting drive energy generated or provided by human muscle force. That is, the input drive shaft, especially when the drive unit is used as a mid-drive motor, can be, for example, a bicycle crankshaft, or be non-rotatably connected to the crankshaft. Alternatively, the input drive shaft can be non-rotatably connected to a traction gear, such as a sprocket. Particularly when (the drive unit) is used as a hub motor, the input drive shaft can also be connected to the driven end of the traction transmission mechanism. Thus, the input drive shaft is configured such that it can be rotated by the operator or driver of the vehicle through human muscle force, such as pedaling on a bicycle. This can be done directly or indirectly. In particular, it is configured to originate from the point where human muscle force enters the entire drivetrain, in the direction of force transmission flow, prior to the motor.

[0009] Furthermore, the drive unit according to the invention also includes an output driven shaft for outputting drive energy to the driving device. The driving device is, for example, at least one wheel (or a propeller for a water vehicle), which is rotated by the drive energy transmitted by the output driven shaft, thereby propelling the vehicle. For example, the output driven shaft can be non-rotatably connected to a traction gear, such as a sprocket. This is particularly true when the drive unit is used as a mid-mounted motor. Alternatively, particularly for cases where the drive unit is used as a hub motor, the output driven shaft can also be non-rotatably connected to, for example, a wheel, in which case the output driven shaft transmits rotational motion to the driving device, for example, via spokes. The output driven shaft transmits its rotation to the driving device of the vehicle, thus the drive unit is configured to load a rotation corresponding to the desired speed of travel of the vehicle onto the output driven shaft. Thus, in the direction of force transmission flow originating from the point of introduction of human muscle force, the output driven shaft is functionally positioned between the input drive shaft and the driving device driven by the drive unit.

[0010] Accordingly, the drive unit is configured to transmit driving energy from the input drive shaft to the output driven shaft. However, it is also configured such that the drive unit can adapt the rotational speed and torque transmitted to the output driven shaft to the current requirements of the operating conditions. For this purpose, the drive unit includes a first electric drive unit having a drive harmonic transmission mechanism arranged about a rotation axis. The drive harmonic transmission mechanism includes a first wave generator, a first flexible gear, and a first ring gear / rigid gear (Hohlrad). The rotation axis can be, for example, the pedal axle of a footrest, particularly a foot support, or the wheel axle of a travel device, especially one driven by the drive unit.

[0011] Harmonic drive mechanisms are a type of rotating mechanism that is particularly suitable for current applications due to their simple and compact structure, robustness, and high reduction ratio. Harmonic drive mechanisms are themselves described in the prior art and are known to those skilled in the art, for example, by DE 1 135 259 B. These harmonic drive mechanisms can convert a higher rotational speed of a wave generator with a lower torque into a lower rotational speed of a flexspline and / or a gear ring with a higher torque, and vice versa.

[0012] Furthermore, the first electric drive unit includes a drive motor arranged about the axis of rotation, the drive motor having a stator and a rotor, wherein the drive energy of the drive motor can be transmitted to the output driven shaft via the drive harmonic drive mechanism. The stator can be fixedly supported, particularly relative to the load-bearing structure. Therefore, the drive motor can be used to assist the driver, or their physical strength, in order to transmit the drive energy provided by the motor to the output driven shaft and thereby contribute to the movement of the vehicle. Due to the high reduction ratio of the harmonic drive mechanism, the high speed and low torque of the motor can be converted into a low speed combined with high torque that can be used to drive the vehicle. For this purpose, the drive motor is preferably operatively connected to or driven by the wave generator of the drive harmonic drive mechanism. In other words, the rotor of the drive motor is preferably non-rotatably connected to the wave generator or even integrally constructed with the wave generator. The driven end of the drive harmonic drive mechanism is not formed by a gear ring in the present case, but by a first flexible gear or by an element non-rotatably connected to the first flexible gear in at least one rotational direction. The first flexible gear or the aforementioned element may be non-rotatably connected to the output driven shaft in at least one rotational direction, particularly in two rotational directions. Conversely, the gear ring of the drive harmonic transmission mechanism is fixedly supported relative to the load-bearing structure or even formed directly by the load-bearing structure itself.

[0013] The drive unit according to the invention additionally includes, as a second electric drive unit, a variable harmonic drive mechanism disposed in the transmission chain between the input drive shaft and the output driven shaft, the variable harmonic drive mechanism having a second wave generator, a second flexible gear, and a gear ring. Thus, the drive unit according to the invention simultaneously includes two harmonic drive mechanisms, but these two harmonic drive mechanisms can perform different tasks, as will be explained in detail below. The variable harmonic drive mechanism is configured such that it receives drive energy from the input drive shaft originating from human muscle force and directs the drive energy to the output driven shaft of the drive unit. For this purpose, the input drive shaft is specifically (e.g., via a one-way clutch (Freilauf) as will be explained in detail later, or completely non-rotatable) connected non-rotatably to the relatively slowly rotating gear ring of the variable harmonic drive mechanism. Thus, the drive energy originating from human muscle force is transmitted via the gear ring to the flexible gear of the variable harmonic drive mechanism that meshes with the gear ring. The second flexure of the drive unit is functionally connected to the first flexure, specifically in a non-rotatable manner, and thus also connected to the output driven shaft in the manner described above. Therefore, the accumulation of the driving energy of the first and second harmonic drive mechanisms is achieved through a non-rotatable connection between these two flexures and each other, as well as with the output driven shaft, acting in at least one rotational direction. This non-rotatable connection can be achieved directly, but it can also be achieved indirectly, as will be explained in detail below.

[0014] The second electric drive unit includes a variable motor having a stator and a rotor, the drive energy of which can also be introduced into the variable harmonic drive mechanism. This arrangement allows the accumulated energy from human muscle force and the variable motor to be transferred to the output driven shaft via the variable harmonic drive mechanism. This includes both cases where additional energy is added to the input energy from human muscle force on the output driven shaft, and cases where the variable motor reacts to the input energy generated by human muscle force, thereby subtracting drive energy from the output driven shaft. In particular, the variable motor is operatively connected to the wave generator of the variable harmonic drive mechanism. For example, the rotor of the variable motor and the wave generator are configured to be non-rotatable relative to each other. Therefore, the drive energy provided by the variable motor is also transferred to the flexible wheel of the variable harmonic drive mechanism via the wave generator, and further transferred to the output driven shaft in the output direction. The variable harmonic drive mechanism changes the speed ratio of the input drive shaft to the output driven shaft, and / or at this time accumulates the drive energy from human muscle force and the drive energy from the variable motor. Preferably, the variable harmonic drive mechanism and / or the variable motor are arranged around the axis of rotation, thereby achieving a compact structural form while realizing a favorable force transmission flow.

[0015] Therefore, according to the present invention, the first gear ring, i.e., the gear ring of the driving harmonic drive mechanism, is fixedly positioned relative to the support structure of the drive unit. This can be achieved, for example, by having the inner teeth of the gear ring directly formed by the support structure itself, or, for example, by having the gear ring as a separate component fixedly supported on or connected to the support structure relative to the support structure. Thus, the gear ring can form the support point for the harmonic drive mechanism of the first electric drive unit, i.e., the driving harmonic drive mechanism.

[0016] Conversely, unlike the first gear ring, the second gear ring, i.e., the gear ring of the second electric drive unit or variable harmonic drive mechanism, is rotatably supported and configured relative to the load-bearing structure about its axis of rotation. This means that during operation of the drive unit, the relative rotational positions of the two gear rings change relative to each other about their axes of rotation.

[0017] Furthermore, the first flexible wheel, the second flexible wheel, and the output driven shaft are configured as a whole that is either non-rotatable relative to each other or acts in a non-rotatable manner relative to each other in at least one rotational direction about the axis of rotation. Thus, the first flexible wheel, the second flexible wheel, and the output driven shaft are rotatably connected to each other or interconnected about the axis of rotation, allowing the first and second flexible wheels to transmit the accumulated driving energy from human muscle force, the drive motor, and the variable motor to the output driven shaft. Therefore, the output from the two harmonic drive mechanisms is realized via the respective flexible wheels or via one or more elements that are non-rotatably connected to the respective flexible wheels, especially integrally formed, as will be explained in detail below.

[0018] Overall, this arrangement achieves a more compact drive unit compared to known solutions, especially along the axial direction of the output driven shaft.

[0019] Relative to the bearing structure, the drive harmonic drive mechanism and the variable harmonic drive mechanism have different elements that can rotate about the rotation axis. Ideally, the drive unit is configured such that the rotating elements of the drive harmonic drive mechanism, the variable harmonic drive mechanism, the input drive shaft, and the output driven shaft can rotate about the rotation axis or are arranged about their respective rotation axes such that these rotation axes extend coaxially with each other.

[0020] There are various possible variations in the specific design of the drive unit. Therefore, it is advantageous that the first and second flexible wheels are respectively constructed as cup-shaped or hat-shaped flexible wheels. Each flexible wheel may include a sleeve region, with a corresponding wave generator disposed inside the sleeve region and in contact with the flexible wheel. The outer teeth of the flexible wheel extend outside this region, meshing with the inner teeth of the respective gear rings. A transmission region may be connected to this sleeve region, which may also have unprocessed or toothless areas when viewed axially. The transmission region may extend at least partially radially wide relative to the axis of rotation, and thus extend outwards when viewed radially. This results in a generally hat-shaped structure having a substantially cylindrical region and a disc-shaped region connected to this cylindrical region and extending radially outwards away from the axis of rotation, the disc-shaped region being, for example, in the form of a brim or edge of a hat. This design is called a hat-shaped flexible wheel. Alternatively, the disc-shaped region may also extend radially inwards relative to the axis of rotation, thereby obtaining a substantially cup-shaped overall structure. This is also called a cup-shaped flexible wheel. Starting from this point, it can now be configured that the first and second flexible wheels are respectively constructed as radially flexible sleeves in the regions of their teeth. The transfer regions may additionally or alternatively have regions where the transfer sleeves are axially connected. Furthermore, additionally or alternatively, the first and / or second flexible wheels may each have a transfer base plate extending radially along the rotation axis of the respective flexible wheel in the case of a cup-shaped flexible wheel, or a transfer cap plate extending radially along the rotation axis of the respective flexible wheel in the case of a cap-shaped flexible wheel. The first and second flexible wheels are preferably arranged offset from each other along the rotation axis, such that the transfer base plate or the transfer cap plate faces each other and the regions of the teeth are opposite to each other. Thus, the two gear rings are therefore spaced apart when viewed in the axial direction of the rotation axis and are positioned separately from each other within the drive unit. In particular, the transfer base plate and / or the transfer cap plate are positioned between the two gear rings in the axial direction of the rotation axis, enabling a generally very compact overall arrangement.

[0021] Preferably, the first flexible wheel and / or the second flexible wheel are configured in the transmission chain such that the first flexible wheel and / or the second flexible wheel output to the output driven shaft via corresponding transmission sleeves and / or transmission base plates. Ideally, both the first flexible wheel and the second flexible wheel have transmission sleeves or transmission base plates.

[0022] It may be advantageous to have a flexible gear connection portion configured such that the connection portion at least indirectly connects the first and second flexible gears to each other in a non-rotatable direction about the axis of rotation, particularly in a non-rotatable direction that acts identically in both rotational directions. If this is the case, it is advantageous to position the flexible gear connection portion such that it is located between the drive motor and the variable motor when viewed along the axis of rotation or in the axial direction of the axis of rotation, or between the variable motor and the axial end of the support structure in a direction opposite to the drive motor along the axis of rotation.

[0023] The flexure connection can extend radially relative to the axis of rotation to the radial height of the variable motor and / or drive motor. It can be configured such that the flexure connection extends radially relative to the axis of rotation to the height of the first wave generator and / or the second wave generator, and / or to the height of the stator and / or rotor of the drive motor and / or the variable motor.

[0024] Furthermore, the connection and design of these two flexible wheels are preferably such that an annular gap exists between the inner wall of the supporting structure and the connection portion of the flexible wheels, extending radially relative to the axis of rotation and completely surrounding the axis of rotation. This means that the two flexible wheels and the connection portion of the flexible wheels terminate in this region radially toward the axis of rotation relative to another element without contact, thereby obtaining radial freedom of movement, particularly in the region of the connection portion of the flexible wheels. The radial extension dimension of the annular gap is preferably a maximum of 3 mm, and more particularly a maximum of 2 mm.

[0025] Furthermore, there are alternative implementation options for the specific design of the flexible wheel connection. Therefore, it is possible that the first and second flexible wheels, particularly in the region of their respective transfer plates, are directly connected to each other, for example, by material locking, such as by bonding, welding, or brazing. One or more additional form-locking elements for connection may also be present, including, for example, riveted or threaded connection elements. In the case of form-locking connectors, it is preferable that the connectors form-lock not only circumferentially about the axis of rotation but also axially along the axis of rotation. Alternatively, the two units forming the first and second flexible wheels may be directly connected to each other, or at least one additional connecting element may be present, through which the two flexible wheels are indirectly connected to each other, particularly in a non-rotatable manner. For this purpose, a connecting plate may be included, particularly in the region of the respective transfer base plate of the flexible wheels, to indirectly connect the first and second flexible wheels to each other, so as to obtain a generally non-rotatable overall structure, at least in one direction, particularly connected on the annular disc surfaces of the transfer base plates facing each other. There is also the possibility that the connecting disc and the two flexible wheels are directly connected, for example, by material locking, particularly by adhesive bonding, fusion welding, or brazing, and / or by form-locking connection using suitable connecting elements. It is also advantageous that the resulting form-locking connection is anti-rotational in at least one circumferential direction about the axis of rotation, preferably anti-rotational in both directions, and / or additionally axially fixed in the axial direction of the axis of rotation. Alternatively or supplementarily, at least one one-way clutch may be provided between the respective transfer disc and the connecting disc, such that a form-locking connection exists in one direction of rotation and not in the opposite direction, or that the form-locking is released in relation to the direction of rotation. Alternatively or supplementarily, it may also be advantageous to have a form-locking device acting in the circumferential direction of the axis of rotation, the form-locking device having form-locking elements, such as straight teeth or swivelable connecting flanges, that are at least partially complementary on the first and second flexible wheels. In this way, force can be transmitted directly, only partially, from the first and / or second flexible wheel to the connecting disc and / or toward the output end.

[0026] According to the invention, the accumulation of driving energy occurs in the output direction of the two flexures after the two flexures, for example, via the aforementioned connecting disc. It can now be configured that a driven sleeve connects the first and / or second flexures, or the connecting base plate or connecting cap plate, to the output driven shaft. Thus, this driven sleeve, attached to, for example, the sleeves comprised of the first and second flexures respectively, constitutes another sleeve structure, which can be configured, for example, as a substantially hollow cylinder, and whose cylindrical walls are ideally spaced further radially from the axis of rotation than the first and / or second flexures. Alternatively or additionally, the drive motor or variable motor can be positioned within the internal space of the driven sleeve. Viewed axially along the axis of rotation, the driven sleeve and the drive motor or variable motor are at least partially at the same height, and the drive motor or variable motor is completely surrounded by the driven sleeve when viewed radially outward. Alternatively or supplementarily, the first and / or second gear rings can be positioned within the internal space of the driven sleeve. Thus, in this improved embodiment, when viewed axially along the axis of rotation, the driven sleeve and the first and / or second gear rings are at least partially at the same height, and the first and / or second gear rings are completely surrounded by the driven sleeve when viewed radially outward. This nested structure of the various elements also achieves highly efficient use of structural space, resulting in a relatively compact drive unit overall.

[0027] To further enhance the functional range of the drive unit, the second gear ring can be configured to couple relative to the input drive shaft in at least one direction via a one-way clutch. Thus, the one-way clutch, for example, in the form of a clamping body one-way clutch, allows for the establishment of a non-rotatable connection between the second gear ring and the input drive shaft based on their current relative rotational directions, thereby further improving the user's operational comfort of the drive unit.

[0028] The second gear ring can be directly supported on the input drive shaft via at least one support location, or supported on a component that is not rotatably connected to the input drive shaft, such as via a suitable ball bearing surrounding the axis of rotation. In this case, direct support of the second gear ring relative to the carrier structure is not required. One support location may be sufficient to support the gear ring relative to the carrier structure in both the radial and axial directions of the axis of rotation.

[0029] Regarding the first gear ring, i.e., the gear ring driving the harmonic drive mechanism, it is possible that the first gear ring extends its internal teeth in the axial direction of the rotation axis, such that the internal teeth are located only in one region of the drive unit, which extends from the drive motor in the direction of the rotation axis in the opposite direction to the variable motor. Viewed axially from the drive motor, the internal teeth are thus located on the side of the drive motor opposite to the variable motor. Alternatively, regarding the second gear ring, i.e., the gear ring of the variable harmonic drive mechanism, it is possible that the second gear ring extends its internal teeth in the axial direction of the rotation axis, such that the internal teeth are located only in one region of the drive unit, which extends from the variable motor in the direction of the rotation axis in the opposite direction to the drive motor. Viewed axially from the variable motor, the internal teeth are thus located on the side of the variable motor opposite to the drive motor. Considering the two motors as a whole, the two internal teeth of the gear ring are thus located on the opposing sides of this motor assembly consisting of the drive motor and the variable motor, viewed in the axial direction of the rotation axis. In particular, for this arrangement, it may be preferable that the flexible wheel connection is positioned between the two motors in the axial direction relative to the axis of rotation.

[0030] Therefore, in the axial direction of the rotation axis, the components "first gear ring / inner tooth portion of the first gear ring - drive motor - flexible gear connection portion - variable motor - second gear ring / inner tooth portion of the second gear ring" are preferably arranged side by side in the order described above. It can be configured that the stator of the variable motor and the stator of the drive motor are located in the region between the first gear ring and the second gear ring in the axial direction of the rotation axis.

[0031] Another aspect of the invention relates to a unit superior to the drive unit according to the invention, and more particularly to a vehicle capable of being driven simultaneously by both human muscle force and electric motor power, the vehicle having the drive unit according to the invention. Such vehicles can be configured in particular as monorail, double-rail, or triple-rail vehicles, especially electric bicycles, electric-assisted bicycles, electric-assisted bicycles, cargo bicycles, freight bicycles, or transport bicycles.

[0032] The vehicle according to the invention can have various alternative improvements. For example, the vehicle can be configured to include a frame, particularly having an upper tube and / or a lower tube, wherein the frame can, in particular, have an integral structure known per se, for example, for monorail, double-rail, or triple-rail vehicles, especially electric bicycles, electric-assisted bicycles, electric-assisted bicycles, cargo bicycles, freight bicycles, or transport bicycles, such integral structures are common. The vehicle can supplementally or alternatively include an electric accumulator, particularly disposed in the upper tube and / or lower tube. Furthermore, the vehicle can supplementally or alternatively have one front wheel and one rear wheel, particularly only one front wheel and one rear wheel. The drive unit can be used in the form of a hub motor to drive one or more of the front or rear wheels, in which case the load-bearing structure of the drive unit can form a hub, and the driven shaft can be constructed as a housing and can be non-rotatably connected to the rolling surface of the corresponding wheel, for example, by spokes and rims. Conversely, if the drive unit is used as a mid-mounted motor, the load-bearing structure is supported, in particular directly, on the vehicle frame without relative rotation. In this case, the input drive shaft is preferably configured as a crankshaft. Furthermore, the vehicle may have steerable front or rear wheels and non-steerable rear or front wheels; in this case, the corresponding non-driven wheels are preferably driven by the drive unit.

[0033] The vehicle may include manually operable devices for receiving and transmitting driving energy provided by human muscle force to a drive unit, such as, in particular, foot pedals, which are configured to rotate about a pedal axle via a crank arm and are particularly non-rotatably connected to the input drive shaft. Especially when the drive unit is mounted in the vehicle as a mid-mounted motor, the pedal axle may extend coaxially with the axis of rotation of the drive unit. Attached Figure Description

[0034] The invention will now be described in detail with reference to embodiments shown in the accompanying drawings. Wherein, schematically:

[0035] Figure 1 A side view of a vehicle with a mid-mounted drive unit is shown.

[0036] Figure 2 A side view of a vehicle with a hub drive unit is shown.

[0037] Figure 3 The exterior view of the central drive unit is shown, particularly the top view;

[0038] Figure 4 The view shows the exterior of the hub drive unit, particularly the top view;

[0039] Figure 5 A cross-sectional view of the harmonic drive mechanism is shown.

[0040] Figure 6 A cross-sectional view of the central drive unit along the axis of rotation is shown; and

[0041] Figure 7 A cross-sectional view of the hub drive unit along the axis of rotation is shown. Detailed Implementation

[0042] Components that are identical or have the same function are identified by the same reference numerals in the accompanying drawings. Repeating components are not always individually labeled in every drawing.

[0043] Figure 1 and 2 Exemplary examples of a vehicle F are shown, specifically a bicycle, particularly a power-assisted bicycle or electric-assisted bicycle. The vehicle can be driven simultaneously by an electric motor and by human muscle force, particularly in such a way that the drive from human muscle force is assisted by an electric motor drive unit 1. The vehicle F comprises, in a known manner, a frame 3 and two traveling mechanisms 3, specifically a front wheel and a rear wheel. Pedal axles 4 are provided at the center and lower end of the frame 2. A wheel axle 5 is provided at the connection point between the frame 2 and the rear wheel. Figure 1 One embodiment is shown in the diagram, in which the drive unit 1 is configured as a centrally located drive unit or centrally located motor and is situated on the foot pedal axle 4. Human muscle force is directly introduced into the drive unit 1 via a foot-operated crankshaft. The transmission output of the drive unit 1 is configured as a traction gear 6, such as a sprocket, and is connected to the rear wheel hub 8 via a traction element 7, such as a chain or toothed belt. According to... Figure 2 In this embodiment, the drive unit 1 is configured as a hub drive unit and mounted on the wheel axle 5 or hub shaft, or the load-bearing structure of the drive unit can form the hub shaft itself. In this case, the transmission mechanism output end or output driven shaft of the drive unit 1 is configured as a housing. This cylindrical driven end form surrounding the hub allows transmission via spokes 9 (in... Figure 2 (Only schematically shown) The rotational motion of the driven side is transmitted to the rear wheel. The drive unit 1 is connected to the pedal support 4 via the traction member 3, through which the human muscle force is introduced into the drive unit 1.

[0044] Figure 3 and 4 Shown from the outside Figure 1 and 2 A top view of the drive unit 1, specifically, Figure 3 The drive unit 1 is shown as a mid-mounted motor assembly. Figure 4The drive unit 1 is shown as a hub motor assembly.

[0045] According to Figure 3 In the mid-mounted motor assembly, the rotation axis 10 of the drive unit 1 is located on the pedal axle 4. The crank arms 11 and pedals 12 of the vehicle F rotate about the pedal axle during pedaling motion by the operator. A traction gear 6 transmits the rotational motion to the rear wheel. The width of the drive unit 1 is indicated by B1. The distance between the crank arms 11 is indicated by B2. To enable comfortable and anatomically sound pedaling, the distance B2 between the crank arms 11 along the rotation axis should be between 140mm and 180mm. Therefore, the width B1 of the drive unit 1 should be correspondingly smaller. Furthermore, Figure 3 An optional control unit 13 is shown, which can be integrated into the drive unit 1. The control unit 13 can be connected to multiple sensors to detect, monitor, and, if necessary, control the operating status of the drive unit 1 and the vehicle F. Furthermore, the control unit 13 can be connected to a display unit 14, such as a light-emitting display, which can be viewed from outside the drive unit 1. For example, the display unit 14 is located behind a window in a housing outside the drive unit 1.

[0046] exist Figure 4 The diagram shows one embodiment of the drive unit 1 as a hub drive unit. The rotation axis 10 of the drive unit 1 is located on the axle 5, about which the rear wheel rotates during vehicle F travel. Rotation from the pedal 12 of vehicle F is transmitted to the drive unit 1 via the traction gear 6. The drive unit 1, as a mid-mounted drive unit, is supported by a rotating crankshaft 15 (see diagram). Figure 6 ) passes through, while the drive unit, as a hub drive unit, is driven by a stationary shaft 16 (see Figure 7 The rear wheel rotates about the axle. A shell-like outer structure (hub housing) serves as the output end of the transmission mechanism and thus as the output driven shaft 35. This outer structure rotates about the axle 16 and is non-rotatably connected to the spokes 9. The spokes 9 then transmit the rotational motion to the rest of the rear wheel.

[0047] Figure 5A transverse sectional view through the harmonic drive mechanisms 19a and 19b used in this invention is shown, and the basic operating principle of the harmonic drive mechanisms should be roughly schematically illustrated. The harmonic drive mechanisms 19a and 19b are arranged about a rotation axis 10 and include wave generators 20a and 20b, rotating supports 21a and 21b, particularly (grooved) ball bearings, flexures 22a and 22b, and gear rings 23a and 23b. As will be explained in the further description of the specific embodiments below, the drive unit 1 has a drive harmonic drive mechanism 19a and a variable harmonic drive mechanism 19b. Elements identified by reference numerals 20a, 21a, 22a, and 23a belong to the drive harmonic drive mechanism 19a. Elements identified by reference numerals 20b, 21b, 22b, and 23b belong to the variable harmonic drive mechanism 19b. For Figure 5 The structural features described relate to both the drive harmonic drive mechanism 19a and the variable harmonic drive mechanism 19b.

[0048] Components marked with "a" belong to the drive harmonic drive mechanism, and components marked with "b" belong to the variable harmonic drive mechanism. Gear rings 23a / 23b and wave generators 20a / 20b are constructed as rigid members, while flexible wheels 22a / 22b are flexible or elastic. Wave generators 20a / 20b are constructed in an elliptical shape, and flexible wheels 22a / 22b are supported on the corresponding wave generators 20a / 20b by rotating supports 21a / 21b, such that flexible wheels 22a / 22b adapt to the elliptical shape of the corresponding wave generators 20a / 20b due to their elasticity. Gear rings 23a / 23b have internal teeth, and flexible wheels 22a / 22b have partially complementary external teeth; flexible wheels 22a / 22b typically have fewer teeth than the corresponding gear rings 23a / 23b. Due to the elliptical shape of the wave generators 20a / 20b, the outer teeth of the corresponding flexible wheels 22a / 22b are pressed into the inner teeth of the corresponding gear rings 23a / 23b along the main axis of the wave generators 20a / 20b. The elastic deformation of the flexible wheels 22a / 22b simultaneously ensures that the outer teeth of the flexible wheels disengage from the inner teeth of the corresponding gear rings 23a / 23b along the secondary axis of the wave generators 20a / 20b. Now, if the wave generators 20a / 20b rotate, the corresponding flexible wheels 22a / 22b rotate in the opposite direction of rotation at a reduction ratio of i = zH / (zH-zF), where zH is the number of teeth on the corresponding gear rings 23a / 23b, and zF is the number of teeth on the corresponding flexible wheels 22a / 22b. For example, if the flexible wheels 22a / 22b are fixed, the gear rings 23a / 23b rotate in the same direction as the wave generators 20a / 20b at a correspondingly reduced speed. If the gear rings 23a / 23b are fixed, the flexures 22a / 22b rotate in the opposite direction of rotation to the wave generators 20a / 20b at a correspondingly reduced speed. These harmonic drive mechanisms 19a, 19b are composite drive mechanisms, and their basic functional principle is known from the prior art. To drive the harmonic drive mechanisms 19a, 19b, motors 24a / 24b can be present, through which the rotation of the corresponding wave generators 20a / 20b is achieved. Each motor 24a / 24b includes a rotor 25a / 25b and a stator 26a / 26b. The rotors 25a / 25b are connected to the wave generators 20a / 20b to be driven by the rotors. Conversely, the stators 26a / 26b are positioned relative to the load-bearing structure 18 (in... Figure 6 The middle part is also the main outer shell; in Figure 7 The hub support shaft 17 is fixedly positioned in the middle.

[0049] Figure 6 and 7 The following are cross-sectional views of the drive unit 1 in the vertical direction and along the respective rotation axis 10. Figure 6 The centrally located motor is shown. Figure 7 The hub motor is shown.

[0050] First, refer to Figure 6 This section further explains the possible basic structure of drive unit 1 and its possible functional principles. Therefore, Figure 6 As shown in Figure 1 and 3 The driving unit 1 described in the text.

[0051] In this embodiment, the support structure 18 of the drive unit 1 is configured for fixed mounting on the frame 2 of the vehicle F, as in... Figure 6 As exemplarily shown by the arrow on frame 2. The support structure 18 not only constitutes a shell-like protective structure for the transmission mechanism components, which will be described in detail below, but also constitutes the main support structure for the transmission mechanism components that can move relative to the support structure during operation. A drive harmonic drive mechanism 19a and a variable harmonic drive mechanism 19b are disposed within the internal space of the support structure 18. The gear ring 23a of the drive harmonic drive mechanism 19a is fixedly positioned relative to the support structure 18, and for this purpose, it can be formed by the support structure 18 itself or fixedly connected to the support structure, for example, by pressing the gear ring of the gear ring 23a into a suitable, pre-formed receiving portion of the support structure 18. In contrast, the gear ring 23b of the variable harmonic drive mechanism 19b can rotate relative to the support structure 18 about the rotation axis 10.

[0052] Thus, the driving energy provided by the motor 24a for driving the vehicle F puts the wave generator 20a into rotational motion via the interaction between the rotor 25a and the stator 26a. The wave generator thus rotates about the rotation axis 10 and is supported for this purpose in a rotating support 21a and another rotating support 27. Both rotating supports 21a and 27 can be located on a common support plane E1, which extends radially relative to the rotation axis. Through the action of the wave generator 20a as previously described, the flexible wheel 22a is also put into rotational motion about the rotation axis R, since the corresponding gear ring 23a is not relatively rotatable relative to the bearing structure 18.

[0053] In addition to the external teeth that mesh with the internal teeth of the gear ring 23a, the flexible wheel 22a also includes a transmission region extending in the axial direction of the rotation axis toward the motor 24a. The transmission region is in the form of a hollow cylindrical transmission sleeve 28a. The transmission sleeve extends in the axial direction along the rotation axis 10 away from the external teeth of the flexible wheel 22a via the motor 24a to the transmission base plate 29a, thus the flexible wheel 22a is generally constructed as a cup-shaped flexible wheel.

[0054] Via crank arm 11 (the crank arm has in Figure 6The manually operated components (not detailed in the description, such as the already mentioned foot pedals) apply driving energy provided by human muscle force and supply it to the drive unit 15 via a crankshaft 15 that is non-rotatably connected to the crank arm 11. This crankshaft functions as the input drive shaft in this case. For this purpose, a receiving ring 30 is provided, which is disposed inside the drive unit 1 and non-rotatably connected to the crankshaft 15. The receiving ring 30 can be permanently non-rotatably connected to the gear ring 23b, or as in... Figure 6 As shown, the gear ring is selectively connected to or in active connection with the crankshaft 15 in a non-rotatable manner in the driving rotation direction via a one-way clutch 31. Thus, unlike the gear ring 23a of the driving harmonic drive mechanism 19a, the gear ring 23b of the variable harmonic drive mechanism 19b can rotate relative to the carrier structure 18. If the crankshaft 15 is placed in rotational motion by the user of the vehicle F in the driving direction, the gear ring 23b also rotates about the rotation axis 10. This rotational motion is transmitted to the flexible wheel 22b of the variable harmonic drive mechanism 19b. The flexible wheel 22b includes a transmission sleeve 28b and a transmission base plate 29b in a manner similar to that of the flexible wheel 22a, in which case the transmission sleeve 28b extends axially along the rotation axis 10 in a direction away from the external teeth of the flexible wheel 22b via the motor 24b to the transmission base plate 29b. Thus, in this case, the flexible wheel 22b is also generally constructed as a cup-shaped flexible wheel. The two cup-shaped flexures 22a and 22b are arranged facing each other along the axis of rotation 10 with their respective cup bases in the form of transmission base plates. It is possible, through the operation of the variable motor 24b, to modify or change the rotational motion of the output side of the flexure 22b relative to the rotational motion of the drive side of the crankshaft 15 or the gear ring 23b.

[0055] The two flexible wheels 29a and 29b are non-rotatably connected to each other on the driven side in at least one rotational direction, preferably permanently non-rotatably connected in both rotational directions about the axis of rotation. In this specific embodiment, the two flexible wheels 29a and 29b are not directly connected to each other—but this is also covered by the invention—but are indirectly connected to each other by means of a connecting disc 32, on which one of the two transfer base plates 29a and 29b is fixed respectively, for example, by material locking and / or form locking. The connecting disc 32 may be generally constructed as an annular disc and extends, for example, radially outward from the axis of rotation into a region extending from the height of the support 27, until it exceeds the height of one or both of the motors 23a and 24b and even exceeds the height of at least one of the gear rings 23a and 23b, particularly exceeding the height of both gear rings 24a and 23b.

[0056] The connecting disc 32 and the driven sleeve 33 are non-rotatably connected. The driven sleeve may extend in the direction of the rotation axis 10 or in the axial direction, for example, on a variable motor 24b and also on a variable harmonic drive mechanism 19b, and includes a driven base plate 34 at its end opposite the connecting disc 32, which terminates in a driven shaft 35. The driven shaft 35 may, for example, be connected to a sprocket of a traction element drive mechanism (in... Figure 6 (not shown in the image) coupling.

[0057] Thus, when viewed in the axial direction of the rotation axis, for example, an arrangement can be achieved in which the driven shaft 35, the driven base plate 34, the receiving ring 30, the variable motor 24b, the transmission base plates 29a and 29b, the connecting plate 32 between the transmission base plates, the drive motor 24a, and the rotating support 27 can be positioned side by side and sequentially in the order described above, thereby achieving a relatively compact overall arrangement.

[0058] There is also a wide range of variation in the necessary support plane E extending radially relative to the axis of rotation 10. Here, the current embodiment with support plane E1 has such a support plane in which the two rotary supports 21a and 27 are disposed. Another support plane E2 includes two rotary supports 21b and 36, where the rotary support 36 is similar to the rotary support 27. Two support planes, E3 and E4, exist for supporting the crankshaft 15, and these two support planes are located in the lateral edge regions opposite each other in the axial direction of the axis of rotation 10. In support plane E3, the load-bearing structure 18 is supported relative to the crankshaft 15 by rotary support 37. Conversely, two rotary supports 38 and 39 are located in support plane E4, which are radially spaced apart from each other, supporting the crankshaft 15 on one hand relative to the driven shaft 35, and on the other hand relative to the load-bearing structure 18. Finally, another rotary support 38 is provided in the support plane E5, through which the crankshaft 15 is supported relative to the gear ring 23b. Thus, the gear ring 23b itself actually only includes the rotary support 38 for support.

[0059] The overall shape of the two flexible wheels 22a and 22b can be axially fixed in the axial direction of the rotation axis 10 by only one support plane E4. It is particularly unnecessary for the two flexible wheels 22a and 22b to be supported radially on a load-bearing structure in their connection area, especially including the possible connecting disc 32. Instead, Figure 6The embodiments shown in the text indicate that the annular gap 39, which completely surrounds the axis of rotation 10, can be positioned radially outward between the support structure 18 or the component fixed relative to the support structure 18 and the flexible wheels 22a and 22b at the axial height of its transmission base plates 29a and 29b and at the axial height of the connecting plate 32.

[0060] at last, Figure 7 The connection of the drive unit as a hub motor according to the present invention is shown. Refer mainly to the preceding text, especially to... Figure 6 The explanation is provided here, and only a few key differences are highlighted.

[0061] According to Figure 6 The variations are different, in Figure 7 In this configuration, the driving energy provided by human muscle force is supplied not through crankshaft 15 but through input drive shaft 15', which is connected, for example, to the driven flange or similar of a traction transmission mechanism, which can also be operated by human muscle force. This input shaft is rotatably supported by swivel supports 36 and 37 relative to hub support shaft 17 fixed to the frame or to a load-bearing structure 18 that is not relatively rotatable and positionally fixed relative to the possible mounting frame of the vehicle. The design scheme of the driven end of drive unit 1 is based on… Figure 6 The embodiments differ. Instead of a driven shaft 35 that protrudes laterally in the axial direction, in the present case a housing-type or hollow cylindrical driven shaft 35 is provided, which encloses the drive unit 1 in the radial direction 10 relative to the axis of rotation, and the driven shaft is directly or indirectly connected to the wheel to be driven, for example, by means of spokes in a manner known per se.

[0062] Another difference is that the driven sleeve 33 and the driven base plate 34 are not required because the driven end does not need to extend laterally from the drive unit 1 in the axial direction, but only extends radially outward to the driven shaft 35, which in this case is constructed as a substantially housing-like structure. For this purpose, only a connecting plate 32, preferably constructed flat, is needed. The connecting plate 32 can be customized according to… Figure 7 The connecting disc 32 is connected to one of the transmission base plates 29a and 29b on its two opposing annular disc sides, respectively. The connecting disc 32 can be non-rotatably connected to the driven shaft 35 by its outer edge side in the radial direction relative to the axis of rotation or by the outer edge region of its annular disc side in the radial direction.

[0063] One-way clutch 31 is optional. Alternatively, the input shaft 15' and the gear ring 23b may form a single anti-rotation unit in both rotational directions.

Claims

1. A drive unit (1) for a vehicle (F) capable of being driven simultaneously by both human muscle force and electric motor power, the drive unit comprising: Load-bearing structure (18). Input drive shafts (15, 15') are used to transmit drive energy generated by human muscle force. The driven shaft (35) is used to output driving energy to the driving device (3). A first electric drive unit, the first electric drive unit having: - Drive harmonic drive mechanism (19a), which has a first wave generator (20a), a first flexible wheel (22a) and a first gear ring (23a). - Drive motor (24a), the drive motor having a stator (26a) and a rotor (25a), the drive energy of the drive motor (24a) can be transmitted to the output driven shaft (35) via a drive harmonic transmission mechanism (19a). A second electric drive unit, the second electric drive unit having - A variable harmonic drive mechanism (19b) is provided in the transmission chain between the input drive shaft (15, 15') and the output driven shaft (35), the variable harmonic drive mechanism having a second wave generator (20b), a second flexible wheel (22b) and a second gear ring (23b). - A variable motor (24b), which has a stator (26b) and a rotor (25b), the driving energy of which can be introduced into a variable harmonic drive mechanism (19b). The variable harmonic drive mechanism (19b) is configured such that it transmits the accumulated energy from human muscle force and the variable motor (24b) to the output driven shaft (35) of the drive unit (1). Its features are, - The first gear ring (23a) is fixedly positioned relative to the bearing structure (18) of the drive unit (1). - The second toothed ring (23b) is rotatably disposed relative to the bearing structure (18) about the rotation axis (10). Furthermore, the first flexible wheel (22a), the second flexible wheel (22b), and the output driven shaft (35) are rotatably connected to each other about the rotation axis (10) without relative rotation, so that the first flexible wheel (22a) and the second flexible wheel (22b) transmit the accumulated driving energy from human muscle force, the drive motor (24a), and the variable motor (24b) to the output driven shaft (35).

2. The driving unit (1) according to claim 1, characterized in that, The rotating elements of the drive harmonic drive mechanism (19a), the variable harmonic drive mechanism (19b), the input drive shaft (15, 15'), and the output driven shaft (35) can rotate about the rotation axis (10).

3. The driving unit (1) according to any one of the preceding claims, characterized in that, The first flexible wheel (22a) and the second flexible wheel (22b) are respectively constructed as cup-shaped flexible wheels or hat-shaped flexible wheels, and for this purpose... -Radially flexible sleeves are respectively constructed in the tooth regions of the first and second flexible wheels. -A region having a transmission sleeve (28a, 28b) axially connected to the radially flexible sleeve, and -In the case of cup-shaped flexible wheels, each has a transmission base plate (29a, 29b) extending radially along the rotation axis (10) of the respective flexible wheel (22a, 22b), or in the case of cap-shaped flexible wheels, each has a transmission cap flange plate. The first flexible wheel (22a) and the second flexible wheel (22b) are arranged offset from each other along the rotation axis (10), such that the transmission base plate (29a, 29b) or the transmission cap edge plate face each other and the areas of each tooth are opposite to each other.

4. The driving unit (1) according to claim 3, characterized in that, The first flexible wheel and / or the second flexible wheel (22a, 22b) are arranged in the transmission chain such that the first flexible wheel and / or the second flexible wheel (22a, 22b) output to the output driven shaft (35) via the transmission sleeve (28a, 28b) and / or the transmission base plate (29a, 29b), respectively.

5. The driving unit (1) according to any one of the preceding claims, characterized in that, Along the axis of rotation (10). - Between the drive motor (19a) and the variable motor (19b), or - Along the axis of rotation (10) between the variable motor (19b) and the axial end of the supporting structure (18). There is a flexible wheel connection portion, which is configured such that the first flexible wheel and the second flexible wheel (22a, 22b) are connected to each other at least indirectly in one rotational direction about the rotation axis (10) without being rotatably relative to each other.

6. The driving unit (1) according to claim 5, characterized in that, The flexible wheel connection extends radially relative to the rotation axis (10) to the height of the first wave generator and / or the second wave generator (20a, 20b) and / or to the height of the stator (26a, 26b) and / or rotor (25a, 25b) of the drive motor (24a) and / or the variable motor (24b).

7. The drive unit (1) according to any one of claims 5 or 6, characterized in that, Between the inner wall of the bearing structure (18) and the flexible wheel connection, there is an annular gap (39) extending in a radial direction relative to the rotation axis (10) and completely surrounding the rotation axis (10) in a direction away from the inner wall. The radial extension dimension of the annular gap (39) is preferably 3 mm at most, and especially 2 mm at most.

8. The drive unit (1) according to any one of claims 5 to 7, characterized in that, The flexible gear connection portion has at least one of the following features: - The first flexible wheel and the second flexible wheel (22a, 22b) are directly connected to each other, especially in the area of ​​their drive discs; - There is a connecting plate (32), which indirectly connects the first flexible wheel and the second flexible wheel (22a, 22b) to each other, especially in the region of the transmission base plate (29a, 29b) of each of the flexible wheels; - There exists a form-locking device that acts in the circumferential direction along the rotation axis (10), the form-locking device having form-locking elements that are at least partially complementary on the first flexible wheel and the second flexible wheel (22a, 22b).

9. The driving unit (1) according to any one of the preceding claims, characterized in that, A driven sleeve (33) is provided, which connects the first and / or second flexible wheels (22a, 22b) or the connecting base plate (34) or the connecting cap flange plate to the output driven shaft (35), wherein in particular - The drive motor (19a) or the variable motor (19b) is positioned in the internal space of the driven sleeve (33), and / or - The first gear ring and / or the second gear ring (23a, 23b) are positioned in the internal space of the driven sleeve (33).

10. The driving unit (1) according to any one of the preceding claims, characterized in that, The second gear ring (23b) is coupled relative to the input drive shaft (33) in at least one direction via a one-way clutch (31).

11. The driving unit (1) according to any one of the preceding claims, characterized in that, The second gear ring (23b) is supported on the input drive shaft by at least one support position.

12. The driving unit (1) according to any one of the preceding claims, characterized in that, The first gear ring (23a) extends its internal teeth along the axial direction of the rotation axis (10), such that the internal teeth are located only in one region of the drive unit (1), which extends from the drive motor (19a) in the direction of the rotation axis (10) in the opposite direction to the variable motor (19b); and / or The second gear ring (23b) extends its internal teeth along the axial direction of the rotation axis (10) such that the internal teeth are located in only one region of the drive unit (1), which extends from the variable motor (19b) in the direction of the rotation axis (10) in the opposite direction to the drive motor (19a).

13. The driving unit (1) according to any one of the preceding claims, characterized in that, The stator (26b) of the variable motor (19b) and the stator (26a) of the drive motor (26a) are arranged between the first gear ring and the second gear ring (23a, 23b) along the axial direction of the rotation axis (10).

14. A vehicle (F) capable of being driven simultaneously by both human muscle force and electric motor power, said vehicle having a drive unit (1) according to any one of the preceding claims, characterized in that, The means of transport are constructed as monorail, double-rail, or triple-rail vehicles, particularly as electric bicycles, electric-assisted bicycles, electric-assisted bicycles, freight bicycles, cargo bicycles, or transport bicycles.

15. The means of transport (F) according to claim 14, characterized in that, The means of transport has at least one of the following characteristics: The vehicle includes a frame (2), the frame having, in particular, an upper tube and / or a lower tube; The vehicle includes an electric storage device, which is particularly disposed in the upper pipe and / or the lower pipe; The vehicle includes front wheels and rear wheels; The vehicle includes front wheels configured to be steerable; The vehicle includes a pedal (12) configured to rotate about a pedal shaft (4) via a crank arm (11), and the pedal is connected, in particular, to the input drive shaft (15) in a non-rotatable manner.

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