Traction mechanism unit, single-track or multi-track vehicle with traction mechanism unit, method for assembling and operating the vehicle, method for avoiding pedal kickback in a vehicle, method for transmitting drive torque in a single-track or multi-track vehicle, and method for eliminating interaction between a drive train with a traction mechanism unit and a suspension / damping system in a single-track or multi-track vehicle

Abstract

The present invention relates to a vehicle with a traction mechanism unit (16), a method (60) for assembling the vehicle (F), a method (65) for avoiding pedal kickback in the vehicle (F), a method for transmitting drive torque of a single or multi-track vehicle through a traction mechanism unit (16), and a method for eliminating interaction between a drive train with a traction mechanism unit (16) and a suspension / damping system (10) in a single or multi-track vehicle (F), and the corresponding traction mechanism unit (16).

Description

[Technical Field]

[0001] The present invention relates to a traction mechanism unit for a single or multi-track vehicle, in particular a bicycle, pedelec, electric bicycle or bicycle with auxiliary drive, and to a single or multi-track vehicle, in particular a bicycle, pedelec, electric bicycle or bicycle with auxiliary drive.The present invention also relates to a method for assembling a vehicle, a method for avoiding pedal kickback in a vehicle, a method for transmitting drive torque of a single or multi-track vehicle through a traction mechanism unit, and a method for eliminating interaction between a drive train with a traction mechanism unit and a suspension / damping system in a single or multi-track vehicle. [Background technology]

[0002] General vehicles include, for example, single- or multi-track vehicles such as bicycles, in particular electric bicycles, e-bikes or pedestrian-assisted bicycles. In particular, general vehicles include vehicles of vehicle categories L1e, L2e, L3e, L4e, L5e, L6e and L7e according to Article 4 of EU Regulation 2013 / 168 / EU of 15 January 2013. Furthermore, they include, in particular, vehicles designed for a maximum speed of 6 km / h, vehicles intended exclusively for sports competitions, pedal-driven bicycles with pedal assistance equipped with an electric motor-based auxiliary drive with a maximum continuous rated power of 250 W, whereby assistance is discontinued when the rider stops pedaling and where assistance is gradually reduced as the vehicle speed increases and is discontinued before the vehicle speed reaches 25 km / h, self-balancing vehicles with electric motor-based propulsion, pedal-propelled sports vehicles, pedal-propelled vehicles without at least one seat, and pedal-propelled vehicles with an R-point (according to ECE-R17) of ≤ 400 mm. Transportation bicycles also fall into this category. They often have a front wheel and at least one rear wheel connected by a frame. However, there may be multiple rear wheels, e.g., two rear wheels, and / or multiple front wheels, e.g., two front wheels, and in particular any combination thereof. These wheels may be arranged side-by-side relative to the forward direction of travel, as in a tricycle or vehicle with a sidecar, or arranged front-to-back relative to the forward direction of travel, as in a tandem vehicle. The front wheels are usually mounted to rotate about a front axle, and the rear wheels are mounted to rotate about a rear axle. Such vehicles are increasingly equipped with at least one electric motor to assist the user in propelling the vehicle. Typically, the vehicle is not solely powered by this electric motor; rather, the electric motor assists the user in propelling the vehicle with their own human muscle power. In most cases, the degree of assistance is selectable. In this way, the user can exert as much or as much of their own power as desired while riding such a vehicle, while traveling at a comfortable speed that is usable in everyday life. Additionally, the general vehicle may be an autonomous vehicle, i.e., a vehicle that can be driven without active control input from a driver.

[0003] A typical vehicle typically has at least one traction means by which drive energy obtained from human muscle power and / or a drive system, e.g., an electric motor, can be transmitted to at least one driven wheel, e.g., at least one rear wheel or at least one front wheel. Chains and / or belts are typically used as traction means. Both traction means have advantages and disadvantages. For example, chains typically experience increased wear, resulting in a relatively short service life. Belts, on the other hand, have a significantly longer service life but require a very large pre-tension to allow adequate force transmission. The associated traction forces typically need to be absorbed by the vehicle frame.

[0004] CN109533163A describes a general vehicle, particularly a folding bicycle, having a general traction mechanism unit for transmitting drive energy. The traction mechanism unit includes an input traction means driven by an input traction means pulley and an output traction means driving an output traction means pulley. Thus, the input traction means pulley is the "force input," and the output traction means pulley is the "force output" toward the driven wheels. In CN109533163A, the input traction means is a chain, and the output traction means is a belt. The input traction means and the output traction means are arranged in series and in a transmission connection with each other via a transmission traction means pulley unit. The transmission traction means pulley unit includes an input traction means pulley engaged with the input traction means and an output traction means pulley engaged with the output traction means, and the input traction means pulley and the output traction means pulley are coaxially rotatable relative to each other. The input traction means pulley and the output traction means pulley are arranged in a co-rotating manner. The input traction means pulley is driven by a drive shaft connected to the pedals and / or drive unit, thereby driving the input traction means, which in turn drives the output traction means via a transmission traction means pulley unit, which in turn drives the output traction means pulley, which is in driving connection with the rear or front wheels, thereby initiating the propulsion movement.

[0005] The vehicle and traction mechanism unit structures known from the prior art suffer from several drawbacks. On the one hand, all gears or transmission elements are fixedly mounted on the vehicle frame. This causes the traction means to be pulled between these gear elements fixed to the frame. As a result, tension forces generated by the pretensioning of the traction means are introduced into the frame, which must be compensated for by a correspondingly heavy, sturdy, and inflexible frame design, especially when a belt is used as the traction means. Because the frame of a conventional vehicle is used to absorb the pretensioning force of the traction means, the traction means can only be pretensioned once it is mounted on the frame and thus on the vehicle. This, along with the fact that all gear elements also need to be separately fixed on the frame, results in an overall increase in the assembly work of prior art gear units. The large pretensioning forces required for the use of belts are usually hardly realized by end users in practice, thus increasing the need for maintenance. Furthermore, until now, the displacement of the center distance between the drive shaft and the driven rear wheel shaft caused by the compressive movement of the rear wheel relative to the frame had to be compensated for by an additional tensioning element for the traction means, e.g., a separate chain tensioning device. If the traction means is also pulled during vehicle braking, for example to recover drive energy via a regenerative device, then two such pulling elements would need to act on the traction means, alternating between drive and release sides, which is usually not implemented due to the complexity and high costs involved. Summary of the Invention [Problem to be solved by the invention]

[0006] Against this background, it is an object of the present invention to mitigate or eliminate the drawbacks of the prior art. Accordingly, a vehicle with an improved traction mechanism unit and an improved gear unit should be provided. In particular, it is an object to simplify the assembly and operation of the vehicle, in particular the gear unit. [Means for solving the problem]

[0007] This object is achieved by one of the traction mechanism unit, the vehicle and the method according to the independent claims. Preferred embodiments are listed in the dependent claims.

[0008] Specifically, with respect to the above-mentioned general traction drive unit, this object is achieved by providing a first support unit supporting the input and input traction means pulleys to absorb the traction force of the input traction means, and a second support unit supporting the output and output traction means pulleys to absorb the traction force of the output traction means. The first and second support units are further configured to rotate separately from or relative to each other, particularly around the transfer traction means pulley unit. An important core idea of ​​the present invention is therefore that the traction mechanism unit itself is configured so that the traction or pre-tension forces of the used traction means, i.e., the input and output traction means, are absorbed by their own support units that are not part of the vehicle frame. This allows the traction force required for the operation of the traction means to be decoupled from the torque transmitted via the traction mechanism unit, resulting in advantages that will be described in more detail below. Therefore, regardless of the specific vehicle, the traction means unit according to the present invention is an independent structural unit that also absorbs the traction force required to pull the respective traction means. The support units are therefore part of the traction mechanism unit itself, so that the traction mechanism unit can be arranged or mounted on the vehicle frame in a substantially tension-free manner. The first and second support units fully absorb the tension or pre-tension forces of the input and output traction means. The support units therefore prevent tension forces from being introduced into the frame. The input traction means pulley, output traction means pulley, and transmission traction means pulley are rotatably mounted in their respective support units, so that the traction means rotating around the traction means pulleys can transmit rotational motion around their respective axes in a known manner. However, in addition, the two support units are also rotatable relative to each other, in particular around the rotation axis of the transmission traction means pulley unit. The ability of the support units to rotate relative to each other means that the distance between the input traction means pulley and the output traction means pulley, or their rotation axis, can be dynamically adapted to the structural conditions of the respective vehicle and / or during operation, for example, during rear wheel suspension compression, as will be explained in more detail below.Finally, this gives the traction mechanism unit a certain degree of freedom of movement in a plane perpendicular to the rotation axes of the input and output traction means pulleys. It is important to emphasize in this respect that the pulling force of the traction means itself is not affected by such rotation of the two support units relative to one another, i.e., by changing the angular position of the two support units relative to one another. As will be shown in more detail below, this approach makes it possible, in a completely novel way, to completely dispense with elements that normally "re-tighten" the traction means during operation, such as chain tensioning devices. The fact that the distance between the input and output traction means pulleys can also be changed significantly simplifies the assembly of the traction mechanism unit.

[0009] Another key feature is that the traction mechanism unit according to the present invention is designed as an independent and self-contained structural unit that can be easily carried by a person, in particular with the traction means already fully assembled in the unit, independent of the vehicle's equipment. The traction gear is thus an extremely versatile functional module that can be easily and effortlessly adapted to various center distances between the input and output rotary shafts in vehicles of the above-mentioned type. In terms of size, the traction mechanism unit therefore preferably weighs less than 5 kg, in particular less than 3 kg. Furthermore, it offers the possibility of providing a self-contained drive train, preferably with the exception of the input and output connection points, which can be provided pre-assembled and ready to use, without the need for significant individual adaptation criteria in the vehicle.

[0010] The support units can therefore be elements which, on the one hand, allow a fixed spacing between the input traction means pulley and the rotation axis of the transmission means pulley unit, and, on the other hand, allow a fixed spacing between the output traction means pulley and the rotation axis of the transmission means pulley unit, and which simultaneously absorb the tensile forces required to pull or maintain the tensile forces of the respective traction means. For this purpose, it is clear that the support units have at least sufficient stability to absorb not only the tensile forces introduced via the traction means, but also simultaneously the drive forces introduced by the drive system. For this reason, it is preferred that both support units extend longitudinally along the longitudinal axis between the respective rotation axes and are configured in particular web-like, more particularly in pairs.

[0011] In the traction mechanism unit, drive energy is transmitted from the input traction means pulley to the input traction means. From the input traction means, the drive energy is then transmitted to the input traction means pulley of the transmission traction means pulley unit, which in turn transfers the drive energy to the output traction means pulley. The output traction means pulley drives the output traction means pulley via the output traction means. Thus, at least two traction means are arranged in series, i.e., functionally arranged one behind the other in the direction of force transmission. Preferably, the input traction means pulley and the output traction means pulley of the transmission traction means pulley unit are coaxial with each other. For this purpose, the transmission traction means pulley unit has a transmission shaft, and the input traction means pulley and the output traction means pulley are preferably arranged coaxially with the transmission shaft. At the same time, the transmission shaft is preferably also a rotation axis around which the first support unit and the second support unit are configured to rotate relative to each other. In other words, the transmission shaft thus realizes a so-called "knee joint" between the two support units.

[0012] The transmission of drive energy from the input traction means pulley to the output traction means pulley can be implemented in a variety of ways, for example, in the form of a wide variety of gears. For example, additional gear elements may be arranged to transmit drive energy between the two traction means pulleys. However, it is preferred that the input traction means pulley and the output traction means pulley are configured in a co-rotating manner with respect to each other. It is particularly preferred that they are configured as an integral part. The input traction means pulley and the output traction means pulley then together form one integral component. The transmission traction means pulley unit may also therefore be implemented as an integral component connected to both the input traction means and the output traction means.

[0013] As will be explained in more detail below, the traction mechanism unit according to the invention can be used to significantly minimize or eliminate mutual interference between the drive and suspension parts ("anti-squat") in conventional vehicles, typically bicycles, while simultaneously increasing the degree of freedom in construction, particularly to the extent that anti-squat optimization is possible independently of the intersection of the traction line and the anti-squat line, as is known per se in the prior art. Additionally or alternatively, the undesirable effects of "pedal kickback" can also be effectively counteracted. For this purpose, it may be preferable for the transmission ratio from the input traction pulley to the output traction pulley and / or from the input traction pulley to the output traction pulley and / or from the input traction pulley to the input traction pulley and / or from the output traction pulley to the output traction pulley to be 1:1. In general, larger or smaller transmission ratios may also be used here, of course. However, a 1:1 ratio is preferred. In particular, pedal kickback can be fully compensated for if the traction means pulleys of the transmission traction means pulley unit, i.e., the input and output traction means pulleys, have the same effective radius as the input and output traction means pulleys. In this case, there is also a 1:1 ratio between these traction means pulleys. The effective radius is the radial distance from the circumferential surface of the traction means pulley in contact with the traction means to the rotation axis. However, the invention also makes it possible to set any desired pedal kickback. For example, if the effective radius of the input and output traction means pulleys, i.e., the transmission traction means pulley unit, is smaller than the effective radius of the input and output traction means pulleys, so-called positive pedal kickback, i.e., pedal kickback directed opposite to the pedaling direction, occurs in the event of compression at the driven wheel, e.g., the rear wheel. On the other hand, if the effective radius of the input and output traction means pulleys is larger than the effective radius of the input and output traction means pulleys, then for example so-called negative pedal kickback, i.e. pedal kickback directed in the pedaling direction, occurs in the case of compression at the driven wheel.In summary, it can be said that the traction mechanism unit according to the present invention therefore particularly advantageously allows for variations in the transmission ratio, and therefore variations in the transmission ratio, in particular with regard to so-called pedal kickback, and in particular allows for "adjustment" of pedal kickback to individual behavior, including even elimination of pedal kickback or adjustment of the desired pedal kickback behavior.

[0014] This does not necessarily require a 1:1 transmission ratio from the input traction means pulley to the output traction means pulley. In particular, for high-speed vehicles such as racing bicycles, it may be preferable to have a speed-increasing transmission ratio from the input traction means pulley to the output traction means pulley. For example, a transmission ratio of 1:1 to 1.5 may be used in this case. However, even in this case, pedal kickback can be completely or at least almost completely avoided using the traction mechanism unit according to the present invention, and thus becomes practically negligible. To achieve a speed-increasing transmission ratio toward the output traction means pulley, the number of teeth or diameter of the input traction means pulley must be greater than the number of teeth or diameter of the output traction means pulley. To further eliminate or reduce pedal kickback with such a transmission ratio, it is indicated that the number of teeth or diameter of the transmission traction means pulley unit, i.e., the input and output traction means pulleys, should be between the number of teeth or diameter of the input and output traction means pulleys, thus constituting a preferred embodiment of the present invention for a speed-increasing transmission ratio. In this way, the transmission traction means pulley unit compensates for the pedal kickback imposed by the input and output traction means pulleys. For example, pedal kickback is reduced to almost zero when the input traction means pulley has 46 teeth, the output traction means pulley has 36 teeth and the transmission traction means pulley unit has 40 teeth.

[0015] In this connection, it is therefore particularly important that the transmission traction means pulley unit is supported exclusively via the first and second support units. In particular, therefore, no fixing devices are provided on or in the area of ​​the transmission pulley unit itself, by means of which rigid fixing to the vehicle frame can be achieved. Supporting the transmission traction means pulley unit exclusively via the first and second support units ensures that the traction force of the traction means is actually absorbed by the support units in order to transfer it between the torque input and the torque output, for example between the pedal shaft and / or the motor shaft and the front or rear axle, without any feedback effect.

[0016] To keep wear on the traction means as low as possible and eliminate the risk of injury from moving traction means, the input and output traction means are preferably shielded or encapsulated from the outside. For this purpose, a housing is preferably provided within which the traction means moves. The role of the housing, therefore, is primarily to form a physical barrier protecting the traction means from external influences such as dirt. Preferably, the housing is stationary relative to the support units. Ideally, the first support unit has a first housing, and / or the second support unit has a second housing, with the housing or housings encapsulating or enclosing the input and output traction means, respectively, particularly completely, possibly with the additional involvement of one or more traction means pulleys. Encapsulation according to the present invention is not necessarily intended to be a complete, e.g., airtight, enclosure of the traction means. Another advantage of using a housing is that the risk of injury is significantly reduced. For this purpose, the housing is preferably configured to at least have no openings through which an operator could insert their fingers or hands. It is particularly preferred if the housing has at least a substantially closed surface around at least the traction means. Various variations may be used regarding the choice of material. However, it is preferred that at least the first and / or second housing is made of plastic. One or more sealing means may be provided between the first and second housings, which move relative to each other when the support unit rotates around the transmission traction means pulley unit, to ensure complete encapsulation of the traction means even when the housings move relative to each other. Such sealing means may be, for example, elastic sealing elements and / or labyrinth seals. Even if each housing is made up of multiple parts, such sealing means may be provided between the individual parts.

[0017] Preferably, the housing is made up of several parts, in particular the first housing and / or the second housing may each comprise two housing halves or two housing shells which are adapted to be complementary to one another, in particular precisely in the abutment region, and which together form a receiving interior, in particular for the traction means.

[0018] In general, the support unit may have a separate force absorber, such as a material web, configured to absorb the tensile force of the traction means, in addition to or without the housing. However, it is particularly preferred to dispense with such a force absorber separate from the housing. Therefore, it is preferred that the first support unit is particularly completely formed by the first housing itself, so that this first housing is particularly configured to completely absorb the tensile force of the input traction means. Additionally or alternatively, it is preferred that the second support unit is particularly completely formed by the second housing, so that this second housing is particularly configured to completely absorb the tensile force of the output traction means. It is highly preferred that the first and second housings fully absorb the tensile forces of the input and output traction means. Separate force absorbers are therefore not necessary. In this case, each support unit is completely formed by its respective housing. In this case, the housing serves a dual function: in addition to shielding the traction means, it also serves to absorb the tensile force required to pull the traction means. In this connection, use may also be made of a composite structure in which additional support elements are incorporated into the housing, thereby absorbing the pulling and transmission forces required for use of the traction mechanism unit.

[0019] To set the pretensioning force for the input and output traction means, options known in the prior art for this application field may generally be considered. The traction mechanism unit preferably has at least one traction means tensioning device, in particular one for each traction means. According to a preferred embodiment, the first support unit may have a first traction means tensioning device for pretensioning the input traction means, and / or the second support unit may have a second traction means tensioning device for pretensioning the output traction means. The first and / or second tensioning devices may be, for example, linearly adjustable tensioning units configured to adjust the distance between the rotation axis of the input or output traction means pulley and the transmission traction means pulley unit along a substantially linear adjustment curve. However, the tensioning units are preferably configured as eccentric traction means tensioning devices. Each support unit therefore has an eccentrically shaped ring arranged coaxially with the respective traction means pulley, which is accessible from the outside of the traction mechanism unit via a pretensioning access. By rotating this eccentric traction means tensioning device, the distance between the input traction means pulley and the input side traction means pulley or the distance between the output side traction means pulley and the output side traction means pulley is changed, in particular increased, so that the input traction means and the output traction means, respectively, are pretensioned. The traction means tensioning device of the first support unit may, for example, be arranged on the input traction means pulley or the input side traction means pulley. The traction means tensioning device of the second support unit may, for example, be arranged on the output side traction means pulley or the output traction means pulley.

[0020] Preferably, the traction means tensioning device of the first support unit is disposed on the input traction means pulley, and the traction means tensioning device of the second support unit is disposed on the output traction means pulley. In other words, the first and / or second traction means tensioning devices are preferably disposed on the transmission traction means pulley unit. As already mentioned, there is at least one pre-tensioning access through which the first and / or second traction means tensioning device can be accessed from the outside, particularly to adjust the pre-tensioning position. It is particularly preferred that each traction means tensioning device has at least one such pre-tensioning access. The traction means tensioning device can be used to adjust the traction means tension even before the traction mechanism unit is mounted on the vehicle. This is made possible by the fact that the traction mechanism unit includes a support unit for absorbing the tensioning force and does not need to rely on the vehicle frame to introduce the tensioning force. This allows the traction means pre-tensioning to be set already in the factory, so that no special tools are required, even when the end user installs the traction mechanism unit on their own vehicle. In addition, no special expertise is required.

[0021] The exact arrangement of the traction means tensioning devices can be varied. For example, the transmission traction means pulley unit may be mounted to the first support unit or first housing and / or the second support unit or second housing via a rolling bearing, e.g., a roller bearing. Here, the first and / or second traction means tensioning devices are preferably arranged inside or outside this rolling bearing. Inside or outside in this case means being inside, as viewed radially inward with respect to the transmission shaft of the rolling bearing, or being outside, as viewed radially inward with respect to the transmission shaft of the rolling bearing. Thus, looking from radially outward to radially inward with respect to the transmission shaft, the contact surface of the input or output traction means pulley of the respective traction means is followed by the traction means tensioning device, which is then followed by the rolling bearing. This describes the arrangement of the traction means tensioning devices outside the rolling bearing. Alternatively, looking from radially outward to radially inward with respect to the transmission shaft, the contact surface of the input or output traction means pulley of the respective traction means is preferably followed by the rolling bearing, which is then followed by the traction means tensioning device. This describes the arrangement of the traction means tensioning devices inside the rolling bearing. Each of the described arrangements for the traction means tensioning device has structural advantages that may be selected depending on the particular application.

[0022] In particular, chains and belts can be used as traction means in the present invention. However, it is particularly preferred if the input traction means and / or the output traction means are configured as belts, in particular toothed belts. According to the present invention, the traction forces of the traction means are absorbed by the support units, so the present invention avoids the difficulties associated with the action of large belt tension forces, which are commonly found in the prior art, for example, due to the fact that a special configuration of the frame itself is no longer required, since the relatively large tension forces are absorbed by the first and second support units. The present invention therefore makes it possible to utilize the advantages of belts, such as their durability, without the associated disadvantages.

[0023] The traction mechanism unit of the present invention is also suitable for a brake device to be arranged thereon. For example, a brake device including a brake caliper and a brake disc is preferably provided. The brake caliper and / or brake disc are preferably arranged or mounted on the traction mechanism unit, and particularly preferably form a coherent pre-assembled module together with the traction mechanism unit. In particular, the brake disc is arranged coaxially with the input traction means pulley, or the output traction means pulley, or the transmission traction means pulley unit, and in particular is connected in a co-rotating manner. The brake disc therefore rotates together with the respective traction means pulley. The brake caliper, on the other hand, is preferably arranged or mounted on the housing of the traction mechanism unit. It is therefore fixed and can be pressed against the brake disc for braking. In this way, bearing forces occurring during braking are directed to the bearing structure of the traction mechanism unit, rather than, for example, the frame. In addition, this arrangement allows for a much easier maintenance concept, as will be discussed in more detail below.

[0024] In cooperation with electronics, e.g., a control device, provided on the vehicle in a preferred embodiment, the traction mechanism unit of the present invention may perform even further functions. For example, the traction mechanism unit preferably includes a speed sensor, in particular for determining the vehicle's travel speed. The sensor may be, in particular, a Hall sensor. In particular, the speed sensor is arranged on the input traction means pulley, the output traction means pulley, or the transmission traction means pulley unit. Furthermore, the traction mechanism unit may include, for example, a suspension movement sensor that measures the rotation of the support units relative to each other, in particular about the transmission axis. This rotation can be used to infer the compression movement of the rear or front wheels relative to the frame. For example, the suspension movement sensor may be arranged in the area of ​​the transmission traction means pulley unit and detect, for example, the rotation of the two support units relative to each other around the transmission traction means pulley unit and infer the suspension movement from this. Alternatively, for example, the rotation of the front support unit relative to the frame or the motor can be determined. This allows for a particularly compact design, since the sensor can then be arranged inside the motor and the position can be detected, for example, via a magnet that is rotated relative to the sensor, i.e. arranged fixedly on the front support unit, so that no cables external to the motor are required.

[0025] Both the speed sensor and the suspension movement sensor may be in signal connection with the vehicle's control device via a signal cable or wirelessly. Furthermore, the traction mechanism unit may also include a generator for recovering drive energy as electrical energy. This generator may act in the manner of a dynamo to generate electrical energy for operating the vehicle's electrical components from energy introduced by human muscle power.

[0026] The present invention provides several ways of configuring a traction mechanism unit within the region of the transmission traction means pulley unit. In a preferred embodiment, the transmission traction means pulley unit, in particular the housing of the support unit, also has a through-opening extending through the traction mechanism unit and opening to the outside. The through-opening therefore extends completely through the traction mechanism unit, thereby allowing visibility from one side to the other. The through-opening is preferably coaxial with the transmission shaft and cylindrical along the transmission shaft. The through-opening is preferably bounded radially outward of the transmission shaft by the transmission traction means pulley unit and / or the internal housing, which is preferably arranged to co-rotate with the transmission traction means pulley unit and is rotatable therewith. Thus, rotating parts of the traction mechanism unit can be seen from the outside through the through-opening when the vehicle is moving. Additionally or alternatively, the through-opening may be at least partially bounded radially outward of the transmission shaft by one or both housings of the support unit. Since these do not rotate during operation of the traction mechanism unit, the rotating parts are not visible or accessible from the outside, which increases the safety of the vehicle. Finally, the through opening can also be closed by a cover belonging to one or both housings of the support unit. In a preferred embodiment, at least one lighting device is arranged in the area of ​​the through opening, which in particular illuminates the inner housing and / or the transmission traction means pulley unit and / or the cover.

[0027] The traction mechanism unit according to the invention therefore ideally also comprises two connection flanges, in particular a first connection flange on or in a co-rotating position with the input traction means pulley and a second connection flange on or in a co-rotating position with the output traction means pulley. The gear connection to or in the drive train of the vehicle is achieved particularly according to the invention via these two connection flanges, for example via a threaded and / or clamped connection.

[0028] The present invention further relates to a vehicle, in particular a vehicle having a traction mechanism unit according to the invention as described above. All of the features, effects and advantages described above for the traction mechanism unit according to the invention also apply mutatis mutandis to a vehicle according to the invention, and vice versa. Simply to avoid repetition, reference is made to the respective separate descriptions.

[0029] For single- or multi-track vehicles, particularly bicycles of the general type, electrically assisted bicycles, electric bicycles, or bicycles with auxiliary drives, i.e., vehicles with a front wheel and at least one rear wheel connected to one another via a frame, where the front wheel is mounted to rotate about a front axle and the rear wheel is mounted to rotate about a rear axle, and for traction mechanism units having at least two traction means, particularly at least two traction means arranged in series with one another, the traction mechanism unit according to the invention may be configured, according to the invention, to absorb the traction forces of the at least two traction means, then completely decoupled from the frame, and to transmit the torque force introduced into the traction mechanism unit via the input traction means pulley to an output traction means pulley isolated from the frame. In contrast to the prior art, the frame is thus decoupled from the traction means' traction forces, which, as will be explained in more detail below, significantly simplifies the assembly process. At the same time, this arrangement means that the traction means' forces do not act horizontally on the rear or front axle, as with conventional chain drives, which ultimately enables decoupling between the drive and the suspension. This basic approach makes it possible to configure the interaction between drive and suspension (anti-squat) independently of the specific transmission ratio, since the traction means forces are decoupled and do not act horizontally on the rear axle. Ultimately, the invention thus eliminates the interaction between drive forces and suspension, which in turn makes it possible to optimize the anti-squat behavior independently of the drive.

[0030] This object is thus achieved in the general vehicle mentioned at the outset, in other words, in that a first support unit supporting the input and output traction means pulleys is arranged to absorb the input traction means pull force independently of the frame, and a second support unit supporting the output and output traction means pulleys is arranged to absorb the output traction means pull force independently of the frame. In this context, the frame of a vehicle is understood to mean all parts of the vehicle that form a support structure for, for example, the front wheel(s), the rear wheel(s), the saddle, and the handlebars. Typical frame parts according to this definition, using the example of a bicycle, are therefore, for example, the top tube, down tube, seat tube, front fork, and / or rear wheel strut or rear wheel swing arm. Such a structure, especially for a bicycle, is also generally referred to as a bicycle frame. Such a frame may also include suspension elements in parts. For example, for bicycles, it is known that the frame structure toward the rear wheel is rigid relative to the rest of the frame structure ("main frame") via a rear wheel strut ("hard tail"), or that the wheel is suspended ("fully") on the rest of the frame structure via a rear swingarm. Suspension of the saddle and / or front wheel is also known. The present invention can be applied to all known configurations of the rear structure of a vehicle or bicycle, such as single link, Horst link, VPP (Virtual Pivot Point), flex rear structure, split pivot, etc. Such systems are described, for example, in US8733774B2, US5899480A, US10106221B2, WO2020154800A1, and US7828314B2. In contrast to this conventional frame structure, it is most important here that two additional elements are provided according to the present invention, which are added to the frame and whose main role is to absorb the tensile forces of the input and output traction means. These elements are the first and second support units. The first support unit and the second support unit are configured to rotate separately from or relative to each other, in particular around the transmission traction means pulley unit.Additionally, the first and second support units are rotatably mounted on the frame. Furthermore, the transmission traction pulley units are preferably mounted exclusively via the first and second support units. The rotatability of the support units relative to the frame or the dedicated mounting of the transmission traction pulley units via the first and second support units ensures that the traction force of the traction means is actually absorbed by the support units, thereby decoupling the traction force of the traction means without any reaction on the rear axle. This allows the rear wheel suspension to behave independently of the drive, thereby optimizing anti-squat, for example. For example, the traction mechanism units are therefore mounted on the frame only in the region of the input and output traction pulleys. These regions of the input and output traction pulleys are, in particular, sections of the respective support units where the respective traction pulleys are actually located. Each region therefore extends over the spatial dimensions of the traction pulleys and terminates at the traction pulleys. The two support units are therefore mounted on the frame with ends spaced apart from each other. At their opposite ends, the support units are then rotatably connected to one another via a transmission traction means pulley unit. As a whole, the two support units thus form a pivot arm connected in the manner of a toggle lever, the bending point of which is located at the rotation axis of the transmission traction means pulley unit. To ensure maximum possible mobility of the traction mechanism units, particularly the input traction means pulley relative to the output traction means pulley, even while the vehicle is in operation, the traction mechanism units in the region of the transmission traction means pulley unit are therefore not directly mounted on the frame but are particularly adjustable relative to the frame. The transmission traction means pulley unit is therefore configured to float freely relative to the frame, particularly to be movable relative to the frame. The resulting flexibility facilitates assembly and provides further advantages during operation, as will be explained in more detail below. This structure according to the present invention allows the frame to bypass the first and second support units and absorb wheel contact forces occurring during vehicle operation.Wheel contact forces in this context refer to all vertical and / or horizontal forces that are introduced from the ground via at least one wheel into the vehicle, in particular into the frame. This includes, for example, forces that counteract the load or rolling resistance that occurs. In addition, it may also include load-bearing and / or damping forces, as well as forces from vehicle dynamics during vehicle travel and driving operation. Wheel contact forces are absorbed or act exclusively on the frame. They therefore do not act on the support unit or traction mechanism unit, which is bypassed by the frame when the force is absorbed. This means that if the traction mechanism unit is removed from the vehicle, the wheel contact forces act in exactly the same way, in particular on the frame. The presence or absence of the traction mechanism unit or on the vehicle does not affect the effect of the forces.

[0031] In general, the support unit may be attached or mounted anywhere on the vehicle frame. Preferably, the support unit is at least indirectly mounted on the frame and rotatable relative thereto, for example, via a connection to one or more shafts of the drive system or the front or rear wheels. In particular, the connection may comprise one or more roller bearings to allow the traction mechanism unit to be adjusted relative to the frame even when mounted. However, the rotation axis of the support unit on the frame does not necessarily have to coincide with the vehicle drive axis or the front or rear wheel axis. The vehicle drive axis refers to the rotation axis around which the vehicle shafts driven by the pedals and / or drive motors rotate. This may be, for example, the rotation axis of the pedal crankshaft and / or the rotation axis of the drive motor or drive unit output shaft. In particular, the drive axis is the rotation axis of the drive unit drive shaft to which drive energy resulting from a combination of human muscle power and at least one drive motor is applied. According to a preferred embodiment, the first support unit is mounted on the frame so as to be rotatable or pivotable around the vehicle drive axis. Pivotability refers to mobility around this axis, although mobility need not necessarily be in the entire circumferential direction and may apply only to a certain angular range. The first support unit may therefore be located, for example, on the pedal crankshaft and / or on the drive shaft of the drive motor or drive motor unit. Additionally or alternatively, the second support unit is preferably mounted on the frame so as to be rotatable around the rear or front wheel axle of the vehicle. The second support unit is mounted on a wheel driven via the traction mechanism unit. This wheel may be a front or rear wheel. It is particularly preferred if the traction mechanism unit is mounted on the frame exclusively via these mounting points. The traction mechanism unit is therefore mounted on the frame exclusively via the rotatable mounting of the first support unit around the drive axle of the vehicle and exclusively via the rotatable mounting of the second support unit around the rear or front wheel axle.In particular, the traction mechanism unit is not connected to the frame at the connection point between the first and second support units, where the transmission traction means pulley unit is also arranged, but is configured to be free-floating or movable relative to the frame. This corresponding arrangement of the support units results in a particularly simple transmission of drive energy from the pedals or drive motor unit to the traction mechanism unit and from the traction mechanism unit to the front or rear driven wheels. In this context, it is important that this design prevents the traction force of the traction means from acting on the front or rear wheel axle. This eliminates any interaction between the drive force and the suspension, thus enabling optimization of the anti-squat behavior independently of the drive.

[0032] According to a preferred embodiment, the drive energy can be transmitted particularly easily when the input traction means pulley is arranged coaxially on the drive shaft of the vehicle and / or the output traction means pulley is arranged coaxially on the rear or front wheel axle of the vehicle. The input traction drive pulley therefore rotates around the same axis of rotation as the drive shaft of the drive unit, which may in particular be driven by a combination of human muscle power and a drive motor. The output traction means pulley, on the other hand, rotates around the same axis of rotation as the wheels driven by the entire traction mechanism unit. The traction mechanism unit therefore transmits the drive energy from the drive shaft to the respective driven wheels, e.g., rear or front wheels.

[0033] As already mentioned, the transmission shaft implements, so to speak, a knee joint between the two support units. In order to ensure the greatest possible range for compensating for changes in the distance between the input and output traction means pulleys via this knee joint, i.e., via the relative pivotability of the support units relative to one another around the transmission shaft, it is particularly preferred that the transmission shaft is arranged vertically above or below the drive shaft and / or the rear or front axle of the vehicle. When the transmission shaft is arranged vertically above the aforementioned axle, it is simultaneously ensured that the traction mechanism unit is particularly far from the ground, for example the roadway, and is therefore protected from collisions with obstacles.

[0034] In conventional vehicles with suspended driven wheels, such as the front or rear wheels, there is an effect known as pedal kickback. This effect occurs when the traction means automatically rotates the drive shaft, and thus the pedal crankshaft, every time the suspension is compressed. In addition to being uncomfortable for the driver, this also rotates the pedal and affects the compression behavior. The occurrence of this effect can be avoided by the traction mechanism unit according to the present invention, because the fact that the transmission traction means pulley unit is movable relative to the frame means that changes in the distance between the drive shaft and the rear wheel axle can be compensated for without changing the adjustment position of the traction means. Regardless of this, this compensation works particularly well if the traction mechanism unit is combined with a drive unit that already has a gear shift, so that there is no need to provide a gear shift on the driven wheels, e.g., on the rear wheels.

[0035] It is advantageous for a general vehicle to be as narrow as possible, especially in the region of the front and rear wheels. This also applies to the traction mechanism unit according to the invention. According to a preferred embodiment of the invention, the second support unit is therefore arranged offset relative to the first support unit toward the center of the vehicle in the direction of the rear or front wheel axle. In particular, the output traction means pulley is also offset relative to the input traction means pulley toward the center of the vehicle in the direction of the rear or front wheel axle. The same applies to the output traction means relative to the input traction means. Thus, the first support unit is offset further outward from the center of the vehicle on the drive shaft in the region where space is required for the drive unit, e.g., including the drive motor, while the displacement of the second support unit toward the center of the vehicle in the region of the driven wheels ensures the desired narrow configuration. In this regard, the center of the vehicle refers to an imaginary central plane extending longitudinally and vertically of the vehicle, which has the same vertical distance to both outermost sides or points of the vehicle.

[0036] Typically, due to the distance from the traction means, e.g., chain, to the rear wheel imposed by the presence of a gear shift cassette on the rear wheel, the spokes of the rear wheel of a conventional vehicle, e.g., a bicycle, must be arranged asymmetrically. However, this then results in different loads on the spokes, thereby reducing the overall service life of the spokes. Therefore, it is preferable that the rear and / or front wheel have a set of spokes that are symmetrical with respect to an axis of symmetry. In this case, the spokes are arranged symmetrically on the rear and / or front wheel. The axis of symmetry of the spokes therefore also corresponds to the axis of symmetry of the rim and tire of the respective wheel. This symmetrical arrangement is made possible by the fact that, according to the present invention, the second support unit, in particular the output traction means pulley, is significantly closer to the axis of symmetry of the wheel than is possible in conventional arrangements with cassettes.

[0037] In one embodiment of the present invention, the rear wheel is connected to at least one rear strut or rear swingarm belonging to the frame. For example, the rear wheel is connected to the seat tube via the rear strut. The rear strut may be rotatable around a strut bearing due to its connection to the rest of the frame, particularly the seat tube. The rotatability of the rear strut around the strut bearing allows the rear wheel to be suspended relative to the frame or seat tube. It is advantageous if the rear wheel is indirectly suspended on the frame, particularly via the rear strut, via a damper, for example on the seat tube and / or top tube or down tube. To prevent the rear wheel strut and the traction mechanism unit from interfering with each other while simultaneously allowing for a narrow rear wheel design, the rear wheel strut coming from the rear wheel is preferably bent vertically upwards, extending or spanning the traction mechanism unit in an arc, particularly vertically above the traction mechanism unit. The curved rear wheel strut is therefore preferably arranged in an upwardly curved state above the traction mechanism unit. This provides vertical installation space below this arc that can be used to accommodate the traction mechanism unit, in particular the transmission means pulley unit. This arrangement, on the one hand, allows for a relatively large overall clearance from the ground in the vertical upward direction, which is particularly advantageous when driving off-road. On the other hand, a large suspension movement can be provided without components of the traction mechanism unit hitting parts of the frame. The strut bearing, at which the rear wheel strut is pivotally connected to the rest of the frame, is preferably positioned offset from the frame-side rotation axis of the first support unit, e.g., the drive shaft. It is particularly preferred that the strut bearing be positioned vertically above the frame-side rotation axis of the first support unit, e.g., the drive shaft or crankshaft. The corresponding configuration meets all the requirements for modern frame configurations for conventional vehicles.

[0038] As already indicated above, it is advantageous if the traction mechanism unit is configured as an independent, self-contained module, e.g., so that pretensioning of the traction means can already be provided at the factory and then mounted on the vehicle by the end user or manufacturer as a coherent, complete unit, particularly in one step. It is particularly preferred that this module also includes a braking device, or at least a portion thereof. Thus, according to this preferred embodiment, the traction mechanism unit has a modular configuration as a coherent structural unit that can be removed from or mounted on the vehicle together with the brake discs and / or brake calipers. It will be understood that suitable connection points may be provided thereto for brake actuation devices, such as Bowden cables or hydraulic actuation means. In particular, the structural unit may be configured so that the input traction means and / or the output traction means can be pretensioned for use independently of the vehicle, thus particularly when removed from the vehicle. This is again made possible by the fact that the support unit of the traction mechanism unit itself absorbs the traction force of the traction means, without requiring a vehicle frame for this purpose. To achieve this as practically as possible, the traction mechanism unit may have connection points, in particular for connecting the input traction means pulley to the vehicle's drive shaft and for connecting the output traction means pulley to the driven wheels, e.g., rear or front wheels. To install the modular traction mechanism unit, it is only necessary to connect these connection points to the drive shaft and the driven wheels or their hub bodies, in particular in a co-rotating manner, more particularly in at least one direction of rotation. These connection points may be connecting devices, such as joints, in particular form-fitting joints, known per se from the prior art for connecting traction means rollers to units that rotate on or around an axis. The rotatability of the two support units relative to each other around the transmission traction means pulley unit makes this assembly particularly simple, since the same modular traction mechanism unit can compensate for various distances between the drive shaft and the driven wheels by rotating the support units. This leaves, for example, significantly more room for manufacturing tolerances.

[0039] In general, the exact implementation of the connection point for connecting the output traction means pulley to the driven wheel may vary. For example, a friction connection or a non-positive connection may be used here. It is particularly preferred if the output traction means pulley is connected to the rear wheel hub body or the front wheel hub body via an axially releasable form-fit connection acting in the direction of rotation, in particular configured as a Hirth tooth. Axial refers in particular to the direction of the respective wheel axis, e.g., the rear wheel axle or the front wheel axle. The axial releasability of the form-fit connection allows for easy mounting via quick-release axles already commonly used in the driven wheels. The rotational form-fit then ensures a safe and efficient transmission of drive energy from the output traction means pulley to the rear wheel hub body and thus to the rear wheel or the front wheel hub body and thus to the front wheel.

[0040] The traction mechanism unit according to the present invention can also be used to simplify the replacement of driven wheels. For this purpose, the traction mechanism unit may remain on the vehicle frame, in particular when the driven wheels are removed from the frame. For this purpose, the rear wheel hub body and / or the front wheel hub body are preferably configured to be dismountable from the output traction means pulley via a form fit, so that the rear wheel hub body and / or the front wheel hub body, respectively, can be removed from the vehicle together with the rear wheel or the front wheel, while the traction mechanism unit with the output traction means pulley, in particular the brake disc and / or brake caliper, remains on the frame. For this purpose, the traction mechanism unit is mounted on the vehicle frame, for example on the rear wheel strut, via a bearing sleeve. In particular, the bearing sleeve is fixed to the frame and may also accommodate the rear wheel axle body. The bearing sleeve also remains on the frame when the driven wheels are removed. To replace a driven wheel, the operator therefore only needs to unscrew the quick-release shaft from the hub body and release the form-fit connection between the axial hub body of the rear or front axle and the output traction means pulley. The driven wheel can then be removed from the frame, with the traction mechanism unit still attached to the driven wheel. In particular, the traction mechanism unit is still attached to the rear wheel strut via the bearing sleeve. The operator therefore does not need to perform any work on the traction mechanism unit to replace the driven wheel. In particular, the operator does not need to release the pre-tensioning of the traction means or remove the traction means from the traction means pulley. Replacing a driven wheel is therefore much simpler and faster than for conventional vehicles.

[0041] The object stated at the beginning is further achieved by a method according to the invention, including a method for assembling a vehicle, in particular the aforementioned vehicle. Furthermore, this object is achieved by a method for avoiding pedal kickback in a vehicle, in particular a vehicle according to the above considerations, and / or a vehicle assembled according to the method for assembling a vehicle. All features, effects and advantages explained above for the traction mechanism unit and / or the vehicle apply mutatis mutandis to the method according to the invention and vice versa. The same applies to the methods according to the invention relative to each other. Simply to avoid repetition, reference is made to the respective separate descriptions.

[0042] As already mentioned, the above-mentioned object is achieved by a method for assembling a vehicle, the vehicle comprising a modular traction mechanism unit, in particular a traction mechanism unit according to the above discussion, a first support unit with input traction means, and a second support unit with output traction means, the two support units being articulated and pivotable relative to each other about a common transmission axis, the method comprising the steps of pretensioning the input traction means and the output traction means in the traction mechanism unit, the pretensioning forces of the input traction means and the output traction means being absorbed exclusively by the support units; installing the modular traction mechanism unit on the vehicle; and compensating for tolerances by pivoting the support units about the transmission axis. The pretensioning of the traction means can be set at the factory, so the end user does not need to worry about the pretensioning at all. Therefore, no special tools are required for vehicle assembly, for example, to adjust the high tension required when using a belt as the traction means. Compensating for different distances between the mounting points of the traction mechanism unit by pivoting the support units relative to each other further simplifies assembly and allows the same traction mechanism unit to be used for a wide range of different vehicle or vehicle frame configurations. In addition, the traction mechanism unit may also simultaneously carry braking devices such as brake discs and / or brake calipers or at least parts thereof, and / or further elements, in particular functional elements such as integrated cable connections, one or more sensors, etc. These can then be pre-assembled together with the rest of the traction mechanism unit and simultaneously installed as a consistent module in a vehicle of the type according to the invention.

[0043] The above-mentioned object is further achieved by a method for avoiding pedal kickback in a vehicle, the vehicle, in particular a vehicle constructed in accordance with the present invention, having a frame, suspended rear wheels or suspended front wheels, and a modular traction mechanism unit, in particular a traction mechanism unit according to the above considerations, together with a first support unit with input traction means and a second support unit with output traction means, the two support units being connected to each other in an articulated manner and pivotable relative to each other about a common transmission axis, the traction mechanism unit transmitting drive energy from the input traction means pulley to the output traction means pulley, the method comprising the steps of compressing the rear or front wheel suspension and compensating for a change in the distance between the input traction means pulley and the output traction means pulley caused by the compressive action by pivoting the support units about the transmission axis and simultaneously moving the support units, so that the transmission axis moves relative to the frame. By compensating for the change in distance in accordance with the present invention, pedal kickback is avoided taking into account the traction means pulley diameter as described above, resulting in a more comfortable ride for the rider. This also allows setting the optimum anti-squat behavior for the chassis.

[0044] A further aspect of the present invention resides in a method for transmitting drive torque of a single-track or multi-track vehicle, particularly a vehicle constructed in accordance with the present invention, via a traction mechanism unit, particularly a traction mechanism unit according to the above discussion describing the present invention. The basic steps of this method consist of absorbing the traction force of the traction mechanism unit in isolation from the frame, followed by introducing torque forces into the traction mechanism unit via an input traction means pulley. These introduced torque forces are then transmitted to an output traction means pulley via at least two traction means insulated from the frame and arranged in series with each other, i.e., one after the other in the force transmission direction. The final step consists in redirecting the torque forces via the output traction means pulley to drive the front or rear wheels. This method according to the present invention may further include relative adjustment of the first and second support units; see the above discussion regarding the structure and function of these support units. Overall, this method allows for decoupling of the traction means forces toward the rear wheel axle and, ultimately, for optimizing anti-squat independently of the intersection of the traction means line and the anti-squat line. In other words, a change in the relative position between the front or rear axle and the drive axle, e.g., the pedaling axle, is compensated for by a change in the relative position of the first and second support elements of the traction mechanism unit without changing the distance between the traction means pulleys of the respective support units. Instead, the relative positions of the two support units with respect to each other are adjusted to compensate for the change in distance. This is done without affecting the traction force of the traction means.

[0045] Finally, another aspect of the present invention relates to a method for eliminating the interaction between the drive train with a traction mechanism unit and the suspension / damping system in a single- or multi-track vehicle, particularly a bicycle, pedelec, e-bike, or bicycle with an auxiliary drive, particularly a vehicle according to the present invention. In terms of basic structure, a vehicle suitable for the method according to the present invention comprises a front wheel and at least one rear wheel, both of which are mounted on a frame. The frame of the method according to the present invention is of multi-part construction and includes a main frame and a wheel strut pivotally mounted thereon. The front wheel is rotatably mounted on the frame around the front wheel axle, and the rear wheel is rotatably mounted on the rear wheel axle, with either the front or rear wheel being attached to the main frame via the wheel strut. One of the two wheels can thus be pivoted relative to the main frame. This can be used in a manner known per se, for example, to achieve vehicle damping. For this purpose, it is known to provide a suitable suspension / damping system between the wheel strut and the main frame. The term "suspension / damping device" refers to a device known per se in the prior art, whose function, for example, is to suspend and damp the movement between the main frame and the wheel struts pivotably mounted thereon. Furthermore, for the method according to the invention, a traction mechanism unit, particularly one according to the invention, comprises at least two traction means, in particular belts, arranged in series with one another. Preferably, a traction mechanism unit according to the invention is used for this purpose. The traction mechanism unit is in a driving connection between the drive shaft and the rotation shaft of the front or rear wheel. With the help of the traction mechanism unit, the drive torque is then transmitted from the input rotation shaft, e.g., the pedaling shaft and / or the motor shaft, to the respective driven wheel. The method according to the invention may here also include damped / suspended pivoting of the wheel struts and the wheels mounted thereon relative to the main frame using the suspension / damping device, for example, when overcoming or passing through obstacles. Alternatively, for example, a transmission independent of the drive torque may be provided.This means that changes in the relative position of the suspended / damped driven wheel / wheel strut with respect to the main frame do not affect the drive torque currently transmitted through the traction mechanism unit. This may include, in particular, compensating for changes in the distance between the drive shaft and the rotation axis by rotating the first support unit of the input traction means relative to the second support unit of the output traction means of the traction mechanism unit. Through the rotation of the two support units relative to each other or the resulting angular change in angular position, compensation is provided for changes in the distance between the drive shaft and the rotation axis of the driven wheel that occur as a result of the compression / decompression process, without any effect on the angular position or relative rotational position between the traction means or the wheel axle and the pedaling axis itself, and without affecting the rotational position of the drive shaft and the driven wheel. This eliminates any feedback effect on the torque-transmitting traction means caused by changes in the relative position between the drive shaft and the rotation axis during the compression / decompression process. In other words, the drive torque is transmitted independently of the traction means' tension, in particular without any feedback effect on the rotation of the wheel strut and its attached wheel relative to the main frame. The rotational positions of the driven axle and input axle therefore do not change relative to the ground during the compression / decompression process, but do change relative to the main frame.

[0046] The invention will be explained in more detail below by referring to examples of embodiments shown in the drawings. [Brief explanation of the drawings]

[0047] [Figure 1] FIG. [Figure 2] FIG. 1 is a side view of a vehicle with compressed rear suspension. [Figure 3] FIG. 2 is a view according to FIG. 1 with a braking device. [Figure 4] FIG. 3 is a view according to FIG. 2 with a braking device. [Figure 5]FIG. 1 is a schematic diagram of the arrangement of the traction mechanism unit from the crankshaft to the rear wheels. [Figure 6] FIG. 4 is a side view of the traction mechanism unit. [Figure 7] FIG. 2 is a cross-sectional view of the traction mechanism unit as viewed from above. [Figure 8] FIG. 2 is a cross-sectional view of a transmission traction means pulley unit as viewed from above. [Figure 9] FIG. 9 is a side cross-sectional view of the transmission traction means pulley unit taken along section A in FIG. 8. [Figure 10] 1 is a cross-sectional view of a first embodiment of a transmission traction means pulley unit as seen from above. FIG. [Figure 11] FIG. 10 is a cross-sectional view of a second embodiment of a transmission traction means pulley unit as seen from above. [Figure 12] FIG. 10 is a cross-sectional view of a third embodiment of a transmission traction means pulley unit as seen from above. [Figure 13] FIG. 10 is a cross-sectional view of a fourth embodiment of a transmission traction means pulley unit as seen from above. [Figure 14] 10 is a cross-sectional view of a second support unit and a rear wheel hub to which a rear wheel is attached, as viewed from above. FIG. [Figure 15] FIG. 10 is a cross-sectional view of the rear wheel hub from which the second support unit and the rear wheel have been removed, as viewed from above. [Figure 16] 1 is a flowchart of a method. [Figure 17] FIG. 1 is a side view of a prior art vehicle with a conventional chain drive and anti-squat line. [Figure 18] FIG. 2 is a side view of the vehicle of FIG. 1 with an anti-squat line. DETAILED DESCRIPTION OF THE INVENTION

[0048] Like or functionally similar parts are indicated by like reference numerals in the drawings. Reproduced parts are not individually shown in each figure.

[0049] 1 to 4 each show a vehicle F used as an example of a bicycle, particularly an electric bicycle. For example, the bicycle has a frame 1 that can be supported by a front wheel 2 and a rear wheel 3. For example, the frame 1 may include a top tube 4, a down tube 5, a seat tube 6, a front fork 7, a rear wheel strut 8 or a rear wheel swing arm, and a seat strut 9. The front fork 7 may be connected to a front wheel hub body 59, through which the front wheel 2 may be attached to the frame 1. The front wheel 2 may be mounted to rotate around a front wheel axle 33. To steer the vehicle F configured as a bicycle, the front fork 7 may be connected to a handlebar 12 in a co-rotating manner. A saddle 11 may be disposed on the saddle tube 6. The rear wheel strut 8 may be rotatably connected to the remaining frame parts, such as the seat tube 6, via a strut bearing 53, for example. The frame 1 as a whole thus comprises a main frame 1.1, which in this case includes, for example, a top tube 4, a down tube 5, a front fork 7, and a seat tube 6, and a rear wheel strut 8, which can be pivoted about a horizontal pivot axis relative to the main frame 1.1 for suspension / damping purposes. The front wheel 2 is attached to the main frame 1.1, and the rear wheel 3 is attached to the rear wheel strut 8, although this could also be the other way around. Through this rotatability or pivotability, the rear wheel 3 can then be suspended on the frame 1, for example, via a seat strut 9 connected to the rear wheel strut 8, which in turn can be connected to the top tube 4 via a damper 10, for example. The actual configuration of the suspension / damping system can vary. Figures 1 and 3 show the bicycle in a stationary position. Figures 2 and 4, in turn, show the bicycle with the suspension of the rear wheel 3 fully compressed. The rear wheel strut 8, for example, supports the rear wheel 3 for rotation about a rear wheel axle 15. The bicycle may have pedals 13, in particular one pedal 13 per side, to enable the rider of the vehicle F or the bicycle, respectively, to transfer drive energy from human muscle power into the drive train of the vehicle F. The frame 1 described is essentially known in the prior art, and the structure and interaction of the individual frame parts are known to those skilled in the art.

[0050] To transmit drive energy to the rear wheels 3, the vehicle F may include a traction mechanism unit 16 that receives drive energy from a drive shaft 35 (see FIG. 7) that rotates about the drive shaft 14 and transmits it to the rear wheels 3. In the example embodiment shown in FIGS. 1-4, the rear wheels 3 are the driven wheels of the vehicle F. However, the front wheels 2 may also be the driven wheels of the vehicle F. In this case, the traction mechanism unit 16 transmits drive energy from the drive shaft 35 (see FIG. 7) that rotates about the drive shaft 14 to the front wheels 2. Although such an embodiment is not shown in the figures, it is still included in the present invention.

[0051] The traction mechanism unit 16 may comprise a first support unit 25 and a second support unit 26. The first support unit 25 may be mounted on the frame 1 so as to be rotatable about the drive axle 14, for example. The second support unit 26, on the other hand, may be mounted on the frame 1, for example on the rear wheel strut 8, so as to be rotatable about the rear wheel axle 15. The support units 25, 26 may be connected to each other in an articulated manner between the drive axle 14 and the rear wheel axle 15, for example, so that they can be pivoted relative to each other. This pivotability is used in this case, in particular, when the distance between the drive axle 14 and the rear wheel axle 15 changes, for example, when the suspension of the rear wheel 3 is compressed. As can be seen from a comparison of Figures 1 and 2 with Figures 3 and 4, respectively, a corresponding change in the distance between the drive axle 14 and the rear wheel axle 15 can be compensated for by pivoting the first support unit 25 relative to the second support unit 26 of the traction mechanism unit 16. Due to a special structure of the traction mechanism unit 16, which will be explained in more detail below, pedal kickback can in this case be prevented or even a desired positive or negative pedal kickback can be set, which makes it possible to completely eliminate the feedback effect on the traction mechanism unit caused by the compression and decompression processes in conventional systems.

[0052] 1-4, the traction mechanism unit 16 is shown arranged such that the articulation of the support units 25, 26, i.e., the transmission shaft 27, is disposed vertically above the mounting of the first support unit 25 about the drive axle 14 and / or the mounting of the second support unit 26 about the rear axle 15. However, alternatively, the traction mechanism unit 16 may be configured and arranged such that the articulation of the support units 25, 26 is disposed vertically below the mounting of the first support unit 25 about the drive axle 14 and / or the mounting of the second support unit 26 about the rear axle 15. Also as shown in FIGS. 1-4, the rear wheel strut 8 may be curved, particularly curved with an apex that protrudes upward when viewed from the rear axle 15. The rear wheel strut 8 may therefore be configured to move around or around the articulation of the traction mechanism unit 16, particularly the articulation between the first support unit 25 and the second support unit 26, in a vertically upward direction. In other words, the rear wheel strut 8 may be configured to spatially avoid the traction mechanism unit 16, thereby leaving installation space in the area between the drive shaft 14 and the rear wheel axle 15.

[0053] The difference between the embodiments of FIGS. 1 and 2 and those of FIGS. 3 and 4 is that FIGS. 3 and 4 respectively show a vehicle F equipped with a braking device including a brake disc 17 and a brake caliper 18. The braking device may be arranged, for example, on the traction mechanism unit 16, for example on the second support unit 26. FIG. 3 shows an example in which the braking device may be arranged on the traction mechanism unit 16 between the traction mechanism unit 16 and the rear wheels 3. In other words, in this example, the braking device on the traction mechanism unit 16 is arranged on the side of the traction mechanism unit 16 facing the rear wheels 3. FIG. 4, on the other hand, shows an alternative embodiment in which the braking device on the traction mechanism unit 16 is arranged on the side of the traction mechanism unit 16 facing away from the rear wheels 3. In other words, in this embodiment, the traction mechanism unit 16 is arranged between the braking device and the rear wheels 3.

[0054] The arrangement according to the embodiment of FIG. 4 is shown in more detail in FIG. 5. In particular, the upper part of FIG. 5 shows a horizontal cross section through the rear wheel 3, which rotates about the rear axle 15, the portion of the frame 1, and the crankshaft 19, which is driven by the pedals 13, which rotate about the drive shaft 14. For better understanding and orientation, a side view of the traction mechanism unit 16 is again shown below, corresponding to the arrangement of the rear axle 15, the drive shaft 14, and the transmission shaft 27, about which the first support unit 25 and the second support unit 26 can rotate relative to each other, between the upper and lower parts of FIG. 5. FIG. 5 also shows the structure of the rear wheel 3. The rear wheel may include a tire 20 and a rim 21. The rim 21 may be connected to a rear wheel hub body 23 via spokes 22. The rear wheel hub body 23 may then be mounted on a rear axle body 24, which is supported by, for example, two rear wheel struts 8, thereby allowing it to rotate about the rear axle 15. The rear wheel hub body 23 is driven by the traction mechanism unit 16, as will be explained in more detail below. In order to achieve the narrowest possible structure, particularly at the rear wheel 3, the second support unit 26 may be offset from the first support unit 25 along the rear wheel axis 15 towards the center of the vehicle. Towards the center of the vehicle may mean, for example, in the direction of the rear wheel 3 or in the direction of the axis of symmetry 48, as will be explained in more detail below. Due to the fact that the second support unit 26, and therefore also the transmission of forces to the rear wheel hub body 23, is particularly close to the rear wheel 3, the rear wheel 3 may have a symmetrical set of spokes 22. In particular, the spokes 22, the rim 21 and the tire 20 may share a common axis of symmetry 48. Due to the symmetrical arrangement of the spokes 22, they are evenly loaded and therefore have a longer service life.

[0055] The general structure of the traction mechanism unit 16 is shown in Figure 6. The traction mechanism unit 16 may comprise a first support unit 25 and a second support unit 26. The first support unit 25 may in this case be formed, for example, by a first housing 36. The second support unit 26 may be formed, for example, by a second housing 38. The two support units 25, 26 or the housings 36, 38 may be connected to each other in an articulated manner and thus configured to pivot relative to each other about a common transmission axis 27. The first housing 36 may surround or enclose an input traction means pulley 30, which is rotatable about the drive shaft 14, and may at least partially surround or enclose a transmission traction means pulley unit 41. An input traction means 28, such as a toothed belt, may be arranged in operative connection with the input traction means pulley 30 and the transmission traction means pulley unit 41, whereby rotation of the input traction means pulley 30 is transmitted to the transmission traction means pulley unit 41. The second housing 38 may surround or enclose an output traction means pulley 31 rotatable about the rear wheel axle 15, and may also at least partially surround or enclose a transmission traction means pulley unit 41. An output traction means 29, e.g., a toothed belt, may also be arranged in operative connection with the output traction means pulley 31 and the transmission traction means pulley unit 41, whereby rotation of the transmission traction means pulley unit 41 is transmitted to the output traction means pulley 31. As explained in more detail below, the input traction means pulley 30 may be driven by an input shaft 35 (see FIG. 7 ) of the vehicle F, and the output traction means pulley 31 may simultaneously drive the rear wheel hub body 23 and, therefore, the rear wheel 3. Thus, as a whole, the traction mechanism unit 16 may be configured to transmit drive energy from the drive shaft 35 (see FIG. 7 ) to the rear wheel 3.

[0056] Importantly, the housings 36, 38 may be configured to accommodate the tensioning forces of the input and output traction means 28, 29. The tensioning forces of the traction means 28, 29 are therefore introduced directly into the housings 36, 38, which is why the traction means 28, 29 can be pre-tensioned before the traction mechanism unit 16 is mounted to the frame 1 of the vehicle F. The traction mechanism unit 16, in particular the first and second support units 25, 26 or the first and second housings 36, 38, may be configured so that the tensioning forces of the traction means 28, 29 are not introduced or transmitted to the frame 1. To pre-tension the traction means 28, 29, the traction mechanism unit 16 may have traction means tensioning devices 39, 40 (see FIG. 7 ), which are externally accessible via pre-tensioning accesses 32 extending through the respective housings 36, 38 for inserting a corresponding tool for adjusting the pre-tensioning. The traction means tensioning devices 39, 40 may, for example, be eccentric traction means tensioning devices, which will be described in more detail below.

[0057] FIG. 6 also shows other elements enabling various functions of the traction mechanism unit 16. For example, a speed sensor 54 may be provided to determine the travel speed of the vehicle F. This sensor may be arranged, for example, on the input traction means pulley 30, as in the illustrated embodiment. However, the speed sensor 54 may also be located on the transfer traction means pulley unit 41 or the output traction means pulley 31. In addition, the traction mechanism unit 16 may include a generator 55, such as a dynamo. In the illustrated embodiment, this generator is also arranged on the input traction means pulley 30, but it may also be arranged on the transfer traction means pulley unit 41 or the output traction means pulley 31. Finally, a suspension movement sensor 56 may be provided, which completes the suspension movement of the suspension of the rear wheels 3, for example, based on the pivoting of the support units 25, 26 or the housings 36, 38 relative to one another about the transmission axis 27. The speed sensor 54 and / or the suspension movement sensor 56 may be connected to a control device (not shown) of the vehicle F and provide measurement data thereto. The traction mechanism unit 16 may have a through-opening 57, in particular around the transmission shaft 27, which may extend completely through the traction mechanism unit 16, in particular the transmission traction means pulley unit 41, and in particular may be open to the outside. Furthermore, a lighting device 58, for example comprising one or more LEDs, may be arranged in the region of this through-opening 57. The lighting device 58 is in particular configured to illuminate the through-opening 57 and / or the inner housing 44, which is arranged at least partially within the through-opening 57.

[0058] FIG. 7 shows the structure of the traction mechanism unit 16 in detail. In particular, FIG. 7 shows a horizontal cross section through the traction mechanism unit 16. As shown in FIG. 7, the first support unit 25 and the second support unit 26 are arranged at an angle of 180° relative to each other about the transmission axis 27, as already shown in FIG. 6. In other words, the knee-shaped bend formed between the support units 25, 26 is fully extended by the rotatability about the transmission axis 27. To avoid overly reducing the size of the figure, the portions of the traction mechanism unit 16 are shown laterally offset from each other. In fact, as indicated by the dashed lines, the illustrated regions of the traction mechanism unit 16 are arranged one behind the other or side by side.

[0059] The portion of the traction mechanism unit 16 shown in the upper right corner of FIG. 7 represents the portion of the first support unit 25 mounted for rotation about the drive shaft 14. This portion may include an input traction means pulley 30 driven by a drive shaft 35. The drive shaft 35 may be the output of a drive unit 34, which may comprise at least one drive motor (not shown), such as, for example, an electric motor. In particular, the drive unit 34 may be configured to output, via rotation of the drive shaft 35, a combination of the drive force applied by the rider of the vehicle F by human muscle power via the pedals 13 and the crankshaft 19 and the drive force of one or more drive motors. Furthermore, the drive unit 34 preferably already comprises a gear transmission ratio mechanism that performs the function of gear shifting, so that gear shifting is no longer required in the vehicle F outside the drive unit 34. The drive shaft 35 may be driven by the input traction means pulley 30 by being connected to it in a co-rotating manner. The input traction means pulley 30 is surrounded by a non-co-rotating first housing 36, on which the input traction means pulley 30 may be mounted via a rotational bearing 37, for example a roller bearing or a ball bearing, in particular a grooved ball bearing. For example, the housing 36 may consist of two housing halves 36a, 36b, for example made of plastic. The input traction means pulley 30 is provided with an input traction means 28, which transmits the rotational movement of the input traction means pulley 30 to a transmission traction means pulley unit 41, shown in the center of Figure 7.

[0060] The transmission traction means pulley unit 41 is shown in the center view of FIG. 7 . The transmission traction means pulley unit may be partially surrounded or enclosed by a first housing 36 forming the first support unit 25 and partially surrounded or enclosed by a second housing 38 forming the second support unit 26. The transmission traction means pulley unit 41 may comprise an input traction means pulley 42 operatively connected to the input traction means 28 coming from the input traction means pulley 30. In addition, the transmission traction means pulley unit 41 may comprise an output traction means pulley 43 operatively connected to the output traction means 29. In the illustrated embodiment, the transmission traction means pulley unit 41 is configured as one integral component. In other words, the input traction means pulley 42 and the output traction means pulley 43 may be formed as one integral part. The transmission traction means pulley unit 41 may be supported relative to the non-co-rotating or stationary housings 36, 38 via a rotation bearing 37. A through opening 57 may be arranged in the center of the transmission traction means pulley unit 41, in particular around the transmission shaft 27 which extends completely through the traction mechanism unit 16. Viewed radially from the transmission shaft 27, the through opening 57 may be bounded outwardly partly by the transmission traction means pulley unit 41 and partly by an additional internal housing 44 which may be configured to rotate together with the transmission traction means pulley unit 41. Overall, therefore, the transmission traction means pulley unit 41 may transmit the driving force coming from the input traction means pulley 30 to the output traction means 29.

[0061] The output traction means 29 can then transmit the rotational movement of the transmission traction means pulley unit 41 to the output traction means pulley 31 shown in the lower left of FIG. 7. The lower left view of FIG. 7 therefore shows a portion of the second support unit 26, which can be arranged on a bearing sleeve 68 so as to rotate around the rear wheel axle 15. In particular, the traction mechanism unit 16 here can comprise an output traction means pulley 31, which can be mounted so as to rotate around the rear wheel axle 15. For this purpose, the output traction means pulley 31 can be supported on the bearing sleeve 68 via a rotation bearing 37. The output traction means pulley 31 can also be supported on a second housing 38, which is fixed to the frame and does not rotate therewith, via the rotation bearing 37. The second housing 38 can likewise consist of two housing halves 38a, 38b. Furthermore, the brake disc 17 can be mounted on the output traction means pulley 31 in a co-rotating manner, for example via a screw connection. The brake caliper 18, on the other hand, can be arranged on and connected to the second housing 38. The output traction means 29 can be used to apply the driving force coming from the drive unit 34 to the output traction means pulley 31. The output traction means pulley 31 can transmit this driving force onto the rear wheel hub body 23, for example, via a form-fitting connection 52, for example, a hearth tooth (see, for example, Figures 14 and 15).

[0062] Figure 8 shows a slightly enlarged cross-sectional view according to the central view of Figure 7. In addition to the elements already described, this view according to Figure 8 shows a first traction means tensioning device 39 which may be provided for pre-tensioning the input traction means 28. In addition thereto, a second traction means tensioning device 40 may be provided which may be provided for pre-tensioning the output traction means 29. The traction means tensioning devices 39, 40 are, for example, eccentric traction means tensioning devices. Both traction means tensioning devices 39, 40 are preferably accessible from the outside to the tensioning tool through the pre-tensioning access 32 (see the circled area in Figure 8).

[0063] FIG. 9 shows a vertical section through the traction mechanism unit 16 in the region of the transmission traction means pulley unit 41. The section extends through the input traction means pulley 42 according to section A shown in FIG. 8. In particular, FIG. 9 shows the operating mechanism of the first traction means tensioning device 39. However, the second traction means tensioning device 40 may be of the same configuration, so the corresponding description also applies mutatis mutandis. In particular, the first traction means tensioning device 39 may be in the form of a ring rotatable about the transmission shaft 27 and having a radial thickness that varies relative to the transmission shaft 27. For example, it may have a minimum radial thickness a and a maximum radial thickness b. The traction means tensioning device 39 may be rotatable via the pre-tensioning access 32, for example, by a tool inserted therethrough. The first traction means tensioning device 39 may be arranged between the rotary bearing 37 and the first housing 38. When the region of the first traction means tensioning device 39 having the greatest radial thickness b is directed towards the input traction means pulley 30 by rotating the traction means tensioning device 39, the thicker region of the traction means tensioning device 39 displaces the rotation bearing 37 and the transmission traction means pulley unit 41 away from the input traction means pulley 30, thereby tensioning the input traction means 28. In this way, a desired pre-tensioning force can be set for the input traction means 28. Figures 8 and 9 show the traction mechanism unit 16 with a fully tensioned traction means. As already explained, the second traction means tensioning device 40 operates in the same manner, so that the above explanations apply mutatis mutandis to the elements associated with the second traction means tensioning device 40.

[0064] 10 to 13 show various configuration options for the traction mechanism unit 16 in the region of the transmission traction means pulley unit 41. In particular, each is a top view of a horizontal section through the transmission traction means pulley unit 41. On the right side of each figure, the first support unit 25 is shown as a first housing 36, and on the left side, the second support unit 26 is shown as a second housing 38. In the embodiment according to FIG. 10, the transmission traction means pulley unit 41 is shown, whose input traction means pulley 42 and output traction means pulley 43 may be configured as separate components, i.e., separate from each other. The outer circumferential surfaces of the input traction means pulley 42 and output traction means pulley 43 may be completely covered, encapsulated, or enclosed by the first housing 36 and the second housing 38, respectively. To achieve the transmission of the driving force from the input traction means pulley 42 to the output traction means pulley 43, the transmission traction means pulley unit 41 may additionally comprise a connection unit 45, which may be connected to the input traction means pulley 42 and the output traction means pulley 43 in a co-rotating manner, respectively. Thus, the input traction means pulley 42, driven by the input traction means 28, may transmit a rotational movement to the connection unit 45, which in turn may transmit the rotational movement to the output traction means pulley 43 and thus to the output traction means 29. Figure 11 shows an integral configuration of the transmission traction means pulley unit 41 already shown in the previous exemplary embodiments, in which the input traction means pulley 42 and the output traction means pulley 43 may be configured as one integral part. Both the embodiment shown in Figure 10 and the embodiment shown in Figure 11 may include an internal housing 44, which rotates together with the transmission traction means pulley unit 41 and is at least partially aligned along the through opening 57. This inner housing 44 is omitted in the embodiments according to Figures 12 and 13. Both embodiments include integrally formed input and output traction means pulleys 42, 43. However, in these embodiments the through opening 57 may also be bounded or lined by the non-rotating or frame-fixed first and second housings 36, 38, respectively.In the embodiment according to Fig. 13, the first housing 36 may further include a first cover 46 that may close the through opening 57 on one side. Similarly, the second housing 38 may include a second cover 47 that may close the through opening 57 on the other side. Thus, in the embodiment according to Fig. 13, the through opening 57 may be closed, i.e., not open. Another difference between the embodiment according to Figs. 10 and 11 and that of Figs. 12 and 13 is that the traction means tensioning devices 39, 40 are arranged outside the transmission traction means pulley unit 41 in the embodiment according to Figs. 10 and 11 and inside the transmission traction means pulley unit 41 in the embodiment according to Figs. 12 and 13. Outside and inside here refer to the radial direction as viewed from the transmission shaft 27. Thus, viewed radially outward from the transmission shaft 27, in the embodiment shown in Figs. 10 and 11, the rotation bearing 37 is followed by the traction means tensioning devices 39, 40, which are then followed by the housings 36, 38. 12 and 13, on the other hand, when viewed from the same direction, the housings 36, 38 are followed by traction means tensioning devices 39, 40, which are then followed by the rotary bearing 37. Which of the described embodiments is used depends on the particular requirements.

[0065] FIG. 14 shows the connection of the traction mechanism unit 16 to the driven wheel, in this case the rear wheel 3. However, the driven wheel could also be the front wheel 2. Specifically, FIG. 14 shows a top view of a horizontal section through the rear wheel strut 8, the traction mechanism unit 16, and the rear wheel hub body 23. The output traction means pulley 31 rotates around the rear axle body 24, formed for example by an axle stub 49 and a quick-release axle 50, in particular around the rear axle 15. The output traction means pulley 31 may be mounted on the frame 1, in particular on the rear wheel strut 8, via a bearing sleeve 68. The axle stub 49 and the quick-release axle 50 may together form the rear axle body 24, which may also pass through the bearing sleeve 68. Force transmission between the output traction means pulley 31 and the rear wheel hub body 23 is achieved via a form-fitting connection 52, such as a Hirth tooth. In particular, this connection is a form-fitting connection 52 that can be axially released relative to the rear axle 15. In other words, the rear wheel hub body 23 can be removed or released axially of the rear wheel axle 15 from the output traction means pulley 31. To ensure that the rear wheel hub body 23 remains operatively connected to the output traction means pulley 31 in the assembled state, the rear wheel hub body 23 is pressed against the output traction means pulley 31, for example by means of a radially thickened clamping portion 51 of the quick release shaft 50. In this state, the quick release shaft 50 can be fixed to the rear wheel strut 8 by means of the clamping portion 51, so that operative engagement of the form-fit connection 52 between the rear wheel hub body 23 and the output traction means pulley 31 is maintained during operation of the vehicle F.

[0066] FIG. 15 shows the rear wheel hub body 23 being released from the output traction means pulley 31, for example to replace the rear wheel 3. For this purpose, only the fastening of the quick release shaft 50 on the rear wheel strut 8 needs to be released. This allows the quick release shaft 50, together with the clamping part 51, to be pulled out from the traction mechanism unit 16 and the rear wheel hub body 23. The rear wheel hub body 23 is thus no longer pressed against the output traction means pulley 31 by the clamping part 51 of the quick release shaft 50. The form-fit connection 52 can therefore be released in the axial direction of the rear wheel axle 15, thereby allowing the rear wheel hub body 23 and the associated rear wheel 3 (not shown for clarity) to be removed from the frame 1 of the vehicle F. The traction mechanism unit 16, on the other hand, can remain on the frame 1 together with the bearing sleeve 68 or on the rear wheel strut 8. Therefore, the end user does not need to perform any work on the traction mechanism unit 16 when replacing a driven wheel, for example the rear wheel 3. In particular, the input traction means 28 and the output traction means 29 remain in a pre-tensioned arrangement in the traction mechanism unit 16 which greatly simplifies the removal and installation of the driven wheels.

[0067] FIG. 16 shows a flowchart of a method 60 for assembling a vehicle F and a method 65 for compensating for a compressive movement of the vehicle F. The methods 60, 65 may each relate to the vehicle F according to the above discussion. In addition, the method 65 also relates to the vehicle F assembled according to the method 60. Although the individual steps are shown sequentially in FIG. 16, they may also be performed simultaneously in the methods 60, 65. The method 60 for assembling a vehicle F begins with pretensioning 61 the input traction means 28 and the output traction means 29 in the traction mechanism unit 16, with the pretensioning forces of the input traction means 28 and the output traction means 29 being absorbed exclusively by the support units 25, 26. This pretensioning step 61 may be performed in the modular traction mechanism unit 16 before it is mounted on the vehicle F. In particular, the frame 1 of the vehicle F does not need to pretension the traction means 28, 29. All resulting tensioning forces are absorbed by the support units 25, 26. The next step therefore consists in installing 62 the modular traction mechanism unit 16 on the vehicle F. Only at this step is a connection established between the traction mechanism unit 16 and the vehicle F or the frame 1 of the vehicle F. During installation 62, tolerance compensation 63 may be performed by pivoting 64 the support units 25, 26 about the transmission axis 27. In other words, the same traction mechanism unit 16 can be used in vehicles F having different distances between the drive axle 14 and the driven axle, e.g., the rear axle 15 or the front axle 33. The different distances are compensated for by pivoting 64 the support units 25, 26 relative to each other. This makes the use of the traction mechanism unit 16 particularly versatile. An essential aspect of the method 60 according to the invention is that the traction mechanism unit 16 can be installed as an independent modular unit with fully pre-tensioned traction means 28, 29, which can be fully operable independently of the rest of the vehicle F, in particular the frame 1, and then only needs to be attached to the frame 1. The method 65 for compensating for the compression movement of the vehicle F begins with compressing 66 the suspension of the rear wheel 3 or the front wheel 2. In particular, this wheel is the driven wheel of the vehicle F.The above-mentioned traction mechanism unit 16 then makes it possible to compensate 67 for changes in the distance between the input traction means pulley 30 and the output traction means pulley 31, which changes are caused by a compression action by pivoting 64 the support units 25, 26 about the transmission shaft 27 and simultaneously moving 69 the support units 25, 26 so that the transmission shaft 27 moves relative to the frame 1. In this way, pedal kickback, which occurs in conventional vehicles F, in particular bicycles, can be compensated for or avoided by the traction mechanism unit 16.

[0068] A comparison shown in FIGS. 17-18 between a vehicle F with a drivetrain known from the prior art (FIG. 17, PRIOR ART) equipped with a traction means (e.g., a chain) and a traction means tensioning device and a structure according to the present invention (FIG. 18 specifically refers to the structure already described in detail with reference to FIG. 1) equipped with a two-stage traction mechanism unit 16 according to the present invention illustrates the advantages achieved by the present invention, particularly with regard to anti-squat behavior. For further explanation, the rider is also shown in phantom. It is known that the so-called anti-squat line AS is defined by a front vertical line passing through the front wheel axle and a rear vertical line passing through the rear wheel axle. The intersection of the front vertical line with a horizontal line at the height of the overall center of gravity S of the driver and vehicle, and the intersection of the rear vertical line with the foot point below the rear wheel, define the slope of the anti-squat line AS. This already shows that the anti-squat line AS is not essentially stationary relative to the vehicle frame, but can vary, for example, for one and the same vehicle F, depending on the position of the overall center of gravity, depending on the rider and / or his position, depending on the suspension conditions, etc. In a practical configuration of such a vehicle, the goal is currently to position as many of the intersection points of the traction means and of the rear wheel strut 8 with the swing arm rotation point as possible on the anti-squat line AS, ideally even to position them overlapping each other. Figure 17 further shows that the anti-squat conditions vary at the rear wheel for each gear of the transmission system, which is known per se in the prior art.

[0069] 18 presents an optimal solution, particularly with regard to the anti-squat behavior of the vehicle F. In particular, due to the decoupling of the forces of the traction gear or traction mechanism unit 16 from the frame 1 of the vehicle F, which in this example embodiment also includes a rear wheel strut 8 that is adjustable relative to the rest of the frame, and the two-stage and articulated configuration of the traction mechanism unit 16 as already described above, it is possible to compensate for changes in the distance between the drive shaft 14 and the rear wheel axle 15 for different compressed and decompressed positions of the rear wheel strut 8, for example by changing the articulation angle between the two support units 25 and 26, but without having a feedback effect on the two traction means of the traction mechanism unit 16. In addition to the possibility of obtaining significantly optimized and even selectively adjustable anti-squat characteristics, this also allows for a significantly greater degree of freedom of construction, particularly with regard to the articulation of the rear wheel swing arm, since the intersection of the traction means itself with the anti-squat line AS no longer plays a role in the present construction.

Claims

1. A single or multiple track vehicle (F) of the bicycle, pedelec, electric bicycle or bicycle with auxiliary drive type, a) at least one front wheel (2) and at least one rear wheel (3) connected to each other via a frame (1), the front wheel (2) being mounted on the frame (1) to rotate about a front wheel axle (33), and the rear wheel (3) being mounted on the frame (1) to rotate about a rear wheel axle (15); b) a traction mechanism unit (16), an input traction means (28) driven by an input traction means pulley (30); and an output traction means (29) driving an output traction means pulley (31); a traction mechanism unit (16) comprising: Equipped with the input traction means (28) and the output traction means (29) are arranged in series with each other and are in a transmission connection with each other via a transmission traction means pulley unit (41), the transmission traction means pulley unit (41) comprising an input traction means pulley (42) engaged with the input traction means (28) and an output traction means pulley (43) engaged with the output traction means (29), the input traction means pulley (42) and the output traction means pulley (43) being rotatable around a common transmission axis (27); In the vehicle (F), the input traction means pulley (30) is driven by a drive shaft (35) connected to pedals (13) and / or a drive unit (34), and the rear wheels (3) or the front wheels (2) are driven by the output traction means pulley (31), a first support unit (25) supporting the input traction means pulley (30) and the input side traction means pulley (42) is provided to absorb the pulling force of the input traction means (28) independently from the frame (1); a second support unit (26) supporting the output traction means pulley (43) and the output traction means pulley (31) is provided to absorb the pulling force of the output traction means (29) independently from the frame (1); The frame (1) absorbs wheel contact forces that occur during operation of the vehicle (F), The first support unit (25) and the second support unit (26) are configured to be rotatable relative to each other; The first support unit (25) and the second support unit (26) are rotatably mounted on the frame (1); the first support unit (25) comprises a first traction means tensioning device (39) for pre-tensioning the input traction means (28), and / or the second support unit (26) comprises a second traction means tensioning device (40) for pre-tensioning the output traction means (29); the first support unit (25) and the second support unit (26) are elements which, on the one hand, allow a fixed spacing between the input traction means pulley (30) and the rotation axis of the transmission traction means pulley unit (41), and, on the other hand, allow a fixed spacing between the output traction means pulley (31) and the rotation axis of the transmission traction means pulley unit (41), and which simultaneously absorb the tension forces required to pull or maintain the tension forces of the respective traction means (28, 29); the first and / or second traction means tensioning devices (39, 40) are arranged on the transmission traction means pulley unit (41), and at least one pre-tensioning access (32) is provided, through which the first and / or second traction means tensioning devices (39, 40) are externally accessible for setting a pre-tensioning position; A vehicle (F).

2. 2. The vehicle (F) according to claim 1, characterized in that the input traction means pulley (42) and the output traction means pulley (43) are arranged coaxially on the transmission shaft (27).

3. 2. Vehicle (F) according to claim 1, characterized in that the input traction means pulley (42) and the output traction means pulley (43) are constructed as one integral part in a co-rotating manner relative to each other.

4. 2. A vehicle (F) according to claim 1, characterized in that the transmission ratio from the input traction means pulley (42) to the output traction means pulley (43) and / or the transmission ratio from the input traction means pulley (30) to the output traction means pulley (31) and / or the transmission ratio from the input traction means pulley (30) to the input traction means pulley (42) and / or the transmission ratio from the output traction means pulley (43) to the output traction means pulley (31) is 1:

1.

5. 2. The vehicle (F) according to claim 1, characterized in that the first support unit (25) comprises a first housing (36) and / or the second support unit (26) comprises a second housing (38), the housings (36, 38) being made of plastic and containing the input traction means (28) and the output traction means (29), respectively.

6. 6. The vehicle (F) according to claim 5, characterized in that the first support unit (25) is formed by the first housing (36), whereby the first housing (36) is configured to absorb the traction force of the input traction means (28), and / or the second support unit (26) is formed by the second housing (38), whereby the second housing (38) is configured to absorb the traction force of the output traction means (29).

7. 2. A vehicle (F) according to claim 1, characterized in that the transmission traction means pulley unit (41) is mounted on the first support unit (25) and / or the second support unit (26) via a rotary bearing (37), and the first and / or the second traction means tensioning device (39, 40) is arranged inside or outside the rotary bearing (37).

8. 2. Vehicle (F) according to claim 1, characterized in that the input traction means (28) and / or the output traction means (29) are configured as toothed belts.

9. 2. A vehicle (F) according to claim 1, characterized in that a brake device is provided having a brake caliper (18) and a brake disc (17), the brake caliper (18) and / or the brake disc (17) being mounted on the traction mechanism unit (16), the brake disc (17) being arranged coaxially with the input traction means pulley (30) or the output traction means pulley (31) or the transmission traction means pulley unit (41), and the brake caliper (18) being mounted on the housing (36, 38) of the traction mechanism unit (16).

10. 2. The vehicle (F) according to claim 1, characterized in that the traction mechanism unit (16) comprises a speed sensor (54), the speed sensor (54) being arranged on the input traction means pulley (30) or the output traction means pulley (31) or the transmission traction means pulley unit (41).

11. 2. The vehicle (F) according to claim 1, characterized in that the traction mechanism unit (16) comprises a generator (55) for recovering driving energy as electrical energy.

12. 2. The vehicle (F) according to claim 1, characterized in that the traction mechanism unit (16) comprises a suspension movement sensor (56) for measuring the rotation of the support units (25, 26) relative to each other or the rotation of the first support unit (25) relative to the frame or motor.

13. 2. The vehicle (F) according to claim 1, characterized in that the traction mechanism unit (16) is provided with a through opening (57) that extends through the traction mechanism unit (16) and opens to the outside, in that the transmission traction means pulley unit (41) and the housing (36, 38) of the support unit (25, 26) are provided with a through opening (57) that extends through the traction mechanism unit (16) and opens to the outside.

14. 14. Vehicle (F) according to claim 13, characterized in that the traction mechanism unit (16) has the through opening (57) formed coaxially with the transmission shaft (27).

15. 14. The vehicle (F) according to claim 13, characterized in that the traction mechanism unit (16) has the through opening (57) delimited in the radial direction of the transmission shaft (27) by an inner housing (44).

16. 16. The vehicle (F) according to claim 15, characterized in that the traction mechanism unit (16) has an inner housing (44) connected to the transmission traction means pulley unit (41) in a co-rotating manner and rotatable therewith.

17. 16. The vehicle (F) according to claim 15, characterized in that the traction mechanism unit (16) has at least one lighting device (58) arranged in the area of ​​the through opening (57) for illuminating the internal housing (44).

18. 2. The vehicle (F) according to claim 1, characterized in that the first support unit (25) is mounted on the frame (1) so as to be rotatable around the drive axle (14) of the vehicle (F) and / or the second support unit (26) is mounted on the frame (1) so as to be rotatable around the rear wheel axle (15) or the front wheel axle (33) of the vehicle (F), and the traction mechanism unit (16) is mounted on the frame (1) exclusively via these mounting points.

19. 19. A vehicle (F) according to claim 18, characterized in that the input traction means pulley (30) is arranged coaxially on the drive shaft (14) of the vehicle (F) and / or the output traction means pulley (31) is arranged coaxially on the rear wheel shaft (15) or the front wheel shaft (33) of the vehicle (F).

20. The vehicle (F) according to claim 18, characterized in that the transmission shaft (27) is arranged vertically above or vertically below the drive shaft (14) and / or the rear wheel shaft (15) or the front wheel shaft (33) of the vehicle (F).

21. 2. The vehicle (F) according to claim 1, characterized in that the second support unit (26) is arranged offset from the first support unit (25) towards the center of the vehicle in the direction of the rear wheel axle (15) or the front wheel axle (33).

22. 2. A vehicle (F) according to claim 1, characterized in that the rear wheel (3) and / or the front wheel (2) comprise a set of spokes (22) that are symmetrical about an axis of symmetry (48).

23. 2. Vehicle (F) according to claim 1, characterized in that the rear wheel (3) is connected to at least one rear wheel strut (8) belonging to the frame (1).

24. 24. Vehicle (F) according to claim 23, characterized in that the rear wheel strut (8) is connected to the rest of the frame (1), to the seat tube (6), so that it can rotate around a strut bearing (53).

25. 24. A vehicle (F) according to claim 23, characterized in that the rear wheel struts (8) are bent vertically upwards and extend around and vertically above the traction mechanism unit (16).

26. 24. Vehicle (F) according to claim 23, characterized in that the rear wheels (3) are suspended on the frame (1) via dampers (10) and indirectly via the rear wheel struts (8).

27. 25. The vehicle (F) according to claim 24, characterized in that the strut bearing (53) is arranged offset from the frame-side rotation axis of the first support unit (25).

28. 25. The vehicle (F) according to claim 24, wherein the strut bearing (53) is arranged vertically above the frame-side rotation shaft of the first support unit (25), the drive shaft (14).

29. 2. The vehicle (F) according to claim 1, characterized in that the traction mechanism unit (16) has a modular construction as a consistent structural unit that can be removed from or mounted on the vehicle (F) together with the brake discs (17) and / or brake calipers (18), the structural unit being configured so that the input traction means (28) and / or the output traction means (29) can be pre-tugged regardless of whether the structural unit is mounted on the vehicle (F) or not.

30. 2. A vehicle (F) according to claim 1, characterized in that the output traction means pulley (31) is connected to the rear wheel hub body (23) or the front wheel hub body (59) via an axially releasable form-fitting connection (52) acting in the direction of rotation, Hirth teeth.

31. 31. Vehicle (F) according to claim 30, characterized in that the rear wheel hub body (23) and / or the front wheel hub body (59) are configured to be detachable from the output traction means pulley (31) via the form fit (52) so that the rear wheel hub body (23) and / or the front wheel hub body (59) can be detached from the vehicle together with the rear wheel (3) or the front wheel (2), respectively, while the output traction means pulley (31) and the traction mechanism unit (16) comprising the brake disc (17) and / or the brake caliper (18) remain on the frame (1).

32. A method (60) for assembling a vehicle (F) according to claim 1, said vehicle (F) comprising a modular traction mechanism unit (16) having a first support unit (25) with input traction means (28) and a second support unit (26) with output traction means (29), said two support units (25, 26) being connected to each other in an articulated manner and swivelable relative to each other about a common transmission axis (27), said method comprising: a) a step (61) of pretensioning the input traction means (28) and the output traction means (29) in the traction mechanism unit (16), wherein the pretensioning forces of the input traction means (28) and the output traction means (29) are absorbed exclusively by the support units (25, 26); b) installing (62) said modular traction mechanism unit (16) on said vehicle (F); c) compensating for tolerances by pivoting (64) said support units (25, 26) about said transmission axis (27); A method comprising:

33. A method (65) for avoiding pedal kickback in a vehicle (F) according to any one of claims 1 to 31 and / or a vehicle (F) fitted according to the method of claim 32, wherein the vehicle (F) has a frame (1), rear suspended wheels (3) or front suspended wheels (2), and a modular traction mechanism unit (16) having a first support unit (25) with input traction means (28) and a second support unit (26) with output traction means (29), the two support units (25, 26) being connected to each other in an articulated manner and swivelable relative to each other about a common transmission axis (27), the traction mechanism unit (16) transmitting drive energy from an input traction means pulley (30) to an output traction means pulley (31), the method comprising: a) compressing (66) the suspension of the rear wheel (3) or the front wheel (2); b) compensating (67) the change in distance between the input traction means pulley (30) and the output traction means pulley (31) caused by the compression action by pivoting (64) the support units (25, 26) about the transmission shaft (27) and simultaneously moving (69) the support units (25, 26), whereby the transmission shaft (27) moves relative to the frame (1); A method comprising:

34. A method for transmitting a drive torque of a vehicle (F) according to any one of claims 1 to 31 via a traction mechanism unit (16), comprising: absorbing the pulling force of the traction mechanism unit in a state insulated from the frame; introducing a torque force into said traction mechanism unit via an input traction means pulley; transmitting said torque force via at least two traction means arranged in series with one another to an output traction means pulley isolated from said frame; redirecting said torque force through said output traction means pulley to drive said front or rear wheels; A method characterized by:

35. A method for eliminating interaction between a drive train with a traction mechanism unit and a suspension / damping system in a vehicle as claimed in any one of claims 1 to 31, comprising: The vehicle (F) a front wheel (2) and at least one rear wheel (3) connected to each other via a frame (1) comprising a main frame (1.1) and wheel struts (8) pivotably mounted thereon, said front wheel (2) mounted to rotate about a front wheel axle (33) and said rear wheel (3) mounted to rotate about a rear wheel axle (15), said front wheel (2) or said rear wheel (3) being mounted on said main frame (1.1) via said wheel struts (8); traction mechanism units (16) according to any one of claims 1 to 31 arranged in series with one another, the traction mechanism units (16) being in driving connection between a drive shaft (14) and a rotation shaft (15, 33) of the front wheel (2) or the rear wheel (3); Equipped with The method comprises: Pivoting the wheel struts (8) and the wheels (2, 3) mounted thereon relative to the main frame (1.1) in a damped manner using the suspension / damping system (10); transmitting said driving torque independently of the pulling force of said traction means (28, 29) and the pivoting of said wheel struts (8) and the wheels (2, 3) attached thereto relative to said main frame (1.1); and compensating for the change in distance between the input shaft (14) and the rotation shaft (15, 33) by rotating a first support unit (25) of an input traction means (28) relative to a second support unit (26) of an output traction means (29) of the traction mechanism unit (16).

36. A traction mechanism unit (16) for a bicycle, a power-assisted bicycle, an electric bicycle, or a bicycle with an auxiliary drive, said traction mechanism unit (16) comprising: an input traction means (28) driven by an input traction means pulley (30); an output traction means (29) driving an output traction means pulley (31); Equipped with In the traction mechanism unit (16), the input traction means (28) and the output traction means (29) are arranged in series with each other and are in a transmission connection with each other via a transmission traction means pulley unit (41), the transmission traction means pulley unit (41) comprising an input side traction means pulley (42) engaged with the input traction means (28) and an output side traction means pulley (43) engaged with the output traction means (29), the input side traction means pulley (42) and the output side traction means pulley (43) being coaxially rotatable relative to each other; a first support unit (25) supporting the input traction means pulley (30) and the input side traction means pulley (42) is provided to absorb the pulling force of the input traction means (28); a second support unit (26) supporting the output side traction means pulley (43) and the output traction means pulley (31) is provided to absorb the pulling force of the output traction means (29); and the first support unit (25) and the second support unit (26) are configured to be rotatable relative to each other; the first support unit (25) comprises a first traction means tensioning device (39) for pretensioning the input traction means (28) and / or the second support unit (26) comprises a second traction means tensioning device (40) for pretensioning the output traction means (29), and the first and / or second traction means tensioning devices (39, 40) are configured as eccentric traction means tensioning devices, the first and / or second traction means tensioning devices (39, 40) are arranged on the transmission traction means pulley unit (41), and at least one pre-tensioning access (32) is provided, through which the first and / or second traction means tensioning devices (39, 40) are accessible from the outside for setting a pre-tensioning position; The first support unit (25) and the second support unit (26) are elements that, on the one hand, allow a fixed spacing between the input traction means pulley (30) and the rotation axis of the transmission traction means pulley unit (41), and, on the other hand, allow a fixed spacing between the output traction means pulley (31) and the rotation axis of the transmission traction means pulley unit (41), and at the same time, they absorb the pulling force required to pull or maintain the pulling force of each traction means (28, 29).

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