Means of transport having an improved connection of a drive unit to a wheel

Abstract

The invention relates to a means of transport, in particular a bicycle, e-bike, pedelec or cargo bike, comprising: an electric motor-driven drive unit (10) having a muscle-power input shaft, which is designed to receive drive energy generated by human muscle power, and a drive output shaft (21); a wheel (8) driven by the drive unit (10) via the drive output shaft (21); and a frame on which a seating device and the wheel (8) are mounted, wherein: the wheel (8) has a first wheel end face (35) and a second wheel end face (36) which are located at a distance from one another along the wheel rotational axis (R); the drive unit (10) is mounted on the frame via a single-sided guide element (13); the wheel (8) is supported on the single-sided guide element (13) via the drive unit (10) exclusively on either the first or the second wheel end face (35, 36); the drive unit (10) has a support structure (27) connected to the single-sided guide element (13) for conjoint rotation therewith and supports the drive output shaft (21) and the muscle-power input shaft rotatably relative to the frame; and the support structure (27) externally surrounds at least part of the muscle-power input shaft in the radial direction of the rotational axis (11).

Description

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

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

[0002] Examples of vehicles falling under this category include single- or multi-track vehicles such as bicycles, in particular electric bicycles, e-bikes or pedelecs. Specifically, vehicles falling under this category are part of vehicle classes Lie, L2e, L3e, L4e, L5e, L6e and L7e according to Article 4 of EU Regulation 2013 / 168 / EU of 15 January 2013.Furthermore, this includes in particular means of transport with a design-related maximum speed of up to 6 km / h, means of transport intended exclusively for use in sporting competition, bicycles with pedal drive with pedal assistance, which are in particular equipped with an electric auxiliary motor with a maximum continuous rated power of up to 250 W, the assistance of which is interrupted when the rider stops pedaling, and whose assistance decreases progressively with increasing vehicle speed and is interrupted before the speed of the vehicle reaches 25 km / h, self-balancing means of transport with electric drive, sports vehicles with pedal drive, means of transport or vehicles with pedal drive which 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.Cargo bikes also fall under this category. They often have a front wheel and at least one rear wheel connected by a frame. However, they can also have multiple rear wheels, for example, two rear wheels, and / or multiple front wheels, for example, two front wheels, especially in any combination. These can be arranged side-by-side, transversely to the direction of forward travel, as in a tricycle or a vehicle with a sidecar, or one behind the other in the direction of forward travel, as in a tandem. The front wheel is typically mounted to rotate around a front axle, and the rear wheel around a rear axle. Wheelchairs are also among the vehicles relevant here. Wheelchairs are assistive devices for people whose ability to walk is impaired due to a physical disability.Wheelchairs of this type include, for example, preferably on each side of a seat, at least one handrim via which the wheelchair user can manually apply muscle power to the wheelchair's drive system. In purely manually operated wheelchairs, this handrim is usually fixed to one of the wheelchair's rear wheels.

[0003] Vehicles 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 solely by this electric motor; rather, the electric motor assists the user in propelling the vehicle using their own human muscle power. The level of assistance is usually selectable. In this way, a user can contribute precisely as much effort as they are able or willing to while traveling with such a vehicle, while still maintaining a comfortable and practical speed suitable for everyday use.

[0004] A generic means of transport of the prior art is shown, for example, in Figure 1. The means of transport is designed as a bicycle 101, in this specific case as a cargo bike. It comprises a rear wheel 110 and a front wheel 111, which are connected by a frame 102. In this 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 a rising front tube 115. The non-driven front wheel 111 is rotatably mounted by a fork-shaped stanchion 120, the stanchion 120 encompassing and supporting the front wheel 111 in a fork-like manner on both end faces of the front wheel 111. The rear wheel 1 10 is also enclosed in a fork-like manner by an upper wheel swing arm 108 and a lower wheel swing arm 109 and is rotatably mounted on both end faces of the rear wheel 110 about a wheel pivot axis 118.To propel the bicycle 101, this bicycle has pedals 112, which are rotatable about a pedal pivot axis 117, and whose rotation is transmitted to the rear wheel 110 via a traction element 116. An electric motor drive unit can be provided to assist the rider, for example, between the pedals 112 or at 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] Vehicles of this type typically have a complex design, as does the one shown in Figure 1. In particular, vehicles of this type, especially cargo bikes, are often comparatively long and heavy, which reduces their overall maneuverability, especially in confined spaces. Due to their relatively complex design, vehicles of this type also typically have high manufacturing costs. The integration of electric drive units in vehicles of this type often leads to bulky designs, which, for example, can prevent the drive units from being positioned between the pedals, as this would require the pedals to be placed too far apart to allow for ergonomically sound pedaling.Furthermore, in the case of vehicles of this type, the disassembly of a running wheel for maintenance purposes is possible. This is often a lengthy and complicated process. This is particularly true for arrangements where the wheel is attached to the drive unit. In these cases, the drive unit often has to be at least partially disassembled to remove the wheel. Another aspect is that the gear shifting mechanism in such systems is usually a separate, independent mechanical assembly, typically mounted on the rear wheel independently of the drive motor. The necessary transmission components and shifting elements are therefore frequently exposed to external environmental influences and are highly susceptible to wear and tear and require significant maintenance. Furthermore, current state-of-the-art systems always require traction elements, such as a chain or belt, which can also increase manufacturing and maintenance costs.

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

[0007] The task is solved by a means of transportation as defined in the independent claim. Preferred further developments are specified in the dependent claims.

[0008] The means of locomotion according to the invention comprises an electric motor drive unit with a muscle power input shaft designed for inputting drive energy generated by human muscle power and a drive output shaft. The muscle power input shaft is the shaft through which an operator of the means of locomotion can supply drive energy applied via muscle power to the drive unit. This can be, for example, a pedal input shaft or a manually operated input shaft. The drive output shaft is designed to rotate about a motor axis. The drive unit according to the invention preferably comprises at least one and, in particular, two electric motors and at least one gearbox through which the power of the at least one electric motor and the drive energy supplied via the muscle power input shaft are transmitted.In practical operation, the respective drive power can be summed and applied together to the drive output shaft. Preferably, the invention uses a drive unit as described in DE 10 2020212 905 B3 of the applicant. Furthermore, the preferred drive unit will be explained in more detail below. A driver of the means of transport can thus input drive energy directly or indirectly, for example via a traction element, via the muscle power input shaft, for instance by pedaling or using a handrim. For this purpose, the means of transport according to the invention comprises at least one drive unit that can be actuated by the operator. A crank mechanism, for example a pedal or a handrim, by means of which a crankshaft is rotatable about a crankshaft axis of rotation by human muscle power. 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 element. A pedal drive shaft may also be arranged between the muscle power input shaft and the traction element coming from the crankshaft. The propulsion of the means of transport is achieved by the combined drive power from human muscle power and from the electric motor drive unit. This combined drive power is transmitted to the drive output shaft. The means of transport according to the invention therefore comprises a wheel driven by the drive unit via the drive output shaft, which is rotatable about a wheel axis of rotation.The wheel comprises, in particular, a tire, a rim, and a flange for mounting on the rest of the means of transport, especially the drive unit, wherein the flange and the rim may be connected by spokes, struts, or a disc in a manner known per se. The wheel has a first wheel end and a second wheel end, which are arranged spaced apart from each other along the wheel axis of rotation and which intersect each other substantially perpendicular to the wheel axis of rotation. The wheel ends of the wheel are, in particular, those sides of the wheel that are perpendicular to the running surface 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 by the combined drive power of the electric motors used in the drive unit and human muscle power, which together propel the vehicle.

[0009] Furthermore, the means of transport according to the invention also comprises a frame on which a seating device, for example designed as a saddle, and the running wheel are arranged. Alternatively, the seating device can also be designed, for example, as a seat, in particular a bucket seat, or a bench or the like. In this context, the frame is considered to be the structure of the means of transport connecting the seating device and the running wheel. It can comprise parts that are rigidly connected to one another and / or are sprung and / or steerable relative to one another. Moreover, 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 as a unicycle, a two-wheeler, a tricycle, or a quadricycle, etc.Differences also arise when the design is configured as a cargo bike, a tandem bike, or a wheelchair. However, the invention can be advantageously used in all these configurations and allows the specific frame design to be tailored with a particularly high degree of freedom, depending on the specific application. This is especially true in the case of further development. For means of transport with at least two wheels spaced apart from each other 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 propulsion device according to the invention, the motor axis of rotation and the wheel axis of rotation are designed coaxially to each other as a common axis of rotation. This means that the drive unit is arranged on the wheel, particularly in the form of a hub motor. A key feature of the present invention is that the drive unit is arranged on the frame of the propulsion device via a one-sided guide element, which can, for example, be designed as a side swing arm, wherein the wheel is supported on the one-sided guide element via the drive unit exclusively on the first or the second wheel bearing side. Naturally, several such arrangements can also be provided in one and the same propulsion device. Preferably, these arrangements are all designed as described herein. The invention therefore relates to single-, two-, or three-track vehicles.Multi-track vehicles can also utilize the invention on at least one wheel. The one-sided guide element is part of the vehicle's frame and can be rotationally fixed to the rest of the frame. Other parts that are rotationally fixed relative to the one-sided guide element are therefore also rotationally fixed 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 wheel and the drive unit are attached to the frame via the one-sided guide element. Within the wheel area, it is located exclusively on one of the wheel's contact surfaces.This area preferably extends in a plane of the wheel from the wheel axis of rotation to the running surface of the wheel. The area can also be described as a spatial region, for example, a cylindrical spatial region, where the wheel defines a circular cross-section through the space enclosed by the cylinder. In particular, within this area or spatial region defined above, which extends to both sides of the wheel, the one-sided guide element is located exclusively on one side of the wheel. In contrast to the conventional design, in which the wheel is gripped like a fork on both sides of the wheel, according to the invention, the wheel is gripped by the one-sided guide element exclusively on one of the wheel's sides and is supported there.It should be noted that one can only speak of a one-sided guide element or a side swing arm if the wheel is connected to the frame of the means of transport only on one side and exclusively via this one-sided guide element, as described. For example, an arm... A conventional, fork-like guide element cannot also be described as a one-sided guide element. Therefore, a conventional, fork-like bearing of the wheel is 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 one-sided guide element. It is a key feature of the present invention that the frame connection of the wheel is arranged exclusively on one wheel face. The wheel end face of the wheel opposite the one-sided guide element is therefore free of any further, especially rigid, connection between the wheel and the frame extending beyond the one-sided guide element. According to the invention, the wheel is connected to the frame exclusively on the first or the second wheel end face.The single-sided guide element can comprise one or more arms or tubes, for example connected in the form of a V, with the apex pointing towards the axis of rotation. In this case, too, the single-sided guide element is arranged exclusively on one side of the wheel, as described above. Furthermore, the wheel is preferably mounted to the single-sided guide element solely via the drive unit.

[0011] Another aspect of the invention is that the drive unit has a support structure that is rotationally fixed to the one-sided guide element, 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 therefore cannot be rotated about horizontal axes, especially the motor axis of rotation and / or the wheel axis of rotation. However, the support structure can optionally be rotated about a vertical axis, for example, for steering purposes. Preferably, the entire drive unit, together with the wheel, is 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 rotation about any axis relative to the one-sided guide element.In particular, the support structure is fixed relative to the frame and / or the single-sided guide element. The support structure rotatably mounts the drive output shaft and the muscle power input shaft relative to the frame or the single-sided guide element, respectively. The connection between the single-sided guide element and the support structure can preferably be detachable. Detachable in this context means, in particular, non-destructive and / or reversible detachability. It is important that, in the case of a detachable connection, the support structure, when assembled, at least partially surrounds the muscle power input shaft radially in the direction of the axis of rotation. The support structure can, for example, be designed as a separate unit that is rotationally fixed to the single-sided guide element, as explained above, or the support structure can be single-level or integral with the single-sided guide element.Functionally, the support structure is therefore part of the frame of the means of transport, since it is fixed to the frame and not connected to the wheel or. Parts of the drive unit rotate with it. All rotating parts of the drive unit are connected to the frame—directly or indirectly—via the support structure. A key feature of the invention is that, with respect to the radial direction of the common axis of rotation formed by the motor axis and the wheel axis of rotation, the support structure is located at least partially further outwards along the axial direction of the axis of rotation than the muscle power input shaft and, in particular, the drive output shaft. Conversely, with respect to the radial direction of the common axis of rotation, the muscle power input shaft, and especially the drive output shaft, is located at least partially further inwards along the axial direction of the axis of rotation than the support structure.Viewed radially from the inside out along the common axis of rotation, the muscle power input shaft, the drive output shaft, and the support structure follow one another, at least section by section, along the axial direction of the common axis of rotation. The drive output shaft is therefore guided further inward than the support structure along the axial direction of the common axis of rotation, as defined above, until it exits the support structure and can be connected to the wheel outside of the support structure. In other words, the drive unit according to the invention rotates radially inward along the common axis of rotation—specifically, the muscle power input shaft and the drive output shaft rotate—and is externally fixed to the frame, specifically to the support structure. This is an arrangement that is precisely the opposite of 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 axis of rotation is fixed to the frame, and the outer housing of the drive unit, located radially to the axis of rotation, rotates as part of the wheel hub. These conventional drive units thus rotate radially to the outside of the axis of rotation and are fixed to the frame on the inside. This conventional arrangement is explicitly reversed in the invention.

[0012] In this way, the invention offers a number of advantages. The single-sided connection of the impeller via a single-sided guide element eliminates the need for a double, fork-like bearing for the impeller. This allows the overall width of the propulsion device in the area of ​​the impeller bearing to be reduced. Because the drive output shaft extends from the drive unit and, in particular, from the support structure on one side 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 simultaneously attached to the single-sided guide element, especially via the support structure, the impeller can be easily removed for maintenance purposes.In particular, the entire drive unit can remain attached to the single-sided guide element and thus to the frame of the means of transport, which not only speeds up the work but also prevents damage to the drive unit when the wheel is removed. Furthermore, this enables The arrangement allows the use of existing drive units without further modifications, for example, the drive units of the applicant described in DE 10 2020 212 905 B3. In this way, manufacturing costs can be reduced. As will be described in more detail below, the system according to the invention is particularly flexible and can be applied to 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 wheel in such a way that the wheel rotates at the same speed as the drive output shaft. For example, the drive output shaft is directly connected to the wheel, for instance, by screws. Therefore, preferably no gearbox is arranged between the drive output shaft and the wheel, but rather a pure transmission of the rotational motion is provided. Any gear shifting or continuously variable transmission between the muscle power input shaft and the wheel is therefore preferably provided exclusively within the drive unit itself. This also allows for particularly easy disassembly and assembly of the wheel from the drive unit.

[0014] This is further 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, which are typically used in the prior art. As 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 propulsion, 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, of the electric motors of the drive unit and / or at least one, and in particular all, of the gear units, especially wave gears, of the drive unit and / or at least one, and in particular all, of the rotary 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, which will be described in more detail below, and / or the fastening or bolting of the flange to the drive output shaft.The offset of the connection of the impeller in the axial direction of the common axis of rotation preferably occurs in the direction away from the one-sided guide element.

[0015] To further simplify the design and reduce the width, it is preferably intended that only on the side of the wheel bearing where the one-sided guide- The invention consists of a pivot bearing arranged between the frame, the one-sided guide element, or the support structure of the drive unit (particularly connected to the frame), and the crankshaft or a pedal drive shaft connected to the crankshaft via a traction element or drive shaft. Chains and belts are suitable as traction elements, while cardan shafts, for example, are preferred as drive shafts. This also illustrates the difference between the invention and conventional, fork-like bearings for the wheel or for conventional drive units. In these, such a pivot bearing, for example in the form of a fork, is typically located on each of the wheel's contact surfaces.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 connection of the wheel described above, 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, especially shaft drives, of the drive unit, especially in the direction away from the 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 axis of rotation is coaxial with the motor axis of rotation and the wheel axis of rotation, and that the crankshaft axis of rotation, the motor axis of rotation, and the wheel axis of rotation are configured as a common axis of rotation. In this embodiment, the crankshaft is connected to the muscle power input shaft of the drive device without any traction element, in particular without chains or belts, and especially also without a drive shaft. This means, in particular, that no additional traction element or drive shaft is provided between the crankshaft and the muscle power input shaft. For example, the crankshaft and the muscle power input shaft are directly attached to one another, in particular in a rotationally fixed manner. In this case, all the aforementioned axes are one and the same axis. The individual axes thus mesh together.This means, for example, that the pedals are also located directly on the driven wheel. Compared to a conventional arrangement of the wheel in vehicles with a crank mechanism designed as a pedal, this position is therefore further forward, extending under the seat, where the pedals are also located in conventional vehicles of this type. This reduces the overall length of the vehicle and increases maneuverability. At the same time, the number of components is reduced, as the traction element, such as a chain or belt, or the additional drive shaft is eliminated. This also eliminates other components of the traction drive, such as chainrings and similar parts, thus reducing manufacturing costs. Furthermore, the traction element is typically... Traction devices are subject to high wear and tear or heavy soiling during operation, often resulting in increased maintenance. This can be completely avoided by eliminating the need for a traction device.

[0017] In an alternative preferred embodiment, the crankshaft axis of rotation is arranged at a distance from the common axis of rotation formed by the motor axis of rotation and the wheel axis of rotation, with the crankshaft being connected to the muscle power input shaft of the drive unit via a traction element or a drive shaft. A pedal drive shaft may also be arranged between the muscle power input shaft and the traction element or drive shaft. The pedal drive shaft is, for example, rotationally fixed to the muscle power input shaft or formed integrally with it. The traction element may be, for example, a chain or a belt. The drive shaft is preferably a cardan shaft. In this embodiment, only the motor axis of rotation and the wheel axis of rotation coincide and form the common axis of rotation.The crankshaft, to which the pedals are attached via corresponding crank arms, can be located elsewhere on the frame of the vehicle. In this embodiment, the drive unit is therefore not located at the same point on the frame as the pedals. The crankshaft with the pedals on one side and the drive unit with the wheel on the other can thus be positioned with greater freedom on the vehicle, depending on its design and application. Because the drive unit is not located between the pedals, they can be positioned particularly close together, allowing for comfortable pedaling. The connection between the drive element and the pedal drive shaft can be located on either the first or second wheel face.It can be arranged on the wheel drive side where the drive unit and / or the one-sided guide element is unordered. Alternatively, it can also be arranged on the wheel drive side that faces away from the drive unit and / or the one-sided guide element. In particular, the connection of the traction element to the pedal drive shaft is offset in the axial direction of the common axis of rotation relative to the drive unit.

[0018] Like the impeller, the drive unit is mounted on the single-sided guide element. Preferably, the single-sided guide element has a drive receptacle in which the drive unit can be attached radially to the common axis of rotation. The drive receptacle does not completely, or only partially, encircle the drive unit radially to the common axis of rotation. The drive unit is therefore at least partially contained within the drive receptacle. In particular, the drive receptacle is designed to be complementary to the support structure, so that it can be received by or inserted into it. In this way, the drive unit can be mounted in The drive unit is inserted into the drive mounting bracket along the radial direction of its axis of rotation and attached to it, for example, by flange mounting. For instance, the drive unit is essentially cylindrical on the outside, and the drive mounting bracket is at least partially hollow cylindrical. The contact surface between the drive unit and the drive mounting bracket is preferably curved in one direction. Alternatively, the single-sided guide element and the support structure can be designed as a single, one-piece component. If the support structure of the drive unit is designed, for example, as an outer housing, the single-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 in the drive mounting bracket of the single-sided guide element, for instance, by screwing it in place.It is important that the drive unit, in the radial direction of the common axis of rotation, comes into contact with the one-sided guide element or the drive receptacle of the one-sided guide element on the outside, particularly via the support structure, while the rotating parts of the drive unit, especially 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 inwards. The one-sided guide element therefore surrounds the drive unit from the outside and supports it, with the surround being incomplete, which facilitates assembly and disassembly. This is particularly easy due to the design according to the invention, in which the drive unit rotates inside and is frame-fixed on the outside.

[0019] The wheel itself preferably comprises a rim, a flange, and a wheel structure connecting the rim to the flange, the wheel structure being, for example, spokes, struts, or a disc. These wheel structures for running wheels are known and therefore do not need to be described in detail here. The drive output shaft is rotationally fixed and, in particular, directly connected to the flange. Specifically, 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 designed to be detachable. Furthermore, the connection can be assembled, i.e., closed and released, from the wheel end facing away from the drive unit.A preferred form of connection between the drive output shaft and the flange is a bolted connection, wherein the screw axis runs parallel to the common axis of rotation. The bolted connection comprises at least one pair of bolts that are offset parallel to the common axis of rotation and, in particular, are arranged opposite each other with respect to the common axis of rotation. Naturally, a corresponding bore with internal threads is provided in the flange and in the drive output shaft for each bolt. Furthermore, several such pairs of bolts can be provided, for example, two, three, or four pairs. The bolts are positioned on the wheel end facing away from the drive unit. Because the impeller can be screwed in or out, it can be removed from and reattached to the means of transport particularly quickly and easily. Ideally, the impeller is attached to the means of transport solely by connecting the flange to the drive output shaft. Therefore, loosening 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, especially to the single-sided guide element.

[0020] To minimize the structural extent of the drive unit and its connection to both the frame and the wheel 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, defines a wheel plane and that the one-sided guide element extends into the wheel plane on the first or second wheel face, particularly with the drive unit. 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 such that it intersects the extent of the tire and / or the tire tread and / or the rim in the axial direction of the wheel axis of rotation at exactly half its length. The wheel plane is not a physically existing component, but rather an imaginary or virtual reference plane.In the aforementioned preferred embodiment, the one-sided guide element extends on one of the wheel faces into the plane of the wheel. This means that the one-sided guide element is arranged such that it is also intersected by the plane of the wheel. The same preferably 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 plane of the wheel 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's axis of rotation or the common axis of rotation. "Substantially" in this context 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, the rim and / or the tire, or the tread of the wheel, may also be designed to create a rim space, which is particularly disc-shaped. The rim space extends radially with respect to the wheel's axis of rotation to the rim and / or the tire, or the tread, and axially over the entire length of the tire and / or the tread and / or the rim in the axial direction of the wheel's axis of rotation. It is then preferably provided that the one-sided guide element extends into the rim space on the first or second side of the wheel. The one-sided guide element is thus located at least partially, particularly with the drive unit, within the rim space. In this way, the one-sided guide element and the drive unit are aligned in the axial direction of the wheel's axis of rotation. or the common axis of rotation is offset into the wheel, making it possible to achieve a particularly narrow design overall.

[0021] To achieve this design, various solutions can be implemented. According to a preferred embodiment, the rim is arranged offset from the flange along the wheel axis of rotation or the common axis of rotation, or vice versa, so that the flange projects at least partially beyond the rim, particularly in the axial direction of the common axis of rotation. Specifically, the flange projects from the rim in such a way that the flange and the rim are arranged without overlap in the radial direction of the wheel axis of rotation, 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 at the rim in the area of ​​the wheel plane and then extends out of the wheel plane in the axial direction of the wheel axis of rotation or the common axis of rotation, supporting the flange of the wheel located there.The flange is therefore located outside the plane of the wheel and is also spaced away from it, for example by at least 5 mm, preferably by at least 10 mm, or at least 15 mm, or at least 20 mm, or at least 25 mm, or at least 30 mm, or at least 35 mm, or at least 40 mm. This offset of the flange relative to the rim creates a space in the center of the wheel in which the one-sided guide element and, in particular, the drive unit can be arranged. This embodiment also works particularly well with the drive unit according to the invention, since the output drive shaft exits laterally and therefore the connection to the wheel flange is also lateral.

[0022] In particular, it is provided that one wheel end face is concave and the other wheel face 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's axis of rotation or the common axis of rotation. The one-sided guide element is arranged, in particular, on the concave wheel end face. In this way, the one-sided guide element, and especially the drive unit, can be guided into the plane of the wheel 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 means of transport, especially the drive unit.

[0023] The invention relates in principle to a driven wheel of the means of transport. The drive unit is to be arranged on this wheel as described above. It is irrelevant whether the driven wheel is the front wheel or the rear wheel. This involves a tetrad. Both are possible. Furthermore, it is also possible that more than one wheel of the means of transport is designed as a driven 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 wheel. In addition, if several front wheels or several rear wheels are present, several front wheels and / or several rear wheels can also be provided as driven wheels with a design according to the invention. If several wheels are designed as driven wheels and equipped with a corresponding drive unit, then, for example, the designation of the common axis of rotation or similar always refers to this wheel or this drive unit.For example, the seating unit may be arranged on the frame via a seat tube, the seat tube having a seat axis that intersects the wheel and / or the common axis of rotation. The seat axis, in particular, designates the axis or direction along which the seating unit is height-adjustable. This embodiment of the invention may be provided, for example, if at least one rear wheel is designed as a driven wheel according to the invention. In this case, it is preferred that the driven wheel is not steerable, but is mounted on the frame of the means of transport so as to rotate only about the wheel axis or the common axis of rotation. Additionally or alternatively, it may be provided that a handlebar is arranged on the frame via a handlebar tube, the handlebar tube having a steering axis that intersects the wheel and / or the common axis of rotation.The steering axis refers in particular to the axis around which the handlebars and / or the wheel are designed to rotate 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 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 wheel according to the invention. It can be provided that the seat axis or the steering axis intersects the wheel and / or the common axis of rotation exactly. However, it can also be provided that the aforementioned axes do not intersect. The aforementioned axes can therefore be offset from each other 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 positioned, viewed in the direction of travel, at the level of two wheels and transversely between two wheels, as is often the case with wheelchairs or recumbent bicycles. For these arrangements, it is particularly advantageous if each wheel is driven by its own electric motor drive unit. If the vehicle incorporates more than one electric motor drive unit, the operation of the two drive units can be independent of each other, or the operation of the two drive units can be coordinated, for example, by means of a suitable control unit.

[0024] According to a preferred embodiment, the seat axis between the wheel and / or the common axis of rotation runs at least partially without a frame. 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 components, such as a top tube and / or the one-sided guide element. In other words, the seat tube is arranged vertically exclusively above the driven wheel. Therefore, the seat tube preferably does not extend vertically to the wheel, and in particular not to the upper apex of the wheel. It is thus arranged exclusively vertically above the wheel and, in particular, also above the upper apex of the wheel. In this way, conventionally present frame components can be eliminated and the overall weight of the means of transport reduced.

[0025] As mentioned at the outset, one objective of the invention is to reduce the overall length of the means of transportation. This is achieved particularly advantageously by arranging the pedals or the pedal axle coaxially with the wheel axis of rotation. In particular, this allows the driven wheel to be positioned significantly further forward in the forward direction than is possible in the prior art. According to a preferred embodiment of the invention, the seating arrangement is therefore even provided for behind the wheel axis of rotation, and thus also behind the common axis of rotation, in the forward direction of the means of transportation. In this way, the seating arrangement preferably forms the rear end of the means of transportation in the forward direction, so that no other components of the means of transportation protrude behind the seating arrangement.Shortening the vehicle accordingly significantly improves maneuverability.

[0026] As mentioned at the outset, the present invention preferably uses a drive unit as described in DE 10 2020 212 905 B3 of the applicant. The essential features of this drive unit for the present invention are mentioned below, while for a more detailed description, reference is made to the aforementioned publication. In particular, the drive unit functionally includes 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 driving speed of the means of transport. The corresponding settings and control of the drive unit are implemented via an electronic control unit. This unit electronically controls all components of the drive unit.For this purpose, the control unit also has sensors that 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 comprises a first gear unit, in particular a first wave gear, and a first electric motor connected to the first gear unit. The drive power of the first electric motor is introduced into the first gear unit. Furthermore, the drive unit can comprise a second gear unit, in particular a second wave gear, and a second electric motor connected to the second gear unit. The drive power of the second electric motor is introduced into the second gear unit. Preferably, the two gear units are connected to each other via a common gear output, to which the combined drive energy of both gear units is transferred. This output can, for example, be a common ring gear of the two wave gears.For example, the second transmission unit can be connected to the crankshaft via the muscle power input shaft and transmits the combined drive energy of the second electric motor and the crankshaft to the common transmission output. The muscle power input shaft can, for instance, be directly connected to the crankshaft or even formed integrally with it. Alternatively, the muscle power input shaft can also be connected to the crankshaft via a pedal drive shaft and a traction element. The common transmission output, in turn, is preferably rotationally fixed and, in particular, directly connected to the drive output shaft.

[0028] The second gearbox and the second electric motor provide, in particular, a variable gear ratio between the muscle power input shaft and the drive output shaft. To ensure this is possible at all desired driving speeds, the first gearbox and the first electric motor are preferably used. Therefore, it is generally preferred that the two gearboxes and the two electric motors together form the continuously variable transmission between the muscle power input shaft and the drive output shaft. It is preferably provided that the two gearboxes and the two electric motors rotate together around the motor axis of rotation or the common axis of rotation. The two gearboxes and / or the two electric motors are arranged offset from each other, particularly in the axial direction of the motor axis of rotation.

[0029] It is preferred if the means of transport includes a weather protection device. In this respect, the aspect of the invention is particularly advantageous in that the forward extension of the means of transport can be smaller compared to conventional means of transport of this type, and the means of transport can thus be designed to be more compact overall. Specifically, 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 take a seat from this position. If the wheel driven according to the invention is typically located vertically below the seating device, the operator does not have to climb over a wheel and / or a luggage rack or similar structure that projects far behind the seating device. For example, it is preferred that A weather protection device is provided, comprising at least one, in particular transparent, protective wall that surrounds the seating unit in the forward direction in front of the seating unit, to the right and left sides when viewed in the forward direction, and vertically above the seating unit. The weather protection device has an access opening behind the seating unit in the forward direction, through which access to the seating unit is provided. Preferably, the access opening is aligned with the seating unit in the forward direction. This allows the driver to enter the vehicle from the rear through the access opening and into the weather protection device. A weather protection device can therefore be closed at the front, top, and sides, and open only at the rear to allow access for the driver.In particular, the side walls of the weather protection system can therefore be designed as a single, continuous panel, without the possibility and / or the need to open them, even partially. This allows the side walls to be designed, for example, as uniform, continuous tarpaulins across their entire surface, making them more stable than conventional weather protection systems with, for example, side door and / or window openings. The side immediately behind the seating, on the other hand, is typically protected from inclement weather when the vehicle is in motion, for example, because it overlaps vertically above the roof wall. This allows for a simple opening at this point, eliminating the need for an access door or similar feature. Overall, this results in a particularly simple design for the weather protection system.A weather protection device designed accordingly, with a rearward-facing access opening, can in principle also be used on means of transport, particularly 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 thus be regarded both as a further development of the present invention and as a separate invention. For this reason, the described weather protection device, particularly in connection with a means of transport or bicycle, can also be claimed separately, especially without the further features of the invention described herein, particularly with regard to the bearing of the driven wheel and its drive train.

[0030] As mentioned at the outset, the means of transport according to the invention can have a variety of different configurations and applications. It is particularly preferably a bicycle, especially an e-bike or a pedelec. In other words, the means of transport according to the invention is preferably a bicycle with assistance from an electric motor drive unit. The bicycle is preferably designed as a cargo bike, freight bike, transport bike, or cargo bicycle. It therefore has, in particular, at least one loading area for goods or for passengers. The invention is especially advantageous with these types of means of transport. The exact design of the loading area for transported goods or passengers can vary considerably depending on its intended purpose. For example, a loading area might be designed for transporting wheelchair users and include a ramp. Furthermore, the loading area could be equipped with seats, such as seats for children or passengers. It could also include reclining seats for infants or toddlers. Additionally, the loading area could include one or more tables and a seating area, for example, consisting of at least one bench and at least one table for several people. Finally, the loading area could be optimized for transporting goods.For this purpose, the loading platform can be designed, for example, to be adapted in shape and size to typical transport goods. For instance, the loading platform can be designed to accommodate and safely transport a standard-sized transport pallet, such as a Euro pallet. Alternatively, a bulk material tray, for example made of metal or plastic, could be arranged on the loading platform. Overall, there are no limits to the design of the loading platform according to the invention, so that a wide variety of different means of transport can benefit from it.

[0031] Another preferred type of means of transport are wheelchairs, in which one or more of the wheels can be driven by an electric motor in addition to propulsion by muscle power as described above.

[0032] The invention is explained in more detail below with reference to the embodiments shown in the figures. These schematically show: Figure 1: a generic means of transport of the type bicycle from the prior art; Figure 2: an embodiment of a means of transport according to the invention; Figure 3: a top view of the connection of a driven wheel to the means of transport via a one-sided sensing element in a design without traction means; Figure 4: a top view of the connection of a driven wheel to the means of transport via a one-sided guide element in an embodiment with traction element; Figure 5: a top 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; Figure 6: a sectional view through the drive unit in a version without traction elements; Figure 7: a sectional view through the drive unit in a version with traction element; Figure 8: another embodiment of a means of transport according to the invention; Figure 9: an embodiment of a means of locomotion according to the invention with two driven running threads; Figure 10: an embodiment of a means of propulsion according to the invention with the front wheel as the driven wheel; Figure 11: an embodiment of a means of transport according to the invention as a unicycle; Figure 12: an embodiment of a means of transport according to the invention with a Weather protection device; Figure 13: a top view of the connection of a driven wheel to the means of transport via a one-sided guide element in a further embodiment; Figure 14: a top view of the connection of a driven wheel to the means of transport via a one-sided guide element in a further embodiment; Figure 15: a top view of the connection of a driven wheel to the means of transport via a one-sided guide element in a two-track design; Figure 16: a top view of the connection of a driven wheel to the means of transport via a one-sided guide element in a further two-track version; Figure 17: a top view of the connection of a driven wheel to the means of transport via a one-sided guide element in a further two-track version; Figure 18: a side view of a means of transportation of the wheelchair type; Figure 19: a top view of the connection of a driven wheel to the means of transport from Fig. 18 via a one-sided guide element; Figure 20: a top view of the connection of the driven wheels to the means of transport from Fig. 18 via a single-sided guide element; Figure 21: a side view of a combination of two means of transport in the separated state; and Figure 22: a side view of the combination of two means of transport from Fig. 21 in loaded condition.

[0033] Identical or similarly functioning components are designated with the same reference symbols in the figures. Repeating components are not designated separately in each figure.

[0034] The means of transport 1 according to Figure 2 is, for example, a bicycle, in particular a cargo bike. It preferably has a frame 2 which includes a seat tube 4, which is preferably telescopic and which supports, for example, a seat assembly 3 designed as a saddle. The optional telescopic nature of the seat tube 4 allows the seat assembly 3 to be adjusted in its vertical position. In the exemplary embodiment shown, the seat tube 4 is preferably connected to a handlebar tube 6 via a top tube 7, on which a handlebar 5 can be arranged. The means of transport 1 also preferably has a driven wheel 8 and a non-driven wheel 9. For example, the rear wheel can be designed as a driven wheel 8, as shown. The front wheel can be designed as a non-driven wheel 9.Although only one front wheel is shown in Figure 2, the means of transport 1 can have two front wheels, with the second front wheel lying behind the first in the plane of the paper, so that it is hidden by the first and therefore not visible. The 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 platform 45 arranged in this area. Furthermore, the wheel 9 is preferably designed to be steerable, for example, via a steering rod 14 connected to the handlebar 5, which transmits a steering movement of the handlebar 5 to the wheel 9. The loading platform 45, which is designed in particular for transporting goods 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 swingarm, 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 along only one end face of the respective wheel 8 at the level of the wheel. Functionally, the one-sided guide element 13 can be rigidly connected to the rest of the frame or arranged to be movable relative to the rest of the frame, for example for spring and / or damping purposes. The respective wheel is mounted to 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 embodiment, a crank mechanism 12 that can be operated by an operator using muscle power, specifically, for example, a set of pedals. The drive unit 10 is, in particular, an electric motor 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 accumulator. The energy storage device 16 is preferably arranged vertically under the loading platform 45 and, for example, also under the front tube 15 or the front plate. The arrangement around the driven wheel 8 is designed in particular such that the motor axis of rotation of the drive unit 10, the crankshaft axis of rotation of the pedals 12, and the wheel axis of rotation of the wheel 8 are coaxial and form a common axis of rotation 11. A seat axis 40 can be defined by adjusting the height of the seat assembly 3 along the seat tube 4.As also shown in Figure 2, the seat tube 4 can preferably be designed or arranged such that the seat axis 40, in its imaginary extension, intersects the common axis of rotation 11. The means of propulsion 1 according to Figure 2 shows a preferred embodiment in which both the pedals 12 and the drive unit 10 are arranged directly and together on the driven wheel 8. The means of propulsion 1 shown therefore does not have a traction element or is designed without a traction element. The transmission of a rotational movement from the pedals 12 and / or from the drive unit 10 to the wheel 8 is therefore preferably carried out exclusively via rigid components, without interposing a traction element, for example a chain or a belt.

[0035] As can be seen, for example, from a comparison of Figures 1 and 2, the inventive means of transport 1 according to Figure 2 has a significantly shorter overall length compared to the bicycle 101 of the prior art according to Figure 1. This is due, firstly, to the fact that the non-driven wheel 9, i.e., the front wheel, has been set rearward in the forward direction a of the means of transport 1. However, the invention, through its specific design, also allows the rear wheel, specifically the driven wheel 8, to be set forward in the forward direction a of the means of transport 1. This even goes so far as to allow the seat assembly 3 to be arranged behind the wheel axis of rotation and, in particular, the common axis of rotation 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 total weight compared to the state of the art, and correspondingly increases its 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 shown in more detail in Figure 3. In particular, Figure 3 shows a top view of the one-sided guide element 13 and the drive unit 10, for example from above, with the wheel 8 horizontally cut in cross-section in the middle. The wheel 8 preferably has a tire 44 or a tire covering, which forms the running surface of the wheel 8 during operation. The tire 44 is preferably attached to a rim 37 in the usual manner. 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 1. Furthermore, the wheel plane 23 can define the tire 44 and the rim 37 in its axial extension. The common axis of rotation 11 is bisected. The rim 37 of the driven wheel 8 is preferably connected to a wheel structure 20, which may, for example, consist of spokes, struts, or a disc. In the illustrated embodiment, a disc 38 is shown, which preferably extends from the rim 37 towards the common axis of rotation 11 in the radial direction. In particular, the rim 37 is connected via the wheel structure 20 or the disc 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 wheel 8 preferably has a first wheel end face 35 and a second wheel end face 36, which are spaced apart from each other, particularly in the axial direction of the axis of rotation 11, and which are preferably opposite each other.The wheel structure 20, or the disc 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 arranged offset in the direction of the second wheel face 36. Preferably, the flange 39 is spaced 51 away from the wheel plane 23. 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, and 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 wheel 8, for example, can be designed to be non-steerable.In other words, a steering axis 41 of the handlebar 5 and / or the wheel 9 is arranged in the forward direction a in front of the wheel 8.

[0037] A key aspect of the invention lies in the drive unit 10 and its connection between the one-sided guide element 13 and the wheel 8. Specifically, the one-sided guide element 13 can have a drive receptacle 19, which can be designed to be complementary to the drive unit 10 and to which the drive unit 10 is, for example, attached. The drive receptacle 19 preferably only partially surrounds 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 also preferably rigidly connected to the frame 2 or rotationally fixed to it. 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 TI can, for example, be designed in the form of a housing for the drive unit 10. It is, for example, formed by a housing of the drive unit 10. As will be explained in more detail below, the drive unit 10 can, for example, comprise several gear units and electric motors. It preferably has one. The transmission input is connected to a crankshaft 26. A driver of the vehicle 1 can transmit drive energy, derived from human muscle power, to 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 axis T. The electric motors and / or transmission units arranged in the drive unit 10 preferably rotate about the motor 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 is particularly complementary to the flange 39 of the wheel 8.In particular, the drive output shaft 21 is connected to the flange 39 of the wheel 8 via a fastening 22, for example, a screw connection. In this way, the rotary motion of the drive output shaft 21 is preferably transmitted one-to-one to the wheel 8, so that the latter rotates about the wheel axis of rotation R. It is preferably provided that the motor axis of rotation M and the wheel axis of rotation R, and in particular also the crankshaft axis of rotation T, are arranged coaxially to each other and form the common axis of rotation 11. In the embodiment according to Figure 3, the invention manages entirely without tension members.

[0038] Figures 4 and 5, on the other hand, show embodiments in which a traction element 46, for example a chain or a belt, may be provided. In particular, the crankshaft 26 and the crankshaft axis of rotation T are arranged remotely from the engine axis of rotation M and the wheel axis of rotation R, which together form the axis of rotation 11. For example, the crankshaft 26, together with the pedals 12 and the crank arms 18, is arranged offset in the forward direction a relative to the axis of rotation 11. For example, the crankshaft 26 may be arranged vertically below 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 element 46.For this purpose, a traction element connection 49, for example a traction element gear, is preferably provided on the crank shaft 26, and a further traction element connection 48, preferably also a traction element gear, is provided on the pedal drive shaft 47. As can be seen from Figures 4 and 5, the traction element 46 with the traction element connections 48, 49 can be arranged either on the first wheel face 35 (Figure 5) or on the second wheel face 36 (Figure 4). The traction element 46 and the traction element connections 48, 49 can therefore either be arranged on the same wheel face 35, 36 as the one-sided guide element 13, or they are arranged on the wheel face 35, 36 opposite the one-sided guide element 13. While the embodiments of the invention without a traction element 46 are particularly compact and also offer a particularly To minimize maintenance requirements, the designs with traction element 46 are particularly flexible, especially 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 are illustrated in more detail in Figures 6 and 7. These figures show sectional views of the drive unit 10 along the common axis of rotation 11. Figure 6 shows a drive unit 10 as it can be used in embodiments of the invention without traction means 46. Figure 7, on the other hand, shows a drive unit 10 as it can be used in embodiments of the invention with traction means 46. The drive unit 10 preferably has a muscle power input shaft 34 as the transmission input for the drive energy derived from human muscle power.In embodiments without a traction element 46, the muscle power input shaft 34 is, for example, rotationally fixed to the crankshaft 26 or formed as a single unit or integral part thereof (Figure 6) and therefore preferably receives the rider's drive energy supplied via the pedals 12 directly or via purely rigid connections. In embodiments with a traction element 46, the muscle power input shaft 34 is, for example, rotationally fixed to the pedal drive shaft 47 or formed integrally or integrally with it (Figure 7). In this way, the muscle power input shaft 34 therefore preferably receives the rider's drive energy supplied via the pedals 12 indirectly via the traction element connections 48, 49 and the traction element 46. Figure 7 also indicates the arrangement of the traction element connection 48 for the traction element 46 on either one or the other wheel bearing side 35, 36.The further development of the drive units 10 according to Figures 6 and 7, however, is the same and is independent of whether a traction element 46 is used or not.

[0040] The drive unit 10 preferably comprises a first electric motor 28 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, which is designed as a wave gear. The rotational 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 rotationally fixed to the drive output shaft 21 or can be single-level or integrally formed 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.The drive energy originating from human muscle power is preferentially introduced from the muscle power input shaft 34 into a second gear unit 31, which can, for example, also be a wave gear. For example, the muscle power input shaft 34 can be connected to the flexspline of the second gear unit designed as a wave gear. Gear unit 31 is connected to the second gear unit 31. Furthermore, a second electric motor 29 is preferably also provided, which is likewise 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, which is designed as a 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 transmitted via the drive output shaft 21 to drive the impeller 8. The common gear output 33 is, for example, designed as a common ring gear for both gear units 30, 31. Alternatively, each gear unit 30, 31 can have its own ring gear, which, however, are rotationally fixed to one another and thus form the common gear output 33.In total, the electric motors 28, 29 together with the gear units 30, 31 of the drive unit 10 form a stepless transmission 32 between the muscle power input shaft 34 and the drive output shaft 31, whereby the stepless 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 designed to be fixed to the frame. Specifically, the support structure 27 is, for example, rigidly connected to the drive mount 19 of the one-sided guide element 13 in a rotationally fixed manner. The support structure 27 preferably surrounds the muscle power input shaft 34 radially to the outside of the axis of rotation 11, at least partially along the axial direction of the axis of rotation 11. In addition, the support structure 27 preferably also surrounds other rotating components radially to the outside of the axis of rotation 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 gear unit 30 and / or the second gear unit 31 and / or the common gear output 33 and / or the drive output shaft 21.In particular, the electric motors 28, 29 and the gear units 30, 31 are surrounded along their entire axial extent of the axis of rotation 11 by the support structure 27 in the radial direction of the axis of rotation 11. Preferably, a rotary bearing 50 is arranged only on one wheel face 35, 36 between the support structure 27 and the crankshaft 26 or the pedal drive shaft 47. In particular, the drive unit 10 comprises exclusively such a rotary bearing 50 between these components. The rotary bearing 50 is preferably arranged on the wheel face 35, 36 on which the one-sided guide element 13 is also located. Furthermore, the rotary bearing 50 is preferably arranged in the axial direction of the axis of rotation 11 at the end of the drive unit 10 opposite the wheel 8 or the drive output shaft 21.It is arranged in an axial direction offset from the electric motors 28, 29 and / or the gear units 30, 31 along the axis of rotation 11, preferably in the direction away from the drive output shaft 21 and / or the impeller 8.

[0042] Figure 8 shows another embodiment of a means of transport 1. This can also be a cargo bike, with several loading areas 45 provided. are designed differently compared to the embodiment shown in Figure 2. This is also reflected in the frame 2 of the means of transport 1. For example, in the means of transport 1 shown in Figure 8, the frame 2 preferably has a lower tube 24 in addition to the upper tube 7. A first loading platform 45 is arranged, for example, between the upper tube 7 and the lower tube 24 and accommodates transported goods 17. Another loading platform 45 is preferably arranged vertically below the lower tube 24. In addition, a loading platform 45 can be arranged vertically above the upper tube 7, and in the forward direction a between the seat 3 and the handlebars 5. A further difference from the embodiment already discussed is preferably that the one-sided guide element 13 is not guided horizontally to the driven wheel 8, but vertically.The one-sided guide element 13 therefore preferably carries the driven wheel 8 vertically from above. This shows how flexible the frame design of the means of transport 1 can be due to the design according to the invention.

[0043] The tandem embodiment of the means of transport 1 shown in Figure 9 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 seating arrangement 3, which extends in the forward direction a of the means of transport 1 such that two persons can sit one behind the other on the seating arrangement 3. Alternatively, two seating arrangements 3, each for one person, could be arranged on the support tube 25. A loading platform 45 for transported goods 17 is preferably also provided vertically below the support tube 25. A further difference from the previous embodiments in the embodiment shown in Figure 9 is that both the front wheel and the rear wheel are designed as driven wheels 8. The means of transport 1 thus preferably has two drive units 10, as described above.These drive units 10 are preferably each arranged on one of the wheels 8 and 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 wheel 8, is designed as described above, and reference is made to the preceding descriptions.

[0044] Figure 10 shows another 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 seat assembly 3 and preferably forms a loading platform 45 for transported goods 17, and also 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 transitions directly into a one-sided guide element 13, which mounts the driven wheel 8 via the drive unit 10 in the manner described above. Here, the front wheel is preferably used as the driven wheel 8. designed with the arrangement according to the invention. The fact that a comfortable sitting and pedaling position for the rider is nevertheless possible is due to the flexible design of the frame 2.

[0045] Figure 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 3, and which preferably transitions directly downwards in the vertical direction into a one-sided guide element 13 that supports the driven wheel 8 via a drive unit 10. This is, in particular, the only wheel 8 of the means of transport 1, regardless of whether it is driven or undriven. It can be provided that the unicycle supports the rider's balance on the unicycle by means of appropriate control of the drive unit 10 by the electronic control unit. For this purpose, for example, tilt sensors can be provided that supply the necessary measured values ​​for such control.

[0046] Figure 12 demonstrates the use of a means of transport 1 according to the invention with a weather protection device 52. The weather protection device 52 is shown in perspective to clarify the position of the access opening 53, even though the means of transport 1 is shown in a side view. The two side walls of the weather protection device 52, which are spaced apart from each other transversely to the forward direction a, are actually aligned with each other 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 such a way that they enclose the seating device 3 in the forward direction a towards the front, to the right and to the rear, and vertically above. 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 unit 3, the weather protection device 52 preferably has an access opening 53. This opening is specifically designed to allow a driver to board and disembark the vehicle 1 or the seating unit 3 through the access opening 53. The compact arrangement of the driven wheel 8 vertically below the seating unit 3 facilitates convenient boarding and disembarking through the access opening 53. Therefore, the protective walls 54 of the weather protection device 52, which run parallel to the forward direction a, can be permanently closed. Consequently, no access point, such as an opening, is required at this location. The side walls are therefore particularly dense and can also be highly transparent.

[0047] Figures 13 to 17 show various configurations of the invention by way of example. However, individual aspects of the embodiments described herein can equally well be applied to the embodiments described previously, and vice versa. The embodiment shown in Figure 13, for example, is similar in its construction to that of Figures 4 and 5. Here too, the crankshaft axis of rotation T can be offset from the engine axis of rotation M and the wheel axis of rotation R, and thus from the common axis of rotation 11. The crankshaft 26 is preferably connected to the pedal drive shaft 47 via a traction element 46. The traction element 46, and in particular the traction element connections 48, 49, is / are preferably enclosed by a housing 58, for example a metal or plastic housing, which shields the traction element 46 and, if applicable, the traction element 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 damps the transmission of vibrations and / or oscillations from the driven wheel 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 be part of the guide element 13.

[0048] Figure 14 shows an embodiment whose construction is similar, for example, to that of Figure 3. In other words, the common axis of rotation 11 can also encompass the motor axis of rotation M, the wheel axis of rotation R, and the crankshaft axis of rotation T. A spring and / or damping device 55 can also be provided in such an embodiment. Furthermore, Figure 14 shows the possibility that the support structure 27, and in particular the entire drive unit 10, is indeed designed or mounted to be rotationally fixed relative to the common axis of rotation 11, but can be designed or mounted to be rotatable about a wheel steering axis L, in particular a vertical one, 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 oriented in particular perpendicular to the common axis of rotation 11.In this way, for example, a steering movement of the driven wheel 8, which rotates around the wheel steering axis L together with the support structure 27 and in particular the drive unit 10, can be realized.

[0049] Figures 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, each of which is mounted on the frame via a one-sided guide element 13 and can have a drive unit 10. Here, too, the crankshaft axis of rotation T can be offset from the motor axis of rotation M and the wheel axis of rotation R, and thus from the common axis of rotation 11. In the embodiment shown according to Figure 15, the two driven wheels 8 can also be rotatably mounted on the guide elements 13 via a wheel steering joint 56 about a wheel steering axis L. At least in the straight-ahead position of the two driven wheels 8, however, it can be provided that the respective common axis of rotation 11 of the two drive units 10 are coaxially aligned.The crankshaft 26 is preferably connected via a traction element 46 and in particular per. Each drive unit 10 has a drive shaft 57 connected downstream of the traction element 46 to the pedal drive shaft 47. The drive shaft 57 can, for example, be designed as a cardan shaft. A cardan shaft is particularly well suited, for example, to compensate for the rotation of the drive units 10 and the driven wheels 8 about the wheel steering axes L.

[0050] Figure 16 shows an embodiment in which several, for example two, single-sided guide elements 13 can be mounted together on the frame 2. The guide elements 13 are thus preferably connected to each other and mounted together on the frame 2. A spring and / or damping device 55 can preferably be arranged between the connected guide elements 13 and the frame 2. Furthermore, Figure 16 shows that, in an embodiment with at least two drive units 10, the pedals 12 can be arranged between these two drive units 10. Here, the crankshaft axis of rotation T, the motor axis of rotation M, and the wheel axis of rotation R are preferably arranged coaxially as a common axis of rotation 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 relative to the guide elements 13. In other words, the driven wheels 8 are unable to steer relative to the frame 2. The crankshaft 26 can therefore be designed as a rigid shaft, which leads in particular to a robust and simple design.

[0051] Figure 17 shows a further modification. Similar to the embodiment in Figure 15, in the embodiment according to Figure 17 each one-sided guide element 13 can be individually mounted on the frame 2 via a spring and / or damping device 55. Furthermore, the driven wheels 8, together with the drive unit 10 or the support structure 27, are preferably rotatably mounted on the guide elements 13 via a wheel steering joint 56 about the wheel steering axis L. To enable this rotatability, the crankshaft 26 can be connected to the pedal drive shaft 47 via a drive shaft 57, in particular a cardan shaft. In this specific embodiment according to Figure 17, a tension member 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, separate mounting of the pedals 12 and / or the crankshaft 26 on the frame 2 may be provided. However, in this embodiment, it may be preferable for the pedals 12 and, in particular, the crankshaft 26 to be arranged between the drive units 10. Overall, Figures 13-17 illustrate how flexibly the invention can be used in different embodiments and in different combinations of features on a means of transport 1.

[0052] Figures 18, 19, and 20 illustrate an embodiment of the invention in which the means of locomotion 1 is designed as a wheelchair. To avoid repetition, reference is essentially made to the preceding explanations of the aforementioned embodiments, and the special features and differences compared to the preceding embodiments are explained below in a supplementary manner.

[0053] Figure 18 shows, for further illustration, a highly schematic operator 59, seated in the wheelchair in the seat 3, which is designed as a seat with a backrest and seat surface in a known manner, and operates and controls the wheelchair from this seated position. In this case, the crank mechanism 12 is manually operated and designed as a handrim, through which the operator 59 can apply muscle power to the drive unit 10. The schematic setup is shown in more detail in Figure 19, which is an analogous view to Figure 3 for a crank mechanism 12 designed as a pedal. A comparison of the figures clarifies the similarities in the basic structure.The essential difference lies in the fact that the handrim, located on the outside of the seat 3 in the axial direction of the axis 11, can only be operated from one side when properly used, 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 preceding embodiments, in particular Figures 6 and 7, again with the difference that muscle power can only be applied to the crankshaft 26 in the axial direction from one side via the handrim. The aforementioned pedal drive shaft 47 is thus, in this case, a "handrim drive shaft".

[0054] Figure 20 illustrates another special feature of the wheelchair compared to most of the preceding embodiments. Specifically, it comprises two drive units 10, whose input and output shafts are preferably all arranged coaxially. Functionally, each of the drive units 10 is preferably exclusively assigned to one of the two drive wheels, with particular reference also made to the descriptions in Figures 15, 16, and 17. The two drive units 10 and their control can be operated independently 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 of a known design, configured such that the wheelchair is self-balancing and held in a stable, upright position. This may, in particular, Driving over obstacles on the ground, such as a curb, stairs, etc., is considerably easier.

[0056] Figures 21 and 22 illustrate a particularly preferred combination of two means of transport 3 according to the invention, specifically a wheelchair L (on the right side in Figures 21 and 22) and a cargo bike 1 (on the left side), as described in more detail, for example, in Figures 2 and 12. The special feature here is that the cargo bike in this case comprises a comparatively low loading platform 45, at the front of which there is an adjustable ramp 60 that can be positioned between a swung-away loading position (Figure 21) and a swung-away transport securing position (Figure 22), allowing the wheelchair to drive onto the loading platform 45 of the cargo bike at a comparatively low incline.

[0057] The described frame designs and the designs of the loading platforms 45 are merely examples intended to illustrate the flexibility of the invention. All features of these different embodiments, particularly regarding the frame design, can therefore be combined with one another to form further embodiments of the inventive means of transport 1. 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.

Claims

PATENT 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 electric motor 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 impeller (8) are arranged, wherein the impeller (8) has a first wheel end face (35) and a second wheel end face (36) which are arranged at a distance 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 one another 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 impeller (8) is mounted 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 connected to the one-sided guide element (13) in a rotationally fixed manner at least with respect to a rotation about the common rotation axis (11), which support structure supports the drive output shaft (21) and the muscle power input shaft (34) is rotatably mounted 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).

2. Means of transport (1) according to claim 1, characterized in 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 locomotion (1) according to one of the preceding claims, characterized in that the running wheel (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 in 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 that wheel end side (35, 36) on which the one-sided guide element (13) is arranged.

5. Means of locomotion (1) according to one of the preceding claims, characterized in 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 traction means, in particular also without drive shafts, in particular without chains and belts.

6. Means of locomotion (1) according to one of the preceding claims 1-4, characterized in that the crankshaft rotational axis (T) is arranged at a distance from the common rotational axis (11) formed by the engine rotational axis (M) and the wheel rotational 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 locomotion (1) according to one of the preceding claims, characterized in that 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 in that the running wheel (8) has a rim (37), a flange (39) and a wheel structure (20) connecting the rim (37) to the flange (39), and in that the drive output shaft (21) is connected in a rotationally fixed manner, and in particular directly, to the flange (39).

9. Means of locomotion (1) according to one of the preceding claims, characterized in that the running wheel (8), in particular the rim (37) of the running wheel (8), spans a wheel plane (23) and that the one-sided guide element (13) extends on the first or the second wheel end side (35, 36) into the wheel plane (23).

10. Means of transport (1) according to one of claims 8-9, characterized in 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 in 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 in 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 running wheel (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 running wheel (8) and / or the common axis of rotation (11).

13. Means of transport (1) according to the preceding claim, characterized in that the seat axis (40) between the running wheel (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 in 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 in 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 summed 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 locomotion (1) according to one of the preceding claims 4-15, characterized in that the pivot 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 in 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 sides 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 in that it is designed as a cargo bicycle, cargo bike, transport bike or cargo bike and has at least one loading area (45) for transported goods (17).

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