MEANS OF PROMOTION WITH IMPROVED CONNECTION OF A DRIVE UNIT TO A WHEEL

Abstract

Means of transport (1), in particular a bicycle, e-bike, pedelec or cargo bike, comprising an electric motor drive unit (10) with a muscle power input shaft (34) designed for inputting drive energy generated from human muscle power and a drive output shaft (21), a wheel (8) driven by the drive unit (10) via the drive output shaft (21), a frame (2) on which a seat (3) and the wheel (8) are arranged, wherein the wheel (8) has a first wheel end face (35) and a second wheel end face (36) which are spaced apart from each other along the wheel axis of rotation (R), wherein the drive unit (10) is arranged on the frame (2) via a one-sided guide element (13), wherein the wheel (8) is supported exclusively on the first or the second wheel end face (35, 36) via the drive unit (10) on the one-sided guide element (13),wherein the drive unit (10) has a support structure (27) which is rotationally fixed to the one-sided guide element (13) and which rotatably supports the drive output shaft (21) and the muscle power input shaft (34) relative to the frame (2), and wherein the support structure (27) surrounds the muscle power input shaft (34) at least partially in the radial direction of the axis of rotation (11) on the outside.

Description

[0001] The invention relates to a means of locomotion which is designed in such a way that it can be driven simultaneously by drive energy generated from human muscle power and provided by an electric motor, in particular a bicycle, e-bike, pedelec, cargo bike or wheelchair.

[0002] Generic means of transport include, for example, single- or multi-track vehicles such as bicycles, especially electric bicycles, e-bikes, or pedelecs. In particular, generic means of transport or vehicles belong to vehicle classes L1e, L2e, L3e, L4e, L5e, L6e, and L7e according to Article 4 of EU Regulation 2013 / 168 / EU of January 15, 2013.Furthermore, this includes in particular means of transport with a maximum design speed of up to 6 km / h, means of transport intended exclusively for use in sporting competition, pedal-driven bicycles with pedal assistance, which are equipped in particular with an auxiliary electric motor with a maximum rated continuous power of up to 250 W, the assistance of which is interrupted when the rider stops pedaling and the assistance of which progressively decreases as the vehicle speed increases and is interrupted before the vehicle speed reaches 25 km / h, self-balancing means of transport with an electric motor drive, sports vehicles with pedal drive, means of transport or vehicles with pedal drive that do not have at least one seat, and means of transport or vehicles with pedal drive with an R point (according to ECE-R 17) ≤ 400 mm.Cargo bikes also fall under this category. They often have a front wheel and at least one rear wheel that are connected to each other via a frame. However, there may also be multiple rear wheels, for example two rear wheels, and / or multiple front wheels, for example two front wheels, in particular in any combination. These can, for example, be arranged next to each other transversely to a forward direction of travel, as in a tricycle or a vehicle with a sidecar, or one behind the other in the forward direction of travel, as in a tandem. The front wheel is typically mounted so that it can rotate about a front wheel axle and the rear wheel about a rear wheel axle. The vehicles relevant here also include wheelchairs. Wheelchairs are aids for people whose ability to walk is impaired due to a physical disability.Wheelchairs of this generic type, for example, preferably comprise at least one handrim on each side of a seat, through which the wheelchair user can manually apply muscle power to the wheelchair's drive system. In purely manually operated wheelchairs, this handrim is typically connected in a rotationally fixed manner, in particular to a rear wheel of the wheelchair.

[0003] Means of transport of the type mentioned above are increasingly being equipped with at least one electric motor to assist the user in propelling the vehicle. Typically, they are not powered by this electric motor alone; instead, the electric motor assists the user in propelling the vehicle using their own human muscle power. The degree of assistance is usually selectable. This allows a user to exert as much of their own power as they are able or want while traveling on such a vehicle, while still moving at a comfortable speed that is also usable in everyday life.

[0004] A generic means of transport of the state of the art is, for example, Fig. 1. The means of transport is designed as a bicycle 101, in this case as a cargo bike. It comprises a rear wheel 110 and a front wheel 111, which are connected via a frame 102. In the present example, the frame 102 comprises a seat tube 104 on which a saddle 103 is arranged, as well as a top tube 107, a down tube 113, a handlebar tube 106 with a handlebar 105, a horizontal front tube 114, and an ascending front tube 115. The non-driven front wheel 111 is rotatably mounted by a fork-shaped standpipe 120, wherein the standpipe 120 surrounds and supports the front wheel 111 on both ends of the front wheel 111 in a fork-like manner. The rear wheel 110 is also surrounded in a fork-like manner by an upper wheel swing arm 108 and a lower wheel swing arm 109 and is mounted on both end faces of the rear wheel 110 so as to be rotatable about a wheel rotation axis 118.To drive the generic bicycle 101, it has pedals 112 that are rotatable about a pedal axis 117, and whose rotation is transmitted to the rear wheel 110 via a traction mechanism 116. To assist the rider, an electric motor drive unit can be provided, for example, between the pedals 112 or on the hub of the rear wheel 110. The drive unit is powered by a battery 119. Since the bicycle 101 is designed as a cargo bike, it also has cargo 121 or a storage area for cargo 121.

[0005] Generic means of transport typically have a complicated structure, as does the one according to Fig. 1. In particular, such means of transport, especially cargo bikes, are often comparatively long and heavy, which reduces their maneuverability overall and especially in confined spaces. Due to their relatively complex design, such means of transport also typically have high manufacturing costs. In particular, the integration of electric motor drive units in such means of transport often leads to space-consuming designs, which can, for example, prevent the drive units from being positioned between the pedals, as the pedals would otherwise have to be positioned too far apart to allow ergonomically sensible pedaling. Furthermore, with such means of transport, dismantling a wheel for maintenance purposes is often time-consuming and complicated.This particularly applies to arrangements where the wheel is attached to the drive unit. In these cases, the drive unit often has to be at least partially dismantled to remove the wheel. Another aspect is that the gearshift in such systems is usually another, independent, mechanical assembly alongside the drive motor, which is usually mounted on the rear wheel independently of the motor. The required transmission and shifting components are therefore often exposed to external environmental influences and are very susceptible to wear and tear and require a lot of maintenance. Furthermore, current technology always requires traction devices, such as a chain or belt, which can also drive up manufacturing and maintenance costs.

[0006] Against this background, the object of the present invention is to provide a means of transportation that reduces or avoids the disadvantages of the prior art. In particular, the connection of a drive unit to a running wheel of the means of transportation is to be improved, so that the means of transportation as a whole has a simpler, more compact design, thereby reducing manufacturing costs and improving maneuverability. Furthermore, the means of transportation is to be particularly comfortable for operators to handle, for example, when dismantling running wheels for maintenance purposes.

[0007] The problem is solved by a means of transportation according to the independent claim. Preferred developments are specified in the dependent claims.

[0008] The means of transport according to the invention comprises an electric motor drive unit with a muscle power input shaft designed to input drive energy generated from human muscle power and a drive output shaft. The muscle power input shaft is the shaft via which an operator of the means of transport can supply drive energy generated via muscle power to the drive unit. This can be, for example, a pedal input shaft or a manually operable input shaft. The drive output shaft is designed to be rotatable about a motor rotation axis. The drive unit according to the invention preferably comprises at least one and in particular two electric motors and at least one gearbox via which the power of the at least one electric motor and the drive energy introduced via the muscle power input shaft are transmitted.in actual operation, the respective drive power is summed and can be applied together to the drive output shaft. The invention preferably uses a drive unit as described in DE 10 2020 212 905 B3 by the applicant. Furthermore, the preferred drive unit will be explained in more detail below. Via the muscle power input shaft, a driver of the means of transport can therefore introduce drive energy directly or indirectly, for example via a traction device, for example by pedaling or via a hand rim. For this purpose, the means of transport according to the invention comprises at least one crank device actuable by the operator, for example a pedal or a hand rim, via which a crankshaft is designed to be rotatable about a crankshaft axis of rotation by human muscle power.For this purpose, the crankshaft is connected to the muscle-power input shaft of the drive unit, in particular in a rotationally fixed manner, for example, directly or indirectly via a traction mechanism. A pedal drive shaft can also be arranged between the muscle-power input shaft and the traction mechanism coming from the crankshaft. The means of locomotion is driven by the combined drive power of human muscle power and the electric motor drive unit. This combined drive power is transferred to the drive output shaft. The means of locomotion according to the invention therefore comprises a running wheel driven by the drive unit via the drive output shaft, which is designed to rotate about a wheel rotation axis.The wheel comprises, in particular, a tire, a rim, and a flange intended for mounting on the rest of the means of transport, in particular on the drive unit, wherein the flange and the rim can be connected via spokes, struts, or a disc in a conventional manner. The wheel has a first wheel end and a second wheel end, which are arranged at a distance from one another along the wheel's axis of rotation and which extend, in particular, substantially perpendicular to the wheel's axis of rotation. The wheel end faces of the wheel refer, in particular, to those sides of the wheel that are perpendicular to the tread of the wheel or the tire of the wheel. Viewed in a forward direction of the means of transport, the wheel therefore has, in particular, a left and a right wheel end.The driven wheel is rotated with the combined drive power of the electric motors used in the drive unit and the human muscle power, which overall leads to the propulsion of the vehicle.

[0009] Furthermore, the means of transport according to the invention also comprises a frame on which a seat, designed for example as a saddle, and the running wheel are arranged. Alternatively, the seat can also be designed for example as a seat, in particular a bucket seat, or a bench or the like. In the present case, the frame is considered to be the structure of the means of transport connecting the seat and the running wheel. It can comprise parts that are rigidly connected to one another and / or are mounted relative to one another in a spring-loaded and / or steerable manner. Furthermore, the frame can be designed in a variety of ways, depending on the specific application or design of the means of transport according to the invention. For example, the frame is shaped differently depending on whether the means of transport according to the invention is designed, for example, as a unicycle, a bicycle, a tricycle, or a quadricycle, etc.Likewise, differences arise when designed as a cargo bike, a tandem bike, and / or a wheelchair. However, the invention can be used advantageously in all of these configurations and allows the specific frame design to be tailored to the specific application with a particularly high degree of freedom. Particularly for means of transport with at least two wheels spaced apart in the direction of travel, the invention also enables a comparatively small turning circle and an optimized wheelbase, which can be particularly advantageous when used in confined spaces, such as in cities.

[0010] In the means of transport according to the invention, the motor rotation axis and the wheel rotation axis are designed coaxially to one another as a common rotation axis. This means that the drive unit is arranged on the running wheel, in particular in the manner of a hub motor. A core idea of ​​the present invention is that the drive unit is arranged on the frame of the means of transport via a one-sided guide element, which can be designed, for example, as a side rocker, wherein the running wheel is mounted exclusively on the first or second wheel end via the drive unit on the one-sided guide element. Of course, several such arrangements can also be provided for one and the same means of transport. These arrangements are then preferably all designed as described herein. The invention therefore relates to single-, two-, or three-track vehicles.Multi-track vehicles can also use the invention with at least one running wheel. The one-sided guide element is part of the frame of the means of transport and can be connected to the rest of the frame in a rotationally fixed manner. Other parts that are arranged in a rotationally fixed manner relative to the one-sided guide element are therefore also arranged in a rotationally fixed manner relative to the frame and vice versa. The one-sided guide element can also be spring-mounted and / or damped relative to the rest of the frame. Additionally or alternatively, the guide element could also be pivotally mounted on the frame, for example, to initiate or assist a steering movement. The running wheel and also the drive unit are attached to the frame via the one-sided guide element. In the area of ​​the running wheel, it is located exclusively on one of the end faces of the running wheel. This area preferably extends in a wheel plane of the running wheel from the wheel rotation axis to the running surface of the running wheel.The area can also be described as a spatial area, for example, as a cylindrical spatial area, with the impeller defining a circular cross-section through the space enclosed by the cylinder. In particular, in this above-defined area or spatial area, which extends to both wheel faces, the one-sided guide element is located exclusively on one wheel face. In contrast to the conventional design, in which the impeller is encompassed in a fork-like manner on both wheel faces, according to the invention, the impeller is encompassed by the one-sided guide element exclusively on one of the wheel faces and is mounted on this face.It should be noted that a single-sided guide element or side rocker can only be referred to as a single-sided guide element if the wheel is connected to the frame of the means of transport only in the manner described, and exclusively via this single-sided guide element. For example, an arm of a conventional, fork-like guide element would not also be referred to as a single-sided guide element. A conventional, fork-like bearing of the wheel is therefore not a "double guide element" within the meaning of the present invention. On the contrary, a conventional, fork-like bearing of the wheel does not have a single-sided guide element. A core feature of the present invention is that the frame connection of the wheel is arranged exclusively on one end face of the wheel.The wheel end of the impeller opposite the one-sided guide element is therefore free of any further, in particular rigid, connection between the impeller and the frame that extends beyond the one-sided guide element. According to the invention, the impeller is connected to the frame exclusively on the first or second wheel end. The one-sided guide element can comprise one or more arms or tubes, for example connected in the shape of a V, with the tip pointing towards the axis of rotation. In this case too, however, the one-sided guide element is arranged exclusively on one wheel end, as described above. Furthermore, the impeller is preferably mounted on the one-sided guide element exclusively via the drive unit.

[0011] A further aspect of the invention is that the drive unit has a support structure that is connected to the one-sided guide element in a rotationally fixed manner, at least with respect to rotation about the common axis of rotation. In other words, the support structure is rotationally fixed with respect to horizontal axes, in particular the motor axis of rotation and / or the wheel axis of rotation. The support structure cannot therefore be rotated about horizontal axes, in particular the motor axis of rotation and / or the wheel axis of rotation. However, the support structure can, if necessary, be rotated about a vertical axis, for example for steering purposes. In this case, the entire drive unit, together with the wheel, is preferably rotated about a vertical wheel steering axis relative to the one-sided guide element. An alternative embodiment, however, provides that the support structure is completely rotationally fixed with respect to the one-sided guide element, i.e. with respect to rotation about any axes.In particular, the support structure is fixed relative to the frame and / or the one-sided guide element. The support structure mounts the drive output shaft and the muscle power input shaft so that they can rotate relative to the frame or the one-sided guide element. The connection between the one-sided guide element and the support structure can preferably be detachable. Detachable here means, in particular, non-destructively and / or reversibly detachable. It is important that the support structure, with a detachable connection in the assembled state, at least partially surrounds the muscle power input shaft on the outside in the radial direction of the axis of rotation. The support structure can, for example, be designed as a separate unit that is connected in a rotationally fixed manner to the one-sided guide element, as explained above, or the support structure can be formed integrally or in one piece with the one-sided guide element.Functionally, the support structure is therefore part of the frame of the means of transport, as it is fixed relative to the frame and does not rotate with the wheel or parts of the drive unit. All rotating parts of the drive unit are connected to the frame - directly or indirectly - via the support structure. A core feature of the invention is that the support structure is located at least partially further outwards than the muscle power input shaft and in particular also the drive output shaft with respect to the radial direction of the common axis of rotation formed by the motor rotation axis and the wheel rotation axis, along the axial direction of the axis of rotation. Conversely, the muscle power input shaft, and in particular also the drive output shaft, is located at least partially further inwards than the support structure with respect to the radial direction of the common axis of rotation along the axial direction of the axis of rotation.Therefore, viewed from the inside outward in the radial direction of the common axis of rotation, the muscle power input shaft, the drive output shaft, and the support structure follow one another at least partially along the axial direction of the common axis of rotation. The drive output shaft is therefore guided further inward than the support structure in the axial direction of the common axis of rotation, as defined above, until it exits the support structure and can be connected to the impeller outside the support structure. In other words, the drive unit according to the invention rotates inward in the radial direction of the common axis of rotation—specifically, the muscle power input shaft and the drive output shaft rotate here—and is fixed to the frame on the outside, specifically to the support structure. This is an arrangement that is designed in exactly the opposite way to the prior art.Typically, in the prior art, a drive unit arranged in the manner of a hub motor is designed such that an axle guided along the wheel's rotational axis is mounted fixedly to the frame, and the outer housing of the drive unit, located in the radial direction of the rotational axis, rotates as part of the wheel hub. These conventional drive units thus rotate externally in the radial direction of the rotational axis and are fixedly mounted to the frame on the inside. This common arrangement is explicitly reversed in the invention.

[0012] In this way, the invention brings with it a number of advantages. Because the impeller is connected on one side via a one-sided guide element, a double, fork-like bearing for the impeller is not necessary. In this way, the overall width of the means of transport in the area of ​​the impeller bearing can be reduced. Because the drive output shaft is led out of the drive unit on one side and in particular also out of the support structure in the axial direction of the common axis of rotation, the impeller can be attached to the drive output shaft particularly easily. Since the drive unit is attached to the one-sided guide element at the same time, in particular via the support structure, the impeller can be disassembled particularly easily for maintenance purposes.In particular, the entire drive unit can remain on the one-sided guide element and thus on the frame of the means of transport, which not only speeds up the work but also prevents damage to the drive unit when dismantling the wheel. Furthermore, this arrangement allows the use of existing drive units without further adaptations, for example, the applicant's drive units described in DE 10 2020 212 905 B3. This allows manufacturing costs to be reduced. As will be described in more detail below, the system according to the invention is particularly flexible and can be used for a wide variety of different means of transport.

[0013] A particularly simple, preferred embodiment of the invention provides that the drive output shaft is connected to the impeller in such a way that the impeller rotates at the same speed as the drive output shaft. For example, the drive output shaft is directly connected to the impeller, e.g., screwed. Therefore, preferably, no gear is arranged between the drive output shaft and the impeller; instead, a pure transmission of the rotational movement is provided. Any gear shift or continuously variable transmission between the muscle-power input shaft and the impeller is therefore preferably provided exclusively within the drive unit. This also enables particularly simple disassembly and assembly of the impeller from the drive unit.

[0014] This is preferably also supported by the fact that the wheel is connected to the frame exclusively via the drive output shaft of the drive unit. The only connection between the wheel and the means of transport is therefore via the drive output shaft of the drive unit. No further support for the wheel is explicitly provided, for example, via fixed axles or the like typically used in the prior art. As already explained above, the drive output shaft is preferably designed to extend laterally out of the drive unit and, in particular, the support structure.The connection of the impeller to the drive output shaft or to the drive unit or to the means of transport is therefore preferably arranged offset in the axial direction of the common axis of rotation, specifically with respect to the drive unit and / or at least one and in particular all electric motors of the drive unit and / or at least one and in particular all gear units, in particular shaft gears, of the drive unit and / or at least one and in particular all pivot bearings between rotating or between rotating and stationary parts of the drive unit. The aforementioned connection of the impeller refers in particular to the flange of the impeller, described in more detail below, and / or the fastening or screwing of the flange to the drive output shaft.The offset of the impeller connection in the axial direction of the common axis of rotation preferably occurs in the direction away from the one-sided guide element.

[0015] In order to further simplify the design and further reduce the width, it is preferably provided that a pivot bearing is arranged exclusively on the wheel end on which the one-sided guide element is arranged, between the frame or the one-sided guide element or the support structure of the drive unit, which is in particular connected to the frame, and the crankshaft or a pedal drive shaft connected to the crankshaft via a traction means or a drive shaft. Chains and belts can be used as traction means, while cardan shafts, for example, are preferred as the drive shaft. This also illustrates the difference between the invention and conventional, fork-like bearings for the running wheel or for conventional drive units. In these cases, such a pivot bearing, for example in the form of a fork, is typically located on each of the wheel end faces of the running wheel.The pivot bearing between the frame or support structure and the crankshaft or pedal drive shaft is arranged on the side of the drive unit opposite the above-described connection of the running wheel, in particular on the side opposite the common axis of rotation in the axial direction. In other words, the pivot bearing is preferably offset in the axial direction of the common axis of rotation with respect to at least one and in particular all electric motors of the drive unit and / or at least one and in particular all gear units, in particular shaft gears, of the drive unit, in particular in the direction away from the running wheel. The pivot bearing is located on the same wheel face as the one-sided guide element.

[0016] A particularly preferred embodiment of the invention provides that the crankshaft rotation axis is coaxial with the engine rotation axis and the wheel rotation axis, and that the crankshaft rotation axis, the engine rotation axis, and the wheel rotation axis are designed as a common rotation axis. In this case, the crankshaft is connected to the muscle power input shaft of the drive device without any traction device, in particular without any chains or belts, and in particular also without a drive shaft. In the present case, this means that no additional traction device or additional drive shaft is provided between the crankshaft and the muscle power input shaft. For example, the crankshaft and the muscle power input shaft are therefore directly attached to one another, in particular in a rotationally fixed manner. In this case, all of the aforementioned axes represent one and the same axis. The individual axes therefore coincide. This means, for example, that the pedals are also arranged directly on the driven wheel.Compared to a conventional arrangement of the wheel in means of transport with a crank mechanism designed as a pedal, the wheel is moved further forwards, up to under the seating mechanism, where the pedals are also located in conventional means of transport of this type. This shortens the overall length of the means of transport and increases maneuverability. At the same time, the number of components is reduced, as the traction device, such as a chain or belt, or the additional drive shaft is omitted. This also eliminates other components of the traction drive, such as chainrings and similar components, thus reducing manufacturing costs. In addition, the traction device is typically subject to high levels of wear and tear or heavy contamination during operation, which means that the traction device often requires increased maintenance.This can be completely avoided by omitting a traction device.

[0017] In an alternative preferred embodiment, the crankshaft rotation axis is arranged at a distance from the common rotation axis formed by the motor rotation axis and the wheel rotation axis, wherein the crankshaft is connected to the muscle power input shaft of the drive unit via a traction mechanism or a drive shaft. A pedal drive shaft can also be arranged between the muscle power input shaft and the traction mechanism or a drive shaft. The pedal drive shaft is, for example, connected in a rotationally fixed manner to the muscle power input shaft or is formed integrally or in one piece with it. The traction mechanism can, for example, be a chain or a belt. The drive shaft is preferably a cardan shaft. In this embodiment, therefore, only the motor rotation axis and the wheel rotation axis coincide and form the common rotation axis.The crankshaft, to which the pedals are in turn connected via corresponding crank arms, can be located at a different point on the frame of the means of transport. In this embodiment, the drive unit is therefore not located at the same point on the frame of the means of transport as the pedals. The crankshaft with the pedals on one side and the drive unit with the wheel on the other side can therefore be arranged particularly freely on the means of transport, depending on the design or application of the means of transport. Because the drive unit is not located between the pedals, they can be arranged particularly close to one another, which enables comfortable pedaling. The connection between the traction mechanism and the pedal drive shaft can be arranged either on the first or the second wheel end.It can be arranged on the wheel end on which the drive unit and / or the one-sided guide element is located. Alternatively, it can also be arranged on the wheel end facing away from the drive unit and / or the one-sided guide element. In particular, the connection of the traction mechanism to the pedal drive shaft is offset relative to the drive unit in the axial direction of the common axis of rotation.

[0018] Like the impeller, the drive unit is mounted on the one-sided guide element. For this purpose, it is preferably provided that the one-sided guide element has a drive receptacle in which the drive unit can be fastened in the radial direction of the common axis of rotation, wherein the drive receptacle does not completely or only partially encompass the drive unit in the radial direction of the common axis of rotation. The drive unit is therefore arranged so as to be at least partially received in the drive receptacle. In particular, the drive receptacle is designed to be complementary to the support structure so that it can be received by it or inserted into it. In this way, the drive unit can be inserted into the drive receptacle in the radial direction of the axis of rotation and fastened to it, for example by flange-mounting.For example, the drive unit is essentially cylindrical on the outside and the drive receptacle is at least partially hollow-cylindrical. The contact surface between the drive unit and the drive receptacle is preferably designed as a surface curved in one direction. Alternatively, it can also be provided that the one-sided guide element and the support structure are designed as a common, one-piece or single-part component. If the support structure of the drive unit is designed, for example, in the manner of an outer housing, the one-sided guide element can be designed to complement this outer housing. For example, the outer housing and thus the drive unit itself can be mounted, e.g. screwed, in the drive receptacle of the one-sided guide element.It is important here that the drive unit comes into contact with the one-sided guide element or the drive receptacle of the one-sided guide element on the outside in the radial direction of the common axis of rotation, in particular via the support structure, while the rotating parts of the drive unit, in particular the crankshaft or the pedal drive shaft and / or the drive output shaft and / or the electric motors and / or the gear units of the drive unit are arranged further inward. The one-sided guide element therefore surrounds the drive unit from the outside and supports it, whereby the surround is incomplete, which facilitates assembly and disassembly. This is particularly easily achieved by the design according to the invention, in which the drive unit rotates on the inside and is fixed to the frame on the outside.

[0019] The wheel itself preferably has a rim, a flange, and a wheel structure connecting the rim to the flange. The wheel structure can be, for example, spokes, struts, or a disc. These wheel structures for wheels are known and therefore need not be described in detail here. The drive output shaft is connected to the flange in a rotationally fixed manner, and in particular directly. In particular, both the flange and the drive output shaft extend perpendicular to the common axis of rotation. The connection between the drive output shaft and the flange is preferably detachable. Furthermore, the connection can be mounted, i.e., closed and detachable, from the wheel end of the wheel facing away from the drive unit.A preferred form of connection between the drive output shaft and the flange is a screw connection, wherein the screw axis runs in particular parallel to the common axis of rotation. The screw connection comprises at least one pair of screws that are offset parallel to the common axis of rotation and in particular arranged opposite one another with respect to the common axis of rotation. For each screw, a corresponding bore with an internal thread is naturally provided in the flange and in the drive output shaft. In addition, several such pairs of screws can be provided, for example two, three or four pairs. Due to the corresponding arrangement, in which the screws can be screwed in or out on the wheel end facing away from the drive unit, the impeller can be removed from and reassembled on the means of transport particularly quickly and easily.Particularly preferably, the impeller is attached to the means of transport exclusively by the connection of the flange to the drive output shaft. Therefore, releasing this connection is sufficient to remove the impeller from the means of transport, while the entire drive unit remains attached to the means of transport, in particular to the one-sided guide element.

[0020] In order to make the structural extension of the drive unit and its connection to both the frame and the wheel as narrow as possible in the axial direction of the common axis of rotation, it is preferably provided that the wheel, in particular the rim and / or the tire or the tread of the wheel, spans a wheel plane and that the one-sided guide element extends on the first or second wheel end face into the wheel plane, in particular with the drive mount. The wheel plane extends in particular perpendicular to the wheel axis of rotation and thus preferably also to the common axis of rotation. It preferably runs in such a way that it intersects the extension of the tire and / or the tread of the tire and / or the rim in the axial direction of the wheel axis of rotation exactly in half. The wheel plane is not a concrete component, but an imaginary or virtual reference plane.In the aforementioned preferred embodiment, it is therefore provided that the one-sided guide element extends on one of the wheel end faces into this wheel plane. This means that the one-sided guide element is arranged such that it is also intersected by the wheel plane. The same preferably also applies to the drive unit and / or the drive mount, in particular the support structure of the drive unit. Preferably, the drive unit is arranged such that the wheel plane runs exactly or substantially through the center of the extension of the drive unit and / or the drive mount in the axial direction of the wheel rotation axis or the common rotation axis. In the present case, this essentially means a deviation from the center of a few millimeters, for example by a maximum of 25 mm, preferably by a maximum of 20 mm or by a maximum of 15 mm or by a maximum of 10 mm or by a maximum of 5 mm.Additionally or alternatively, it can also be provided that the rim and / or the tire or the tread of the wheel spans a rim space which is in particular disc-shaped. The rim space extends with respect to the wheel rotation axis in the radial direction up to the rim and / or the tire or the tread and in the axial direction over the entire extent of the tire and / or the tread of the tire and / or the rim in the axial direction of the wheel rotation axis. It is then preferably provided that the one-sided guide element extends on the first or the second wheel end side into the rim space. The one-sided guide element is therefore located at least partially, in particular with the drive mount, in the rim space.In this way, the one-sided guide element and the drive unit are arranged offset in the axial direction of the wheel rotation axis or the common rotation axis into the impeller, which allows a particularly narrow design to be realized overall.

[0021] Different solutions can be implemented to achieve this design. According to a preferred embodiment, the rim is arranged offset from the flange along the wheel rotation axis or the common rotation axis, or vice versa, so that the flange protrudes at least partially from the rim, in particular in the axial direction of the common rotation axis. In particular, the flange protrudes from the rim in such a way that the flange and the rim are arranged without overlap in the radial direction of the wheel rotation axis, i.e. they do not overlap in this direction. This can be achieved by a corresponding design of the wheel structure. For example, the wheel structure begins in the area of ​​the wheel plane at the rim and is then guided out of the wheel plane in the axial direction of the wheel rotation axis or the common rotation axis, where it supports the flange of the impeller.The flange therefore lies outside the wheel plane and is in particular also arranged at a distance from it, for example by at least 5 mm, preferably by at least 10 mm or by at least 15 mm or by at least 20 mm or by at least 25 mm or by at least 30 mm or by at least 35 mm or by at least 40 mm. This offset of the flange relative to the rim creates a free space in the middle of the wheel in which the one-sided guide element and in particular also the drive unit can be arranged. This embodiment also works particularly well with the drive unit according to the invention since in this case the output drive shaft exits laterally and therefore the connection to the flange of the wheel is also made laterally.

[0022] In particular, it is provided that one wheel end is concave and the other wheel end is convex. This can be achieved, for example, by the design described above with a lateral offset of the flange relative to the rim. This can also be achieved, for example, by a corresponding design of the wheel structure that connects the flange to the rim. Due to the offset of the flange relative to the rim, the wheel is, so to speak, bulged in the axial direction of the wheel rotation axis or the common rotation axis. The one-sided guide element is arranged in particular on the concave wheel end. In this way, the one-sided guide element and in particular also the drive unit can be guided into the wheel plane and arranged there.As already mentioned, this results in a particularly narrow design and easier access to the connection between the wheel and the rest of the vehicle, in particular the drive unit.

[0023] The invention fundamentally relates to a driven wheel of the means of transport. The drive unit is to be arranged on this wheel as described above. However, it is irrelevant whether the driven wheel is the front wheel or the rear wheel. Both are possible. Furthermore, it is also possible for more than one running wheel of the means of transport to be designed as a driven running wheel with a connection to a drive unit according to the invention. For example, both the front wheel and the rear wheel can each be designed as a driven running wheel. Furthermore, if several front wheels or several rear wheels are present, several front wheels and / or several rear wheels can also be provided as driven running wheels with a design according to the invention.If several wheels are designed as driven running wheels and are equipped with a corresponding drive unit, the designation of the common axis of rotation or similar always refers to this wheel or this drive unit. For example, the seat device can be arranged on the frame via a seat tube, wherein the seat tube has a seat axis that intersects the running wheel and / or the common axis of rotation. The seat axis refers in particular to the axis or direction along which the seat device is designed to be height-adjustable. This embodiment of the invention can be provided, for example, if at least one rear wheel is designed as a driven running wheel according to the invention. In this case, it is preferred that the driven running wheel is not steerable, but is mounted on the frame of the means of transport so that it can rotate exclusively about the wheel axis of rotation or the common axis of rotation.Additionally or alternatively, it can be provided that a handlebar is arranged on the frame via a handlebar tube, wherein the handlebar tube has a steering axis that intersects the running wheel and / or the common axis of rotation. The steering axis refers in particular to the axis about which the handlebar and / or the running wheel are designed to be rotatable for steering the means of transport. This embodiment of the invention can be provided, for example, if at least one front wheel, in particular a steerable front wheel, is designed as a driven running wheel according to the invention. In principle, however, a steerable rear wheel or a non-steerable front wheel could also be designed as a driven running wheel according to the invention. It can be provided that the seat axis or the steering axis exactly intersects the running wheel and / or the common axis of rotation. Furthermore, it can also be provided that the said axes do not intersect.The axes mentioned can therefore be offset from one another by a few millimeters, for example by a maximum of 25 mm, preferably by a maximum of 20 mm or by a maximum of 15 mm or by a maximum of 10 mm or by a maximum of 5 mm. The seat can also be arranged at the level of two wheels when viewed in the direction of travel and transversely thereto between two wheels, as is often the case with wheelchairs or recumbent bikes, for example. For these arrangements, it is particularly advantageous if each wheel is driven by an electric motor drive unit. If the means of transport comprises more than one electric motor drive unit, it can be provided that the drive operation of the two drive units runs independently of one another or that the drive operation of the two drive units is coordinated with one another, for example with the aid of a suitable control unit.

[0024] According to a preferred embodiment, the seat axis between the wheel and / or the common axis of rotation is at least partially frameless. This means that there is no direct connection between the seat tube and the driven wheel. The seat tube is therefore only connected to the wheel via other frame parts, for example a top tube and / or the one-sided guide element. In other words, the seat tube is arranged vertically exclusively above the driven wheel. The seat tube therefore preferably does not extend vertically to the wheel, in particular not to the upper apex of the wheel. It is therefore arranged exclusively vertically above the wheel and in particular also above the upper apex of the wheel. In this way, conventionally existing frame parts can be dispensed with and the overall weight of the means of transport can be reduced.

[0025] As mentioned at the outset, one aim of the invention is to reduce the overall length of the means of transport. This is achieved in a particularly advantageous manner by arranging the pedals or the pedal axle coaxially with the wheel rotation axis. In particular, this allows the driven wheel to be arranged significantly further forward in the forward direction than is possible in the prior art. According to a preferred embodiment of the invention, it is therefore even provided that the seat device is arranged behind the wheel rotation axis in a forward direction of the means of transport and thus in particular also behind the common rotation axis. In this way, the seat device preferably forms the rear end of the means of transport in the forward direction, so that no further components of the means of transport protrude behind the seat device.By shortening the vehicle accordingly, maneuverability is significantly improved.

[0026] As already mentioned at the beginning, a drive unit as described in DE 10 2020 212 905 B3 by the applicant is preferably used for the present invention. The properties of this drive unit essential to the present invention are mentioned below, while reference is made to the cited document for a more detailed description. In particular, the drive unit functionally also comprises or forms a continuously variable transmission between the muscle power input shaft and the drive output shaft. In this way, a cadence desired by the driver can be set independently of the travel speed of the means of transport. The corresponding settings or the corresponding control of the drive unit is implemented via an electronic control device. All components of the drive unit are electronically controlled by this control device.For this purpose, the control device also has sensors which supply it with the necessary measured values ​​for controlling the drive unit, for example the driving speed of the means of transport, the speed of the transmission units or electric motors mentioned below, the torque applied by the driver and others.

[0027] The drive unit preferably has a first gear unit, in particular a first strain gear, and a first electric motor connected to the first gear unit. The drive power of the first electric motor is fed into the first gear unit. Furthermore, the drive unit can have a second gear unit, in particular a second strain gear, and a second electric motor connected to the second gear unit. The drive power of the second electric motor is fed into the second gear unit. The two gear units are preferably connected to one another via a common gear output, to which the summed drive energy of both gear units is transferred. This can, for example, be a common ring gear of the two strain gears.For example, the second transmission unit can be connected to the crankshaft via the muscle-powered input shaft and transfers the combined drive energy of the second electric motor and the crankshaft to the common transmission output. The muscle-powered input shaft can, for example, be directly connected to the crankshaft or even be formed integrally or in one piece with it. Alternatively, it is also possible for the muscle-powered input shaft to be connected to the crankshaft via a pedal drive shaft and a traction mechanism. The common transmission output, in turn, is preferably connected in a rotationally fixed manner, and in particular directly, to the drive output shaft.

[0028] The second gear unit and the second electric motor ensure, in particular, any desired gear ratio between the muscle power input shaft and the drive output shaft. To ensure this is also possible at all desired driving speeds, the first gear unit and the first electric motor are then preferably used. Overall, it is therefore preferred that the two gear units and the two electric motors together form the continuously variable transmission between the muscle power input shaft and the drive output shaft. In this case, it is preferably provided that the two gear units and the two electric motors rotate together about the motor axis of rotation or the common axis of rotation. The two gear units and / or the two electric motors are arranged offset from one another, in particular in the axial direction of the motor axis of rotation.

[0029] It is preferred if the means of transport comprises a weather protection device. In this case, the aspect of the invention is particularly advantageous that the extension of the means of transport in the forward direction can be smaller compared to conventional means of transport of the same type, and the means of transport can thus be designed more compact overall. In particular, if the seating device according to the invention is arranged particularly far back on the means of transport, an operator can easily stand behind the means of transport and from this position take a seat on the seating device. If the driven wheel according to the invention is typically located vertically beneath the seating device, the operator does not have to climb over a wheel projecting far rearward behind the seating device and / or a luggage rack or the like.For example, it is preferred that a weather protection device is provided which has at least one, in particular transparent, protective wall which surrounds the seating device in the forward direction in front of the seating device, to the right and left sides as seen in the forward direction and in the vertical direction above the seating device, wherein the weather protection device has an access opening in the forward direction behind the seating device, through which access to the seating device is formed. The access opening is preferably aligned with the seating device in the forward direction. This means that the driver can therefore climb onto the means of transport from the rear through the access opening and into the weather protection device. A weather protection device can therefore be designed to be closed at the front, at the top and to the sides and only be open at the rear to allow access for the driver.In particular, the side walls of the weather protection device can therefore be designed as a continuous structure without the possibility and / or requirement of being able to open them at least partially. This means that the side walls can be designed, for example, as uniform and continuous tarpaulins over the entire surface and are therefore more stable than conventional weather protection devices with, for example, side door and / or window openings. The side immediately behind the seating device, on the other hand, is typically protected from bad weather when traveling in the means of transport, for example because it overlaps vertically above the roof wall, meaning that an opening can simply be provided at this point without the need for an access door or similar. Overall, this results in a particularly simple design of the weather protection device.A correspondingly designed weather protection device with a rearward-facing access opening can, in principle, also be used in means of transport, in particular bicycles, without the drive unit according to the invention and without the one-sided guide element according to the invention. This aspect therefore contains its own inventive concept and can therefore be regarded both as a further development of the present invention and as a separate invention. For this reason, the described weather protection device, in particular in connection with a means of transport or bicycle, can also be claimed separately, in particular without the further features of the invention described herein, in particular with regard to the mounting of the driven wheel and its drive train.

[0030] As already mentioned at the beginning, the means of transport according to the invention can have a multitude of different designs or application forms. It is particularly preferably a bicycle, in particular an e-bike or a pedelec. In other words, the means of transport according to the invention is preferably a bicycle with assistance from the electric motor drive unit. The bicycle is preferably designed as a cargo bike, freight bike, transport bike or cargo bike. It therefore has in particular at least one loading area for transported goods or for persons to be transported. The invention is particularly advantageous in these types of means of transport. The precise design of the loading area for transported goods or for persons to be transported can vary greatly depending on the intended purpose.For example, a loading area can be provided that is designed for the transport of wheelchair users and, for example, has a loading ramp. In addition, the loading area can be equipped with seats, for example seats for children or passengers. It can also have beds for babies or toddlers, for example. In addition, the loading area could also comprise one or more tables and have a seating group, for example consisting of at least one bench and at least one table for several people. Finally, the loading area can be optimized for the transport of cargo. For this purpose, it can be provided, for example, that the shape and size of the loading area is adapted to typical cargo. For example, the loading area can be designed to accommodate and safely transport a transport pallet, for example a Euro pallet, of a standardized size.Alternatively, a bulk material tray, for example made of metal or plastic, could be arranged on the loading area. Overall, the invention sets no limits on the design of the loading area, so a wide variety of different means of transport can benefit from the invention.

[0031] Another preferred type of means of transport are wheelchairs in which one or more of the wheels can be driven in the manner described above with the assistance of at least an electric motor in addition to the drive by muscle power.

[0032] The invention is explained in more detail below with reference to the exemplary embodiments shown in the figures. They show schematically: Fig. 1: a generic means of transport of the bicycle type from the state of the art; Fig. 2: an embodiment of a means of transport according to the invention; Fig. 3: a plan view of the connection of a driven wheel to the means of transport via a one-sided guide element in an embodiment without traction means; Fig. 4: a plan view of the connection of a driven wheel to the means of transport via a one-sided guide element in an embodiment with traction means; Fig. 5: a plan view of the connection of a driven wheel to the means of transport via a one-sided guide element in a further embodiment with traction means; Fig. 6: a sectional view through the drive unit in an embodiment without traction means; Fig. 7: a sectional view through the drive unit in an embodiment with traction means; Fig. 8: another embodiment of a means of transport according to the invention; Fig. 9: an embodiment of a means of transport according to the invention with two driven wheels; Fig. 10: an embodiment of a means of transport according to the invention with a front wheel as a driven wheel; Fig. 11: an embodiment of a means of transport according to the invention as a unicycle; Fig. 12: an embodiment of a means of transport according to the invention with a weather protection device; Fig. 13: a plan view of the connection of a driven impeller to the means of transport via a one-sided guide element in a further embodiment; Fig. 14: a plan view of the connection of a driven impeller to the means of transport via a one-sided guide element in a further embodiment; Fig. 15: a plan view of the connection of a driven wheel to the means of transport via a one-sided guide element in a two-track embodiment; Fig. 16: a plan view of the connection of a driven wheel to the means of transport via a one-sided guide element in a further two-track embodiment; Fig. 17: a plan view of the connection of a driven wheel to the means of transport via a one-sided guide element in a further two-track embodiment; Fig. 18: a side view of a wheelchair-type means of transport; Fig. 19: a plan view of the connection of a driven wheel to the vehicle from Fig. 18 via a one-sided guide element; Fig. 20: a plan view of the connection of the driven wheels to the vehicle from Fig. 18 each with a one-sided guide element Fig. 21: a side view of a combination of two means of transport in a separated state; and Fig. 22: a side view of the combination of two means of transport from the Fig. 21 when loaded.

[0033] Identical or functionally identical components are designated by the same reference numerals in the figures. Recurring components are not designated separately in each figure.

[0034] The means of transport 1 according to Fig. 2 is designed, for example, as a bicycle, in particular as a cargo bike. It preferably has a frame 2, which has a seat tube 4, in particular a telescopic one, which carries, for example, a seat device 3 designed as a saddle. Due to the optional telescoping of the seat tube 4, the seat device 3 is adjustable in its vertical position. In the exemplary embodiment shown, the seat tube 4 is preferably connected via a top tube 7 to a handlebar tube 6, on which a handlebar 5 can be arranged. The means of transport 1 further preferably has a driven wheel 8 and a non-driven wheel 9. For example, the rear wheel, as shown, can be designed as a driven wheel 8. The front wheel can be designed as a non-driven wheel 9. Although in Fig. 2 only one front wheel is shown, the means of transport 1 can have two front wheels, wherein the second front wheel is located behind the first front wheel in the plane of the paper, so that it is concealed by the latter and therefore not visible. The running wheel 9 is preferably connected to the handlebar tube 6 via a front tube 15. The front tube 15 can alternatively also be designed as a front plate, for example, to form a loading area 45 arranged in this area. Furthermore, the running wheel 9 is preferably designed to be steerable, for example via a handlebar 14 connected to the handlebar 5, which transmits a steering movement of the handlebar 5 to the running wheel 9. The loading area 45, which is designed in particular for transporting cargo 17, is preferably arranged between the front wheels and in a forward direction a of the means of transport 1 in front of the handlebar tube 6.The driven wheel 8, in the example shown the rear wheel, can be attached to the frame 2 via a one-sided guide element 13, for example a side swing arm, the connection of which to the wheel 8 will be explained in more detail below. The one-sided guide element 13 is thus designed and arranged such that it runs at the height of only one end of the respective wheel 8. Functionally, the one-sided guide element 13 can be rigidly connected to the rest of the frame or can be arranged so that it can move relative to the rest of the frame, for example for spring and / or damping purposes. The respective wheel is mounted on the rest of the frame exclusively via the corresponding one-sided guide element 13, so that all forces between the rest of the frame and the respective wheel are transmitted via the corresponding one-sided guide element 13.Also arranged on the driven wheel 8 is, in particular, a drive unit 10 and, in the present exemplary embodiment, a crank device 12, specifically, for example, a set of pedals, which can be actuated by an operator using muscle power. The drive unit 10 is, in particular, an electromotive drive unit 10 which has at least one electric motor and which can be supplied with electrical energy from an energy storage device 16, for example a battery or an accumulator. The energy storage device 16 is preferably arranged vertically beneath the loading surface 45 and, for example, also beneath the front tube 15 or the front plate. The arrangement around the driven wheel 8 is, in particular, designed such that both the motor rotation axis of the drive unit 10 and the crankshaft rotation axis of the pedals 12 and the wheel rotation axis of the wheel 8 are coaxial and form a common rotation axis 11.By adjusting the height of the seat assembly 3 along the seat tube 4, a seat axis 40 can be defined. As also shown in . Fig. 2, the seat tube 4 can preferably be designed or arranged such that the seat axis 40 intersects the common rotation axis 11 in an imaginary extension. The means of transport 1 according to Fig. Figure 2 shows a preferred embodiment in which both the pedals 12 and the drive unit 10 are arranged directly and jointly on the driven running wheel 8. The means of locomotion 1 shown therefore has no traction mechanism or is designed without any traction mechanism. The transmission of a rotational movement from the pedals 12 and / or from the drive unit 10 to the running wheel 8 is therefore preferably carried out exclusively via rigid components, without the interposition of a traction mechanism, for example, a chain or belt.

[0035] As can be seen from a comparison of the Fig. 1 and Fig. 2, the means of transport 1 according to the invention has Fig. 2 compared to the bicycle 101 of the state of the art according to Fig. 1 has a significantly shorter overall length. This is due, on the one hand, to the fact that the non-driven wheel 9, i.e. the front wheel, has been moved rearward in the forward direction a of the means of transport 1. However, due to its specific design, the invention now also enables the rear wheel, specifically the driven wheel 8, to be moved forward in the forward direction a of the means of transport 1. This even goes so far that the seating device 3 can be arranged behind the wheel rotation axis and in particular the common rotation axis 11 in the forward direction a of the means of transport 1. In particular, this significantly reduces the length of the means of transport 1 and its overall weight compared to the prior art, and correspondingly increases maneuverability.

[0036] The connection of the driven wheel 8 to the means of transport 1 or to the frame 2 of the means of transport 1 is described more precisely in Fig. 3. In particular, Fig. 3 shows a plan view of the one-sided guide element 13 and the drive unit 10, for example from above, with the impeller 8 cut horizontally across its center. The impeller 8 preferably has a tire 44 or a tire system which forms the running surface of the impeller 8 during operation. The tire 44 is preferably fastened to a rim 37 in the usual way. The tire 44 and the rim 37 can define a wheel plane 23 which can be arranged, for example, perpendicular to the common axis of rotation 11. Furthermore, the wheel plane 23 can bisect the tire 44 and the rim 37 in their extension in the axial direction of the common axis of rotation 11. The rim 37 of the driven impeller 8 is preferably connected to a wheel structure 20 which can be, for example, spokes or struts or a disc.In the exemplary embodiment shown, a disk 38 is shown, which preferably extends from the rim 37 in the radial direction of the common axis of rotation 11 towards the latter. In particular, the rim 37 is connected via the wheel structure 20 or the disk 38 to a flange 39, which preferably surrounds the common axis of rotation 11 in the radial direction. Furthermore, the flange 39 is preferably designed perpendicular to the common axis of rotation 11 or parallel to the wheel plane 23. The impeller 8 preferably has a first wheel end face 35 and a second wheel end face 36, which are arranged spaced from one another, in particular in the axial direction of the axis of rotation 11, and which are in particular opposite one another. The wheel structure 20 or the disk 38 preferably extends from the rim 37 in the axial direction of the common axis of rotation 11 out of the wheel plane 23, so that the flange 39 is arranged next to the wheel plane 23.For example, the flange 39 can be offset in the direction of the second wheel end face 36. The flange 39 is preferably spaced from the wheel plane 23 by a distance 51. The distance 51 is preferably at least large enough that an extension 42 of the rim 37 in the axial direction of the common axis of rotation 11 does not overlap with an extension 43 of the flange 39 in the axial direction of the common axis of rotation 11, in particular not in the radial direction of the common axis of rotation 11. The aforementioned extension 42 of the rim 37 or the extension 43 of the flange 39, measured in the axial direction of the axis of rotation 11, is therefore free of overlap in the radial direction of the axis of rotation 11. The running wheel 8 can, for example, be designed to be non-steerable. In other words, a steering axis 41 of the control arm 5 and / or the running wheel 9 is arranged in front of the running wheel 8 in the forward direction a.

[0037] A key point of the invention lies in the drive unit 10 and its connection between the one-sided guide element 13 and the impeller 8. Specifically, the one-sided guide element 13 can have a drive receptacle 19, which can be designed complementarily to the drive unit 10 and to which the drive unit 10 is, for example, fastened. The drive receptacle 19 preferably only partially encompasses the drive unit 10 in the radial direction of the axis of rotation 11. The one-sided guide element 13, in turn, is preferably part of the frame 2 of the means of transport 1 or is rigidly connected to the frame 2. Therefore, the drive receptacle 19 is preferably also rigidly connected to the frame 2 or rotationally fixed thereto. The drive unit 10 preferably has a support structure 27, which is rotationally fixed or rigidly connected to the drive receptacle 19 or the one-sided guide element 13.The support structure 27 can, for example, be designed in the manner of a housing of the drive unit 10. It is formed, for example, by a housing of the drive unit 10. As will be explained in more detail below, the drive unit 10 can, for example, comprise a plurality of transmission units and electric motors. It preferably has a transmission input connected to a crankshaft 26. Via the crankshaft 26, a driver of the means of transport 1 can introduce drive energy derived from human muscle power into the drive unit 10 via the pedals 12 and the crank arms 18 connected to the pedals 12 and the crankshaft 26. The pedals 12, the crank arms 18, and the crankshaft 26 preferably rotate about the crankshaft rotation axis T. The electric motors and / or transmission units arranged in the drive unit 10 preferably rotate about the motor rotation axis M.The combined drive power of the driver and the components of the drive unit 10 is then preferably transmitted to a drive output shaft 21 of the drive unit 10. The drive output shaft 21 is preferably also designed like a flange and in particular complementary to the flange 39 of the impeller 8. In particular, the drive output shaft 21 is connected to the flange 39 of the impeller 8 via a fastening 22, for example a screw connection. In this way, the rotational movement of the drive output shaft 21 is therefore preferably transmitted one-to-one to the impeller 8, so that the latter rotates about the wheel rotation axis R. It is preferably provided that the engine rotation axis M and the wheel rotation axis R and in particular also the crankshaft rotation axis T are arranged coaxially to one another and form the common rotation axis 11. In the embodiment according to . Fig. 3 the invention does not require any traction mechanism.

[0038] In the Fig. 4 and Fig. 5, on the other hand, embodiments are shown in which a traction means 46, for example a chain or a belt, can be provided. In particular, for this purpose, the crankshaft 26 and the crankshaft rotation axis T are arranged away from the engine rotation axis M and the wheel rotation axis R, which together form the rotation axis 11. For example, the crankshaft 26, together with the pedals 12 and the crank arms 18, are arranged offset in the forward direction a relative to the rotation axis 11. For example, the crankshaft 26 can be arranged vertically beneath the seat assembly 3, for example on the seat tube 4. In the drive unit 10, a pedal drive shaft 47 is preferably arranged instead of the crankshaft 26. The rotation of the crankshaft 26 is preferably transmitted to the pedal drive shaft 47 via the traction means 46.For this purpose, a traction mechanism connection 49, for example a traction mechanism gear, is preferably provided on the crankshaft 26, and a further traction mechanism connection 48, preferably also a traction mechanism gear, is provided on the pedal drive shaft 47. As can be seen from the . Fig. 4 and Fig. 5, the traction device 46 with the traction device connections 48, 49 can be mounted either on the first wheel end face 35 ( Fig. 5) or on the second wheel face 36 ( Fig. 4). The traction means 46 and the traction means connections 48, 49 can therefore either be arranged on the same wheel end face 35, 36 as the one-sided guide element 13, or they are arranged on the wheel end face 35, 36 opposite the one-sided guide element 13. While the embodiments of the invention without traction means 46 are particularly compact and, in particular, also have particularly low maintenance requirements, the embodiments with traction means 46 are particularly flexible, in particular with regard to the arrangement of the crankshaft 26 on the means of transport 1.

[0039] The design of the drive unit 10 and the drive train formed by it is described in particular in the Fig. 6 and Fig. 7. These are sectional views of the drive unit 10 along the common axis of rotation 11. In Fig. 6 shows a drive unit 10, as it can be used in the embodiments of the invention without traction means 46. In Fig. 7, however, shows a drive unit 10, such as can be used in the embodiments of the invention with traction means 46. As a transmission input for the drive energy derived from human muscle power, the drive unit 10 preferably has a muscle power input shaft 34. In the embodiments without traction means 46, the muscle power input shaft 34 is, for example, connected in a rotationally fixed manner to the crankshaft 26 or is formed integrally or in one piece with it ( Fig. 6) and therefore preferably absorbs the driver's drive energy introduced via the pedals 12 directly or via purely rigid connections. In the embodiments with traction means 46, the muscle power input shaft 34 is, for example, non-rotatably connected to the pedal drive shaft 47 or is formed integrally or in one piece with it ( Fig. 7). In this way, the muscle power input shaft 34 preferably absorbs the driver's drive energy introduced via the pedals 12 indirectly via the traction mechanism connections 48, 49 and the traction mechanism 46. In Fig. 7 also shows the arrangement of the traction mechanism connection 48 for the traction mechanism 46 on either the one or the other wheel end face 35, 36. The further design of the drive units 10 according to the Fig. 6 and Fig. 7, however, is the same and is independent of whether a traction device 46 is used or not.

[0040] The drive unit 10 preferably has a first electric motor 28, which is connected to a first gear unit 30. The first gear unit 30 can, for example, be designed as a wave gear. The first electric motor 28 is, for example, connected to the wave generator of the first gear unit 30 designed as a wave gear. The speed of the first electric motor 28 is preferably reduced by the first gear unit 30 and transmitted to a common gear output 33, which can, for example, be designed as a ring gear of the wave gear. The gear output 33, in turn, is connected in a rotationally fixed manner to the drive output shaft 21 or can be formed integrally or in one piece with it. In this way, the drive power originating from the first electric motor 28 is transmitted to the drive output shaft 21 and thus to the impeller 8.From the muscle power input shaft 34, the drive energy originating from human muscle power is preferably introduced into a second gear unit 31, which may also be a strain wave gear, for example. For example, the muscle power input shaft 34 can be connected to the flexspline of the second gear unit 31 designed as a strain wave gear. In addition, a second electric motor 29 is preferably also provided, which is also connected to the second gear unit 31. For example, the second electric motor 29 is connected to the wave generator of the second gear unit 31 designed as a strain wave gear. The combined drive energy of the muscle power input shaft 34 and the second electric motor 29 is preferably also transmitted by the second gear unit 31 to the common gear output 33, from where it is used to drive the impeller 8 via the drive output shaft 21.The common transmission output 33 is designed, for example, as a common ring gear for both transmission units 30, 31. Alternatively, each transmission unit 30, 31 can have its own ring gear, which are, however, connected to one another in a rotationally fixed manner and thus form the common transmission output 33. Overall, the electric motors 28, 29, together with the transmission units 30, 31 of the drive unit 10, form a continuously variable transmission 32 between the muscle-power input shaft 34 and the drive output shaft 31, whereby the continuously variable transmission 32 can be operated independently of the current driving speed of the means of transport 1.

[0041] The drive unit 10 has a support structure 27, which is preferably fixed to the frame. Specifically, the support structure 27 is, for example, rigidly connected in a rotationally fixed manner to the drive mount 19 of the one-sided guide element 13. The support structure 27 preferably surrounds the muscle power input shaft 34 on the outside in the radial direction of the rotation axis 11, at least partially along the axial direction of the rotation axis 11. Furthermore, the support structure 27 preferably also surrounds other rotating components on the outside in the radial direction of the rotation axis 11, such as the crankshaft 26 and / or the pedal drive shaft 47 and / or the first electric motor 28 and / or the second electric motor 29 and / or the first transmission unit 30 and / or the second transmission unit 31 and / or the common transmission output 33 and / or the drive output shaft 21.In particular, the electric motors 28, 29 and the gear units 30, 31 are externally surrounded by the support structure 27 in the radial direction of the rotation axis 11 along their entire extension in the axial direction of the rotation axis 11. Preferably, a pivot bearing 50 is arranged only on one wheel end face 35, 36 between the support structure 27 and the crankshaft 26 or the pedal drive shaft 47. In particular, the drive unit 10 exclusively comprises such a pivot bearing 50 between these components. The pivot bearing 50 is preferably arranged on the wheel end face 35, 36 on which the one-sided guide element 13 is also located. Furthermore, the pivot bearing 50 is preferably arranged in the axial direction of the rotation axis 11 at the end of the drive unit 10 opposite the impeller 8 or the drive output shaft 21.In particular, it is arranged offset in the axial direction along the rotational axis 11 relative to the electric motors 28, 29 and / or the gear units 30, 31, preferably in the direction away from the drive output shaft 21 and / or the impeller 8.

[0042] Fig. 8 shows a further embodiment of a means of transport 1. Here too, it can basically be a cargo bike, wherein several loading areas 45 are provided, which, compared to the embodiment according to Fig. 2 are designed differently. This is also reflected in the frame 2 of the means of transport 1. Thus, the frame 2 of the means of transport 1 according to Fig. 8 preferably also has, for example, a down tube 24 in addition to the top tube 7. A first loading surface 45 is arranged, for example, between the top tube 7 and the down tube 24 and accommodates transported goods 17. A further loading surface 45 is preferably arranged vertically below the down tube 24. Furthermore, a loading surface 45 can be arranged vertically above the top tube 7, in the forward direction a between the seat assembly 3 and the handlebar 5. A further difference from the previously discussed embodiment is preferably that the one-sided guide element 13 is not guided horizontally to the driven wheel 8, but in the vertical direction. The one-sided guide element 13 therefore supports the driven wheel 8, preferably in the vertical direction from above. This shows how flexible the frame design of the means of transport 1 can be thanks to the design according to the invention.

[0043] The embodiment of the means of transport 1 according to Fig. 9 as a tandem has a single support tube 25, which preferably connects the one-sided guide element 13 to the handlebar tube 6. The support tube 25 also preferably carries a seat device 3, which extends in the forward direction a of the means of transport 1 such that two people can sit one behind the other on the seat device 3. Alternatively, two seats 3, one for one person each, could be arranged on the support tube 25. In the vertical direction below the support tube 25, a loading area 45 for transported goods 17 is preferably also provided. A further difference from the previous embodiments is that according to Fig. 9 is preferably designed in that both the front wheel and the rear wheel are designed as driven running wheels 8. The means of transport 1 therefore preferably has two drive units 10, as described above. These drive units 10 are preferably each arranged on one of the running wheels 8 and are connected to the frame 2 via a single-sided guide element 13. Each of these assemblies consisting of guide element 13, drive unit 10, and running wheel 8 is designed as described above, so that reference is made to the above explanations.

[0044] In Fig. 10 shows a further embodiment of a means of transport 1, which is again particularly simple. In particular, the frame 2 of the means of transport 1 preferably has only a support tube 25, which both supports the seating device 3 and preferably forms a loading area 45 for transported goods 17 and, moreover, preferably connects the handlebar tube 6 to the seat tube 4. The seat tube 4, in turn, is preferably used directly to mount the non-driven wheel 9, specifically the rear wheel, on the frame 2. The lower part of the handlebar tube 6 in the vertical direction preferably merges directly into a one-sided guide element 13, which mounts the driven wheel 8 in the manner specified above via the drive unit 10. Thus, here the front wheel is preferably designed as the driven wheel 8 with the arrangement according to the invention.The fact that a comfortable sitting and pedaling position is still possible for the rider is due to the flexible design of the frame 2.

[0045] In Fig. 11 shows an embodiment of the means of transport 1 as a unicycle. The frame 2 of this embodiment preferably comprises only a height-adjustable seat tube 4, which supports the seat assembly 3 and which, in the vertical direction downwards, preferably directly transitions into a one-sided guide element 13, which supports the driven running wheel 8 via a drive unit 10. This is in particular the only running wheel 8 of the means of transport 1, regardless of whether it is driven or not. It can be provided that the unicycle supports the rider's balance on the unicycle through appropriate control of the drive unit 10 by the electronic control unit. For this purpose, inclination sensors, for example, can be provided, which supply the necessary measured values ​​for such control.

[0046] Fig. 12 demonstrates the use of a means of transport 1 according to the invention with a weather protection device 52. The representation of the weather protection device 52 is in perspective in order to clarify the position of the access opening 53, even though the means of transport 1 is shown in side view. The two side walls of the weather protection device 52, which are spaced apart from one another transversely to the forward direction a, are actually aligned with one another transversely to the forward direction a. The weather protection device 52 has protective walls 54, which are arranged on the means of transport 1 in particular such that they enclose the seating device 3 to the front in the forward direction a, as well as to the right and left sides and vertically at the top. In other words, the weather protection device 52 is preferably designed to be open only downwards and to the rear in the forward direction a. In the forward direction a behind the seating device 3, the weather protection device 52 preferably has an access opening 53.This is designed, in particular, to allow a driver to climb onto the means of transport 1 or the seating device 3 through the access opening 53 and also to climb down from it again. The compact arrangement of the driven wheel 8 vertically beneath the seating device 3 enables comfortable climbing up and down through the access opening 53. In particular, the protective walls 54 of the weather protection device 52, which run parallel to the forward direction a, can therefore be permanently closed. Therefore, no access option, for example an openable one, needs to be provided at this point. The side walls are therefore particularly tight and can also be particularly transparent.

[0047] The Fig. Figures 13 to 17 show various exemplary configurations of the invention. However, individual aspects of the embodiments described herein may equally well be applied to the previously described embodiments and vice versa. Fig. The embodiment shown in Figure 13 is similar in structure to that of, for example, Fig. 4 and Fig. 5. Here, too, the crankshaft rotation axis T can be offset from the engine rotation axis M and the wheel rotation axis R, and thus from the common rotation axis 11. The crankshaft 26 is preferably connected to the pedal drive shaft 47 via a traction mechanism 46. The traction mechanism 46 and, in particular, the traction mechanism connections 48, 49 are preferably enclosed by a housing 58, for example a metal or plastic housing, which shields the traction mechanism 46 and, if applicable, the traction mechanism connections 48, 49 from the external environment and therefore reduces or prevents contamination and the associated wear. The one-sided guide element 13 can have a spring and / or damping device 55, which cushions and / or dampens the transmission of vibrations and / or oscillations from the driven impeller 8 to the frame 2 of the means of transport 1.The spring and / or damping device 55 can be arranged between the guide element 13 and the frame 2 or can be part of the guide element 13.

[0048] In Fig. 14 shows an embodiment which in its construction is similar to that of Fig. 3. In other words, the common rotational axis 11 can also comprise the engine rotational axis M as well as the wheel rotational axis R and the crankshaft rotational axis T. In such an embodiment, a spring and / or damping device 55 can also be provided. In addition, Fig. 14 the possibility that the support structure 27 and in particular the entire drive unit 10 is designed or mounted so as to be non-rotatable relative to the common axis of rotation 11, but can be designed or mounted so as to be rotatable about a, in particular vertical, wheel steering axis L via a wheel steering joint 56. In other words, the support structure 27 and thus the entire drive unit 10 cannot rotate about the common axis of rotation 11, but can rotate about the wheel steering axis L, which is aligned in particular perpendicular to the common axis of rotation 11. In this way, for example, a steering movement of the driven impeller 8, which rotates with the support structure 27 and in particular the drive unit 10 about the wheel steering axis L, can be realized.

[0049] In the Fig. 15 to 17 show exemplary embodiments of a multi-track, in particular two-track, means of transport 1. The means of transport 1 can therefore, for example, have two or more driven wheels 8, which are each mounted on the frame via a one-sided guide element 13 and can have a drive unit 10. Here, too, the crankshaft rotation axis T can be offset from the engine rotation axis M and the wheel rotation axis R and thus from the common rotation axis 11. In the illustrated embodiment according to Fig. 15, the two driven wheels 8 can also be mounted on the guide elements 13 via a wheel steering joint 56 so as to be rotatable about a wheel steering axis L. At least when the two driven wheels 8 are in a straight-ahead position, however, it can be provided that the respective common axis of rotation 11 of the two drive units 10 are aligned coaxially. The crankshaft 26 is preferably connected to the pedal drive shaft 47 via a traction means 46 and, in particular, a drive shaft 57 for each drive unit 10 arranged downstream of the traction means 46. The drive shaft 57 can, for example, be designed as a cardan shaft. A cardan shaft is particularly well suited, for example, to compensating the rotation of the drive units 10 and the driven wheels 8 about the wheel steering axes L.

[0050] In Fig. 16 shows an embodiment in which several, for example two, one-sided guide elements 13 can be mounted together on the frame 2. The guide elements 13 are therefore preferably connected to one another and mounted together on the frame 2. Between the connected guide elements 13 and the frame 2, a spring and / or damping device 55 can preferably be arranged. In addition, Fig. 16 that the pedals 12, in an embodiment with at least two drive units 10, can be arranged between these two drive units 10. In this case, the crankshaft rotation axis T, the motor rotation axis M and the wheel rotation axis R are preferably arranged coaxially as a common rotation axis 11. The crankshaft 26 can, for example, extend from one drive unit 10 to the other drive unit 10. The support structures 27 and thus the drive units 10 can be designed to be completely rotationally fixed with respect to the guide elements 13. In other words, the driven wheels 8 are not able to execute a steering movement with respect to the frame 2. The crankshaft 26 can therefore be designed as a rigid shaft, which in particular leads to a robust and simple construction.

[0051] In Fig. 17 shows a further modification. Similar to the embodiment in Fig. 15 can be used in accordance with Fig. 17, each one-sided guide element 13 is mounted individually on the frame 2 via a spring and / or damping device 55. In addition, the driven wheels 8 together with the drive unit 10 or the support structure 27 are mounted on the guide elements 13, preferably via a wheel steering joint 56, so as to be rotatable about the wheel steering axis L. To enable this rotatability, it can be provided that the crankshaft 26 is connected to the pedal drive shaft 47 via a drive shaft 57, in particular a cardan shaft. In this specific embodiment according to Fig. 17, a traction mechanism can be completely dispensed with. The crankshaft 26 is preferably connected to the pedal drive shaft 47 exclusively via the drive shaft 57. To simultaneously ensure stable mounting of the pedals 12, a separate mounting of the pedals 12 and / or the crankshaft 26 on the frame 2 can be provided. Nevertheless, in this embodiment, it may be preferred that the pedals 12 and in particular also the crankshaft 26 are arranged between the drive units 10. Overall, the Fig. 13-17 therefore show how flexibly the invention can be used in different embodiments and in different combinations of features on a means of transport 1.

[0052] The Fig. 18, Fig. 19 and Fig. 20 illustrate an embodiment of the invention in which the means of transport 1 is designed as a wheelchair. To avoid repetition, reference is made primarily to the preceding explanations of the above embodiments, and the following essentially supplementary explanations of the special features and differences compared to the previous embodiments.

[0053] In the Fig. For further illustration, an operator 59 is shown in highly schematic form in Figure 18. The operator sits in the wheelchair in the seating arrangement 3, which is designed as a seat with a backrest and seat surface in a conventional manner, and from there operates and controls the wheelchair. The crank device 12 is in this case designed as a manually operable hand rim, via which the operator 59 can apply muscle power to the drive unit 10. The schematic structure is particularly shown in Figure 18. Fig. 19, which shows an example of Fig. 3 is an analogous view of a crank mechanism 12 designed as a pedal. A comparison of the figures illustrates the similarities in the basic structure. The essential difference is that the hand rim, which is located on the outside of the seat 3 in the axial direction of the axle 11, can only be actuated from one side when properly operated, so that the respective crank mechanism 12 is located exclusively on a single outer side of the wheelchair. The further design of the drive unit 10 is based on the previous embodiments, in particular the Fig. 6 and Fig. 7, again with the difference that muscle power can only be applied axially from one side of the crankshaft 26 via the hand rim. The aforementioned pedal drive shaft 47 is thus a "hand rim drive shaft" in this case.

[0054] Fig. Figure 20 illustrates a further special feature of the wheelchair compared to most of the previous embodiments. Specifically, it comprises two drive units 10, whose input and output axes are preferably arranged coaxially with each other. Functionally, each of the drive units 10 is preferably exclusively assigned to one of the two drive wheels, with particular reference to the explanations regarding the Fig. 15, Fig. 16 and Fig. 17. The two drive units 10 and their control can be independent of each other.

[0055] Furthermore, it should be noted that, in addition to the drive wheels shown, the wheelchair may also have one or more support wheels, in particular non-driven front and / or rear wheels. Additionally or alternatively, the wheelchair may also include a self-stabilizing device not shown in detail in the figures, for example, comprising a gyroscope and / or similar devices and a suitable control device constructed in a conventional manner, which is designed such that the wheelchair is self-balancing and is held in a stable, upright position. This can significantly facilitate, in particular, negotiating ground obstacles such as curbs, stairs, etc.

[0056] The Fig. 21 and Fig. 22 finally illustrate a particularly preferred combination of two means of transport 3 according to the invention, specifically a wheelchair 1' (in the Fig. 21 and Fig. 22 on the right side) and a cargo bike 1 (on the left side), as in the Fig. 2 and Fig. 12. The special feature here is that the cargo bike in this case has a comparatively low loading area 45, at the front of which there is a ramp that can be adjusted between a pivoted loading position ( Fig. 21) and a swiveled-up transport locking position ( Fig. 22) there is an adjustable ramp 60, via which the wheelchair can drive onto the loading area 45 of the cargo bike at a comparatively low gradient.

[0057] The described frame designs and also the designs of the loading areas 45 are merely examples intended to illustrate the flexibility of the invention. All features of these different embodiments, particularly with regard to the frame design, can therefore also be combined with one another to form further embodiments of the means of transport 1 according to the invention. Overall, the invention enables a compact design that reduces the overall weight and manufacturing costs and increases the maneuverability of the means of transport 1. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2020 212 905 B3 [0008, 0012, 0026] Cited non-patent literature

[0000] Article 4 of EU Regulation 2013 / 168 / EU of 15 January 2013

[0002]

Claims

[1] Means of transport (1) which is designed in such a way that it can be driven simultaneously by drive energy generated from human muscle power and provided by an electric motor, in particular a bicycle, e-bike, pedelec, cargo bike or wheelchair, comprising - an electromotive drive unit (10) with a muscle power input shaft (34) designed to input drive energy generated from human muscle power and a drive output shaft (21), wherein the drive output shaft (21) is designed to be rotatable about a motor rotation axis (M), - at least one operator-operable crank device (12), via which a crankshaft (26) is designed to be rotatable about a crankshaft rotation axis (T) by human muscle power, wherein the crankshaft (26) is connected to the muscle power input shaft (34) of the drive unit (10), - a running wheel (8) driven by the drive unit (10) via the drive output shaft (21) and designed to be rotatable about a wheel rotation axis (R), - a frame (2) on which a seat device (3) and the wheel (8) are arranged, wherein the impeller (8) has a first wheel end face (35) and a second wheel end face (36) which are arranged spaced apart from one another along the wheel rotation axis (R), wherein the motor rotation axis (M) and the wheel rotation axis (R) are formed coaxially to each other as a common rotation axis (11), wherein the drive unit (10) is arranged on the frame (2) via a one-sided guide element (13), wherein the running wheel (8) is mounted exclusively on the first or second wheel end face (35, 36) via the drive unit (10) on the one-sided guide element (13), wherein the drive unit (10) has a support structure (27) which is connected to the one-sided guide element (13) in a rotationally fixed manner at least with respect to a rotation about the common axis of rotation (11), which support structure rotatably supports the drive output shaft (21) and the muscle power input shaft (34) relative to the frame (2), and wherein the support structure (27) surrounds the muscle power input shaft (34) at least partially in the radial direction of the rotation axis (11) on the outside. [2] Means of transport (1) according to claim 1, characterized by that the drive output shaft (21) is connected to the impeller (8) in such a way that the impeller (8) rotates at the same speed as the drive output shaft (21). [3] Means of transport (1) according to one of the preceding claims, characterized by that the impeller (8) is connected to the frame (2) exclusively via the drive output shaft (21) of the drive unit (10). [4] Means of transport (1) according to one of the preceding claims, characterized by that a pivot bearing (50) is arranged between the frame (2) or the one-sided guide element (13) or the support structure (27) of the drive unit (10) and the crankshaft (26) or a pedal drive shaft (47) connected to the crankshaft (26) via a traction means (46) and / or a drive shaft (57) exclusively on the wheel end face (35, 36) on which the one-sided guide element (13) is arranged. [5] Means of transport (1) according to one of the preceding claims, characterized byin that the crankshaft rotation axis (T) is formed coaxially with the engine rotation axis (M) and the wheel rotation axis (R) and the crankshaft rotation axis (T), the engine rotation axis (M) and the wheel rotation axis (R) are formed as the common rotation axis (11), wherein the crankshaft (26) is connected to the muscle power input shaft (34) of the drive unit (10) without any traction means, in particular also without any drive shaft, in particular without any chains or belts. [6] Means of transport (1) according to one of the preceding claims 1-4, characterized by that the crankshaft rotation axis (T) is arranged at a distance from the common rotation axis (11) formed by the engine rotation axis (M) and the wheel rotation axis (R), wherein the crankshaft (26) is connected to the muscle power input shaft (34) of the drive unit (10) via a traction means (46) and / or a drive shaft (57). [7] Means of transport (1) according to one of the preceding claims, characterized bythat the one-sided guide element (13) has a drive receptacle (19) in which the drive unit (10) can be fastened in the radial direction of the common axis of rotation (11), wherein the drive receptacle (19) does not completely encompass the drive unit (10) in the radial direction of the common axis of rotation (11), or that the one-sided guide element (13) and the support structure (27) are designed as a common, one-piece component. [8] Means of transport (1) according to one of the preceding claims, characterized by that the impeller (8) has a rim (37), a flange (39) and a wheel structure (20) connecting the rim (37) to the flange (39), and that the drive output shaft (21) is connected in a rotationally fixed manner, and in particular directly, to the flange (39). [9] Means of transport (1) according to one of the preceding claims, characterized bythat the impeller (8), in particular the rim (37) of the impeller (8), spans a wheel plane (23) and that the one-sided guide element (13) extends on the first or the second wheel end face (35, 36) into the wheel plane (23). [10] Means of transport (1) according to one of claims 8-9, characterized by that the rim (37) is arranged offset relative to the flange (39) along the wheel rotation axis (R), so that the flange (39) protrudes at least partially relative to the rim (37), in particular such that the flange (39) and the rim (37) are arranged without overlap in the radial direction of the wheel rotation axis (R). [11] Means of transport (1) according to one of the preceding claims, characterized by that one wheel end face (35, 36) is concave and the other wheel end face (35, 36) is convex, wherein the one-sided guide element (13) is arranged in particular on the concave wheel end face (35, 36). [12] Means of transport (1) according to one of the preceding claims, characterized by , that the seat device (3) is arranged on the frame (2) via a seat tube (4), wherein the seat tube (4) has a seat axis (40) which intersects the impeller (8) and / or the common axis of rotation (11), or, that a handlebar (5) is arranged on the frame (2) via a handlebar tube (6), wherein the handlebar tube (6) has a steering axis (41) which intersects the wheel (8) and / or the common axis of rotation (11). [13] Means of transport (1) according to the preceding claim, characterized by that the seat axis (40) between the impeller (8) and / or the rotation axis (11) is at least partially frameless. [14] Means of transport (1) according to one of the preceding claims, characterized by that the seating device (3) is arranged behind the wheel rotation axis (R) in a forward direction (a) of the means of transport (1). [15] Means of transport (1) according to one of the preceding claims, characterized by that the drive unit (10) has at least one of the following features: - it is mounted on the one-sided guide element (13) via a wheel steering joint (56) so as to be rotatable about a, in particular vertical, wheel steering axis (L); - it comprises a continuously variable transmission between the muscle power input shaft (34) and the drive output shaft (21); - it has a first gear unit (30), in particular a first wave gear, and a first electric motor (28) connected to the first gear unit (30); - it has a second gear unit (31), in particular a second harmonic gear, and a second electric motor (29) connected to the second gear unit (31); - the two transmission units (30, 31) are connected to one another via a common transmission output (33) to which the summed drive energy of both transmission units (30, 31) is transmitted; - the second transmission unit (31) is connected to the crankshaft (26) via the muscle power input shaft (34) and transmits the combined drive energy of the second electric motor (29) and the crankshaft (26) to the common transmission output (33); - the common transmission output (33) is connected in a rotationally fixed manner, and in particular directly, to the drive output shaft (21); - the two transmission units (30, 31) and the two electric motors (28, 29) together form the continuously variable transmission between the muscle power input shaft (34) and the drive output shaft (21); - the two gear units (30, 31) and the two electric motors (28, 29) rotate together around the motor axis of rotation (M) or the common axis of rotation (11). [16] Means of transport (1) according to one of the preceding claims 4-15, characterized by that the rotary bearing (50) is arranged offset in the axial direction of the common axis of rotation (11) with respect to the gear units (30, 31) and / or the electric motors (28, 29), in particular in the direction away from the impeller (8). [17] Means of transport (1) according to one of the preceding claims, characterized by that a weather protection device (52) is provided which has at least one, in particular transparent, protective wall (54) which surrounds the seating device (3) in a forward direction (a) in front of the seating device (3), to the right and left side as seen in the forward direction (a) and vertically above, wherein the weather protection device (52) has an access opening (53) behind the seating device (3) in the forward direction (a), through which access to the seating device (3) is formed. [18] Means of transport (1) according to one of the preceding claims, characterized by that it is designed as a cargo bike, freight bike, transport bike or cargo bike and has at least one loading area (45) for transported goods (17).

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