Planetary gears for bicycles

Abstract

Planetary gear set for bicycles with direct or indirect pedal crank drive and additional drive by an electric motor with rotor and stator, comprising at least one planetary set consisting of a sun gear with associated sun gear shaft, a ring gear with a larger diameter and associated concentric ring gear shaft, and several planet gears evenly distributed around the circumference, wherein the planet gears mesh simultaneously with the sun gear and ring gear, and their shafts are mounted in a web with an associated concentric web shaft, with the web shaft serving either as input or output, wherein a first of the two other shafts serves either as output or input, and a second of the two other shafts is connected to the rotor of the electric motor, and the stator is rotationally fixed to the frame of the bicycle.wherein the input and output are designed to be rotationally fixed to each other and the planetary gear set has no function when the output and input are rotationally fixed, and a housing surrounding the planetary gear set, characterized in that a torque sensor is arranged in the connection of the stator to the bicycle frame inside the housing, and that a further sensor is designed, in the case of a rotationally fixed connection between input and output, to generate a signal by measuring the load and / or deformation in the pedaling direction of the direct pedal crank drive or in the tension direction of the torque-generating force in the case of an indirect pedal crank drive in the vicinity of the bearing of the concentric shafts,wherein the signal is proportional to the torque of the pedal crank drive and wherein the proportionality factor can be continuously determined during operation with the participation of the planetary gear set by evaluating the torque sensor and wherein the influence of the rotor can be determined in a dynamic model and used as a correction of the torque signal, wherein, assuming a constant input speed, the output speed can be changed depending on the speed of the electric motor, i.e., with a continuously changing speed of the electric motor, a stepless change in the gear ratio of the planetary gear set is given.

Description

1. State of the art. The trapezoidal frame with chain drive to the rear wheel (with gearing for speed), introduced by John Kemp Starley in 1888, laid the foundation for bicycle concepts that are still common today and replaced the dangerous penny-farthing. The magazine "aktiv Radfahren" 9-10, 2016 (and other sources) presents two bottom bracket gear systems that offer multiple gear ratios between the crank drive and the chainring. One system, called Pinion, is a multi-gear gearbox with a countershaft and 6 to 18 gears, which provide high-speed ratios. The other, called Dopio, is a two-speed planetary gearbox with a direct drive and a high-speed gear. In both systems, the rotation of the crank drive is transferred to a chainring mounted concentrically to the crank axle (bottom bracket axle). In the book “Fahrzeuggetriebe” by Lindner / Naunheimer 1994, p. 145 (and in other sources) it is described how a planetary gear with 3 concentric shafts can work as a continuously variable transmission. The company Stromer (and others) offer S-Pedelecs in which a Sturmey Archer internal gear hub and an electric motor are spatially integrated into the rear wheel hub. A functional integration of the gear system and electric motor is not mentioned. German patent DE 10 2019 118 235 B3 describes a two-wheeler with a pedal crank drive that operates entirely without a chain or belt drive. The necessary gear ratios for higher speeds must be generated by a gearbox. The Pinion gearbox would be functionally and in terms of gear ratios capable of fulfilling this task. However, since it is quite bulky as a reduction gearbox and cannot be used as a hub gearbox, it is not an ideal solution. Furthermore, the Dopio gearbox with only two gears does not meet the required specifications. A planetary gear set in its most common design consists of an inner spur gear (sun gear) with its associated axle. Three planet gears mesh with the sun gear, arranged at 120-degree angles to each other. Their axle bearings are rigidly connected and combined to form a concentric web axis, the second axis. On the outside, the planet gears mesh with an all-encompassing ring gear, whose axle forms the third concentric axis of the planetary gear set. In the gear sets presented here, a crank axle is usually also required as the innermost concentric axis. Such planetary gear sets are typically drawn showing only one (upper) planet gear and the corresponding upper halves of the sun and ring gears. Modern hub gears typically have multiple planetary gear stages and an odd number of gears, with the sun gears rigidly connected to the bicycle frame. The middle gear has a direct connection between the chainring and the hub (gear ratio 1). The lower gears (gear ratios less than 1) are achieved by driving the gears from the ring gears and driving the gears from the axle. The higher gears (gear ratios greater than 1) are achieved by driving the gears from the axle and driving the gears from the ring gears. The gear ratios are usually geometrically stepped, meaning the ratio between adjacent gears is (almost) constant and is called the jump. The ratio between the highest and lowest gears is called the spread. Many types of electric motors can function as generators when driven externally. Components that can act as both motors and generators are referred to here as electric machines. Three concepts for electric drive are commonly used in today's e-bikes: - Front-wheel drive (outdated and with a negative impact on steering) - Rear-wheel drive - Mid-drive motor (with high stress on the chain or belt) US Patent 4,721,015 A1 relates to a three-stage planetary gear system with sixteen gears and a single drive wheel, wherein the pedal drive shaft is located on the wheel axle and the vehicle interface mountings are located on both sides inside the pedal crank arms. The planetary gear system is intended for installation in a pedal-powered vehicle as a replacement for the chain and derailleur system used in conventional multi-speed bicycles. The planetary gear assembly is intended to be completely enclosed within the wheel hub. DE 10 2016 225 141 A1 relates to a transmission for a bicycle, comprising a planetary gear set, an electric motor, and a gearbox with a gearbox input shaft. The transmission is characterized in that a sun gear of the planetary gear set is operatively connected or operatively connectable to the electric motor, a web of the planetary gear set is rotationally fixed to a bottom bracket crankshaft, and a ring gear of the planetary gear set is rotationally fixed to the gearbox input shaft. DE 10 2016 225 165 A1 relates to a transmission for a bicycle, comprising a gearbox that is operatively connected to a bottom bracket crankshaft and has a gearbox output shaft, and an electric machine. The transmission is characterized in that it has a superimposed transmission downstream of the gearbox, wherein the electric machine is operatively connected or operatively connected to one element of the superimposed transmission and the gearbox output shaft is operatively connected to another element of the superimposed transmission. Further prior art is disclosed in the following publications: CH 65 453 A ; DE 41 42 867 A1 ; US 8 636 095 B2 ; DE 10 2011 084 931 A1 ; WO 2017 / 190 195A1 ; DE 10 2017 219 606 A1 2. Purpose of the invention. The bicycle concept described in DE 10 2019 118 235 B3 manages entirely without a chain or belt. It requires a crank axle that is mounted concentrically to the drive wheel axle as the innermost axis. A hub gear (of planetary design) that provides high-speed transmission (and can have gear ratio 1 as a direct drive) is necessary to replace the chain drive found in conventional bicycles. A wide gear range within a single gear stage is desirable. The main purpose of the invention is to provide hub gears for this application. Such direct drives are also of interest for tricycles, e.g., cargo bikes. With e-bikes, the handling and comfort depend significantly on how precisely and quickly the electric motor is controlled in relation to pedaling behavior and the desired assistance level. The assistance level is set on a control unit. Pedaling behavior is determined by pedaling cadence and pedaling power. Pedaling power is calculated from pedaling torque and pedaling cadence. In a planetary gear system, all essential parameters are linked by simple equations (neglecting the usually minor effects of friction). Therefore, one or two speed measurements and a torque measurement are sufficient to calculate all relevant quantities. Speeds are easy to determine. Torque is most easily determined at the component where the torque generated in the planetary gear system is transferred to the bicycle frame. These measurements can be determined accurately and at a high sampling rate and can be easily converted into the relevant control parameters. Describing the necessary measuring points is also a purpose of the invention. The aforementioned measurements are also suitable for calculating the load on the gears. In the transmissions presented here, the pedal crank drive usually acts directly on the transmission (without a chain drive with gearing). Therefore, the loads can become particularly high in the lower gears. As a minimum solution in case of excessive loads, a warning signal can be displayed. The functional integration of an auxiliary electric motor into the transmission is discussed further below. This assistance can be designed to prevent excessive loads. Furthermore, meaningful performance data can be provided. Enabling a warning function, performance data acquisition, and targeted intervention options for the electric motor are also the purpose of the invention. In direct drive, the planetary gear is not involved, and the proposed torque measurement is not possible (speed measurement is possible). Methods are presented for measuring pedaling power even in direct drive. Furthermore, it is shown that a correction factor for direct drive can be determined in gears that do involve the planetary gear. These processes are also the purpose of the invention. When an electric motor is functionally integrated into the transmission, additional functions arise beyond the pure assistance function and, potentially, recuperation in conventional applications. These include: - Staged - Continuously Variable Transmissions. As already mentioned in the "State of the Art" section, planetary gear sets with three axes can be transformed into a continuously variable transmission. In conventional applications, the drive train is divided into a direct drive for one axis and a variable drive for another axis of the planetary gear set; the third axis is the output shaft. The variable component is generated, for example, via hydraulics or a V-belt drive. E-bikes have two drive sources: the pedal crank and the electric motor. The motor's speed can be controlled, thus transforming a staged hub gear into a continuously variable transmission.The selected gear has a significant influence on the level of assistance provided by the electric motor, hence the name stepped-continuous transmission. The precise way in which the electric motor can act is explained in the description of the variants – ergometer function. The integration of the electric motor into the hub gear can be achieved in such a way that, when the bicycle is stationary, the electric motor is driven by the crank unit. The electric motor then functions as a generator, and the generated electrical energy can be fed into a battery or used in another way. Fulfilling these two functions is also a purpose of the invention. The proposed variants include two double-acting switching elements. These switching elements can, in principle, be mechanically actuated externally. Here, it is proposed that the actuation be realized purely electrically / electronically by co-rotating units. The electrical power supply and information transmission can be inductive. Furthermore, load switching should be possible. This is achieved with freewheels. The number of freewheels is reduced if they are assigned to the switching elements rather than to the individual gears. Such co-rotating actuating elements with associated freewheels are also the purpose of the invention. In the previously mentioned gearbox variants, a gear ratio of 1 and speed-up ratios are provided. If the input and output of such a gearbox are reversed, an inverse gearbox is obtained. The gear ratio of 1 remains, and the speed-up ratios become speed-down ratios. Gearboxes and inverse gearboxes are largely identical in construction; an electric motor can also be advantageously integrated functionally into inverse gearboxes. Demonstrating this is also a purpose of the invention. As already mentioned in the "Prior Art" section, conventional hub gears today usually have a direct drive, a group of speed-increasing gears, and a group of speed-increasing gears. Switching between these groups is achieved by swapping the input and output, thus combining a transmission and a reverse transmission. The purpose of the invention is also to advantageously integrate an electric motor into these transmissions and to enable torque and speed measurements with the associated applications. 3. Advantages of the invention. The bicycle concept described in DE 10 2019 118 235 B3 has the advantages that it does not require a chain or belt drive and that the bicycle can be folded down to a small size, even with large tires. It definitely requires a hub gear that provides a high-speed transmission and has a crank axle as its innermost concentric axis. Variants 1 to 4 of the gearboxes presented here meet these requirements. These variants have one direct drive (gear ratio 1) and four additional gears for faster speeds. They can therefore be used as a direct drive. Such a direct drive is also interesting for tricycles, e.g., cargo bikes. For these, the use of electric motors is particularly interesting, as they can be advantageously integrated into the gearbox. Due to their considerable mass, electric assistance is very welcome on cargo bikes. Since tricycles do not tip over, the ergometer operation discussed below is particularly easy to implement; it simply requires blocking (strongly braking) the drive wheel, and with a suitable design, the electric motor can then generate electrical energy using muscle power. In any case, variants 1 to 4 eliminate the maintenance-intensive chain or belt drive, and the effort involved in, for example, tube repairs is significantly simplified, since removing the drive wheel is almost as easy as removing the front wheel on conventional bicycles. -Variant 1 The planetary gear system sketched in Fig. 1 has five gears, including one direct drive gear and four high-speed gears. The innermost axle is a crank axle with two crank arms, which can be driven by muscle power. The crank axle also serves as the drive shaft and is directly connected to the drive shaft of the planetary gear system. The drive shaft is also connected to the gear housing via a freewheel. This provides the direct drive gear when no other gear is engaged. This eliminates the need for a separate shift element for the direct drive gear. The gearbox has a ring gear that is fixed, i.e., rotationally fixed, to the bicycle frame. A set of planetary gears meshes with the ring gear and is connected to three further sets of planetary gears via planetary shafts. This eliminates the need for additional, expensive ring gears (and makes the functional integration of electric motors particularly easy). The four sets of planetary gears mesh with a sun gear each, one of which is responsible for one of the high gears. The sun gears are grouped into two sets, one for even gears and the other for odd gears. A bidirectional shift element is positioned between the two sun gears in each set. These two shift elements are connected to a sun gear shaft via freewheels, and this shaft is fixed to the gearbox housing. This arrangement, with a total of three freewheels, allows for load-shifting between adjacent gears (the third freewheel is for direct drive). Furthermore, assigning two freewheels to the shift elements saves two freewheels, one for each high gear. Only this arrangement, with the output from the sun gears, allows for a wide gear ratio spread in just one or two half steps. Of course, the design can also be adapted, for example...This can be done according to variants 3 and 4, or with other jumps and spreads. A bicycle according to DE 10 2019 118 235 B3 with a pedal crank – direct drive in the front wheel and steered rear wheel – requires an electric drive in the rear wheel for riding and steering stability (unlike the front wheel motor in conventional pedelecs). Therefore, such a bicycle does not also need an electric motor functionally integrated into the planetary gear system, as proposed in the following variants. -Variant 2 The planetary gear set of variant 2 is designed like that of variant 1, with the addition of a simple functional integration of an electric motor. Here, the ring gear is not directly connected to the bicycle frame; instead, an electric motor is interposed. The rotor of this electric motor is directly connected to the ring gear, while the stator is directly connected to the bicycle frame (see Fig. 2). A rotation of the rotor therefore sets the ring gear into precisely this rotation, and this has a significant effect on the planetary gear set. For electrical energy to be fed into the bicycle system, the rotor must rotate backward, i.e., in the opposite direction to the rotation of the pedal drive (in a forward direction it would act as a generator and extract energy). Assuming a constant rotational speed of the pedal drive (and in one of gears 2 to 5), an increasing rotational speed in the reverse direction causes the planetary gears to rotate faster, and this faster rotation is then transferred to the sun gears in the forward direction. The stepped transmission, which operates without an electric motor, is thus transformed into a continuously variable transmission (CVT). In gears 2 through 5, the bicycle accelerates at a constant pedaling speed and increasing rotor speed; the additional power is provided by the electric motor. Assuming constant pedaling speed and constant bicycle speed, the electrical power is greatest in 2nd gear and lowest in 5th gear. Correspondingly, the pedaling power is lowest in 2nd gear and highest in 5th gear. It is therefore a stepped-continuously variable transmission. In first gear, the planetary gear set is not engaged, and therefore continuously variable operation is not possible. In first gear, the shift elements are in neutral, and the gearbox housing is driven by the hub via a freewheel. However, electric motor assistance is also possible in first gear. This only requires the installation of a freewheel between the rotor and the gearbox housing, which allows the rotor to rotate in reverse and drives the gearbox housing forward. Essentially, only the rotor's direction of rotation needs to be reversed (easily achieved by reversing the electrical polarity), and within the motor's limits, continuous, controllable assistance can be provided. This assistance is also available without pedaling; this is a push assist function. While the planetary gear system rotates in this mode, the shifting elements remain in neutral, so this has no effect on the bicycle's performance. For example, if the gearbox is designed for high gear ratios for small wheels and a direct drive makes no sense, the two freewheels can be omitted (this would then be a four-speed gearbox). In this case, the ergometer operation described in variant 4 would be possible without any additional components. -Variant 3 Variant 3, sketched in Fig. 3, is designed for a small gear ratio spread of 3.5. Geometrically stepped, this results in small jumps, which, particularly for 2nd gear, leads to very small planetary gears and thus high gear loads. Therefore, this transmission is designed so that the jump between 1st and 2nd gear is larger, and the remaining gear ratio spread between 2nd and 5th gear is geometrically divided. Variant 2 is designed so that variable assistance from the electric motor is possible in 1st gear, but stepless operation is not available. Stepless operation is possible in the other gears, but assistance cannot be selected in 2nd gear and is limited in 3rd gear. Variant 3 is designed so that a choice between stepless operation and variable assistance is possible in all gears, but without stepless operation. Because the stepless function operates with a reverse-rotating rotor and the variable assistance with a forward-rotating motor, this selectability can be implemented very simply with a single housing and two associated freewheels. The ring gear is not directly coupled to the rotor, but rather to the housing and supported by it. The housing extends around the rotor bearing into the area between the rotor and stator bearings. It is connected to the rotor via one freewheel and to the stator via a second freewheel, which in turn is rigidly connected to the bicycle frame. The freewheel between the rotor and the housing is designed so that when the rotor rotates backward, it engages the housing, while the other freewheel allows this rotation. When the rotor is rotating backward, the ring gear is thus coupled to the rotor, enabling stepless operation, as in variant 2. When the rotor rotates forward, it can directly and variably support the gearbox housing via the freewheel already provided in variant 2, while the freewheel between the housing and the stator bearing supports the ring gear against the bicycle frame, thus enabling the stepped gearbox as in variant 1. With the surrounding section and the two freewheels, the option to choose between continuously variable operation and stepped operation with variable support from the electric motor is available in all gears. In the latter operating mode, the relief of the gears by the electric motor, as discussed below, can also occur, since the planetary gear set is relieved of load when the support is provided directly via the gearbox housing. -Variant 4 Variant 4, sketched in Fig. 4, is intended to enable recuperation and ergometer operation in addition to the existing functions. Furthermore, this variant is designed for a gear ratio spread of 6. This large spread would result in a relatively small sun gear for the 5th gear. Therefore, the 4th gear is designed with a planetary gear set, unlike variants 1 to 3 where the 5th gear uses one. The 5th gear is implemented here with two half planetary gear sets, which results in a larger sun gear for the 5th gear. If only recuperation and not ergometer operation is desired, it is sufficient to replace the freewheel between the electric motor's rotor and the gearbox housing with a switching element. The freewheel allows the gearbox housing to be driven by the rotor. For recuperation, the rotor must be driven by the housing, and only a switching element can provide this. The ergometer operates with the bicycle and thus the drive wheel fixed, by driving the electric motor as a generator via the pedal crank unit. For this to work, one of gears 2 to 5 must be engaged. When the pedal crank unit is turned, the corresponding planetary gears roll against the engaged sun gear because the sun gear is locked in the forward direction by the associated freewheel from the locked drive wheel. This rotation is transferred forward to the ring gear and then to the rotor by the freewheel between the housing and the rotor. These forward rotations of the hub shaft and rotor must be possible and are blocked by freewheels in variant 3. Therefore, the freewheels between the hub shaft and the gearbox housing (for 1st gear) and between the housing and the stator bearing (for the stepped operation of the planetary gear) must be replaced by shifting elements.If these two shifting elements are deactivated, this forward rotation is possible. Furthermore, the shifting element for 1st gear must have a freewheel so that shifts between 1st and 2nd gear are possible under load, and so that a freewheel function for the crank drive is also available in 1st gear. The selection between gears 2 to 5 for the ergometer function affects the gear ratio between the crank unit and the rotor, and thus the pedaling resistance. This is the most complex version of the existing variants, but it allows for all possible applications. The fact that first gear is equipped with a shift element enables another useful application: it allows all transmission options between the crank unit and the gearbox housing to be deactivated. Furthermore, if the shift elements are electrically / electronically actuated, as described below, activation can be configured so that it can only be performed by an authorized user (e.g., via a smartphone). This would provide an additional theft deterrent. As briefly mentioned in variant 2, if it is designed for high gear ratios and without a direct gear, it can be used without additional equipment for ergometer operation and theft protection. -Variant 5 The variant shown in Fig. 5 is an inverse gearbox, as the input and output are reversed. The direct drive is retained, and the previously high gears become low gears. The basic design remains largely the same. However, due to some unique characteristics, the gearbox has been recalculated with a large gear ratio spread. A large spread is easily achievable here, and the resulting large jumps mitigate a difficulty associated with 4th gear. For the use of such a gearbox, a high gear ratio is necessary, usually achieved through a chain or belt drive. This disadvantage is partially compensated for by the fact that integrating an electric motor becomes easier, the gear loads are lower, and this variant can be used in conventional bicycle designs. A high gear ratio with a large sprocket does mean a high chain speed, but conversely, lower chain forces, which reduces wear. Furthermore, the output from the sprocket shaft means that the output torque is distributed between the ring gear and its associated sun gear, which further reduces the gear load. The input is from a pinion directly onto the sun gear shaft, and the output from the sprocket shaft is directly onto the gearbox housing. Since the crank axle is eliminated, an internal shaft can be rigidly connected to the bicycle frame – as is common in conventional bicycle designs. The lower four gears are divided into two groups, one with the even gears and one with the odd gears. A bidirectional shifting element is positioned between the two gears of each group. These two shifting elements are again connected to the sun gear axle via freewheels, but here they must act in opposite directions, as torque must be transferred from the sun gear axle to the gears, and not vice versa, as in variants 1 to 4. The first gear here is designed with a planetary gear set and has a rather small sun gear. This isn't problematic, however, because the input torques are low due to the high initial gear ratio, and the gear reduction is actually quite slow. The fourth gear is more problematic, as the planetary shafts have to rotate very quickly for the intermediate shaft to come close to the first gear ratio. However, this is manageable due to the large gear ratio jumps (and with smaller ratio spreads, the jump between fourth and fifth gear can be larger than the other jumps – as in variant 3). Integrating an electric motor is particularly easy here, as the rotor can be directly connected to the ring gear (as in variant 2) and thus already fulfill all the functions of variant 4. It can be advantageous to install a freewheel between the rotor and stator bearings to prevent reverse rotation of the rotor and therefore the ring gear. This has the advantage that the gearbox can operate without electrical interference, since the torque of the ring gear must be transmitted in this direction into the bicycle frame. If electrical energy is to be fed into the bicycle system in this variant, the rotor must rotate forward. The first four gears are selected via the two shift elements on either side and are continuously variable to higher gear ratios as the rotor rotates forward. There are two ways to achieve a direct 5th gear. A shift element between the rotor and gearbox housing creates a direct gear because, when the shift element is closed, the shaft and ring gear are connected, thus locking the planetary gear set. When any of gears 1 through 4 is engaged, the rotation of the pinion is transmitted directly to the gearbox housing. Furthermore, the electric motor can directly assist the pedaling process, and this assistance is continuously controllable (within its limits). The electric motor can also operate without pedal assistance; this would be the walk assist function. And when the electric motor is switched to generator mode, energy recuperation is possible. The shift element between the rotor and gearbox housing enables all these functions. Even with the shift link between the rotor and gearbox housing open, direct gearing is possible. For this to work, the electric motor must rotate at exactly the same speed as the sprocket. In this state, the level of electric assistance depends on the selected gear, being greatest in 1st gear and least in 4th gear. Consequently, the pedaling effort is lowest in 1st gear and highest in 4th gear. Furthermore, the gear ratio can be continuously varied by making the rotor rotate faster or slower than the sprocket. This effect is least pronounced in 1st gear and greatest in 4th gear. Therefore, you have the choice between a fixed gear ratio (1), continuous assistance, and the options of recuperation and walk assist when the shift link is closed. Or, with the shift link open, the level of assistance from the electric motor determined by the selected gear, combined with the continuously variable function. The ergometer function is also possible if the freewheel between the rotor and stator bearing is deactivated. With the drive wheel and thus the axle blocked, the ring gear, and therefore the rotor of the electric motor, rotates backward when the pinion is rotating forward, potentially acting as a generator and thus blocking the freewheel. If electrical interference is always possible, the freewheel could be omitted entirely. The pedaling resistance depends on the selected gear and is greatest in 4th gear (the rotor rotates fastest in 4th gear). Since the transmission from the pinion to the gearbox housing can also be completely interrupted in variant 5, an additional anti-theft device is possible here as well. Variant 5 offers all the possibilities of variant 4 in a significantly reduced version, but requires a chain or belt drive to increase speed. -Switching elements and ease of assembly. The trend in bicycles is towards automated, electrically actuated shifting systems, usually externally. This proposal suggests switching the shifting elements inside the gearbox housing using co-rotating servo units, with inductive energy and information transfer. This requires a non-rotating inductive transmitter, for example, on the stator in versions with an electric motor, or on the ring gear in versions without an electric motor. The rotating units must include an inductive receiver, a small electrical energy storage device, control electronics, and a servo unit. For double-acting switching elements, a neutral position signal might also be useful. (The end positions can be reliably identified by a higher current draw from the servo units.) Switching elements positioned far to the outside can be designed with connecting parts arranged as a ring, while the switching element itself is attached at one point (or at two opposite points). If the switching elements can only be operated electrically and not mechanically from the outside, the operation of the bicycle can be designed so that all switching operations can only take place after authorization (e.g. by a smartphone), which means an additional theft protection. The presented transmissions are all designed such that one double-sided shift element is assigned two even gears and the other two odd gears. The gear arrangement is therefore not freely selectable, and this can lead to difficulties in assembling the planetary shafts with their associated planet gears. Furthermore, the planetary shafts should be mounted in stable cages to prevent harmful deformation. The assembly problem can be solved by making the sun gear shaft and cage each in two parts, allowing them to be positively fitted together. Assembly can proceed as follows: first, one part of the cage is mounted, then a group of sun gears with their associated shift element, then the planetary shafts, then the second group of sun gears with their shift element, and finally the missing part of the cage. Figures 1, 2, 3, 4 to 5 are shown.It can be seen from point 5 that all parts can be pushed together in this order. -Smart recording and processing of rotational speeds and torques. For e-bikes, precise and rapid control of the electric motor, depending on the desired level of assistance and pedaling behavior, is crucial. The desired level of assistance is usually entered via a control unit. Pedaling behavior is determined by cadence and power output. The necessary data for this must be determined with high accuracy and temporal resolution within the planetary gear system. In planetary gear sets, the states (speed and torque) of the three shafts (sun gear, ring gear, and carrier shaft) are linked by simple equations. The equations are exact for speeds, while for torques, friction is neglected, which is usually acceptable. For torques, a single measurement is sufficient to calculate all values. If two speeds are known, the third can be calculated. The calculations depend only on the ratios of the number of teeth (or gear ratios) of the individual gears and can be stored. If the measurements are taken inside the gear housing, they are protected from external influences and can be compactly summarized. Speeds are easy to determine. Measuring the input speed is necessary. For variants 1 to 4, this is the crank rotation speed; for variant 5, it's the sprocket speed (the pedaling speed can also be determined via the chain ratio). A special characteristic occurs with the input speed. Due to the freewheel mechanism, this speed can suddenly drop or fall to zero, even though the bicycle continues to move. The electric motor's assistance must then be switched off immediately (this state is also recognizable by a drop in torque). Measuring the output speed, which would be the speed of the gearbox housing, is also useful. High temporal resolution is achieved by taking as many measurements per revolution as possible. This can be done, for example, with inductive measurements on gears or optical measurements using numerous markers evenly distributed around the circumference.In the gearboxes presented here, the torque of the ring gear shaft is easiest to determine because it is supported by the bicycle frame and therefore does not rotate. The measurement should be taken inside the gearbox housing, as the external connection to the bicycle frame is subject to friction. This allows all torques to be calculated. Input torque and input speed determine the pedaling power. Output torque and speed of the gearbox housing determine the output power. If the gearbox operates in stepped-continuous mode, the torque of the ring gear is derived via the electric motor and can only be influenced by inertial effects during speed changes (which would be correctable in a dynamic model). The difference between input and output power is supplied by the electric motor and can be compared with the motor's electrical characteristic curve (large deviations indicate a defect). A special case arises when the electric motor engages without the planetary gear. This is always the case in the direct drive gears, where the planetary gear is not involved. In this situation, a load measurement can be taken near the bearings. For variants 1 to 4, these measurements would be taken near the crank arms in the direction of pedaling; for variant 5, they would be taken near the sprocket in the direction of chain / belt tension. These measurements are initially only proportional to the input torque. In the gears where the planetary gear is involved, where more precise measurements are possible, these measurements can be compared with the load measurements to determine a proportionality factor. In variants 3 and 4, it's important to note that the electric motor can provide assistance in two ways. In stepped-continuous operation, the ring gear torque is supported by the motor, requiring only a dynamic correction due to inertial effects. In stepped operation with direct support from the gearbox housing, the electric motor's torque is supported by the bicycle frame in addition to the ring gear's torque. This additional torque can be determined from the electric motor's electrical characteristics and subtracted from the total torque to obtain the conditions within the planetary gear set. The method for direct drive can also be used, either additionally or independently. The measurements and calculations provided allow the determination of gear loads in all gears. Particularly high loads can occur in gears 2 and 3 of variants 1 to 4. A warning signal can be issued as a minimum solution in these cases. With variants 1 to 4, it is always possible to reduce the load by downshifting (1st gear operates without gear engagement), and gear loads are lower in variant 5. In variants 3 and 4, it is also possible to switch from stepless operation to stepless mode with direct support from the transmission housing when high loads occur. This significantly reduces the load on the gears, as the electric motor operates in parallel with the transmission. For bicycle concepts according to DE 10 2019 118 235 B3, a gearbox according to variant 1 is sufficient, since the electric motor should advantageously be arranged in the steered wheel and not in the drive wheel. Here, too, all these measurements and calculations can be performed and used to control the electric motor. If high loads on the gears are detected, the electric motor can be controlled so that it assists the riding process beyond the set support level, thus helping to relieve the gears. This intervention can be carried out more quickly than in variants 3 and 4, which require a reversal of the electric motor's direction of rotation. All these measurements and calculations are of course also possible when using an ergometer. The determined values ​​can be transferred and collected in an app, where they can be comprehensively displayed with time-based trends, averages, training suggestions, and all the features offered by modern devices. -Smart integrations in conventional hub gears Even with conventional bicycle hub gears, smart integration of electric motors, torque and speed measurements, and the associated calculations is possible. What is actually feasible depends on the specific characteristics of the real gears. The fundamental possibilities are described in section 13, "Smart Integrations in Conventional Hub Gears." -Summary of the advantages. The bicycle concept presented in DE 10 2019 118 235 B3 offers many advantages, but requires a hub gear that can provide a high gear ratio, has a direct drive, and must have a crank axle as the innermost concentric shaft of the drive wheel. Variants 1 to 4 offer these features. Direct drive systems for the drive wheel are also very interesting for other bicycle concepts, such as tricycles. They enable simple bicycle designs, eliminate the need for repair-prone and maintenance-intensive chain / belt drives, and disassembly of such bicycles with direct drive is particularly easy. Hub gearboxes constructed almost identically to variants 1 to 4, but with reversed input and output, result in gearboxes with a direct drive and gears that reduce speed. While they require a large chain ratio for higher speeds, they offer many advantages for the functional integration of electric machines (variant 5). In variants 2 to 4, electric motors with varying functional scopes are also functionally (smartly) integrated. The following functions result from the smart integration of electric motors: - Direct drive of the drive wheel by the electric motor as a motor - Staged - Continuously variable - Gearbox by the electric motor as a motor - Recuperation by the electric motor as a generator - Ergometer operation by the electric motor as a generator. Variants 4 and 5 can perform all these functions, with the integration of the electric motor being particularly easy in variant 5. With a torque sensor and up to two speed sensors in the hub gear, all relevant gearbox data can be measured and calculated accurately and quickly. This data can be used for: - precise and rapid control of the electric motor - calculation of all current gear loads - response options when threshold values ​​are exceeded - provision of data such as pedaling and output power, fitness data, etc. As switching becomes increasingly automated, it makes sense to design servo units for the switching elements to rotate in sync with them. Energy and information transfer can be inductive, and this opens up possibilities for theft protection. The presented transmissions all have 5 gears because, with two double-acting shift elements and few freewheels, all gears can be shifted under load, and a freewheel is always provided for the drive. These possibilities are also available with conventional hub gears, albeit with limitations. Description 4. Preliminary remarks. A planetary gear system increases the speed when the drive shaft is engaged, either the sun gear or the ring gear is fixed (rotatably connected to the bicycle frame), and the other gear serves as the output. The output from the ring gear is the most favorable in terms of load. However, in this configuration, large gear ratios cannot be achieved in a single stage. Therefore, in variants 1 to 4, the output is from the sun gears. The gear with the highest gear load corresponds to the largest sun gear, meaning the load is not significantly different from that achieved with the output from the ring gear. Ring gears are significantly more expensive to manufacture than spur gears. Therefore, the presented variants each have only one ring gear, but several sun gears with associated planet gears, which are connected to each other via planet shafts to prevent rotation. Depending on the selected gear, the sun gears are connected to an output shaft via shift elements. In Figures 1-5, the planet shafts are shown on thin shafts. Typically, the planet shafts are mounted in a robust cage connected to the drive shaft. This is necessary here because deformation forces occur with the single ring gear configuration. In a simple design, the ring gear is fixed, meaning it is connected to the bicycle frame in a rotationally rigid manner. For stepped-to-continuous-speed versions, this connection is removed and the gear is connected to the rotor of an electric motor, with the stator of this electric motor being connected to the bicycle frame. The electric motor operates as a motor when it rotates in the opposite direction to the rotation of the pedal crank drive (in gear drives that increase the speed). While this slightly increases friction losses in the gearbox, it eliminates the friction losses associated with a chain drive. From now on, rotations in the direction of rotation of the pedal crank drive will be referred to as "forward", the opposite direction of rotation as "backwards". 5. Variant 1 Figure 1 shows a planetary gear hub with one direct drive and four high-speed gears. A crank axle 1 (bottom bracket axle 1) is connected to two crank arms 2. The crank axle 1 also serves as the hub shaft of the planetary gear and is non-rotatably connected to a hub 3 in which planetary shafts 10 are mounted (only one shaft is shown). The gear unit is enclosed by a housing 5, which is typically connected to the drive wheel via spokes. Planet gears 6, 7, 8, and 9 are connected to each other via planet shafts 10 in a rotationally fixed manner. A ring gear 11 is connected to a bicycle frame 12 via a connecting piece 4 in a rotationally fixed manner and meshes with a set of planet gears (here, planet gears 8). Sun gears 14, 15, 16, and 17 are rotatably mounted on a sun gear shaft 13 and mesh with planet gears 6, 7, 8, and 9. The sun gear shaft 13 is also rotationally fixed to the housing 5. Double-acting switching elements 18 and 19 are coupled to the sun gear shaft 13 via freewheels 20 and 21. A further freewheel 22 can transmit rotation and torque from the bridge 3 to the housing 5, but allows higher rotational speeds of the housing 5. When the pedal crank shaft 1 is set in motion by muscle power, the planet gears 8 roll against the ring gear 11 and set the sun gears 14, 15, 16, and 17 into rotational motions that have the same direction of rotation as the pedal crank shaft 1 (forward). The rotational speeds of the sun gears 14, 15, 16, and 17 are all higher than the rotational speed of the pedal crank shaft 1, and the smaller the radius (or number of teeth) of the sun gears, the higher the rotational speed. The freewheels 20 and 21 are designed to transmit rotation and torque from the engaged sun gear to the sun gear shaft 13 and housing 5, but to allow higher rotational speeds of the housing and sun gear shaft. These freewheels (including freewheel 22) are simultaneously effective freewheels for the pedal crank shaft 1 and thus for the pedal crank drive in all switching states. When both shift elements 18 and 19 are in the center position (neutral position), the sun gear shaft 13 is not driven by the sun gears, and the housing 5 is driven by the freewheel 22. This means that the housing 5 is directly driven by the bridge 3 and the crank drive, and the 1st (or direct) gear is engaged. It is advantageous that no gears are involved in this gear, which has the highest load. With the switching element 18 closed to the left (switching element 19 remaining in neutral), the sun gear shaft 13 is driven by the sun gear 14 (at the same speed) and simultaneously the freewheel 22 releases the faster rotation. This results in a load shift into 2nd gear, because 2nd gear can be engaged while 1st gear is engaged. In this state (2nd gear engaged), if switching element 19 is closed to the right, a power shift into 3rd gear occurs. This is possible because the freewheels 20 and 22 immediately release the higher speed after the (faster) 3rd gear is engaged, and freewheel 21 now takes over the torque transmission from sun gear 17 to shaft 13 (housing 5). In this state, if switching element 18 is closed to the right, 4th gear is immediately engaged (as a power shift), since freewheel 21 releases the faster rotation of shaft 13 and freewheel 20 takes over the transmission from sun gear 15 to shaft 13. If switching element 19 is closed to the left in this state, a power shift to 5th gear occurs, since 4th gear is immediately released via freewheel 20 and the torque transmission from sun gear 16 takes place via freewheel 21. The freewheels 20 and 21 are assigned to the shifting elements and not to the individual gears, thus saving two freewheels. All three freewheels (20, 21, and 22) provide a freewheel function for the crank drive in all shifting states. The highest engaged gear operates via the freewheels, and all lower gears are automatically disengaged. To shift to lower gears, the shift element positions are reversed, moving through adjacent gears (larger jumps are also possible). The difference is that the lower gear only engages once the higher gear is released. And if no gear of the planetary gear set is engaged, the freewheel 22 automatically takes over 1st or direct drive gear. With the dimensions shown for variant 1, the gearbox has a spread of 4.75 with corresponding jumps of 1.476. In the following variants 2-4, the first (lowest) gear is also implemented using only a freewheel and usually without a shift element. It operates whenever no other gear is engaged. The following four gears (2-5) can be shifted under load using two double-acting shift elements, provided each shift element has a freewheel and one shift element is assigned the even gears and the other the odd gears. A sixth load-shiftable gear is possible with a single-sided shift element and a freewheel (the freewheel is necessary for the freewheel function of the crank drive). A set of two double-acting shift elements with corresponding freewheels enables four additional load-shiftable gears, for a total of nine gears. And theoretically, this can be repeated indefinitely. 6. Variant 2 Variant 2, sketched in Fig. 2, is identical in its internal part to variant 1 (Fig. 1). The only difference is that in variant 2, the ring gear 11 is not directly connected to the bicycle frame 12; instead, an electric motor 23 / 24 is integrated between them. The electric motor 23 / 24 consists of a rotor 23 and a stator 24. The stator 24 is rotationally fixed to the bicycle frame 12 via a connecting element 4. The rotor 23 is rotatably and concentrically mounted in the gearbox via a bearing element 26 and connected to the housing 5 via a freewheel 25. The ring gear 11 is directly connected to the rotor 23. When rotor 23 is stationary, variant 2 has identical functions to variant 1. The function of the planetary gear in this state and the meaning of the components with reference numbers 1 to 22 are not described again, but reference is made to variant 1. When rotor 23 rotates, the ring gear 11 significantly alters the functions of the planetary gear in gears 2 to 5 (gear 1 is described separately). Possibilities for generator operation of electric machine 23 / 24 are discussed in more detail in the following variants; here, only the assistance of cycling by the electric motor 23 / 24 will be described. Gears 2 to 5 are intended for high-speed transmission. This is only possible if the planetary gears are driven via the shaft. The forces acting on the edges of the planetary gears are distributed to the ring gear 11 and the sun gear, depending on the selected gear. To feed electrical power into the transmission in this configuration, the rotor 23 must rotate backward (i.e., in the opposite direction to the rotation of the pedal crank drive). The freewheel 25 is designed to allow this direction of rotation, but in the forward direction, it engages the housing 5. In the following considerations, the pedal crank speed is assumed to be constant. As the speed of ring gear 11 increases in the reverse direction, the speed of the planet gears 8 also increases. This is transmitted via the planet shafts 10 to all planet gears 6 to 9. On the sun gear side of the planet gears, this causes an increase in the tangential speed in the forward direction. Consequently, the speed of the sun gears 14 to 17 increases in the forward direction, and, depending on the selected gear, the speed of shaft 13, housing 5, and thus the speed of the bicycle also increases. The speed of electric motors is easily continuously adjustable. This engagement of electric motor 23 / 24 via ring gear 11 with the planetary gear set therefore produces a stepless change in the gear ratio from the pedal crank drive to the housing 5. Thus, the adjustable engagement of electric motor 23 / 24 with the planetary gear set results in a continuously variable transmission. The rotational speed of the pedal drive is assumed to remain constant. A change in the rotational speed of rotor 23 therefore causes a change in the rotational speed of shaft 13 and housing 5. This relationship is smallest in 2nd gear (via the small planetary gears 6) and largest in 5th gear (via the large planetary gears 8). Assuming the bicycle speed remains constant, the assistance provided by the electric motor 23 / 24 is greatest in 2nd gear and least in 5th gear. Therefore, the term "stepped-continuously variable transmission" is appropriate. For first gear, shift elements 18 and 19 must be in neutral. Then, freewheel 22 automatically takes over the torque transmission from the pedal crank drive to the housing 5. The planetary gear system is no longer functional, and therefore no assistance from the electric motor 23 / 24 can be provided. When, in this state, the electric motor 23 / 24 is electrically controlled to rotate forward and reach the speed specified by the pedal drive, the freewheel 25 engages and the housing 5 is driven by the rotation of the electric motor. In first gear, the assistance depends on the torque of the electric motor 23 / 24 and can be controlled within its predefined limits. This assistance is, of course, also possible without engaging the pedal drive; that is, in this configuration, the electric motor 23 / 24 can function as a push assist. In first gear, a continuously variable transmission (CVT) is naturally not possible. Due to the different directions of rotation of electric motors 23 / 24 in first and the other gears, the freewheel 25 and an electrical control of electric motors 23 / 24 are sufficient to fulfill the aforementioned functions. Since both switching elements are in neutral in first gear, the rotation of ring gear 11 has no influence on shaft 13 and housing 5. If the first gear and direct assistance are unnecessary (e.g., on a bicycle with small wheels and therefore higher gear ratios for the other gears), freewheels 22 and 25 can be omitted. Then, with a fixed bicycle, rotating crank drive, and a gear engaged, the rotor of the electric motor can be set in motion, functioning as a generator and producing electrical energy. This can also be achieved using shift elements instead of freewheels 22 and 25, as described in variant 4. 7. Variant 3 Variant 3, sketched in Fig. 3, is again a 5-speed hub gearbox with powershift capability, one direct drive gear, and four high-ratio gears. An electric motor 23 / 24 is functionally integrated differently here to enable more functions. The basic gearbox is also modified here, namely with a gear ratio spread of 3.5. A geometrically stepped gear ratio with this small spread would have resulted in very small planetary gears 6 for second gear, leading to high gear loads. Therefore, the jump from first to second gear is larger here at 1.45, compared to the geometrically stepped higher gears with a jump of 1.341. The dimensions shown correspond to these specifications. For the basic function of the components with reference numbers 1 to 22, please refer again to Variant 1. In variant 2, the electric motor 23 / 24 provides assistance in 1st gear directly via the freewheel 25 and without a continuously variable speed function. However, the level of assistance is continuously adjustable within the limits of the motor 23 / 24. In higher gears, assistance is provided by a reverse-rotating electric motor 23 / 24 with a continuously variable function. This means that in 2nd gear, only the directly specified level of assistance is available, without any further selection. In 3rd gear, while maintaining a constant bicycle speed, a higher level of assistance can be selected by shifting back into 2nd gear, causing the electric motor 23 / 24 to rotate backward at a correspondingly higher speed. In 4th gear, three different assistance levels are possible, and in 5th gear, four. Variant 3 is designed so that direct support from the 23 / 24 electric motor is possible in all gears. In this mode, the level of support is continuously adjustable (within the limits), however, continuously variable gear ratios are not possible. To achieve this, the connection between the ring gear 11, the electric motor 23 / 24, and the bicycle frame 12 is modified. The ring gear 11 is no longer directly coupled to the rotor 23, but connected to a housing 27 that extends into a space between the connecting part 4 and the bearing part 26. The housing 27 is rotatably mounted on axis 1, as is the rotor 23, which is similarly mounted within the housing 27 via the bearing part 26. The freewheel 25 is again responsible for the electric assistance in first gear (as in variant 2), but here it also has an additional function. A freewheel 28 is located between the housing 27 and the bearing part 26, and a freewheel 29 is located between the connecting part 4 and the housing 27. The first gear engages again when shift elements 18 and 19 are in neutral and the housing 5 is driven via freewheel 22. Assistance from the electric motor 23 / 24 is again provided via freewheel 25 with the rotor 23 rotating forward. The ring gear 11 has no influence in the first gear. If one of gears 2 to 5 is engaged, two possible states result depending on the direction of rotation of rotor 23 by appropriately selecting the freewheels. Freewheel 28 allows forward rotation of rotor 23; during reverse rotation, the housing part 27 and thus the ring gear 11 are engaged. Freewheel 29 allows reverse rotation of the housing part 27 but prevents forward rotation. When rotor 23 rotates backward, ring gear 11 is coupled to rotor 23, meaning that, just as in variant 2, the stepped-continuous function of gear ratio and assistance is obtained, depending on the rotational speed of rotor 23 and the selected gear. When rotor 23 rotates forward, controllable assistance to the rotation of housing 5 by electric motor 23 / 24 can be provided via freewheel 25. In this state, freewheel 29 prevents forward rotation of ring gear 11 and supplies the necessary torque to fulfill all the functions of variant 1 as a stepped, load-shiftable transmission. This is particularly important in 2nd gear (and to a lesser extent in 3rd gear), since in stepped-continuous operation in these gears, the choice of electric assistance is limited. With the housing part 27 and the two freewheels 28 and 29, you always have the choice in gears 2 to 5 of whether you want to ride in stepless operation or in stepless operation with freely selectable electric assistance. Switching between these two operating modes is easily achieved by reversing the direction of rotation of the electric motor 23 / 24, which is easily accomplished electrically by reversing the polarity. Furthermore, the gear load can be reduced by directly supporting the forward-rotating rotor 23. This is described in more detail in Chapter 11. 8. Variant 4 Variant 4, sketched in Fig. 4, is again a 5-speed hub gearbox with power shift capability, a direct 1st gear and gears 2 to 5 with high-speed ratios. Additional components and shift elements are provided in the gearbox to also implement the possibilities of recuperation and ergometer functionality. The basic gearbox is also modified here, namely with a spread of 6 and corresponding jumps of 1.565. In variants 1 to 3, the 5th gear is implemented with a planetary gear set. With a large spread (6 and more), this would result in a very small gear 16. Therefore, the 5th gear is implemented in two stages, with the 4th gear consisting of a planetary gear set (ring gear 11, planet gears 7, and sun gear 15). This divides the high gear ratio of the 5th gear into two half-planetary gear sets: ring gear 11 and planet gears 7 as the first half, and planet gears 8 and sun gear 16 as the second half. With this division, the planetary shafts 10 rotate faster than with a single planetary gear set for the 5th gear, resulting in a larger sun gear 16. However, this faster rotation of the shafts 10 results in smaller planet gears 6. Due to the large jumps between gears, this is still acceptable. If larger planet gears 6 are desired, a larger jump between 1st and 2nd gear than between the higher gears can be selected, as in variant 3. The functions of the switching elements 18 and 19 and the freewheels 20 and 21 are the same as in the previous variants and are not described again. For the other functions of the basic transmission, with the exception of freewheel 22 (which is implemented differently here), please refer to variant 1. If, in addition to the functions of variant 3, recuperation is to be enabled (but not an ergometer function), it suffices to replace the freewheel 25 in Fig. 3 with a switching element. The freewheel 25 enables the drive of housing 5 by rotor 23, but not the drive of rotor 23 by housing 5 required for recuperation. A switching element enables power transmission in both directions. In Fig. 4, connecting part 32 and switching element 33 fulfill this function. During braking with the switching element 33 closed, the electric machine 23 / 24 can operate as a generator, and braking energy is converted into electrical energy and can be stored. Of course, direct assistance of the driving process (as in variant 3) is possible with the switching element 33 closed if the electric machine 23 / 24 operates as a motor. The further modifications of variant 4 compared to variant 3 are intended to allow for an ergometer function. The ergometer function requires a stationary bicycle; that is, the bicycle's drive wheel, and thus housing 5, cannot rotate. On this stationary bicycle, the pedal crank drive can be operated by muscle power. In this state, the rotor 23 is driven via the gearbox. Electric machine 23 / 24 can thus operate as a generator, and electrical energy generated by muscle power can be stored or otherwise utilized. To achieve this, one of gears 2 to 5 must be engaged, and forward rotation of bridge 3 and ring gear 11 must be possible with housing 5 locked. Freewheels 22 and 29 of variant 3 block this forward rotation; therefore, in variant 4, they are replaced by shifting elements 30 and 34. Connecting part 31 and freewheel 35, when shifting element 34 is closed, enable 1st gear, power shifts to higher gears, and a freewheel for the pedal crank drive. A closed shifting element 30 enables the basic function of a stepped hub gear without the involvement of rotor 23. Shifting elements 30, 33, and 34 must be open for ergometer operation. Depending on the selected gear, one of the sun gears 14 to 17 is blocked in the forward direction via the corresponding shift element and freewheel. When the pedal crank drive (forward) is engaged, the corresponding planet gears roll against the blocked sun gear and, via shaft 10, set planet gears 7 into rotation, which in turn causes the ring gear 11 to rotate forward. This rotation is transmitted via freewheel 28 to rotor 23, and the electric motor 23 / 24 can then operate as a generator. The rotor rotates fastest in 2nd gear and slowest in 5th gear. For the ergometer function, switching elements 30, 33, and 34 must be open. If the transmission is to operate in stepped-continuous mode, switching elements 30 and 33 must be open and switching element 34 closed (for 1st gear). For direct electric assistance in stepped operation, switching elements 30, 33, and 34 must be closed. Recuperation is also possible in this state. If all switching elements are open (including 18 and 19), no transmission from the pedal drive to the drive wheel is possible, whereas in variants 1 to 3, 1st gear is always transmitted via freewheel 22. If the pedal drive can be completely deactivated, this can be used as an additional theft deterrent. 9. Variant 5 The powershift transmission sketched in Fig. 5 has a direct 5th gear and four reduction gears. In principle, such a transmission can be obtained by swapping the input and output in variants 1 to 4 and mounting the freewheels 20 and 21 in reverse. However, due to some special considerations, variant 5 is a new design. One difficulty lies in implementing the 4th gear, because in 4th gear the planetary gears must rotate very quickly so that the shaft speed comes close to that of the direct 5th gear. This difficulty decreases the larger the gear ratio jumps are. Therefore, the transmission presented here is designed with a large spread of 7 and corresponding jumps of 1.627. Of course, as with variant 3, a deviation from this geometric design is possible, with a jump between 4th and 5th gear that is larger than the jumps between the other gears. The crank axle 1 is replaced here by an axle 36 which is non-rotatably connected to the bicycle frame 12. The drive is provided by a sprocket 37, which is directly connected to axle 13 and driven by a chain or belt. In this version, the bridge 3 is directly connected to the housing 5. A planetary gear set consisting of ring gear 11, planet gears 7, and sun gear 15 generates first gear. The ring gear 11 is directly connected to the rotor 23 of an electric motor 23 / 24, with the stator 24 being non-rotatably connected to the bicycle frame 12 via connecting piece 4 and shaft 36. A freewheel 29 prevents the rotor 23 from rotating backward, thus enabling the hub gear to operate entirely without the involvement of the electric motor 23 / 24. With the switching element 18 closed to the right, sun gear 15 is driven via freewheel 20 by shaft 13 and takes the planet gears 7 with it, which in turn roll on the ring gear 11 and, during their slow rotation around shaft 36, set the bridge 3 and thus housing 5 into slow rotation in the direction of rotation of pinion 37; this is the 1st gear. In this state, when switching element 19 is closed to the left, shaft 10 now rotates faster than in 1st gear. Planet gears 7 now roll correspondingly faster against the ring gear 11, and a power shift into 2nd gear occurs because freewheel 20 releases the now faster rotation of sun gear 15. Similarly, when switching element 18 is closed to the left, a power shift into 3rd gear occurs. Likewise, closing switching element 19 to the right results in a power shift into 4th gear. Due to the large jump of 1.627, the planet gears 9 are still acceptably large. In this state, if a switching element 33 is closed, the housing 5 is directly connected to the ring gear 11 via connecting part 32 and rotor 23. Now, the bridge 3 and the ring gear 11 rotate at the same speed. This locks the planetary gear set, and everything rotates at a single speed. If at least one of the switching elements 18 or 19 is closed on one side, the rotation of pinion 37 is directly transferred to the housing 5. Freewheel 29 releases this direction of rotation, and a power shift into 5th (direct) gear occurs. Due to the freewheels 20 and 21, pinion 37 is always freewheeling, and switching element 33 does not require a freewheel. In the description so far, the electric machine 23 / 24 has no electrical function. In gears 1 to 4, the torque required by the ring gear 11 is supplied to the bicycle frame 12 via the freewheel 29 and connecting part 4. In 5th gear, rotor 23 rotates as part of the locking mechanism, and the electric machine 23 / 24 can directly assist the pedaling process as an electric motor. Even without a gear engaged, the electric motor can serve as a push assist when the switching element 33 is closed. And when the electric machine 23 / 24 is switched to generator mode, it can convert braking energy into electrical energy (recuperation) while the switching element 33 remains closed. In gears 1 to 4, the electric motor 23 / 24 also has a significant influence on the transmission. Here, rotor 23 must rotate forward for the electric motor to supply electrical energy to the bicycle system. This direction of rotation is enabled by the freewheel 29. As the speed of rotor 23 increases, the shaft 3 and housing 5 rotate faster. This results in a stepped-continuous function. The assistance from the electric motor is greatest in 1st gear and least in 4th gear. When rotor 23 rotates at the same speed as the pinion, the planetary gear unit rotates, meaning that even with the shift element 33 open, the 5th gear is engaged. With an even faster rotation of rotor 23, the gear ratio is greater than one, and with a slower rotation, it is less than one. In this mode, the assistance provided by the electric motor is determined by the selected gear. With the shift element 33 closed, the assistance is freely selectable (within predefined limits), but without the continuously variable transmission function. With the switching element 33 open, an ergometer function is also possible. As with variant 4, the bicycle must be fixed in place and the freewheel 29 disengaged (this can be done manually). The axle 3 is then also fixed, and when one of the gears 1 to 4 is engaged and the pinion 37 is turned forward, the planetary gears 7 generate a reverse rotation of the ring gear 11 (therefore, the freewheel 29 must be disengaged), and the rotor 23 driven in this way can generate electrical energy in generator mode for the electric machine 23 / 24. The choice of gear 1 to 4 influences the effort required for pedaling; it is greatest in gear 4. As mentioned above, the freewheel 29 serves to ensure the function of the hub gear even without electrical interference. If electrical interference is always required, the freewheel 29 can be omitted entirely. In principle, first gear can only be engaged with a freewheel, and the two double-sided freewheels are then responsible for gears 2 through 5. However, this would require fifth gear to also have a freewheel, thus preventing any recuperation. And in the configuration chosen here, the transmission is largely identical in design to the other variants. If both switching elements are in the neutral position, then (as with variant 4) no drive of housing 5 from the pedal crank drive is possible (additional anti-theft protection). 10. Interim remark When the electric motor 23 / 24 is switched to generator mode in variants 2-5 (stepped-continuous), its direction of rotation changes and the bicycle slows down. This allows electrical energy to be generated and stored while riding with pedal assistance. This could be useful, for example, when going downhill and / or with a tailwind. 11. Switching elements and mountability All switching elements used in the five variants can, in principle, be mechanically switched externally. However, the trend in bicycle gear systems is moving towards automatic shifting with electrical actuation. Therefore, it is advantageous to design the switching elements from the outset so that no external mechanical transmissions are necessary. Here, it is beneficial to integrate a unit for inductive energy and information transmission into the stator 24 (or into the stationary ring gear 11 of variant 1). Rotating units can then be mounted on the switching elements, containing a receiver for the energy and information signals, a small electrical energy storage device, and a processing and servo unit. For the double-sided switching elements, a device for detecting the neutral position would also be useful. This allows the switching elements to be controlled purely electrically via inductive transmission. The planetary axes should not be mounted on thin, internal axles as shown, but rather in cages. These cages should be as rigid as possible, since only one axe lies in a planetary plane, and forces act on the other axes that must not lead to harmful deformations. For ease of assembly, shaft 13 should be divided into two parts, each containing a switching element with its associated gears. Furthermore, these parts must have a toothed connection that allows them to be positively engaged. The cage must also be divided so that the planetary shafts can initially be supported on one side, and then the support on the other side can be added. The assembly is carried out in such a way that first, for example, the left part of the sun gear shaft 13 with the associated gears is mounted, then the left part of the cage with the complete planets (planet shafts with planet gears), then the right part of the sun gear shaft 13 with associated gears and then the right part of the cage. The outermost switching elements 30, 33 and 34 can be designed such that the associated connecting elements 27, 31 and 32 extend over the entire circumference, but the switching elements are only attached at one or two opposite points. With electrically operated switching elements, variants 4 and 5 allow the bicycle to be parked in such a way that the bicycle can only be driven by the pedal crank unit with authorized access (e.g. with a smartphone) (additional theft protection). 12. Smart acquisition and processing of torques and speeds in planetary gearboxes For comfortable e-bike handling, fast and precise control of the drive power and speed of the assisting electric motor is necessary to allow for quick and reliable responses to pedaling behavior. Ideally, the precise determination of the rider's pedaling power and various speeds within the gearbox should be possible with high temporal resolution. Rotational speed measurements are simple and versatile. For high temporal resolution, as many measurements per revolution as possible are necessary. This will not be discussed further here. Pedaling power is calculated from torque and rotational speed. Neglecting (usually very minor) friction, there are easily calculable relationships between the torques of the three axes of a planetary gear system. If one torque is known, the other two torques can be calculated. These calculations depend only on the gear ratios or transmission ratios in the individual gears and can be used for computational purposes. The easiest torque to measure is the one applied to the bicycle frame (12), since no rotation occurs there. In variants 1 to 5, the torque of ring gear 11 (i.e., the ring gear shaft) is usually transmitted via this path, even when rotor 23 is rotating (deviations can only occur in variants 3 and 4). Inertial effects can occur with changing rotational speeds of rotor 23, but these could be corrected in a dynamic model. In variants 1 to 4, the pedaling power is supplied to the web shaft, while in variant 5 it is supplied to the sun gear shaft. Both corresponding torques can be easily calculated from the torque of the ring gear shaft. Variants 3 and 4 offer options for the use of the electric motor 23 / 24. The above applies to stepped / continuously variable operation. If the electric motor 23 / 24 engages directly with the housing 5, the resulting torque is transmitted to the bicycle frame 12 in addition to the torque of the ring gear 11. To determine the torques in the planetary gear set, the torque calculated from the electric motor's characteristic curve can be subtracted from the total torque to obtain actual results for the planetary gear set. These results can then be combined with the options for direct drive gears described below. Fig. 6 shows a section of variants 1 to 4. Here, the torque of the hollow gear shaft is introduced into the bicycle frame 12 via the connecting part 4. As an example, a force measuring point 38 is shown, which is intended to measure the tangential force acting at a defined effective distance r from the centerline of the crank axle 1. The torque is the product of the tangential force and the distance r. Fig. 7 shows the corresponding example for variant 5. Here, r is the distance between force measuring point 38 and the centerline of the stationary axle 36. Again, the torque is the product of force and distance. Of course, other torque measurement methods are also possible. In all cases, the transmission of the measurement data is simple, as no rotating parts are involved. The torque measurement should take place inside the housing 5 and not on the outside of the frame 12, as external friction can distort the measurement result. If the rotational speeds of two of the three shafts in a planetary gearbox are known, the rotational speed of the third shaft can be easily calculated. The input speed should definitely be measured; that is, the rotational speed of the pedal crank shaft 1 (link shaft 3) in variants 1 to 4 and of pinion 37 (sun gear shaft 13) in variant 5. Using these rotational speeds and the torques calculated for these shafts, the input power can be determined very precisely (including the time course and the average value). It is also useful to determine the output speed, namely the rotational speed of housing 5. The torque can also be calculated for the output, and together with the rotational speed, the output power can be determined. The difference between these two values ​​can be compared with the characteristic curve of the electric motor, whereby a large difference from the characteristic curve indicates a defect. Furthermore, an output speed measured with a high sampling rate provides a good tachometer signal. A special feature of these gearbox variants lies in the effect of the freewheels. The input speed can drop suddenly when pedaling stops. However, the wheel continues to rotate for a short time, and many gears in the gearbox continue to turn. This condition is easily recognizable because the torque in connecting piece 4 simultaneously drops to zero, and the assisting electric motor must be switched off immediately. The torque values ​​mentioned cannot be determined in direct drive because the planetary gear system is not involved. However, a solution exists for these cases as well. For variants 1 to 4, force measurements should be taken near the crank arms 2, for example, by measuring deformation near the bottom bracket in the direction of pedaling. For variant 5, a force measurement should be taken near sprocket 37 in the direction of chain tension, again for example, by measuring deformation. These measurements provide a signal that is initially only proportional to the input torque. In gears involving the planetary gear system, however, this signal can be compared with the precise signals, and a proportionality factor can be determined from this comparison. This also applies to the possibility, existing in variants 3 and 4, that the electric motor 23 / 24 supplies its torque directly to the housing 5 even in gears involving the planetary gear. In addition to the possibility mentioned above of correcting the measurement results using values ​​from the characteristic map of the electric motor 23 / 24, the measurement method described here can also be applied additionally or independently. Therefore, all speeds and torques in the planetary gear set can be determined. From this, the gear loads of the participating gears can be calculated in all gears. As already mentioned, a warning can be issued when values ​​specified during the gearbox design are reached. In variants 1 to 4, the gear load can always be reduced by downshifting, since no gears are involved in 1st gear. In variants 3 and 4, a switch to operation with direct support to the housing 5 by the electric motor 23 / 24 is also possible, as this relieves the load on the planetary gear set. The bicycle concept presented in DE 10 2019 118 235 B3 requires a hub gear for the drive wheel with a high-speed (and direct) gear ratio. For comfortable steering, the steered wheel needs electric assistance; therefore, the electric drive is provided by the steered wheel, not the drive wheel. Consequently, the drive wheel does not necessarily need an electric motor; a design according to Variant 1 is sufficient. Here, too, the aforementioned measurements and associated calculations for motor control and power output are possible and useful. The calculation of gear loads can trigger a warning function. The control of the electric motor in the steered wheel can be implemented such that, upon reaching a defined limit, the assistance provided by the electric motor is automatically increased above the set assistance level (within the power limits). This results in reduced gear tooth load.Furthermore, this adjustment can be made very quickly, as no change in the direction of rotation of the electric motor is required. These torque and power measurements are of course also possible during ergometer operation. The time-dependent trends of the relevant data can be saved and visualized, for example, via an app. Such fitness apps are widely used and can provide accurate and meaningful data. 13. Smart integrations in conventional hub gears As described at the beginning, most hub gears on the market have a (middle) direct drive, gears that reduce speed, and gears that increase speed. In principle, this is a combination of variant 5 and variants 1 to 4. However, the roles of the sun gears and ring gears are reversed; in common gear systems, the sun gears are fixed to the bicycle frame. In the lower gears, the drive is from the ring gears and the output is from the common axle, while in the higher gears, the drive is from the axle and the output is from the ring gears. Functional integration of electric motors is also possible with these hub gears. For this to work, the stator of the electric motor must be rigidly connected to the bicycle frame, while the sun gears are now connected to the rotor and not to the frame. The necessary control electronics must receive information about which gear is currently engaged. In the lower gears, the electric motor must rotate in the same direction as the sprocket, and in the higher gears, in the opposite direction. Depending on the specific gearbox's accessibility, additional functions may be possible. At the point where the torque of the sun gears is transferred to the bicycle frame (and within the gearbox housing), the torque can also be determined for conventional hub gears, as with variants 1 to 5. This works with and without an integrated electric motor. The torques of the other two shafts can also be calculated here. Whether speed measurements are also possible depends again on the available access. As with variant 5, deformation measurements can also be taken near the sprocket bearing and in the direction of chain / belt tension to obtain measurements for direct drive. These measurement results can also be corrected with the precise values ​​from the torque measurements, and the calculation of gear loads in the transmission is also possible. 14. Concluding remarks. In variants 2 to 5 presented here, the electric motor is always used on the ring gear and the input is on the bridge shaft and the output on the sun gear shaft (variants 1 to 4) or the input is on the sun gear shaft and the output on the bridge shaft (variant 5). In today's commonly used hub gears, the electric motor would have to engage at the sun gear shaft; in the slow gears, the input is at the ring gear shaft and the output at the bridge shaft, while in the fast gears, the input is at the bridge shaft and the output is at the ring gear shaft. This covers all meaningful combinations of the use of the electric machine, input and output of the gearbox, as described in claim 1 of the patent claims. According to a first embodiment, a hub gear for bicycles with pedal crank drive and the options of smartly integrating electric motors and measurement evaluations is proposed, comprising at least one sun gear with associated axle, at least one set of planet gears whose axle bearings are combined to form a bridge with a concentric bridge shaft, and at least one ring gear with associated concentric axle and an enclosing housing (5), characterized in thatthat an electric motor can be coupled directly or via additional components to the at least one ring gear and that the input rotation of the hub gear can be transmitted to the splined shaft and that the output rotation can be taken from the sun gear shaft, or that the input rotation of the hub gear can be transmitted to the sun gear shaft and that the output rotation can be taken from the splined shaft, or that the electric motor can be coupled directly or via additional components to the at least one sun gear and that the input rotation of the hub gear can be transmitted to the splined shaft and that the output rotation can be taken from the ring gear shaft, or that the input rotation of the hub gear can be transmitted to the ring gear shaft and that the output rotation can be taken from the splined shaft, or that a hub gear for bicycles has an innermost concentric pedal crank shaft.that is non-rotatably connected to the web shaft of this gearbox, that the hub gearbox has a ring gear whose concentric shaft is non-rotatably connected to a frame of the bicycle, that the hub gearbox has a sun gear shaft which is non-rotatably connected to a housing of the hub gearbox and on which at least two sun gears are rotatably mounted and can be non-rotatably connected to the sun gear shaft via switching elements, and that a set of planet gears meshes with each sun gear, and that a set of planet gears usually consists of three planet gears, that the three axles usually associated with them are mounted in a web which is non-rotatably connected to the web shaft,that the typically three planet gears of a sun gear are rotationally fixed to the planet gears of the at least second sun gear via the typically three planet shafts, and that at least one set of planet gears meshes with the at least one ring gear, or that the ring gear can be coupled directly or via additional components to an electric motor, or that a chain or belt drive with a high gear ratio is provided to a pinion, that this pinion is directly coupled to the sun gear shaft of a planetary gear set, that the web of the planetary gear set is directly coupled to the housing of the gearbox, and that the further design of the gearbox essentially corresponds to the previous designs, and that a measuring point for torques and at least one measuring point for speeds can be provided within the gearbox housing. In a second embodiment of the first embodiment, it is proposed that a pedal crank shaft 1 with pedal cranks 2 be configured as the innermost concentric shaft and simultaneously serve as the support shaft of a support 3 in which, typically, three planet shafts 10 are mounted. Four planet gears 6, 7, 8, and 9 are connected to each other in a rotationally fixed manner via their respective shafts 10. The (largest) planet gear 8 meshes with a ring gear 11, and the ring gear 11 forms a rotationally fixed connection to a bicycle frame 12 via a connecting element 4. A sun gear shaft 13 is arranged concentrically around the pedal crank shaft 1. This sun gear shaft is rotationally fixed to a gearbox housing 5, and sun gears 14, 15, 16, and 17 are rotatably mounted on it. The sun gears mesh with one set each of the planet gears 6, 7, 8 and 9. The sun gears are arranged in two groups such that one group can transmit the even gears and the other group the odd gears.Between the two gears of a group, a double-acting switching element 18 or 19 is arranged, with the smaller sun gears 16 and 17 directly opposite each other and the larger sun gears 14 and 17 mounted externally. The switching elements 18 and 19 are each connected to the sun gear shaft 13 via a freewheel 20 or 21. The freewheels must be designed such that the sun gear engaged via the respective switching element can transmit its torque and rotation in the direction of rotation of the pedal crank shaft ("forward") to the sun gear shaft via the freewheel. Furthermore, a freewheel 22 is arranged between the web 3 and the housing 5 such that the freewheel 22 can transmit torque and rotation from the web 3 to the housing 5 in the forward direction (variant 1, Fig. 1). In a further embodiment, it is proposed that the ring gear 11 does not have a rotationally fixed connection to the bicycle frame 12, but is directly connected to a rotor 23 of an electric motor 23 / 24, and that a stator 24 of an electric motor 23 / 24 is rotationally fixed to the bicycle frame 12 via a connecting element 4. The rotor 23 is coupled to the gearbox housing 5 via a freewheel 25 such that torque and rotation of the rotor 23 in the forward direction are transmitted to the gearbox housing, and that a rotation of the rotor 23 opposite to the direction of rotation of the pedal crank drive ("backwards") has no effect. The remaining structure of variant 2 corresponds to variant 1. Furthermore, variant 2 is characterized in that the electrical control of the electric motor 23 / 24 is designed such that controlled rotation with variable speeds and torques is possible in both the reverse and forward directions.The reverse direction allows for stepless operation in gears 2 to 5 without interference from the freewheel 25, and the forward direction (with shift elements 18 and 19 in neutral, thus enabling variable pedal assistance in 1st gear and a walk assist even without pedal assistance) allows for a walk assist. Furthermore, variant 2 can be characterized by the fact that, by omitting the freewheels 22 and 25, the 1st gear and the walk assist are omitted, but an ergometer operation is possible without additional mechanical components and with appropriate electrical capabilities. (Variant 2, Fig. 2). In a further embodiment, it is proposed that the ring gear 11 is not directly connected to the rotor 23 of the electric machine 23 / 24, but that a casing 27 extends from the ring gear 11 around a rotor bearing 26 into a region between the rotor bearing 26 and the stator bearing 4, that a freewheel 28 is arranged between the casing 27 and the rotor bearing 26, which allows forward rotation of the rotor 23, transmits rotation and torque to the casing 27 during reverse rotation of the rotor 23, and that a freewheel 29 is arranged between the casing 27 and the stator bearing 4, which allows reverse rotation of the casing 27 but prevents forward rotation of the casing 27. (Variant 3, Fig. 3) In a further embodiment, it is proposed that freewheel 22 be replaced by connecting part 31, a switching element 34 and a freewheel 35, that freewheel 25 be replaced by a connecting part 32 and a switching element 33, and that freewheel 29 be replaced by a switching element 30. (Variant 4, Fig. 4) In a further embodiment, it is proposed that the crank arm and link axle 1 be replaced by an axle 36 which is rotationally fixed to the bicycle frame 12 and can be screwed to the bicycle frame, that the sun gear shaft 13 is coupled to a pinion 37, and that the pinion 37 is the input to the gearbox via a chain or belt drive with a high gear ratio, that the construction of the gearbox with planetary gear sets 6, 7, 8 and 9, with planetary shafts 10, with ring gear 11, with sun gears 14, 15, 16 and 17, with shifting elements 18 and 19 and with the freewheels 20 and 21 is largely identical in construction to variants 1 to 4, with the differences that the link 3 is now rotationally fixed to the gearbox housing 5 and the freewheels 20 and 21 are designed so that they transmit rotation and torque in the direction of rotation of the pinion 37 from the Sun gear shaft 13 via switching elements 18 and 19 to the sun gears 14, 15, 16,and 17 can transmit and allow higher rotational speeds of these sun gears, that the hub gear is equipped with an electric motor 23 / 24, whose rotor 23 is supported by a bearing part 26 and directly connected to the ring gear 11, the stator 24 is connected to the bicycle frame 12 in a rotationally fixed manner via a bearing part 4 and the axle 36, that a freewheel 29 can be installed between the bearing part 4 and the rotor 23, which prevents rotation of the rotor 23 opposite to the direction of rotation of the pinion 37, but allows rotation in the direction of rotation of the pinion 37, and that the rotor 23 can be connected to the gearbox housing 5 via a connecting part 32 and switching element 33. In a further embodiment, it is proposed that an inductive unit for transmitting electrical energy and information can be attached to the ring gear 11 (variant 1) or to the stator 24 of the electric machine 23 / 24 (variants 2 to 5), and that a receiver for electrical energy and information, a storage device for electrical energy, processing electronics for electrical energy and information, a servo module for actuating switching elements and possibly a device for detecting the neutral position of double-acting switching elements can be attached rotating with the switching elements. In a further embodiment, it is proposed that the sun gear shaft 13 and the web 3 for bearing the planet shafts 10 are divided into two parts and provided with teeth on the inner sections so that they can be positively inserted into one another, and that the sun gears 14, 15, 16 and 17 are arranged such that the two smaller gears are positioned approximately centrally directly opposite each other and that the two larger gears are placed on the outside. In a further embodiment, it is proposed that within the gearbox housing 5 at the connecting part 4, a torque measurement is carried out, for example, such that a force measurement is carried out in the tangential direction at a defined effective distance r to the centerline of the gearbox, and that at least the input speed is measured within the housing 5 with a high sampling rate. (Crank rotation speed for variants 1 to 4 and sprocket rotation speed for variant 5) and that the output speed within housing 5 can also be measured (rotation speed of housing 5), that for the direct gears (without involvement of the planetary gear) deformation or load measurements are taken near the cranks (in the direction of pedaling, variants 1 to 4) or near the sprocket (in the direction of chain / belt tension, variant 5), and that these measurements in gears involving the planetary gear can be continuously calibrated by the precise measurements possible here, that the determined values ​​can be used to control the electric motor, that relevant design data of the individual gears are stored in a computer program and that, in addition to the rotational speeds, the input and output power of the gearbox can be determined from this with a high sampling rate, and that the current gear loads can be determined from this.that at least a warning signal is issued when gear load thresholds are reached, and that the automated gear selection can be designed so that a lower gear can be engaged when thresholds are reached, and that in variants 3 and 4, switching to staged operation with direct output support is possible, and that the data obtained can be made available, for example, for a fitness app. In a further embodiment, a hub gear is proposed with a direct drive, gears that reduce speed, gears that increase speed, and in which the sun gears are non-rotatably connected to the bicycle frame, and according to at least claim 1, characterized in that a device for measuring torque can be installed within the gearbox housing in the connecting element from the sun gears to the bicycle frame, that an electric motor with stator and rotor can be installed within the gearbox housing such that the stator is non-rotatably connected to the bicycle frame and that the sun gears are not connected to the frame but to the rotor of the electric motor, that devices for measuring rotational speed can be installed within the gearbox housing, and that the electric motor is controlled depending on the selected gear in such a way that...that the rotor moves in the direction of rotation of the sprocket when gears are shifting down and in the opposite direction when gears are shifting up, that all calculation processes according to claim 9 can also be applied here and that a load measurement can also be carried out near the sprocket in the direction of tension of the chain / belt. In a further embodiment, it is proposed that in variant 4 a hub gear enables ergometer operation through the switching elements 30, 33 and 34, and that in variant 5 ergometer operation is enabled either by a switchable freewheel 29 or by omitting the freewheel 29. In a further embodiment, it is proposed that with electrically operated switching elements the gears can only be switched on after authorization, e.g. via a smartphone, and thus without authorization at most the 1st gear (variants 1 to 3) or no gear (variants 4 and 5) can be used. In a further embodiment, it is proposed that in geometrically stepped transmissions, the gear closest to the direct gear (gear 2 in variants 1 to 4, gear 4 in variant 5) can have a larger jump to the direct gear than the jumps of the other gears, which can be geometrically stepped with the remaining spread, and that in high-speed transmissions and spreads of approximately less than 6, the highest gear is implemented in a planetary gear set, and in larger spreads, the second-highest gear is implemented in a planetary gear set, and (except for the direct gear) all other gears are implemented with two half planetary gear sets, and that even during driving, the electric machine can be switched electrically to generator mode, and thus electrical energy can be generated even while driving (with the then slower bicycle).

Claims

Planetary gear set for bicycles with direct or indirect pedal crank drive and additional drive by an electric motor with rotor and stator, comprising at least one planetary set consisting of a sun gear with associated sun gear shaft, a ring gear with a larger diameter and associated concentric ring gear shaft, and several planet gears evenly distributed around the circumference, wherein the planet gears mesh simultaneously with the sun gear and ring gear, and their shafts are mounted in a web with an associated concentric web shaft, with the web shaft serving either as input or output, wherein a first of the two other shafts serves either as output or input, and a second of the two other shafts is connected to the rotor of the electric motor, and the stator is rotationally fixed to the frame of the bicycle.wherein the input and output are designed to be rotationally fixed to each other and the planetary gear set has no function when the output and input are rotationally fixed, and a housing surrounding the planetary gear set, characterized in that a torque sensor is arranged inside the housing in the connection of the stator to the bicycle frame, and that a further sensor is designed, in the case of a rotationally fixed connection between input and output, to generate a signal by measuring the load and / or deformation in the pedaling direction of the direct pedal crank drive or in the tension direction of the torque-generating force in the case of an indirect pedal crank drive in the vicinity of the bearing of the concentric shafts,wherein the signal is proportional to the torque of the pedal crank drive and wherein the proportionality factor can be continuously determined during operation with the participation of the planetary gear set by evaluating the torque sensor and wherein the influence of the rotor can be determined in a dynamic model and used as a correction of the torque signal, wherein, assuming a constant input speed, the output speed can be changed depending on the speed of the electric motor, i.e., with a continuously changing speed of the electric motor, a stepless change in the gear ratio of the planetary gear set is given. Planetary gear set according to claim 1, characterized in that, in the case of digital processing of the measured values, in particular the torques and rotational speeds, these can be acquired with a high sampling rate, that the torques of the two other shafts can be calculated from the torque of one shaft of the planetary set, that the rotational speed of the third shaft can be calculated from the measurement of the rotational speeds of two of the shafts and thus the instantaneous powers of the shafts can be determined, and that a control signal for adapting the electric motor to the torque which varies during the rotation of the pedal crank drive can be obtained from these values. Planetary gear unit according to claim 1 and 2, characterized in that loads on the gears can be calculated from the obtained torque and power data and that a warning is issued when specified limit values ​​are reached and / or that other relief measures are taken. Planetary gear according to one of claims 1 to 3, characterized in that the shaft is provided as the input, that the planetary gear in this arrangement translates to higher speeds, that the rotor of the electric motor rotates in the opposite direction to the direction of rotation of the input in order to feed electrical power into the bicycle and that this increase in power is in the form of an increase in speed. Planetary gear set according to claim 4, characterized in that the transmission of the reverse rotation of the electric motor to the planetary set is effected via a freewheel, that the electric motor can be switched electrically into a forward rotation, that this rotation can be transmitted via a freewheel to the output of the planetary set or the output of the gearbox, whereby electrical power can be transmitted to the bicycle even without the involvement of the planetary set, and that this function can be used as a push assist, and that this direct transmission to the output reduces the gear load and thus counteracts an overload. Planetary gear unit according to one of claims 1 to 3, characterized in that the web shaft is provided as the output, that the electric motor in this arrangement has the same direction of rotation as the input for power supply, or that in gear units with a switching device the web shaft is optionally provided as the input or as the output, this switching is electronically detectable and that the electric motor is designed to be electrically switchable in the respective correct direction of rotation and that in both cases the additional electrical power causes an increase in speed and thus increases the gear ratio spread. Planetary gear unit according to one of claims 1 to 6, characterized in that a non-rotating coil is provided on the stator of the electric motor for inductive energy and information transmission, that a co-rotating receiving unit for co-rotating switching elements is designed, that thus an electronically controlled circuit is designed, and that the circuit is designed to switch to a lower gear when a limit value is reached, and that the gear load is reduced, and that this switching process can also be carried out in other types of automated circuits. Bicycle with a planetary gear system according to one of the preceding claims. Bicycle according to claim 8, characterized in that the bicycle and thus the drive wheel can be fixed, that the electric drive is designed to be driven by the pedal crank unit and that an ergometer operation can be carried out and the electrical energy generated can be stored in a battery. Planetary gear set according to any one of claims 1 to 7 with three concentric shafts, wherein at least one shaft is designed as a sun gear shaft, at least one shaft as a ring gear shaft and at least one shaft as a carrier shaft, with multiple gears with one stage or with two half-stages, wherein several circumferentially arranged planet gears are mounted on the carrier shaft, wherein each of these circumferentially arranged planet gears has two toothed sections, wherein only one of these at least two toothed sections engages with a ring gear and each of the at least two toothed sections engages with a sun gear, wherein a drive is provided directly or indirectly from pedal cranks, wherein either the carrier shaft is provided as the input and a first of the other two shafts is provided as the output, or wherein the carrier shaft is provided as the output and a first of the other two shafts is provided as the input.wherein the second of the other shafts is connected to the rotor of an electric motor, wherein the stator of this electric motor is non-rotatably connected to the bicycle frame and a device for determining the torque, in particular a torque sensor, is provided in this non-rotating connection, wherein a non-rotating coil is provided on the stator of the electric motor for inductive energy and information transmission, wherein a co-rotating receiving unit for co-rotating switching elements is formed, thereby forming an electronically controlled circuit, and wherein the circuit is designed to switch to a lower gear when a limit value is reached, thereby reducing the gear load, and wherein this switching operation can also be carried out in other types of automated circuits. Method for controlling an electric motor of a bicycle with direct or indirect pedal crank drive and additional drive by the electric motor with rotor and stator, with at least one planetary gear set consisting of a sun gear with associated sun gear shaft, a ring gear with a larger diameter and associated concentric ring gear shaft, and several planet gears evenly distributed around the circumference, wherein the planet gears mesh simultaneously with the sun gear and ring gear, and their shafts are mounted in a bridge with an associated concentric bridge shaft, with the bridge shaft serving either as an input or as an output, wherein a first of the two other shafts functions either as an output or input, and a second of the two other shafts is connected to the rotor of the electric motor, and the stator is rotationally fixed to the frame of the bicycle.wherein the input and output are designed to be rotationally fixed to each other and the planetary gear set has no function when the output and input are rotationally fixed, and a housing surrounding the planetary gear set, characterized in that a torque sensor is arranged in the connection of the stator to the bicycle frame inside the housing, that, by means of a further sensor, when the input and output are rotationally fixed, a load and / or deformation measurement is carried out in the pedaling direction of the direct pedal crank drive or in the tension direction of the torque-generating force in the case of an indirect pedal crank drive in the vicinity of the bearing of the concentric shafts and a signal is generated,wherein the signal is proportional to the torque of the pedal crank drive and wherein the proportionality factor can be continuously determined during operation with the participation of the planetary gear set by evaluating the torque sensor and wherein the influence of the rotor is determined in a dynamic model and used as a correction of the torque signal, wherein, assuming a constant input speed, the output speed can be changed depending on the speed of the electric motor, i.e., with a continuously changing speed of the electric motor, a stepless gear ratio change of the planetary gear set is given. The method according to claim 11, characterized in that the measured values, in particular the torques and rotational speeds, are processed digitally, that the measured values ​​are acquired with a high sampling rate, that the torques of the two other shafts are calculated from the torque of one shaft of the planetary set, that the rotational speed of the third shaft is calculated from the measurement of the rotational speeds of two of the shafts, and that the instantaneous powers of the shafts are thereby determined, and that a control signal for adapting the electric motor to the torque which varies during the rotation of the pedal crank drive is obtained from these values. Method according to one of claims 11 or 12, characterized in that the loads on the gears are calculated from the obtained torque and power data and that a warning is issued when specified limit values ​​are reached and / or that other relief measures are taken. Method according to one of claims 11 to 13, characterized in that the shaft is provided as an input, that the planetary gear in this arrangement translates to higher speeds, that the rotor of the electric motor rotates in the opposite direction to the direction of rotation of the input in order to feed electrical power into the bicycle and that this increase in power is in the form of an increase in rotational speed. Method according to one of claims 11 to 14, characterized in that the transmission of the reverse rotation of the electric motor to the planetary gear set is carried out via a freewheel, that the electric motor is electrically switched into a forward rotation, that this rotation is transmitted via a freewheel to the output of the planetary gear set or the output of the gearbox, whereby electrical power is transferred to the bicycle even without the involvement of the planetary gear set and this function can be used as a push assist. Method according to one of claims 11 to 15, characterized in that the shaft is provided as the output, that the electric motor in this arrangement has the same direction of rotation as the input for the purpose of power input, or that in gearboxes with a switching device the shaft is optionally provided as the input or as the output, this switching is electronically detected and the electric motor is electrically switched to the correct direction of rotation, and that in both cases the additional electrical power causes an increase in speed and thus increases the gear ratio.

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