Bicycle, pedelec, e-bike or bicycle with auxiliary drive, method for assembly, method for avoiding pedal kickback, method for transmitting a drive torque and method for eliminating an interaction between a drive train with a traction gear unit and a spring / damping device

Abstract

Bicycle, pedelec, e-bike or bicycle with auxiliary drive, a) with a front wheel (2) and at least one rear wheel (3) connected to each other via a frame (1), wherein the front wheel (2) is rotatably mounted about a front wheel axle (33) and the rear wheel (3) about a rear wheel axle (15), and b) a traction element transmission unit (16) with a drive traction element (28) driven by a drive traction element pulley (30) and a driven traction element (29) driving a driven traction element pulley (31), wherein the drive traction element (28) and the driven traction element (29) are arranged in series with each other and are in transmission connection with each other via a transmission traction element pulley unit (41), wherein the transmission traction element pulley unit (41) comprises an input traction element pulley (42) engaging with the drive traction element (28) and an output traction element pulley (43) engaging with the driven traction element (29). exhibitswherein the input traction center pulley (42) and the output traction center pulley (43) are rotatable coaxially relative to each other, wherein the drive traction center pulley (30) is driven by a drive shaft (35) connected to pedals (13) and / or a drive unit (34) and the rear wheel (3) or the front wheel (2) is driven by the output traction center pulley (31), characterized in that the traction center drive unit (16) is designed such that it is completely decoupled from the frame (1) and absorbs tension forces of the drive (28) and output traction (29) and transmits torque forces introduced into the traction center drive unit (16) via the drive traction center pulley (30) to the output traction center pulley (31) insulated from the frame (1), wherein a first support unit (25) supporting the drive traction center pulley (30) and the input traction center pulley (42) is provided for absorbing tension forces of the drive traction (28) independently of the frame (1). is,and wherein a second support unit (26) supporting the output pulley (43) and the output pulley (31) for absorbing clamping forces of the output pulley (29) independently of the frame (1) is provided, wherein the first support unit (25) and the second support unit (26) are rotatably mounted relative to each other about the transmission pulley unit (41), wherein the transmission pulley unit (41) is mounted exclusively via the first support unit (25) and the second support unit (26), and wherein the first support unit (25) is rotatably mounted on the frame (1) about a drive axle (14) of the bicycle, pedelec, e-bike or bicycle with auxiliary drive, and the second support unit (26) is rotatably mounted on the frame (1) about the rear wheel axle (15) or the front wheel axle (33) of the bicycle, pedelec, e-bike or bicycle with auxiliary drive, wherein the pulley drive unit (16) exclusively is mounted on the frame (1) via these bearings.

Description

The invention relates to a bicycle, pedelec, e-bike or bicycle with auxiliary drive. Furthermore, the invention relates to a method for assembling such a vehicle, a method for preventing pedal kickback in such a vehicle, a method for transmitting a drive torque of such a vehicle via a traction drive unit, and a method for eliminating the interaction between a drive train with a traction drive unit and a spring / damping device in such a vehicle. Vehicles of this type are bicycles, in particular electric bicycles, e-bikes or pedelecs. In particular, vehicles of this type are part of vehicle categories L1e, L2e, L3e, L4e, L5e, L6e and L7e according to Article 4 of EU Regulation 2013 / 168 / EU of 15 January 2013.Furthermore, this includes, in particular, vehicles with a design-related maximum speed of up to 6 km / h, vehicles intended exclusively for use in sporting competitions, pedal-powered bicycles with pedal assist, especially those equipped with an electric auxiliary motor with a maximum continuous rated power of up to 250 W, the assistance of which is interrupted when the rider stops pedaling, and whose assistance progressively decreases with increasing vehicle speed and is interrupted before the vehicle reaches 25 km / h, self-balancing vehicles with electric drive, pedal-powered sports vehicles, pedal-powered vehicles that do not have at least one seat, and pedal-powered vehicles with an R-point (according to ECE-R 17) ≤400 mm. Cargo bikes are also included.They often have a front wheel and at least one rear wheel connected by a frame. However, they can also have multiple rear wheels, for example, two rear wheels, and / or multiple front wheels, for example, two front wheels, especially in any combination. These can be arranged side-by-side, transversely to the direction of travel, as in a tricycle or a vehicle with a sidecar, or one behind the other in the direction of travel, as in a tandem bicycle. The front wheel is typically mounted to rotate around a front axle, and the rear wheel around a rear axle. Such vehicles are increasingly being equipped with at least one electric motor to assist the user in propelling the vehicle.Typically, these vehicles are not powered solely by the electric motor; instead, the electric motor assists the user in propelling the vehicle using their own human muscle power. The level of assistance is usually selectable. This allows a user to contribute precisely as much power as they are able or willing to while traveling at a comfortable and practical speed. Furthermore, vehicles of this type can also be autonomous, meaning they can operate without active driver input. Vehicles of this type typically have at least one traction element that transmits drive energy, derived from human muscle power and / or a motor such as an electric motor, to at least one driven wheel, for example, at least one rear wheel or at least one front wheel. Chains and / or belts are typically used as traction elements. Both have their advantages and disadvantages. Chains typically experience increased wear and have a comparatively short service life. Belts, on the other hand, have a significantly longer service life but require very high tension to ensure reliable power transmission. The resulting tension forces must usually be absorbed by the vehicle's frame. CN 1 09 533 163 A describes a vehicle of this type, in particular a folding bicycle, which has a traction device unit of this type for transmitting the drive energy. The traction device unit comprises a drive traction element driven by a drive traction pulley and a driven traction element driving a driven traction pulley. The drive traction pulley thus represents the "power input" and the driven traction pulley the "power output" to the driven wheel. In the case of CN 1 09 533 163 A, the drive traction element is a chain and the driven traction element is a belt. The drive and driven traction elements are arranged in series with each other and are connected via a transmission traction pulley unit.The transmission pulley unit comprises an input pulley that engages with the drive pulley and an output pulley that engages with the output pulley, wherein the input pulley and the output pulley are rotatable coaxially relative to each other. The input pulley and the output pulley are rotationally fixed relative to each other. The drive pulley is driven by a drive shaft connected to pedals and / or a drive unit, thereby driving the drive pulley, which in turn drives the output pulley via the transmission pulley unit. The output pulley, in turn, drives the output pulley, which is in drive connection with the rear wheel or the front wheel and thereby initiates a propulsive movement. Further bicycles of this type, pedelecs, e-bikes, or bicycles with auxiliary drive are known from DE 40 01 728 A1 and US 2016 / 0 052 591 A1.Vehicles of a different type are described in documents US 5 921 341 A and US 4 735 277 A. The conventional design of the vehicle and the traction drive unit has several disadvantages. Firstly, all drive components are fixed to the vehicle frame. This results in the traction elements being tensioned between these frame-mounted drive components. Consequently, the tension forces generated by the preload of the traction elements are transferred into the frame, which must be compensated for by a correspondingly heavy, robust, and inflexible frame design, especially in the case of belts as traction elements. Since the frame of the conventional vehicle is used to absorb the preload forces of the traction elements, the traction elements can only be preloaded after they have been mounted to the frame and thus to the vehicle.This, combined with the fact that all transmission components must also be individually fixed to the frame, results in increased assembly effort for state-of-the-art transmission units. The high pretension forces required for belt use are typically impossible for the end user to achieve in practice and lead to increased maintenance. Furthermore, shifts in the axle spacing between the drive axle and the axle of the driven rear wheel, caused by the rear wheel's spring movements relative to the frame, currently require additional tensioning elements for the drive components, such as separate chain tensioners.If the traction elements are to remain tensioned even during braking, for example to recover drive energy via recuperation, two such tensioning elements would have to be attached to the traction element, since the loaded and unloaded sections alternate at this point. Due to the high complexity and cost, this is typically not implemented. Against this background, the object of the present invention is to reduce or eliminate the disadvantages of the prior art. Specifically, a vehicle of the generic type with an improved transmission unit is to be provided. In particular, the assembly and operation of the vehicle, and especially of the transmission unit, are to be simplified. The problem is solved using a vehicle and one of the methods according to the dependent claims. Preferred embodiments are specified in the dependent claims. Specifically, in the aforementioned vehicle of the type described above, the solution is achieved by providing, with respect to the traction device transmission unit, a first support unit for the drive traction device and the input traction device pulley, and a second support unit for the output traction device and the driven traction device pulley, for the driven traction device. The first and second support units are also rotatable relative to each other about the transmission traction device pulley unit. A key concept of the invention is therefore that the traction device transmission unit itself is designed such that the tension forces or preload forces of the traction devices used—i.e., the drive traction device and the driven traction device—are absorbed by separate support units that are not part of the vehicle frame.This makes it possible to decouple the tension forces required for the operation of the traction element from the torques transmitted via the traction element drive unit, which offers the advantages described in more detail below. Independent of the specific vehicle, the traction element unit according to the invention thus constitutes an independent component that also absorbs the tension forces required for tensioning the respective traction elements. The support units are therefore part of the traction element drive unit itself, so that it can be arranged or mounted on the vehicle frame virtually stress-free. The first and second support units completely absorb the tension forces or pre-tension forces of the drive traction element and the output traction element. For this reason, the support units prevent the tension forces from being transmitted into the frame.The drive pulley, the output pulley, and the transmission pulley are rotatably mounted in their respective support units, allowing the traction element circulating around the pulleys to transmit a rotational movement about their respective axes in a manner known per se. In addition, the two support units are also rotatable relative to each other, particularly about the axis of rotation of the transmission pulley unit. This rotatability of the support units allows the distance between the drive pulley and the output pulley, or their axes of rotation, to be dynamically adjusted to the structural conditions of the respective vehicle and / or during operation, for example, during suspension movements of the front or rear wheel, as will be explained in more detail below. Ultimately, the traction drive unit thus gains one degree of freedom of movement in a plane perpendicular to the axis of rotation of the drive and output pulleys.At this point, it is important to emphasize that such a rotation of the two support units relative to each other, i.e., a change in their angular position, does not affect the tension of the traction elements themselves. As will be shown in more detail below, this approach is entirely novel and allows for the complete elimination of elements that "retension" the traction element during operation, such as a chain tensioner. Furthermore, the fact that the distance between the drive and output traction element pulleys can be variably adjusted significantly simplifies the assembly of the traction element gear unit. It is also essential that the traction gear unit according to the invention is designed as a self-contained, and in particular easily portable by one person, integrated unit with traction elements already tensioned within this unit, independent of any installation in a vehicle. The traction gear unit thus represents an optimally versatile functional module that can be easily and effortlessly installed at various axle distances between a drive axis and an output axis in a vehicle of the type mentioned above. Therefore, the traction gear unit preferably weighs less than 5 kg, and in particular less than 3 kg.Furthermore, it offers the possibility of providing a drive train, preferably self-contained except for the input and output connection points, which can be pre-assembled and practically ready for use without requiring any significant individual adjustments to the vehicle. The support units can therefore be elements that, on the one hand, enable a rigid distance between the axes of rotation of the drive pulley and the transmission pulley unit, and on the other hand, a rigid distance between the axes of rotation of the output pulley and the transmission pulley unit, and that simultaneously absorb the clamping forces required to tension or maintain the tension of the respective traction elements. For this purpose, the support units obviously possess a minimum stability sufficient to absorb not only the clamping forces introduced via the traction elements but also the driving forces introduced by the drive. Preferably, both support units extend longitudinally along a longitudinal axis between the respective axes of rotation, and are particularly, especially in pairs, designed as webs. Within the traction element drive unit, the drive energy is transferred from the drive traction element pulley to the drive traction element. From the drive traction element, the drive energy is then transferred to the input traction element pulley of the transmission traction element pulley unit, which in turn passes it on to the output traction element pulley. The output traction element pulley drives the output traction element pulley via the output traction element. Thus, the at least two traction elements are functionally arranged one behind the other in series, or in the direction of power transmission. Preferably, the input traction element pulley and the output traction element pulley of the transmission traction element pulley unit are arranged coaxially with each other. For this purpose, the transmission traction element pulley unit preferably has a transmission axis, with the input traction element pulley and the output traction element pulley being arranged coaxially with the transmission axis.The transmission axis also preferably represents the axis of rotation around which the first and second support units are designed to pivot relative to each other. In other words, the transmission axis thus forms the "knee" between the two support units. The transmission of drive energy from the input drive pulley to the output drive pulley can be implemented in various ways, for example, using a wide range of gears. Additional gear elements could be arranged to transmit the drive energy between the two drive pulleys. However, it is preferred that the input and output drive pulleys are rotationally fixed relative to each other. Particularly preferred are they formed as a single piece. The input and output drive pulleys then form a single component. The transmission drive pulley unit can also be implemented as a single component, connected to both the drive and output drive components. As will be explained in more detail below, the traction gear unit according to the invention can significantly minimize or even eliminate the mutual influence between the drive and the suspension ("antisquat") in vehicles of this type, while simultaneously achieving increased design freedom, in particular in that antisquat optimization is possible independently of the intersection of the traction centerline with the antisquat line known in the prior art. Additionally or alternatively, the undesirable effect of "pedal kickback" can also be effectively counteracted. For this purpose, it may be preferred if the transmission ratio from the input traction center pulley to the output traction center pulley and / or from the drive traction center pulley to the output traction center pulley and / or from the drive traction center pulley to the input traction center pulley and / or from the output traction center pulley to the output traction center pulley is one to one.Of course, larger or smaller transmission ratios can also be used. However, a one-to-one ratio is preferred. In particular, if the drive pulleys of the transmission pulley unit—that is, the input and output pulleys—have the same effective radius as the input and output pulleys, the pedal kickback can be completely compensated. In this case, there is also a one-to-one transmission ratio between these drive pulleys. The effective radius refers to the radial distance from a circumferential surface of the drive pulley in contact with the drive element to the axis of rotation. However, the invention also makes it possible to set any desired pedal kickback.For example, if the effective radii of the input and output pulleys (i.e., the transmission pulley assembly) are smaller than the effective radii of the input and output pulleys, a positive pedal kickback occurs when the driven wheel, for example the rear wheel, compresses – that is, a pedal kickback directed against the pedaling direction. Conversely, if the effective radii of the input and output pulleys are larger than the effective radii of the input and output pulleys, a negative pedal kickback occurs when the driven wheel compresses – that is, a pedal kickback directed in the pedaling direction.In summary, it can therefore be stated that the traction unit according to the invention particularly advantageously allows a variation of the transmission ratio and thus, in particular with regard to the so-called pedal kickback, practically enables an “adjustment” of the pedal kickback towards individual behavior, including an elimination of pedal kickback or the adjustment of a desired pedal kickback behavior. A one-to-one gear ratio from the input pulley to the output pulley is not strictly necessary. Particularly in high-speed vehicles, such as racing bicycles, it may be preferable to increase the speed from the input pulley to the output pulley. Gear ratios of 1 to 1.5, for example, can be used. However, even in this case, the pedal kickback can be completely or at least almost completely avoided with the inventive drive unit, so that it no longer plays a role in practice. To achieve an increase in speed towards the output pulley, the number of teeth or the diameter of the input pulley must be larger than the number of teeth or the diameter of the output pulley.To eliminate or reduce pedal kickback even with such a gear ratio, it has been found that the number of teeth or the diameter of the transmission pulley assembly, i.e., the input pulley and the output pulley, should lie between the number of teeth or the diameter of the input pulley and the output pulley. This is therefore a preferred embodiment of the invention for a high-speed gear ratio. In this way, the transmission pulley assembly compensates for the pedal kickback caused by the input and output pulleys. For example, with an input pulley tooth count of 46, an output pulley tooth count of 36, and a transmission pulley assembly tooth count of 40, the pedal kickback is reduced to almost zero. In this context, it is particularly important that the transmission pulley unit is supported exclusively by the first and second support units. Specifically, no fastening device is provided on or in the vicinity of the transmission pulley unit itself for rigid attachment to a vehicle frame. This exclusive support of the transmission pulley unit by the first and second support units ensures that the tension forces of the traction elements are indeed absorbed by the support units, enabling the complete, non-reactive transmission of these forces between torque input and torque output, for example, between a pedal and / or motor axle and a front or rear axle. To minimize wear on the traction elements and eliminate the risk of injury from the moving traction elements, it is preferred that the drive and driven traction elements are shielded or encapsulated from the outside. A housing is preferably provided for this purpose, within which the traction elements run. The primary function of the housing is therefore to form a physical barrier that protects the traction element from external influences, such as dirt. It is preferred that the housing is fixed to the support units. Ideally, the first support unit has a first housing and / or the second support unit has a second housing, with the housing(s) encapsulating or enclosing the drive or driven traction element, in particular completely, as appropriate.with the further involvement of one or more traction element pulleys. The encapsulation according to the invention does not necessarily imply a complete, for example, airtight, enclosure of the traction elements. A further advantage of using a housing is that the risk of injury is significantly reduced. For this purpose, it is preferably provided that the housing is designed at least such that it has no openings through which an operator could reach with a finger or hand. It is particularly preferred if the housing is formed at least substantially over the entire surface, at least around the traction element. Various material options are available. However, the first and / or the second housing is at least preferably made of plastic.Between the first and second housings, which move relative to each other, particularly when the support units rotate around the transmission pulley unit, one or more sealing elements can be provided to ensure complete encapsulation of the traction elements even when the housings move relative to each other. Such a sealing element can be, for example, an elastic sealing element and / or a labyrinth seal or similar. Even if the respective housings are composed of several parts, such sealing elements can be provided between the individual parts. The housing is preferably designed in multiple parts. In particular, it can be provided that the first housing and / or the second housing each has, in particular exactly, two housing halves or two housing shells which are designed to be complementary to each other in a contact area and together form the receiving interior for, in particular, the traction element.In principle, the support units can have a separate force-absorbing element, either in addition to or without the housing, which is designed to absorb the clamping forces of the traction elements, for example, a material web or similar. However, it is particularly preferred if such a force-absorbing element separate from the housing is omitted. It is therefore preferred if the first support unit, in particular entirely, is formed by the first housing itself, so that this first housing is designed to absorb the clamping forces of the drive traction element, in particular entirely. Additionally or alternatively, it is preferred that the second support unit, in particular entirely, is formed by the second housing, so that this second housing is designed to absorb the clamping forces of the output traction element, in particular entirely.The first and second housings are particularly advantageous in that they completely absorb the clamping forces of the drive and output traction elements. A separate force-absorbing component is therefore unnecessary. In this case, the respective support unit is entirely formed by the respective housing. Thus, the housing fulfills a dual function, serving not only to shield the traction elements but also to absorb the clamping forces required to tension them. Alternatively, a composite structure can be used, incorporating additional support elements within the housing to absorb the clamping and transmission forces required for the operation of the traction element drive unit. For adjusting the preload of the drive and output drive components, the methods known in the prior art for this application are generally suitable. It is preferred that the drive component gear unit has at least one drive component tensioner, and in particular one tensioner per drive component. According to a preferred embodiment, the first support unit has a first drive component tensioner for preloading the drive component, and / or the second support unit has a second drive component tensioner for preloading the output drive component. The first and / or the second drive component tensioner can, for example, be a linearly adjustable tensioning unit designed such that the distance between the axes of rotation between the drive or output drive pulley and the transmission drive pulley unit can be adjusted along a substantially linear adjustment curve.However, it is preferred if the clamping unit is designed as an eccentric tensioner. The respective support unit thus has an eccentrically shaped ring arranged coaxially to the respective tension pulley, which is accessible via a pre-tensioning access point from outside the tension drive unit. By rotating this eccentric tensioner, the distance between the drive tension pulley and the input tension pulley, or between the output tension pulley and the driven tension pulley, is changed, in particular increased, thereby pre-tensioning the drive or driven tension pulley. The tensioner of the first support unit can, for example, be arranged on the drive tension pulley or the input tension pulley. The tensioner of the second support unit can, for example, be arranged on the output tension pulley or the driven tension pulley. Preferably, the traction tensioner of the first support unit is arranged on the input traction pulley, and the traction tensioner of the second support unit is arranged on the output traction pulley. In other words, it is preferred that the first and / or second traction tensioner is arranged on the transmission traction pulley unit. As already mentioned, at least one pretensioning access point is provided through which the first and / or second traction tensioner can be accessed from the outside for setting a pretension position. Particularly preferably, each traction tensioner has at least one such pretensioning access point. The traction tensioner allows the pretension of the traction elements to be adjusted before the traction drive unit is mounted on the vehicle.This is made possible by the fact that the traction gear unit has its own support units to absorb the tensioning forces and does not rely on transferring these forces into the vehicle frame. This allows the traction gear preload to be set at the factory, so that even if the end user installs the traction gear unit on their vehicle themselves, no special tools are required. Furthermore, no specialized expertise is necessary. The exact arrangement of the tensioning devices is variable. For example, the transmission tensioning device unit can be mounted on the first support unit or housing and / or the second support unit or housing via a rotary bearing, such as a roller bearing. Preferably, the first and / or second tensioning device is arranged inside or outside this rotary bearing. "Inside" or "outside" in this context means on the inner side or the outer side of the rotary bearing, respectively, viewed radially with respect to the transmission axis. Thus, with respect to the transmission axis, from the outer radial side to the inner radial side, the contact surfaces of the input tensioning device or the output tensioning device for the respective traction element are preferably followed by the tensioning device and then the rotary bearing.This describes the arrangement of the tensioning device outside the rotary bearing. Alternatively, with respect to the transmission axis, the contact surfaces of the input tensioning device disc or the output tensioning device disc for the respective tensioning device, then the rotary bearing, and then the tensioning device, preferably follow one another from radially outside to inside. This describes the arrangement of the tensioning device inside the rotary bearing. The described arrangements of the tensioning device each have their own structural advantages, which can be selected depending on the specific application. In the present invention, chains and belts are particularly suitable as traction elements. However, it is especially preferred if the drive traction element and / or the driven traction element are designed as belts, in particular toothed belts. Since, according to the invention, the tension forces of the traction element are absorbed by the support units, the invention avoids the difficulties commonly associated with applying high tension forces to belts, because, for example, the comparatively high tension forces are absorbed by the first and second support units, no special design of the frame itself is required. The invention therefore makes it possible to utilize the advantages of belts, such as their durability, without the associated disadvantages. The traction gear unit of the invention is also suitable for arranging a braking device on it. It is preferably provided that a braking device with a brake caliper and a brake disc is present. The brake caliper and / or the brake disc are preferably arranged or mounted on the traction gear unit, and together with it, particularly preferably, form a cohesive pre-assembly module. In particular, the brake disc is arranged coaxially with the drive traction disc, the output traction disc, or the transmission traction disc unit and is especially rotationally fixed to it. The brake disc thus rotates with the respective traction disc. The brake caliper, on the other hand, is preferably arranged or mounted on the housing of the traction gear unit. It is therefore stationary and can be pressed against the brake disc for braking.In this way, bearing forces occurring during braking are transferred into the bearing structure of the traction gear unit and, for example, not into the frame. Furthermore, this arrangement enables a significantly simplified maintenance concept, as will be explained in more detail below. In conjunction with electronics present on the vehicle in a preferred embodiment, for example, a control unit, the traction gear unit of the present invention can perform further functions. For example, it is preferred that the traction gear unit includes a speed sensor, in particular for determining the vehicle's speed. This can be, for example, a Hall sensor. The speed sensor is arranged, in particular, on the drive traction pulley, the output traction pulley, or the transmission traction pulley unit. Furthermore, the traction gear unit can, for example, include a spring travel sensor that measures a rotation of the support units relative to each other, in particular about the transmission axis. From this rotation, a spring movement of the rear wheel or the front wheel relative to the frame can be inferred.For example, the suspension travel sensor can be located in the area of ​​the transmission pulley unit and detect the pivoting of the two support units relative to each other around the transmission pulley unit, thus inferring the suspension travel. Alternatively, the sensor can detect, for example, the rotation of the front support unit relative to the frame or relative to the engine. This allows for a particularly compact design, as the sensor can then be positioned inside the engine, and position detection can be achieved, for example, via a magnet rotating relative to the sensor, i.e., one that is fixed to the front support unit. In this case, no cable outside the engine is required. Both the speed sensor and the suspension travel sensor can communicate with the vehicle's control unit via a signal cable or wirelessly. The traction transmission unit can also include an electric generator to recover drive energy as electrical energy. This generator can operate like a dynamo to produce electrical energy for the operation of the vehicle's electrical components from the energy supplied by human muscle power. The present invention offers several possibilities for the design of the traction element drive unit in the area of ​​the transmission traction element pulley unit. In a preferred embodiment, the transmission traction element pulley unit, and in particular also the housings of the support units, comprises a through-opening that penetrates the traction element drive unit and is open to the outside. The through-opening thus penetrates the traction element drive unit completely, so that it is possible to see through it from one side to the other. The through-opening is in particular coaxial with the transmission axis and preferably cylindrical along the transmission axis.The through-opening is preferably bounded radially outwards along the transmission axis by the transmission pulley unit and / or an inner housing, the inner housing preferably being rotationally fixed to the transmission pulley unit and rotatable with it. Thus, a rotating part of the traction drive unit can be viewed from the outside through the through-opening when the vehicle is in motion. Additionally or alternatively, the through-opening can also be bounded radially outwards along the transmission axis, at least partially, by one or both housings of the support units. These do not rotate during operation of the traction drive unit, so no rotating parts are visible or accessible from the outside, which increases vehicle safety. Finally, it is also possible for the through-opening to be closed with covers belonging to one or both housings of the support units.In a preferred embodiment, at least one lighting device is arranged in the area of ​​the through-opening, which in particular illuminates the inner housing and / or the transmission pulley unit and / or the cover. The traction gear unit according to the invention ideally also includes two connection flanges, specifically a first connection flange on the drive traction pulley or in a rotationally fixed position with it, and a second connection flange on the output traction pulley or in a rotationally fixed position with it. The transmission is connected to or into a drive train of a vehicle, particularly one according to the invention, via these two connection flanges, for example by means of screw and / or clamp connections. The invention relates to a vehicle with a traction device transmission unit described above. All features, effects, and advantages of the traction device transmission unit described above also apply, by analogy, to the vehicle according to the invention, and vice versa. Reference is made to the other embodiments only to avoid repetition. For a bicycle, pedelec, e-bike or bicycle with auxiliary drive of the generic type, specifically comprising a front wheel and at least one rear wheel connected to each other via a frame, wherein the front wheel is rotatably mounted about a front wheel axle and the rear wheel about a rear wheel axle, and a traction element transmission unit with at least two, in particular at least two arranged in series with each other, traction elements, it is provided according to the invention that the traction element transmission unit is designed in such a way that it is completely decoupled from the frame, absorbs tension forces of the at least two traction elements and transmits torque forces introduced into the traction element transmission unit via a drive traction element disc to the output traction element disc insulated from the frame.Unlike previous state-of-the-art designs, this method decouples the frame from the tension forces acting on the traction element, significantly simplifying the assembly process, as described in more detail below. Simultaneously, this arrangement prevents traction element forces from acting horizontally on the rear or front axle, as in a conventional chain drive, thus decoupling the drive and suspension. This fundamental approach allows the interaction between the drive and suspension (antisquat) to be managed independently of a specific gear ratio, because the traction element forces are decoupled and do not act horizontally on the rear axle. Ultimately, the inventive method eliminates any interaction between drive forces and suspension, which in turn enables the optimization of antisquat behavior independent of the drive system. According to the invention, a first support unit, which supports the drive pulley and the input pulley, is provided to absorb the tension forces of the drive pulley independently of the frame, and a second support unit, which supports the output pulley and the driven pulley, is provided to absorb the tension forces of the driven pulley independently of the frame. For the purposes of this invention, the vehicle frame is understood to encompass all parts of the vehicle that form a supporting structure, for example, for the front wheel(s), the rear wheel(s), a saddle, and handlebars. Typical frame components according to this definition, using a bicycle as an example, are therefore, for instance, the top tube, down tube, seat tube, front fork, and / or rear stay or rear swingarm. Such a structure is commonly referred to as a bicycle frame, especially in the context of bicycles.Such frames can include partially sprung elements. For example, it is known for bicycles to design the frame structure to the rear wheel rigidly relative to the rest of the frame structure ("main frame") via the rear stay ("hardtail") or to mount it to the rest of the frame structure with suspension via a rear swingarm ("full suspension"). Suspension of the saddle and / or the front wheel is also known. The present invention can be applied to all known designs of the rear triangle of a vehicle or bicycle, for example, single-pivot, Horst link, VPP (virtual pivot point), flex rear triangle, split pivot, and others. Such systems are described, for example, in US 8,733,774 B2, US 5,899,480 A, US 10,106,221 B2, WO 2020 / 154,800 A1, and US 7,828,314 B2.The key difference is that, according to the invention, two further elements are provided compared to this conventional frame design. The primary function of these elements is to absorb the tension forces for the drive and driven traction elements. These elements are the first and second support units. The first and second support units are rotatable relative to each other about the transmission traction element pulley unit. Furthermore, the transmission traction element pulley unit is mounted exclusively via the first and second support units. This exclusive mounting of the transmission traction element pulley unit via the first and second support units ensures that the tension forces of the traction elements are indeed absorbed by the support units, thus completely decoupling the traction forces from the traction elements without any feedback effect on the rear axle.This enables drive-independent behavior of the rear suspension, for example, to optimize anti-squat. For instance, the traction control unit is mounted to the frame exclusively in the area of ​​the drive and output traction control pulleys. This area of ​​the drive and output traction control pulleys specifically describes the section of the respective support unit where the respective traction control pulley is actually located. The respective area thus extends across the spatial dimensions of the traction control pulleys and terminates at them. The two support units are therefore mounted to the frame at their widely separated ends. At the opposite ends, the support units are rotatably connected to each other via the transmission traction control pulley unit.Overall, the two support units form pivot arms connected in the manner of a toggle lever, with the pivot point located on the axis of rotation of the transmission pulley unit. To ensure maximum mobility of the traction gear unit, and especially the drive pulley, relative to the output pulley, even during vehicle operation, the traction gear unit is not mounted directly to the frame in the area of ​​the transmission pulley unit, but rather is adjustable relative to it. The transmission pulley unit is therefore designed to be freely suspended from the frame. Specifically, it is designed to be movable relative to the frame. The resulting flexibility facilitates assembly and offers further operational advantages, which will be explained in more detail below. In principle, the support units can be attached or mounted at any point on the vehicle frame. Preferably, the support units are rotatably mounted relative to the frame and at least indirectly, for example, via a connection to one or more drive shafts or the rear or front wheel. The connection can, in particular, include one or more rolling bearings to allow relative adjustability of the traction drive unit to the frame even when it is mounted. However, the axes of rotation of the support units on the frame do not necessarily have to coincide with the drive axle, the front wheel axle, or the rear wheel axle of the vehicle. The vehicle's drive axle is the axis of rotation around which a shaft driven by pedals and / or a drive motor rotates.This can be, for example, the axis of rotation of the pedal crankshaft and / or the axis of rotation of an output shaft of a drive motor or drive unit. In particular, the drive axis is the axis of rotation of a drive shaft of a drive unit, which is subjected to the drive energy resulting from a combination of human muscle power and at least one drive motor. According to the invention, the first support unit is rotatably or pivotably mounted on the frame about the vehicle's drive axis. Pivotability here refers to movement about this axis, whereby the movement need not be a complete rotation, but can also be limited to a certain angular range. The first support unit is thus, for example, mounted on the pedal crankshaft and / or on a drive shaft of a drive motor or drive motor unit.In addition, the invention provides that the second support unit is rotatably mounted on the frame about the rear or front axle of the vehicle. The second support unit is mounted on the wheel that is to be driven via the traction drive unit. This can be either the front or the rear wheel. The invention also provides that the traction drive unit is mounted on the frame exclusively via these bearings. Thus, the traction drive unit is mounted on the frame exclusively via the rotatable mounting of the first support unit about the vehicle's drive axle and via the rotatable mounting of the second support unit about the rear or front axle.In particular, the traction drive unit at the connection point between the first support unit and the second support unit, where the transmission traction drive pulley unit is also located, is not connected to the frame but is free-floating or movable relative to the frame. This arrangement of the support units results in a particularly simple transmission of drive energy from the pedals or a drive motor unit to the traction drive unit and from there to the driven wheel, be it the front or rear wheel. Crucially, this design prevents the traction force from acting on the axles of the front or rear wheels. This eliminates any interaction between drive forces and the suspension, which in turn allows for the optimization of anti-squat behavior independent of the drive system. The transmission of drive energy is particularly straightforward when, according to a preferred embodiment, the drive pulley is arranged coaxially with the vehicle's drive axle and / or the output pulley is arranged coaxially with the vehicle's rear or front axle. The drive pulley thus rotates about the same axis of rotation as a drive shaft of a drive unit, which can be driven, in particular, by a combination of human muscle power and a drive motor. The output pulley, on the other hand, rotates about the same axis of rotation as the wheel driven by the drive unit. The drive unit thus transmits the drive energy from the drive shaft to the respective driven wheel, for example, the rear or front wheel. As already mentioned, the transmission axis essentially forms the knee joint between the two support units. To ensure maximum flexibility for compensating for changes in distance between the drive and driven traction pulleys via this knee joint, or rather via the relative pivotability of the support units around the transmission axis, it is particularly preferred that the transmission axis be arranged vertically above or below the drive axle and / or the rear or front axle of the vehicle. Arranging the transmission axis vertically above these axles simultaneously ensures that the traction drive unit is positioned particularly far from the ground, for example, a road surface, and therefore protected against collisions with obstacles. In conventional vehicles with a sprung driven wheel, such as the front or rear wheel, there is an effect known as pedal kickback. This describes the fact that with each compression of the suspension, the drive shaft, and consequently the crank axle, rotates automatically via the traction elements. This also rotates the pedals, which, in addition to being unpleasant for the rider, impairs the suspension's performance. The traction element transmission unit according to the invention prevents this effect because the transmission pulley unit is movable relative to the frame. This allows it to compensate for changes in the distance between the drive axle and the rear axle without altering the position of the traction elements.Regardless, this compensation is particularly successful when the traction transmission unit is combined with a drive unit that already incorporates a gearshift, so that no gearshift is required on the driven wheel, for example the rear wheel. In vehicles of this type, it is generally advantageous for them to be as narrow as possible, particularly in the area of ​​the front and rear wheels. This also applies to the traction element transmission unit according to the invention. Therefore, in a preferred embodiment of the invention, the second support unit is arranged offset from the first support unit towards the center of the vehicle in the direction of the rear or front axle. In particular, the output traction element pulley is also arranged offset from the input traction element pulley towards the center of the vehicle in the direction of the rear or front axle. The same applies to the output traction element relative to the input traction element.In this way, the first support unit is positioned further outwards from the vehicle's center in the area where space is already required for a drive unit, such as a drive motor, on the drive shaft. Meanwhile, the relocation of the second support unit towards the vehicle's center in the area of ​​the driven wheel ensures the desired narrow design. For this purpose, the vehicle's center refers to a virtual median plane extending longitudinally and vertically, equidistant from both of the vehicle's maximum outer edges or points. Due to the distance between the traction element, such as the chain, and the rear wheel, which is typically determined by the presence of a cassette on the rear wheel, the spokes of the rear wheels on conventional vehicles, such as bicycles, must be arranged asymmetrically. This results in uneven stress on the spokes, reducing their overall lifespan. It is therefore preferred that the rear wheel and / or the front wheel has a set of spokes symmetrical about an axis of symmetry. The spokes are arranged symmetrically on the rear wheel and / or the front wheel. The axis of symmetry of the spokes thus also corresponds to the axis of symmetry of the rim and tire of the respective wheel.The symmetrical arrangement is made possible by the fact that the second support unit and, in particular, the output drive pulley is positioned significantly closer to the axis of symmetry of the wheel in the invention than is possible in a conventional arrangement with a cassette. In one embodiment of the present invention, the rear wheel is connected to at least one rear stay or swingarm belonging to the frame. For example, the rear wheel is connected to the seat tube via the rear stay. The rear stay can be rotatably connected to the rest of the frame, particularly the seat tube, about a stay pivot. The rotatability of the rear stay about the stay pivot allows the rear wheel to be sprung relative to the frame or the seat tube. It is advantageous if the rear wheel is sprung, particularly indirectly via the rear stay, by means of a damper mounted to the frame, for example, the seat tube and / or the top tube or the down tube.To prevent the rear wheel strut and the traction drive unit from interfering with each other, and to simultaneously allow for a narrow design at the rear wheel, it is preferred that the rear wheel strut is curved upwards vertically from the rear wheel, so that it arches over or spans the traction drive unit, particularly above it. The curved rear wheel strut is thus preferably designed in an upward arc above the traction drive unit. This creates a space below this arc that can be used to accommodate the traction drive unit, especially the transmission pulley unit. This arrangement allows for a comparatively large vertical clearance above the ground, which is particularly advantageous when driving off-road.On the other hand, ample suspension travel can be provided without components of the traction drive unit striking parts of the frame. The strut bearing, to which the rear wheel strut is pivotally connected to the rest of the frame, is preferably arranged offset from the frame-side axis of rotation, for example, the drive axle, of the first support unit. Particularly preferably, the strut bearing is arranged vertically above the frame-side axis of rotation, for example, the drive axle or the crankshaft, of the first support unit. This configuration fulfills all the requirements of a modern frame design for a vehicle of this type. As already indicated above, it is advantageous if the traction device transmission unit is designed as a separate and self-contained module, which, for example, can be pre-tensioned at the factory and then simply mounted on the vehicle by the end user or manufacturer as a complete unit, particularly in a single step. This module preferably also includes the braking system or at least parts thereof. According to this preferred embodiment, the traction device transmission unit is designed modularly as a self-contained assembly that can be removed from or mounted on the vehicle, together with the brake disc and / or brake caliper. It is understood that suitable connection points for brake actuation devices, such as Bowden cables or hydraulically actuated means, can then be provided.It is specifically designed that the assembly is such that the drive and / or output traction elements can be pre-tensioned independently of the vehicle, and thus, in particular, when removed from the vehicle. This is again made possible by the fact that the support units of the traction element transmission unit themselves absorb the tensioning forces of the traction elements without requiring the vehicle frame. To achieve this as practically as possible, the traction element transmission unit can have connection points, in particular a connection point for connecting the drive traction element pulley to the vehicle's drive shaft and a connection point for connecting the output traction element pulley to the driven wheel, for example, the rear wheel or the front wheel.To assemble the modular traction gear unit, only these connection points need to be connected to the drive shaft and the driven wheel or its hub body, in particular in a rotationally fixed manner, and especially in at least one direction of rotation. These connection points can be connection devices known from the prior art for connecting a traction roller to an axle or a unit rotating about an axle, such as a coupling device, in particular a positive-lock coupling. The rotational capability of the two support units relative to each other around the transmission traction pulley unit makes this assembly particularly easy, as the same modular traction gear unit can compensate for different distances between the drive shaft and the driven wheel by rotating the support units. This allows, for example, considerably more leeway for manufacturing tolerances. The exact method of connecting the output drive pulley to the driven wheel can vary. For example, a frictional or force-fit connection could be used. It is particularly preferred that the output drive pulley is connected to a rear or front wheel hub body via an axially detachable, positive-locking connection acting in the direction of rotation, which is preferably designed as a face gear. The axial direction here refers specifically to the direction of the respective wheel axle, i.e., the rear or front wheel axle. The axial detachability of the positive-locking connection allows for easy assembly using a standard axle already commonly used on the driven wheel.The positive locking in the direction of rotation ensures a safe and efficient transfer of the drive energy from the output pulley to the rear wheel hub body and thus to the rear wheel, or to the front wheel hub body and thus to the front wheel. The traction gear unit according to the present invention also simplifies the changing of the driven wheel. For this purpose, it is particularly provided that the traction gear unit remains on the vehicle frame when the driven wheel has been removed from the frame. It is preferably provided that the rear wheel hub body and / or the front wheel hub body are designed to be removable from the output traction disc via a positive locking mechanism, such that the rear wheel hub body and / or the front wheel hub body can be removed from the vehicle together with the rear wheel or the front wheel, respectively, while the traction gear unit with the output traction disc, and in particular the brake disc and / or the brake caliper, remains on the frame. For this purpose, the traction gear unit is mounted on the vehicle frame, for example on a rear wheel stay, via a bearing sleeve.The bearing sleeve is designed to be permanently fixed to the frame and can also accommodate the rear axle housing. Even with a driven wheel removed, the bearing sleeve remains attached to the frame. To change the driven wheel, an operator simply needs to pull the axle out of the hub body and release the positive locking mechanism between the hub body and the output pulley in the axial direction of the rear or front axle. The driven wheel can then be removed from the frame, while the drive gear unit remains attached. Specifically, the drive gear unit is further supported by the bearing sleeve on the rear stay. Therefore, the operator does not need to perform any work on the drive gear unit to change the driven wheel. In particular, the operator does not need to release the drive gear tension or remove the drive gear from its pulleys.Changing the driven wheel is therefore significantly easier and faster than with conventional vehicles. The problem mentioned at the outset is also solved by the methods according to the invention, including a method for mounting a bicycle, pedelec, e-bike, or bicycle with auxiliary drive, in particular a bicycle, pedelec, e-bike, or bicycle with auxiliary drive according to the preceding descriptions. Furthermore, the solution is also achieved by a method for preventing pedal kickback in a bicycle, pedelec, e-bike, or bicycle with auxiliary drive, in particular a bicycle, pedelec, e-bike, or bicycle with auxiliary drive according to the preceding descriptions, and / or a bicycle, pedelec, e-bike, or bicycle with auxiliary drive mounted according to the method for mounting a bicycle, pedelec, e-bike, or bicycle with auxiliary drive.All features, effects, and advantages described above for bicycles, pedelecs, e-bikes, or bicycles with auxiliary drive also apply, by analogy, to the methods according to the invention, and vice versa. The same applies to the methods according to the invention among themselves. Reference is made to the respective other descriptions only to avoid repetition. As already mentioned, the solution to the aforementioned problem is achieved with a method for assembling a bicycle, pedelec, e-bike or bicycle with auxiliary drive, wherein the bicycle, pedelec, e-bike or bicycle with auxiliary drive has a modular traction device unit with a first support unit with a drive traction element and a second support unit with a driven traction element, wherein the two support units are articulated to each other and pivotable about a common transmission axis, comprising the steps: pre-tensioning the drive traction element and the driven traction element in the traction device unit, wherein the pre-tensioning forces of the drive traction element and the driven traction element are absorbed exclusively by the support units, inserting the modular traction device unit onto the vehicle and compensating for tolerances by pivoting the support units about the transmission axis.Because the tension of the traction elements can be preset at the factory, the end user doesn't need to concern themselves with the tension at all. Therefore, no special tools are required for setting the high tensile stresses necessary, for example, when using belts as traction elements. Compensating for different distances between the mounting points of the traction element drive unit by pivoting the support units relative to each other further simplifies assembly and allows the same traction element drive unit to be used for a wide variety of vehicle designs and vehicle frames.It can also be provided that the traction gear unit simultaneously carries a braking device or at least parts thereof, such as a brake disc and / or a brake caliper, and / or other elements, in particular functional elements, such as integrated cable connections, one or more sensors, etc. These can then be pre-assembled together with the rest of the traction gear unit and installed simultaneously as a coherent module in a vehicle of the type according to the invention. The problem mentioned at the outset can also be solved with a method for avoiding pedal kickback in a bicycle, pedelec, e-bike or bicycle with auxiliary drive, wherein the bicycle, pedelec, e-bike or bicycle with auxiliary drive, in particular designed according to the invention, has a frame, a sprung rear wheel or a sprung front wheel and a modular traction device unit with a first support unit with a drive traction element and a second support unit with a driven traction element, wherein the two support units are pivotably connected to each other and can be pivoted relative to each other about a common transmission axis, and wherein the traction device unit transmits drive energy from a drive traction element disc to a driven traction element disc.The invention comprises the following steps: compressing the rear or front wheel and compensating for any change in distance between the drive pulley and the driven pulley caused by the spring movement by pivoting the support units about the transmission axis and simultaneously moving the support units so that the transmission axis moves relative to the frame. As explained above, compensating for this change in distance according to the invention avoids pedal kickback, taking into account the pulley diameters, thus achieving a more comfortable riding experience. Furthermore, this allows for optimal adjustment of the chassis' anti-squat behavior. Another aspect of the invention lies in a method for transmitting drive torque from a bicycle, pedelec, e-bike, or bicycle with auxiliary drive, particularly one designed according to the invention, via a traction drive unit. The essential feature is that the traction drive unit receives tension forces in isolation from the frame, followed by the introduction of torque forces into the traction drive unit via a drive pulley. These introduced torque forces are then transmitted to an output pulley, in isolation from the frame, via at least two traction elements arranged in series, i.e., consecutively in the direction of force transmission. Finally, the torque forces are released via the output pulley to drive the front or rear wheel.This method according to the invention can additionally include a relative adjustment of a first and a second support unit, with reference being made to the preceding descriptions regarding the construction and function of these support units. Overall, this method enables a decoupling of the traction forces towards the rear axle, which ultimately allows for an optimization of the antisquat independent of the intersection of the traction centerline with the antisquat line. In other words, a change in the relative position of a front or rear axle with respect to a drive axle, for example, a pedal axle, is compensated for by a change in the relative position of the first and second support elements of the traction drive unit, without altering the distance between the traction rollers of the respective support units. Rather, the relative position of the two support units is adjusted to compensate for the change in distance.This is done without affecting the tension of the tensile element. Finally, a further aspect of the invention relates to a method for eliminating the interaction between a drive train with a traction gear unit and a spring / damping device in a bicycle, pedelec, e-bike, or bicycle with auxiliary drive, in particular a bicycle, pedelec, e-bike, or bicycle with auxiliary drive according to the invention. In its basic design, a vehicle suitable for the method according to the invention comprises a front wheel and at least one rear wheel. Both are mounted on a frame, wherein the frame for this method according to the invention is designed in multiple parts and has a main frame and a wheel stay pivotably mounted on it. The front wheel is rotatably mounted on this frame about a front wheel axle, and the rear wheel is rotatably mounted about a rear wheel axle, with the front wheel or the rear wheel being mounted on the main frame via the wheel stay. One of the two wheels is thus pivotable relative to the main frame.This is used in a manner known per se to, for example, effect vehicle damping. For this purpose, it is known to provide a suitable spring / damping device between the wheel strut and the main frame. The spring / damping device is a device, also known per se in the prior art, whose function is to suspend and dampen adjustment movements between the main frame and the wheel strut pivotably mounted on it. Furthermore, the method according to the invention provides a traction element drive unit with at least two traction elements, in particular belts, arranged in series with each other. The traction element drive unit is in drive connection between a drive axle and a pivot axis of the front wheel or the rear wheel.With the aid of the traction gear unit, a drive torque is thus transmitted from the drive axis, for example a pedal and / or motor axle, to the respective driven wheel. For the method according to the invention, it is provided that, with the aid of the spring / damping device, a damped / sprung pivoting of the wheel stay and the wheel mounted on it relative to the main frame takes place, for example when driving over or through an obstacle. Separately, for example, an independent transmission of a drive torque is provided. This means that a change in the relative position of the driven wheel / wheel stay, which is sprung / damped relative to the main frame, has no influence on the drive torque currently transmitted via the traction gear unit.In particular, it may be provided that changes in distance between the drive axle and the pivot axis are compensated for by rotating a first support unit of a drive traction element relative to a second support unit of a driven traction element of the traction element transmission unit. Through this rotation, and the associated angular changes between the two support units, the changes in distance between the drive axle and the pivot axis of the driven wheel caused by the compression / rebound process are thus compensated for, without affecting the traction elements themselves or the angular position or relative rotation between the wheel and pedal axle, nor does it affect the rotational position of the drive axle and the driven wheel. This eliminates any feedback effect of the relative position change between the drive axle and the pivot axis during the compression / rebound process on the torque-transmitting traction elements.In other words, it is intended that the transmission of drive torques to the pivoting of the wheel strut and the wheel mounted on it relative to the main frame is independent of the tensile forces of the traction elements, and in particular, free of feedback. The rotational position of the driven wheel axle and the drive axis of rotation therefore do not change their relative position to the ground during the compression / rebound process, but they do change relative to the main frame. The invention is explained in more detail below with reference to the exemplary embodiments shown in the figures. The figures schematically show: Fig. 1: a side view of a vehicle; Fig. 2: a side view of a vehicle with the rear wheel compressed; Fig. 3: a view according to Fig. 1 with a braking device; Fig. 4: a view according to Fig. 2 with a braking device; Fig. 5: an overview of the arrangement of a traction drive unit from the crankshaft to the rear wheel; Fig. 6: a side view of the traction drive unit; Fig. 7: sectional views from above of the traction drive unit; Fig. 8: a sectional view from above of the transmission traction drive pulley unit; Fig. 9: a side sectional view of the transmission traction drive pulley unit according to section plane A from Fig. 8; Fig. 10: a sectional view from above of a first embodiment of the transmission traction drive pulley unit; Fig.Fig. 11: a sectional view from above of a second embodiment of the transmission pulley unit; Fig. 12: a sectional view from above of a third embodiment of the transmission pulley unit; Fig. 13: a sectional view from above of a fourth embodiment of the transmission pulley unit; Fig. 14: a sectional view from above of the second support unit and the rear wheel hub with the rear wheel mounted; Fig. 15: a sectional view from above of the second support unit and the rear wheel hub with the rear wheel removed; Fig. 16: a flowchart of the process; Fig. 17: side view of a prior art vehicle with conventional chain drive and anti-squat line; and Fig. 18: side view of the vehicle from Fig. 1 with anti-squat line. Identical or similarly functioning components are numbered with the same reference symbols in the figures. Repeating components are not individually labeled in each figure. Figures 1-4 each show a vehicle F, using the example of a bicycle, in particular an e-bike. The bicycle has, for example, a frame 1, which can be supported by a front wheel 2 and a rear wheel 3. The frame 1 can, for example, comprise a top tube 4, a down tube 5, a seat tube 6, a front fork 7, a rear stay 8 or rear swingarm, and a seat stay 9. The front fork 7 can be connected to a front wheel hub 59, via which the front wheel 2 can be mounted on the frame 1. The front wheel 2 can be mounted to rotate about a front wheel axle 33. For steering the vehicle F, which is designed as a bicycle, the front fork 7 can be connected to a handlebar 12 in a rotationally fixed manner. A saddle 11 can be arranged on the seat tube 6. The rear stay 8 can, for example, be rotatably connected to the remaining frame parts, for example the seat tube 6, via a stay bearing 53.The frame 1 as a whole thus comprises a main frame 1.1, in this case, for example, with the top tube 4, the down tube 5, the front fork 7, and the seat tube 6, and a rear stay 8 that can pivot about a horizontal pivot axis relative to this main frame 1.1 for spring / damping purposes. The front wheel 2 is mounted on the main frame 1.1, and the rear wheel 3 is mounted on the rear stay 8, although this can also be reversed. This rotation or pivotability allows the rear wheel 3 to be suspended from the frame 1, for example, via a seat stay 9 connected to the rear stay 8, which in turn can be connected to the top tube 4 via a damper 10. The specific design of the spring / damping device can vary. Figures 1 and 3 show the bicycle in a resting position. Figures 2 and 4 show the bicycle with the rear wheel 3 compressed to its maximum extent.The rear wheel stay 8 supports the rear wheel 3, for example, so that it can rotate about a rear wheel axle 15. To enable a rider of the vehicle F or the bicycle to contribute drive energy from human muscle power to the drive train of the vehicle F, the vehicle F can have a pedal 13, in particular one pedal 13 per side. The described frame 1 is generally known in the prior art, so that the construction and interaction of the individual frame parts are known to those skilled in the art. To transmit drive energy to the rear wheel 3, the vehicle F can include a traction gear unit 16, which receives drive energy from a drive shaft 35 rotating about the drive axle 14 (see Fig. 7) and transmits it to the rear wheel 3. In the embodiments shown in Figs. 1-4, the rear wheel 3 is the driven wheel of the vehicle F. However, the front wheel 2 could just as easily be the driven wheel of the vehicle F. In this case, the traction gear unit 16 would transmit the drive energy from the drive shaft 35 rotating about the drive axle 14 (see Fig. 7) to the front wheel 2. Even though such embodiments are not shown in the figures, they are nevertheless encompassed by the invention. The traction gear unit 16 can comprise a first support unit 25 and a second support unit 26. The first support unit 25 can, for example, be rotatably mounted on the frame 1 about the drive axle 14. The second support unit 26, in turn, can be rotatably mounted on the frame 1, for example on the rear wheel strut 8, about the rear wheel axle 15. The support units 25, 26 can be pivotally connected to each other between the drive axle 14 and the rear wheel axle 15, so that they can, for example, pivot relative to each other. This pivotability is particularly useful when the distance between the drive axle 14 and the rear wheel axle 15 changes, as is the case, for example, during suspension action of the rear wheel 3. As can be seen from a comparison of Fig. 1 and Fig. 26, the first support unit 25 can be rotatably mounted on the frame 1, for example on the rear wheel strut 8.If the distance between the drive axle 14 and the rear axle 15 is 2 or 3 and 4, a corresponding change in distance can be compensated for by pivoting the first support unit 25 relative to the second support unit 26 of the traction drive unit 16. Due to the special design of the traction drive unit 16, which will be explained in more detail below, pedal kickback is prevented or even a desired positive or negative pedal kickback is set. This enables a complete elimination of the feedback effects on the traction drive unit that occur in conventional systems due to the compression and rebound of the suspension. Figures 1-4 show the arrangement of the traction device unit 16 such that the articulated connection of the support units 25, 26, i.e., the transmission axis 27, is arranged vertically above the bearing of the first support unit 25 around the drive axis 14 and / or the bearing of the second support unit 26 around the rear axle 15. Alternatively, the traction device unit 16 could also be designed and arranged such that the articulated connection of the support units 25, 26 is arranged vertically below the bearing of the first support unit 25 around the drive axis 14 and / or the bearing of the second support unit 26 around the rear axle 15. As also shown in Figures 1-4, the rear wheel strut 8 can be curved, in particular curved such that it has an apex projecting upwards, especially when viewed from the rear axle 15.The rear wheel strut 8 can thus be designed to vertically circumvent or bypass the traction gear unit 16 and, in particular, the articulated connection between the first support unit 25 and the second support unit 26. In other words, the rear wheel strut 8 can be designed to spatially avoid the traction gear unit 16 in order to provide it with the installation space in the area between the drive axle 14 and the rear wheel axle 15. The difference between the embodiments shown in Figures 1 and 2, and 3 and 4, lies in the fact that Figures 3 and 4 show a vehicle F equipped with a braking device comprising a brake disc 17 and a brake caliper 18. The braking device can be arranged, for example, on the traction unit 16, such as on the second support unit 26. Figure 3 shows an example where the braking device on the traction unit 16 can be arranged between the traction unit 16 and the rear wheel 3. In other words, in this example, the braking device on the traction unit 16 is arranged on the side of the traction unit 16 facing the rear wheel 3. Figure 4, on the other hand, shows an alternative embodiment where the braking device on the traction unit 16 is arranged on the side of the traction unit 16 facing away from the rear wheel 3.In other words, in this embodiment the traction gear unit 16 is arranged between the brake device and the rear wheel 3. The arrangement according to the embodiment shown in Fig. 4 is depicted in more detail in Fig. 5. In particular, the upper part of Fig. 5 shows a horizontal section through the rear wheel 3 rotating about the rear wheel axle 15, parts of the frame 1, and the crankshaft 19 driven by the pedals 13, which rotates about the drive axle 14. For better understanding and orientation, a side view of the traction drive unit 16 is shown below, such that the arrangement of the rear wheel axle 15, the drive axle 14, and the transmission axle 27, about which the first support unit 25 and the second support unit 26 can rotate relative to each other, corresponds between the upper and lower parts of Fig. 5. The construction of the rear wheel 3 is also shown in Fig. 5. This can comprise a tire 20 and a rim 21. The rim 21 can be connected to a rear wheel hub body 23 via spokes 22.The rear wheel hub body 23, in turn, can be rotatably mounted on a rear wheel axle body 24, which is supported, for example, by two rear wheel struts 8, about the rear wheel axle 15. The rear wheel hub body 23 is driven via the traction gear unit 16, as will be explained in more detail below. In order to achieve the narrowest possible design, particularly at the rear wheel 3, the second support unit 26 can be arranged offset from the first support unit 25 along the rear wheel axle 15 towards the center of the vehicle. "Towards the center of the vehicle" can mean, for example, in the direction of the rear wheel 3 or in the direction of the axis of symmetry 48, which will be explained in more detail below. Because the second support unit 26, and thus also the power transmission to the rear wheel hub body 23, is located particularly close to the rear wheel 3, the rear wheel 3 can have a symmetrical set of spokes 22.In particular, the spokes 22, the rim 21, and the tire 20 can have a common axis of symmetry 48. Due to the symmetrical arrangement of the spokes 22, they are subjected to even stress and therefore have an increased service life. The general structure of the traction gear unit 16 is shown in Fig. 6. The traction gear unit 16 can comprise a first support unit 25 and a second support unit 26. The first support unit 25 can, for example, be formed by a first housing 36. The second support unit 26 can, for example, be formed by a second housing 38. The two support units 25, 26, or housings 36, 38, can be pivotally connected to each other so that they can pivot relative to each other about a common transmission axis 27. The first housing 36 can surround or enclose a drive traction pulley 30 rotatable about the drive axis 14 and at least partially a transmission traction pulley unit 41.A drive element 28, for example a toothed belt, can be arranged in operative connection with the drive pulley 30 and the transmission pulley unit 41, so that the rotation of the drive pulley 30 is transmitted to the transmission pulley unit 41. The second housing 38 can surround or enclose a driven pulley 31 rotatable about the rear wheel axle 15 and at least partially also the transmission pulley unit 41. A driven element 29, for example also a toothed belt, can be arranged in operative connection with the driven pulley 31 and the transmission pulley unit 41, so that the rotation of the transmission pulley unit 41 is transmitted to the driven pulley 31. As will be explained in more detail below, the drive pulley 30 can be driven by a drive shaft 35 (see Fig.7) of the vehicle F are driven, while the output traction center disc 31 can drive the rear wheel hub body 23 and thus the rear wheel 3. Overall, the traction center transmission unit 16 can therefore be designed such that it transmits the drive energy from the drive shaft 35 (see Fig. 7) to the rear wheel 3. It is important that the housings 36, 38 can be designed to absorb the tension forces of the drive traction element 28 and the output traction element 29. The tension forces of the traction elements 28, 29 are thus introduced directly into the housings 36, 38, which is why the traction elements 28, 29 can also be pre-tensioned before the traction element gear unit 16 is mounted on the frame 1 of the vehicle F. The traction element gear unit 16, and in particular the first support unit 25 and the second support unit 26, or the first housing 36 and the second housing 38, can be designed such that no tension forces of the traction elements 28, 29 are introduced into or transmitted to the frame 1. To pre-tension the traction elements 28, 29, the traction element gear unit 16 can be equipped with traction element tensioners 39, 40 (see Fig.7) have preload access points 32 penetrating the respective housing 36, 38 for the insertion of a suitable tool for adjusting the preload. The tension clamps 39, 40 may, for example, be the eccentric tension clamps described in more detail below. Figure 6 shows further elements that enable various functionalities of the traction gear unit 16. For example, a speed sensor 54 can be provided to determine the vehicle speed F. This sensor can be arranged, as in the illustrated embodiment, on the drive pulley 30. However, the speed sensor 54 could just as easily be arranged on the transmission pulley unit 41 or the output pulley 31. Furthermore, the traction gear unit 16 can include an electric generator 55, for example, a dynamo. This generator is also arranged on the drive pulley 30 in the illustrated embodiment, but could just as easily be arranged on the transmission pulley unit 41 or the output pulley 31.Finally, a suspension travel sensor 56 can be provided, which, for example, infers the suspension travel of the rear wheel 3 from the pivoting of the support units 25, 26 or the housings 36, 38 relative to each other about the transmission axis 27. The speed sensor 54 and / or the suspension travel sensor 56 can be connected to a control unit of the vehicle F (not shown) to supply it with the measurement data. The traction gear unit 16 can have a through-opening 57, particularly around the transmission axis 27, which can completely penetrate the traction gear unit 16 and, in particular, the transmission traction pulley unit 41, and can also be open to the outside. A lighting device 58, for example comprising one or more LEDs, can also be arranged in the area of ​​this through-opening 57.The lighting device 58 is specifically designed to illuminate the through-openings 57 and / or an inner housing 44 arranged at least partially in the through-opening 57. Figure 7 shows a detailed illustration of the structure of the traction gear unit 16. In particular, Figure 7 shows a horizontal section through the traction gear unit 16. As already shown in Figure 6, the first support unit 25 and the second support unit 26 are arranged at an angle of 180° to each other about the transmission axis 27 in the illustration according to Figure 7. In other words, the bend formed by the rotation about the transmission axis 27 between the support units 25, 26 is fully extended. To prevent the illustration from becoming too small, the individual parts of the traction gear unit 16 are shown laterally offset from each other. In fact, the depicted areas of the traction gear unit 16 are arranged one behind the other or next to each other, as indicated by the dashed lines. The part of the traction gear unit 16 shown in the upper right of Fig. 7 shows the part of the first support unit 25 rotatably mounted about the drive axis 14. This part can include the drive traction pulley 30, which is driven by the drive shaft 35. The drive shaft 35, in turn, can be the output of a drive unit 34, which can, for example, include at least one drive motor (not shown), such as an electric motor. In particular, the drive unit 34 can be configured such that, via the rotation of the drive shaft 35, it outputs a combination of the drive power applied by the driver of the vehicle F by human muscle power via the pedals 13 and the crankshaft 19 and the drive power of the drive motor(s).Furthermore, the drive unit 34 preferably already includes a gear ratio that performs the function of a gearshift, so that no gearshift is necessary on the vehicle F outside the drive unit 34. The drive shaft 35 can be non-rotatably connected to the drive pulley 30, so that the latter is driven by the drive shaft 35. The drive pulley 30 is surrounded by a non-rotating first housing 36, on which the drive pulley 30 can be mounted via rotary bearings 37, for example, rolling bearings or ball bearings, in particular deep groove ball bearings. The housing 36 can, for example, consist of two housing halves 36a, 36b, made, for example, of plastic. The drive pulley 30 can be provided with a drive element 28, which transmits the rotational movement of the drive pulley 30 to the transmission pulley unit 41 shown in the center of Fig. 7.The transmission pulley unit 41 is shown in the central illustration of Fig. 7. It can be partially surrounded or enclosed by the first housing 36, which forms the first support unit 25, and partially by the second housing 38, which forms the second support unit 26. The transmission pulley unit 41 can comprise an input pulley 42, which is operatively connected to the drive pulley 28 coming from the drive pulley 30. Furthermore, the transmission pulley unit 41 can comprise an output pulley 43, which is operatively connected to the output pulley 29. In the illustrated embodiment, the transmission pulley unit 41 is designed as a single-piece component. In other words, the input pulley 42 and the output pulley 43 can be formed together as a single piece.The transmission pulley unit 41 can be supported by rotary bearings 37 relative to the non-rotating or stationary housings 36, 38. A through-opening 57 can be arranged in the center of the transmission pulley unit 41, particularly around the transmission axis 27, which completely penetrates the traction gear unit 16. Looking radially from the transmission axis 27, the through-opening 57 can be partially bounded externally by the transmission pulley unit 41 and partially by an additional inner housing 44, which can be designed to rotate with the transmission pulley unit 41. Thus, the transmission pulley unit 41 can transmit the drive power coming from the drive pulley 30 to the output traction element 29. The output drive element 29, in turn, can transmit the rotational movement of the transmission drive pulley unit 41 to the output drive pulley 31 shown in the lower left of Fig. 7. The lower left illustration in Fig. 7 thus shows that part of the second support unit 26 which can be rotatably mounted on a bearing sleeve 68 about the rear wheel axle 15. In particular, the drive element transmission unit 16 can here comprise the output drive pulley 31, which can be mounted to rotate about the rear wheel axle 15. For this purpose, the output drive pulley 31 can be supported relative to the bearing sleeve 68 by means of pivot bearings 37. The output drive pulley 31 can also be supported relative to the frame-fixed and non-rotating second housing 38 by means of pivot bearings 37. The second housing 38 can also consist of two housing halves 38a, 38b.Furthermore, the brake disc 17 can be fixed to the output pulley 31 in a rotationally fixed manner, for example by means of a screw connection. The brake caliper 18, in turn, can be attached to and connected with the second housing 38. The output pulley 29 can supply the output pulley 31 with the drive power originating from the drive unit 34. This power can be transmitted by the output pulley 31 to the rear wheel hub body 23, for example by means of a positive connection 52, such as a face gear (see, for example, Fig. 14 and Fig. 15). Fig. 8 shows a slightly enlarged section corresponding to the central view in Fig. 7. In addition to the elements already described, this view according to Fig. 8 shows a first tensioning device 39, which can be used to pre-tension the drive traction element 28. Furthermore, a second tensioning device 40 can be provided, which can be used to pre-tension the output traction element 29. The tensioning devices 39 and 40 are, for example, eccentric tensioning devices. Both tensioning devices 39 and 40 are preferably accessible from the outside for a clamping tool via a pre-tensioning access 32 (see the circled area in Fig. 8). Fig. 9 shows a vertical section through the traction element drive unit 16 in the area of ​​the transmission traction element pulley unit 41. The section plane runs through the input traction element pulley 42 according to the section plane A indicated in Fig. 8. In particular, Fig. 9 illustrates the operating mechanism of the first traction element tensioner 39. The second traction element tensioner 40 can, however, be designed identically, so that the corresponding explanations also apply to it in a figurative sense. In particular, the first traction element tensioner 39 can be designed as a ring rotatable about the transmission axis 27 with a radial thickness of varying degrees with respect to the transmission axis 27. For example, it has a minimum radial thickness a and a maximum radial thickness b. The traction element tensioner 39 can be rotatable via the pre-tensioning access 32, for example by means of a tool inserted through the pre-tensioning access 32.The first tension member 39 can be arranged between the rotary bearing 37 and the first housing 38. If the area of ​​the first tension member 39 with the maximum radial thickness b is aligned towards the drive pulley 30 by rotating the tension member 39, the thick area of ​​the tension member 39 displaces the rotary bearing 37 and the transmission pulley unit 41 away from the drive pulley 30, thereby tensioning the drive pulley 28. In this way, a desired pretension in the drive pulley 28 can be set. Figures 8 and 9 show the drive pulley gear unit 16 with the pulleys fully tensioned. As already explained, the second tension member 40 functions in the same way, so the preceding explanations apply analogously to the elements associated with the second tension member 40. Figures 10-13 show various possible configurations of the traction gear unit 16 in the area of ​​the transmission traction pulley unit 41. Specifically, each figure shows a top view of a horizontal section through the transmission traction pulley unit 41. On the right side of each figure, the first support unit 25 is shown as the first housing 36, and on the left side, the second support unit 26 is shown as the second housing 38. In the embodiment according to Figure 10, a transmission traction pulley unit 41 is shown, whose input traction pulley 42 and output traction pulley 43 can each be designed as separate components. The outer circumferential surfaces of the input traction pulley 42 and the output traction pulley 43 can each be completely enclosed or encapsulated by the first housing 36 and the second housing 38, respectively.To transmit the drive power from the input drive pulley 42 to the output drive pulley 43, the transmission drive pulley unit 41 can additionally include a connecting unit 45, which can be rotationally fixed to both the input drive pulley 42 and the output drive pulley 43. The input drive pulley 42, driven by the drive drive element 28, can thus transmit the rotational movement to the connecting unit 45, which in turn can transmit the rotational movement to the output drive pulley 43 and thus to the output drive element 29. Figure 11 shows the one-piece design of the transmission drive pulley unit 41, already shown in the previous embodiments, in which the input drive pulley 42 and the output drive pulley 43 can be formed integrally. Both the embodiment according to Figure 10 and the embodiment according to Figure 11 are shown.11 can have an inner housing 44 rotating with the transmission pulley unit 41, which can at least partially line the through-opening 57. This inner housing 44 is omitted in the embodiments according to Figs. 12 and 13. Both embodiments comprise input pulleys 42 and output pulleys 43 formed integrally. In these embodiments, however, the through-opening 57 can be bounded or lined by the non-rotating or frame-fixed first housing 36 and second housing 38. In the embodiment according to Fig. 13, the first housing 36 can also have a first cover 46 that can close the through-opening 57 on one side. Similarly, the second housing 38 can have a second cover 47 that can close the through-opening 57 on the other side. Thus, in the embodiment according to Fig.13 may be closed or not fully open. A further difference between the embodiments according to Figs. 10, 11 and 12, 13 may lie in the fact that the tensioning devices 39, 40 are arranged outside the rotary bearings 37 of the transmission tensioning device unit 41 in the embodiments according to Figs. 10 and 11, and inside them in the embodiments according to Figs. 12 and 13. "Outside" and "inside" here refer to a radial direction as seen from the transmission axis 27. Thus, in the embodiments according to Figs. 10 and 11, the rotary bearing 37, the tensioning device 39, 40 and the housing 36, 38 follow one another radially outwards from the transmission axis 27. In the embodiments according to Fig. 12 and Fig. 13, the housing 36, 38, the tensioning device 39, 40 and then the rotary bearing 37 follow one another in the same direction.Which of the described embodiments is used depends on the specific requirements. Figure 14 shows the connection of the traction drive unit 16 to the driven wheel, in this case the rear wheel 3. However, the driven wheel could just as easily be the front wheel 2. Specifically, Figure 14 shows a top view of a horizontal section through the rear wheel stays 8, the traction drive unit 16, and the rear wheel hub body 23. The output traction drive pulley 31 rotates, for example, around the rear wheel axle body 24, formed by an axle stub 49 and a stub axle 50, and in particular around the rear wheel axle 15. The output traction drive pulley 31 can be mounted on the frame 1, in particular on a rear wheel stay 8, via a bearing sleeve 68. The axle stub 49 and the stub axle 50 can together form a rear wheel axle body 24, which can also be guided by the bearing sleeve 68.The power transmission between the output pulley 31 and the rear wheel hub body 23 is effected by a positive locking 52, for example, a face gear. Specifically, this is a positive locking 52 that can be released axially with respect to the rear wheel axle 15. In other words, the rear wheel hub body 23 can be removed or detached from the output pulley 31 in the axial direction of the rear wheel axle 15. To ensure that the rear wheel hub body 23 remains in operative connection with the output pulley 31 in the assembled state, the rear wheel hub body 23 is pressed against the output pulley 31, for example, by a radially thickened clamping section 51 of the axle 50. In this state, the stub axle 50 can be fixed to the rear wheel strut 8 with the clamping section 51, so that the effective engagement of the positive locking 52 between the rear wheel hub body 23 and the output pulley center disc 31 is maintained during operation of the vehicle F. Fig. 15 shows the situation in which the rear wheel hub body 23 is detached from the output pulley 31, for example, to change the rear wheel 3. For this purpose, only the fixing of the axle 50 to the rear wheel strut 8 needs to be released. This allows the axle 50, together with the clamping section 51, to be pulled out of the drive unit 16 and the rear wheel hub body 23. The rear wheel hub body 23 is therefore no longer pressed against the output pulley 31 by the clamping section 51 of the axle 50. The positive locking 52 can therefore be released in the axial direction of the rear wheel axle 15, allowing the rear wheel hub body 23 and the rear wheel 3 connected to it (not shown for clarity) to be removed from the frame 1 of the vehicle F. The traction gear unit 16, on the other hand, can remain on the frame 1 or on the rear wheel strut 8 together with the bearing sleeve 68.Therefore, when changing a driven wheel, for example the rear wheel 3, it is not necessary for an end user to perform any work on the traction gear unit 16. In particular, the drive traction element 28 and the output traction element 29 remain in their pre-tensioned arrangement in the traction gear unit 16, which significantly simplifies the removal and installation of the driven wheel. Figure 16 shows a flowchart of method 60 for mounting a vehicle F and method 65 for compensating spring movements of a vehicle F. Methods 60 and 65 can each refer to a vehicle F as described above. Method 65 also refers to a vehicle F mounted according to method 60. Although individual steps are shown sequentially in Figure 16, they can be performed simultaneously within methods 60 and 65. Method 60 for mounting a vehicle F begins with pre-tensioning 61 of the drive link 28 and the output link 29 in the drive link gear unit 16, the pre-tensioning forces of the drive link 28 and the output link 29 being absorbed exclusively by the support units 25 and 26. This pre-tensioning step 61 can be performed on the modular drive link gear unit 16 before it is mounted on the vehicle F.In particular, the frame 1 of vehicle F is not necessary to pre-tension the traction elements 28, 29. All resulting stresses are absorbed by the support units 25, 26. Therefore, the next step is to insert 62 the modular traction element gear unit 16 onto vehicle F. Only in this step is a connection established between the traction element gear unit 16 and vehicle F, or rather, the frame 1 of vehicle F. During insertion 62, tolerances 63 can be compensated for by pivoting 64 the support units 25, 26 about the transmission axis 27. In other words, one and the same traction element gear unit 16 can be used on vehicles F with different distances between the drive axle 14 and the axle of the driven wheel, for example, the rear axle 15 or the front axle 33.The different distances are compensated for by pivoting 64 the support units 25, 26 relative to each other. This makes the use of the traction gear unit 16 particularly versatile. A key aspect of the method 60 according to the invention is that the traction gear unit 16 can be used as an independent module unit with fully pre-tensioned traction elements 28, 29. It can be made fully operational separately from the rest of the vehicle F, in particular the frame 1, and then only needs to be mounted to the frame 1. The method 65 for compensating for suspension movements of a vehicle F begins with a compression 66 of the rear wheel 3 or the front wheel 2. In particular, this is the driven wheel of the vehicle F.The traction gear unit 16 described above then enables compensation 67 for a change in distance 67 between the drive traction pulley 30 and the output traction pulley 31 caused by the spring movement by pivoting 64 the support units 25, 26 about the transmission axis 27 and simultaneously moving 69 the support units 25, 26 so that the transmission axis 27 moves relative to the frame 1. In this way, pedal kickback occurring in conventional vehicles F, especially bicycles, can be compensated for or avoided by the traction gear unit 16. The comparison shown in Figures 17 and 18 between a vehicle F with a drivetrain known from the prior art (Figure 17; prior art) with traction element (for example, chain) and traction element tensioner, and the inventive design with an inventive two-stage traction element transmission unit 16 (Figure 18 refers specifically to the design already described in detail for Figure 1), illustrates the advantages achieved with the invention, particularly with regard to anti-squat behavior. For further illustration, a driver is also indicated in phantom lines in each figure. The so-called anti-squat line AS is known to be defined by a front vertical line through the front axle and a rear vertical line through the rear axle.The intersection of the front vertical with a horizontal line running at the level of the overall center of gravity S of the rider and vehicle, and the intersection of the rear vertical with the lower point of the rear wheel, define the course of the antisquat line AS. This already illustrates that the antisquat line AS is not static relative to the vehicle frame, but can vary for one and the same vehicle F depending, for example, on the location of the overall center of gravity, on the rider and / or their position, on the suspension setting, etc. In the practical design of such vehicles, the aim is to arrange the intersection of the traction element and the intersection of the swingarm pivot point of the rear wheel strut 8 as close as possible to the antisquat line AS, and ideally even to align them. Fig.17 further clarifies that the antisquat conditions change for each gear selected in the derailleur system on the rear wheel, which is known in the prior art. In comparison, the invention shown in Fig. 18 now provides the optimal solution, particularly with regard to the anti-squat behavior of the vehicle 1. By decoupling the traction element transmission or the traction element transmission unit 16 from the frame 1 of the vehicle F, in particular also including the rear wheel strut 8 which is adjustable relative to the rest of the frame in the present embodiment, and by the two-stage and mutually articulated design of the traction element transmission unit 16, as already described above, changes in distance between the drive axle 14 and the rear wheel axle 15 at different compression and extension positions of the rear wheel strut 8 can be compensated for by changing the articulation angle between the two support units 25 and 26, without, however, having any effect on the two traction elements of the traction element transmission unit 16.This allows, in addition to the possibility of obtaining significantly optimized and even specifically adjustable antisquat characteristics, a considerably expanded freedom in terms of design, especially with regard to the linkage of the rear swingarm, because in particular the intersection of a traction element itself with the antisquat line AS no longer plays a role with the present design.

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