DE102009045813A1 - Drive i.e. hybrid drive, for bicycle, motor pinion engaged with drawing unit or additional drawing unit for transmission of torque of electric motor that is designed as external rotor motor, where motor is provided with stator and rotor - Google Patents

Abstract

The drive has foot pedals (1, 2) for converting muscle force into torque, and a crank pinion (3) engaged with a drawing unit (4) for transmission of the torque of the foot pedals. An electric motor (10) is provided with a stator and a rotor. A motor pinion (5) is engaged with the drawing unit or additional drawing unit for transmission of torque of the electric motor that is designed as an external rotor motor. The motor pinion is arranged coaxially with the rotor and connected with the rotor during transmission of the torque of the motor.

Description

The invention relates to a drive by means of which a wheeled vehicle can be driven by both muscle power and electromotive force. The invention has a hybrid drive of this type in the installed state, ie a wheeled vehicle equipped with the drive, and also the drive as such.

The EP 0 743 238 A1 describes a combination of a pedal crank drive and an electric motor, which drive via freewheels a common pinion. In a first embodiment, the electric motor and the crank are arranged side by side and drive via a gear to the pinion. In a second embodiment, the crank and the electric motor are arranged coaxially, and the common pinion is driven by the electric motor directly and by the pedal crank via a transmission.

Also the JP 2007-7176221 A describes a drive with a pedal crank and an electric motor that is geared down via a gear stage. To reduce weight and noise, the output gear of a reduction stage of the transmission is made of plastic.

One from the WO 99/30960 A2 known drive has a pedal crank and an electric motor, which is also assigned a drive pinion together. The pedal crank, the rotor of the electric motor and the drive pinion are torque-fixed in each case in both directions with a pedal crankshaft or at least freewheels in a drive direction firmly connected to the pedal crankshaft. The speed of the motor is therefore identical to the speed of the pedal operated by muscle power.

It is an object of the invention to provide a drive of the type mentioned, the electromotive part is simple and robust, has a high power / weight ratio and operates quietly.

The invention relates to a drive for a wheeled vehicle, which has a crank for converting muscle power into torque and an electric motor with a stator and a rotationally driven by electromagnetic interaction rotor. The torque of the pedal crank is transmitted by means of a crank pinion on a traction means of the drive. The torque of the electric motor is transmitted to the traction means by means of a motor pinion. The crank pinion and the motor pinion are in preferred first embodiments with the traction means in each case in an intervention pedal crank and motor therefore do not work on the same pinion, but transmit their torque by means of its own pinion on the same traction means. In second embodiments, in which the pedal crank pinion engages with a first traction means and the motor pinion with another transmission means, preferably a second traction means, the torques transmitted via the first traction means and the other transmission means are transmitted to a common output member, preferably an output shaft , Each of the drive parts, which can be operated by muscle power drive part with crank and crank pinion and the electric motor drive part with electric motor and motor pinion, can therefore be optimized according to their respective nature in both versions.

According to the invention, the electric motor is an external rotor motor, the stator is accordingly inside the motor and is surrounded by the rotor, the external rotor. The external rotor motor may be an asynchronous motor, it is preferably a DC motor having a pole ring surrounding the stator with permanent magnets. The invention combines the characteristic of external rotor motors with the introduction of torque through its own motor pinion. External rotor motors have high efficiency and high torque at low speeds compared to internal rotors. However, these speeds are still higher than the speed of the pedal crank at usual pedaling frequencies of the driver. Due to the initiation of the torque on the own motor pinion, however, the ratio of the speed of the electric motor to the speed of the crank can be increased according to the ratio of the diameter of the crank pinion and the pinion that the external rotor motor in a favorable in terms of its torque and efficiency speed range works while acting on the same pulling means as the crank pinion.

A particular advantage of the invention is that the speed of the electric motor to the motor pinion does not have to be downgraded, can therefore be dispensed with a transmission between the rotor of the electric motor and the motor pinion. If, nevertheless, a transmission is interposed, this transmission can be designed with a significantly lower reduction ratio than when using an internal rotor motor. However, particularly preferred embodiments it corresponds to dispense with the interposition of a transmission, so that the electric motor drives the motor pinion directly, the motor pinion is thus driven by the speed of the rotor. The motor pinion is arranged in such embodiments on the rotor axis, d. H. coaxial with the rotor.

The electromotive part of the drive has, as a result, an improved power / weight ratio and develops less noise, these advantages are particularly great when a transmission between the electric motor and the motor pinion is completely dispensed with. However, the advantages are also present when using a transmission, although only to a lesser extent, because this transmission can be performed with a comparison with the prior art significantly lower reduction ratio. In addition, there is the advantage of a reduced overall volume, and here too applies that in embodiments with arranged on the rotor axis motor pinion a particularly compact design is achieved.

In a further development, the speed of the pedal crank before the superposition of the torques of crank and electric motor by means of a transmission gear is translated into the fast. The transmission ratio between the speed of the pedal crankshaft and the output of the transmission gear is preferably at least 1: 1.5, more preferably at least 1: 2 and may well be, for example, 1: 3 or even 1: 4. The translation and the associated applied by muscle power, correspondingly larger torque plays no decisive role, at least not if the torque generated by muscle torque is superimposed on the torque of the electromotive drive part, so the electric motor runs supportive.

Preferably, the transmission gear between the pedal crankshaft and the crank pinion is arranged. The transmission gear, which can also be referred to as a countershaft, is in preferred embodiments, a pedal crankshaft coaxial planetary gear. The transmission gear is preferably arranged outside of the bottom bracket shell. In particular, a bearing shell of the bottom bracket shell, which will be explained below in another context, form a frame-side, fixed gear member of the transmission gear. In particular, a sun gear of the transmission gear, which is preferably designed as a planetary gear mechanism, can form this gear element that is not movable relative to the frame of the wheeled vehicle. In a planetary gear, in particular, the ring gear can form the output member by being connected against rotation with the crank pinion, which may include the case that the ring gear in one piece also forms the crank pinion. The pedal crank or the pedal crankshaft can be connected to transmit torque transmission in the drive direction of rotation to a planet carrier of the planetary gear, preferably via a freewheel. A freewheel which decouples the crank pinion of its drive rotational direction counter to the pedal crankshaft, but is also in the design of the planetary gear or a different transmission gear formed between pedal crankshaft and crank pin advantage. Such a freewheel can be arranged in particular in the area of the pedal crankshaft, ie next to or basically in the bottom bracket shell. Preferably, the freewheel on the pedal crankshaft outside of the bottom bracket shell, close to this, arranged. Preferably, the freewheel is located directly on the pedal crankshaft and not only coaxially therewith. In principle, however, the freewheel can also be arranged on another shaft in the drive train between the crank and the driven wheel of the wheeled vehicle, for example on or near the motor shaft.

Particularly preferred embodiments correspond, as already mentioned, when the motor pinion on the rotor axis, d. H. arranged on or on the motor shaft and secured against rotation in the transmission of the engine torque is connected to the motor shaft. The motor pinion can be rotatably connected with the motor shaft clockwise and counterclockwise. More preferably, however, the motor pinion with the motor shaft is rotatably connected only in a drive direction, while a relative rotational movement in the opposite direction is possible. The drive direction is that direction of rotation in which the torque of the electric motor is to be transmitted to the motor pinion and from there to the traction means. To achieve this, a freewheel is arranged between the motor shaft and the motor pinion. The driver can thus drive the wheeled vehicle via the crank without the towing the electric motor. On the contrary, the electric motor can stand still in such phases of the driving operation, which saves energy. At medium load, for example, he can support the driver by the torques of the pedal crank and the electric motor on the common output member, preferably the traction means of the pedal drive, are superimposed.

As a motor shaft is understood in the context of the invention as usual, the output shaft of the motor. The motor shaft rotates around the rotor axis, ie around the same axis as the rotor. The motor shaft can be fixedly connected to the rotor with respect to both directions of rotation of the rotational degree of freedom of the rotor, wherein as solid connection according to the invention also always the formation in one piece, in the case of the rotor so the formation of a rotor ring and the rotor shaft in one piece. The motor shaft and the rotor shaft can therefore be identical. If the motor shaft is at the same time also the rotor shaft and the electric motor drives the motor pinion via a freewheel, this freewheel is correspondingly arranged between the motor shaft and the pinion. In the case of the preferred arrangement of the motor pinion on the motor axis, secured against rotation in the drive direction, the freewheel is preferably arranged in an annular gap bounded by the motor shaft and the motor pinion.

The motor shaft and the rotor shaft may advantageously be different, but the two shafts are of course rotatable about the common rotor axis of rotation. The motor shaft and the rotor shaft are preferably arranged concentrically with each other, d. H. one of the two waves surrounds the other at least in an axial section. Embodiments in which the rotor shaft surrounds the motor shaft are preferred. The motor shaft and the rotor shaft are rotatably supported relative to each other, d. H. between the two shafts is one or preferably two or possibly more pivot bearings are arranged at an axial distance from each other. A freewheel of the type mentioned can advantageously act between the rotor shaft and the motor shaft, so connect the motor shaft in the drive direction against rotation with the rotor shaft and decouple in the reverse direction of this. An advantage of such an arrangement is that the motor pinion is not first connected to the motor shaft via the freewheel, but, for example, as preferably arranged directly on the motor shaft or on the motor shaft and can be torsionally rigidly connected thereto. It is advantageous if the freewheel is arranged in an annular gap bounded by the two shafts, in particular, the freewheel between two axially spaced pivot bearings, which store the shafts rotatable relative to each other, are arranged.

In preferred embodiments, the motor shaft extends into the stator. More preferably, it extends not only in but through the stator. In principle, however, it would also be possible to connect the rotor ring, which surrounds the stator, to the rotor shaft on one side of the stator by means of a connecting body and to guide the rotor shaft away from the stator on the same side, so that the rotor shaft would be arranged axially next to the stator. More preferably, however, the torque of the electric motor is introduced into the rotor shaft on one axial side of the stator, the rotor shaft is guided through a central cavity of the stator to its other axial side, and the motor pinion is arranged there. If the rotor shaft or, in the case of a motor shaft separate from the rotor shaft, the motor shaft protrudes in or preferably through the stator, advantageously at least one rotary bearing of the relevant shaft can be arranged inside the stator. The word "or" is used here as well as in any other place in the usual logical sense, so it is an "inclusive or" that the meaning of "either ..... or" and also the meaning of "and "To the extent that only a limited meaning can only derive from the respective concrete context. With respect to the motor shaft other than the rotor shaft, this means that either only the rotor shaft or only the motor shaft projects into or through the stator or, as is preferred, both shafts protrude into or through the stator.

If the rotor shaft does not simultaneously form the motor shaft and both shafts protrude into or through the stator, at least one axial portion of the freewheel or preferably the freewheel can be arranged over its entire axial length in the cavity of the stator, preferably in an annular space between the rotor shaft and the motor shaft, and the motor shaft in the drive direction to connect secure against rotation with the rotor shaft and decouple in the opposite direction of rotation of the rotor shaft. In particular, such a freewheel can be arranged between axially spaced rotary bearings, which support the two shafts rotatable relative to each other. One of these pivot bearings or both pivot bearings can also be arranged in the cavity of the stator. However, these rotary bearings are more preferably arranged at least partially axially outside the cavity, wherein one of these rotary bearings is arranged axially at the position at which the rotor ring is supported on the rotor shaft via a connecting body. Another pivot bearing rotatably supporting the rotor shaft and motor shaft assembly on that side of the stator relative to a frame of the wheeled vehicle is preferably axially engaged in the cavity of the stator.

To the electric motor is nachzutragen still that he distributed in the preferred embodiment as a DC motor on the rotor ring in the circumferential direction advantageously at least 28 magnetic poles, so it is a high-pole electric motor. To be particularly favorable, it has been found that the force acting on the traction means effective diameter of the crank pinion is four to eight times as large as the effective diameter of the engine pinion, an optimum is about six times. However, a diameter ratio of crank pinion / motor pinion of at least three has proven to be of practical advantage.

The pedal crank comprises at least one pedal, more preferably two pedals, and a pedal crankshaft which is non-rotatably connected to the pedal or pedals. In particular, the crank pinion can not be connected rotatably to the pedal crankshaft. In principle, however, it is also conceivable to connect the crank pinion via a gearbox with the pedal crankshaft.

The wheeled vehicle may in particular be a two-wheeled vehicle, which is driven by muscle power via the crank in the usual way in bicycles. It may also be a wheeled vehicle with more than two wheels, for example a wheelchair, a wheeled vehicle with three wheels or a wheeled vehicle with even more wheels for in particular more than one person.

In preferred embodiments, a torque sensor or speed sensor for determining the torque or the speed of the pedal crank is provided and connected to a controller of the electric motor. Preferably, the controller controls or regulates the electric motor in response to a measurement signal of the torque sensor or speed sensor. The torque sensor or speed sensor is preferably arranged in a bottom bracket shell through which a pedal crankshaft of the pedal crank extends.

If the torque of the pedal crankshaft is determined, as is the case in preferred embodiments, the electric motor can advantageously be controlled or regulated as a function of the torque of the pedal crankshaft. In such embodiments, a torque sensor is integrated into a controller of the electric motor. The controller decides, for example, whether the electric motor is ever turned on and introduces torque in the traction mechanism. A condition for the switching is preferably that the introduction of a torque on the pedal crankshaft is detected by means of the sensor. On a control unit, an operating element can be provided with which the driver can select whether the electric motor only supports or constantly introduces torque. The control panel may instead or preferably additionally be given the possibility of adjusting the torque generated by the electric motor. The adjustment can be realized so that the torque of the electric motor is independent of the torque of the pedal crankshaft adjustable, so the engine simply generates the set engine torque. Alternatively, the adjustment can be realized so that the electric motor generates a torque which, in combination with the torque of the pedal crankshaft results in the set torque, the electric motor thus generates the difference between the adjusted torque and the torque of the pedal crankshaft.

The torque sensor is preferably arranged in a bottom bracket shell, which may be a bottom bracket tube in a conventional manner, but need not be unavoidable. To determine the torque, the sensor can detect, in particular, the rotational angle position which occupies an output end of the pedal crankshaft relative to a drive end of the pedal crankshaft. The sensor is preferably a magnetic pole sensor. To these two aspects of the invention, the arrangement in the bottom bracket and the embodiment as a magnetic pole sensor, features are disclosed below, each of which individually and in any combination advantageously further develop the invention.

The sensor can also serve in double function to determine the speed of the pedal crankshaft. If it is designed as a magnetic pole sensor, it may be part of a speed sensor, which also has a Hall sensor. The Hall sensor scans one of the pole members of the magnetic pole sensor or both pole members, preferably the pole member which ascends in the magnetic flux of the torque sensor. The Hall sensor detects the passages of the magnetic field elements or only a specific magnetic field element of the respective pole member or the pole members, from which by means of a downstream counter member and a timer, the speed is determined. The Hall sensor is preferably arranged in an opening on the circumference of the bottom bracket bearing radially relative to the respective pole member.

Preferred features are also described in the subclaims and the combinations of subclaims.

The invention further relates to a device for detecting the torque of a pedal crankshaft of a wheeled vehicle, preferably a bicycle. Preferably, it is used in bicycles with hybrid drives, which are operable with muscle power and have a motor drive to support, for example, an electric motor drive. It can be used with advantage but also in the cycling field, also in the hobbies sports area and basically everywhere where the torque generated by muscle power is of interest.

In hybrid drives, the torque detection can be used for example for controlling or regulating the auxiliary drive. Examples of this are from the EP 0 743 238 A1 , of the JP 2007176221 A and in particular the WO 99/30960 A2 known. In the embodiments described there, the additional motor is arranged directly on or next to the pedal crankshaft, in any case, adapted housings are provided for the two drive parts, the pedal crank and the motor part, which must be specially designed according to the individual case, which costs.

It is therefore an object of the invention to allow the arrangement of a sensor for detecting the torque of a pedal crankshaft in a conventional bottom bracket, preferably also a simple retrofit.

The invention is based on a device for detecting the torque of a pedal crankshaft of a wheeled vehicle, which has a bottom bracket shell, a crankshaft extending through the bottom bracket shell, a first pivot bearing and at least one further second pivot bearing for the pivot bearing of the crankshaft, further comprising a transmission structure and a torque sensor , The Transmission structure is rotatably connected in the bottom bracket with the pedal crankshaft, rotatably at least in a drive direction of rotation of the pedal crankshaft, preferably rotationally fixed with respect to both directions of rotation about an axis of rotation of the pedal crankshaft. The portion of the connection with the pedal crankshaft forms a drive end of the transmission structure. The transmission structure further has an output end, at which the torque introduced at the drive end is forwarded, preferably to a crank pinion of a traction mechanism transmission of the wheeled vehicle. The crank pinion may in particular be non-rotatably connected to the output end of the transmission structure, non-rotatably at least in the drive rotational direction, preferably rotationally fixed with respect to both directions of rotation about the axis of rotation of the pedal crankshaft. The sensor is also disposed in the bottom bracket shell and senses the torque across the rotational angular position occupied by the output end of the transmission structure relative to the drive end. Changes in the relative rotational angular position are equivalent to changes in the torque transmitted through the transmission structure, which in turn corresponds to the torque of the bottom bracket shaft, at least in preferred embodiments in which the transmission structure transmits the torque of the pedal crankshaft without slip.

According to the invention, a bearing shell structure is arranged radially between the pedal crankshaft and the bottom bracket, which is kippfest connected to the bottom bracket and rotatably supports the pedal crankshaft outside of the bottom bracket by means of the first pivot bearing by the pedal crankshaft via the first pivot bearing radially outward, d. H. in the radial direction with respect to the axis of rotation, is supported. Preferably, the bearing shell structure also supports the bottom bracket shaft in at least one axial direction. By means of the bearing shell structure thus the first pivot bearing is displaced out of the bottom bracket shell, whereby in the bottom bracket shell corresponding space for the sensor and the arrangement of the sensor optionally required holding devices is provided.

The bearing shell structure may be sleeve-shaped as a whole or optionally also only in one or more axial section (s), thus surrounding the pedal crankshaft circumferentially in circumferential direction. It can also be composed of several segments, which only result in the entirety when installed such a sleeve. In principle, however, it only has to fulfill the function of the pivot bearing and have a shape suitable for this purpose.

The bearing shell structure preferably has a radially enlarged axial section outside the pedal crankshaft, in which the first rotary bearing is arranged. Advantageously, the bearing shell structure is formed at least in this axial section as a sleeve, wherein the sleeve preferably has a closed jacket around the axis of rotation of the pedal crankshaft, but in principle can also have openings. The enlarged in the radial direction axial section, extended in comparison to a protruding into the bottom bracket bearing axial section, creates space in the radial direction for the arrangement of the first pivot bearing. If the bearing shell structure is preferably formed as a sleeve in the radially enlarged axial section, this means that it has a larger free inner cross section, preferably a circular cylindrical inner cross section. In principle, however, it is sufficient to form the support points required for the radial support for the first pivot bearing. The bearing shell structure can be enlarged so far in the radially enlarged axial section, preferably having such a circular cylindrical inner cross section, that it is radially further than a largest inner cross section of the bottom bracket housing. The inner cross section of the bottom bracket shell is in preferred embodiments at least substantially circular cylindrical.

The bottom bracket shell is in preferred embodiments, a standard bottom bracket shell, as is commonly found in bicycles. The standard housing is accordingly essentially a tube with the usual attachment device for a standard crankshaft without torque detection. In such embodiments, the bearing shell structure can advantageously be designed so that it is used as the conventional bearing inserts left and right sides in the bottom bracket shell and firmly connected to this to support the pedal crankshaft. The bearing shell structure replaces the left and right side bearing insert conventional arrangements of bottom bracket and bottom bracket. Thus, the bearing shell structure may be screwed in advantageous embodiments, for example, in the bottom bracket shell or screwed, wherein the bottom bracket shell at the respective end face an internal thread and the bearing shell structure has a matching external thread.

Although it is already advantageous in terms of gaining space within the bottom bracket, wem the bearing shell structure protrudes only at one end of the bottom bracket shell and creates on the respective end outside the bearing point, it corresponds to more preferred embodiments, if the bearing shell structure on the other end protrudes from the bottom bracket and there by means of the second pivot bearing also provides for the pivotal mounting of the pedal crankshaft by supporting the second bottom bracket radially outward. In such embodiments, the bearing shell structure expediently in several parts and comprises a first bearing shell and at least one further, second bearing shell, one of which projects from the bottom bracket housing to one end side and the other to the other end face in order to be rotatably mounted on the respective end side. What has been said about the bearing shell structure applies preferably to each of these bearing shells. The bearing shells are preferably arranged so that one from the left and the other from the right in the bottom bracket shell can be used or already used. Preferably, they are or are screwed from the respective end face in the bottom bracket shell, preferably by a screw directly with a pipe jacket of the bottom bracket.

In preferred embodiments, the bearing shell structure serves not only the pivot bearing of the pedal crankshaft, but also the storage of the sensor or a part of the sensor at the same time. The bearing shell structure can in particular support a sensor part which is not moved relative to the bottom bracket shell or at least is not moved for detection.

As already mentioned, the torque is detected via the relative rotational angle position between the drive and the output end of the transmission structure. The transmission structure is loaded between its drive end and its output end in dependence on the magnitude of the torque. The load can be a tensile load, a compressive load, and basically any type of load as long as the torque is transmitted. Preferably, the transmission structure is subjected to torsion, that is, it is shaped and arranged as a torsion structure. It accordingly has an axially extending torsion path which extends to the drive end and from there in the direction of the output end. Preferably, the torsion section is sleeve-shaped, the transmission structure accordingly a torsion sleeve. More preferably, the transmission structure as a whole is sleeve-shaped, thus has a sleeve-shaped drive end, then axially thereafter, the sleeve-shaped torsion and an adjoining sleeve-shaped output end. In the region of the output end, such a transmission structure is preferably supported radially to the pedal crankshaft, which can be carried out in particular by means of a plain bearing bush, preferably a plain bearing bush, which is arranged in an annular gap formed directly between the pedal crankshaft and the transmission structure. Including such a rotary bearing on the pedal crankshaft, the transmission structure is freely movable up to the drive end in the torsional displacement.

The sensor can be designed, for example, as a strain gauge sensor with one or more strain gauges. Also suitable are capacitive sensors. Preferably, the sensor is designed as a magnetic pole sensor. The sensor comprises in preferred embodiments, an input member for coupling an input signal, an output member for coupling out an output signal generated in accordance with the input signal and the torque and between the input member and the output member one or more transmission member (s). Preferred embodiments, it corresponds to when in the measuring section, a first transmission member and a second transmission member are arranged, of which one is closer to the drive end and the other is arranged closer to the output end. The transmission members are immovably connected to the transmission structure with respect to the direction of the displacement experienced by the transmission structure by the transmission of the torque. As the torque changes, therefore, the relative rotational angular position that the transmission members have relative to one another changes. The input member and the output member are preferably supported by the bearing shell structure, preferably they are not movable relative to the bearing shell structure.

In embodiments in which the bearing shell structure supports the sensor or preferably one or more components of a multi-part sensor, wherein the component or components are or are embedded in the bearing shell structure or embedded in the bearing shell structure, the bearing shell structure preferably comprises one of the bearings Sensor or one or more sensor component (s) serving carrier shell. In embodiments in which the bearing shell structure has a first bearing shell and a second bearing shell, the carrier shell can in particular be arranged axially between the bearing shells. The arrangement of the sensor or of a sensor part on or in the carrier shell advantageously facilitates the installation of the sensor, in particular in embodiments in which the bearing shell structure is screwed into the bottom bracket shell. The bearings are in embodiments in which a rotational movement is required for installation, such as in the case of said screw, preferably decoupled from the carrier shell with respect to the rotational movement, so rotatable relative to the carrier shell. The carrier shell is preferably arranged in the bottom bracket shell before the bearing shells are mounted. If the carrier shell with respect to a Montierdrehbewegung the bearing shells decoupled from these, the carrier shell can rest during assembly of the bearing shells relative to the bottom bracket shell, which is advantageous, for example, if the bearing of the carrier shell sensor or sensor part has one or more cable connection or connections, the or that could twist on rotation.

• I) Vorrichtung zur Erfassung des Drehmoments einer Tretkurbelwelle eines Radfahrzeugs, die Vorrichtung umfassend: a) ein Tretlagergehäuse (8), b) eine durch das Tretlagergehäuse (8) erstreckte Tretkurbelwelle (2) zur Umwandlung von Muskelkraft in Drehmoment, c) ein erstes Drehlager (27) und ein zweites Drehlager (28) jeweils für die Tretkurbelwelle (2), d) eine Übertragungsstruktur (35), die zur Übertragung des Drehmoments in dem Tretlagergehäuse (8) an einem Antriebsende (36) drehfest mit der Tretkurbelwelle (2) verbunden ist und ein Abtriebsende (37) für die Übertragung des Drehmoments auf ein Rad des Radfahrzeugs aufweist, e) und einen in dem Tretlagergehäuse (8) angeordneten Sensor (40), der zur Ermittlung des Drehmoments die Drehwinkelposition erfasst, die das Abtriebsende (37) relativ zu dem Antriebsende (36) der Übertragungsstruktur (35) einnimmt. f) In bevorzugten Ausführungen ist radial zwischen der Tretkurbelwelle (2) und dem Tretlagergehäuse (8) eine Lagerschalenstruktur (30) angeordnet, die kippfest mit dem Tretlagergehäuse (8) verbunden ist und aus dem Tretlagergehäuse (8) ragt, g) wobei die Tretkurbelwelle (2) außerhalb des Tretlagergehäuses (8) mittels des ersten Drehlagers (27) drehbar von der Lagerschalenstruktur (30) gelagert wird.
• II) Vorrichtung nach dem vorhergehenden Absatz, wobei das Tretlagergehäuse (8) längs der Tretkurbelwelle (2) eine innere Weite von maximal 60 mm aufweist, vorzugsweise rohrförmig ist, vorzugsweise einen für Fahrräder standardmäßigen Innenquerschnitt aufweist.
• III) Vorrichtung nach einem der vorhergehenden Absätze, wobei die Lagerschalenstruktur (30) die Übertragungsstruktur (35) umgibt, wenigstens in einem axialen Abschnitt, vorzugsweise innerhalb und außerhalb des Tretlagergehäuses (8).
• IV) Vorrichtung nach einem der vorhergehenden Absätze, wobei die Lagerschalenstruktur (30) außerhalb des Tretkurbelgehäuses (8) einen radial vergrößerten Axialabschnitt aufweist, in dem das erste Drehlager (27) angeordnet ist und der die Tretkurbelwelle (2) vorzugsweise umlaufend umgibt.
• V) Vorrichtung nach einem der vorhergehenden Absätze, wobei die Übertragungsstruktur (35) mit dem Abtriebsende (37) aus dem Tretlagergehäuse (8) ragt und das erste Drehlager (27) in eine radiale Richtung an dem Abtriebsende (37) der Übertragungsstruktur (35) und in die radiale Gegenrichtung an der Lagerschalenstruktur (30) abgestützt ist.
• VI) Vorrichtung nach einem der vorhergehenden Absätze, wobei die Tretkurbelwelle (2) auch mittels des zweiten Drehlagers (28) drehbar von der Lagerschalenstruktur (30) gelagert wird, vorzugsweise ebenfalls außerhalb des Tretlagergehäuses (8).
• VII) Vorrichtung nach einem der vorhergehenden Absätze, wobei die Lagerschalenstruktur (30) eine erste Lagerschale (31) und eine zweite Lagerschale (32) aufweist, die jeweils radial zwischen der Tretkurbelwelle (2) und dem Tretlagergehäuse (8) angeordnet sind, die erste Lagerschale (31) an einer Stirnseite des Tretlagergehäuses (8) axial aus dem Tretlagergehäuse (8) und die zweite Lagerschale (32) an der axial gegenüberliegenden Stirnseite des Tretlagergehäuses (8) axial aus dem Tretlagergehäuse (8) ragt, die Lagerschalen (31, 32) jeweils kippfest mit dem Tretlagergehäuse (8) verbunden sind und die Tretkurbelwelle (2) mittels des ersten Drehlagers (27) von der ersten Lagerschale (31) und mittels des zweiten Drehlagers (28) von der zweiten Lagerschale (32) jeweils außerhalb des Tretlagergehäuses (8) drehbar gelagert wird.
• VIII) Vorrichtung nach dem vorhergehenden Absatz, wobei jede der Lagerschalen (31, 32) außerhalb des Tretlagergehäuses (8) einen radial vergrößerten Axialabschnitt aufweist, in dem das jeweils zugeordnete Drehlager (27, 28) angeordnet ist.
• IX) Vorrichtung nach dem vorhergehenden Absatz und wenigstens einem der folgenden Merkmale: – die Lagerschalen (31, 32) sind einzeln kippfest mit dem Tretlagergehäuse (8) verbunden; – die Lagerschalen (31, 32) sind einzeln drehfest mit dem Tretlagergehäuse (8) verbunden; – die Lagerschalen (31, 32) sind einzeln axial unbeweglich mit dem Tretlagergehäuse (8) verbunden; – die Lagerschalen (31, 32) sind von der jeweiligen Stirnseite aus axial aufeinander zu in das Tretlagergehäuse (8) eingesetzt; – die Lagerschalen (31, 32) sind von den Stirnseiten her in das Tretlagergehäuse (8) eingeschraubt.
• X) Vorrichtung nach einem der vorhergehenden Absätze, wobei ein Eingang (41) oder Ausgang (42) des Sensors (40) in dem Tretlagergehäuse (8) in oder an der Lagerschalenstruktur (30) angeordnet ist oder sind.
• XI) Vorrichtung nach dem vorhergehenden Absatz, wobei die Lagerschalenstruktur (30) eine Lagerschale (31) und eine Trägerschale (33) aufweist, die Lagerschale (31) und die Trägerschale (33) radial zwischen der Tretkurbelwelle (2) und dem Tretlagergehäuse (8) angeordnet sind, die Lagerschale (31) kippfest mit dem Tretlagergehäuse (8) verbunden ist und an einer Stirnseite des Tretlagergehäuses (8) axial aus dem Tretlagergehäuse (8) ragt und dort die Tretkurbelwelle (2) mittels des ersten Drehlagers (27) lagert, die Trägerschale (33) in dem Tretlagergehäuse (8) angeordnet ist und von der Lagerschale (31) in wenigstens eine der zwei axialen Richtungen festgelegt wird und der Eingang (41) oder Ausgang (42) des Sensors (40) in oder an der Trägerschale (33) angeordnet ist oder sind.
• XII) Vorrichtung nach dem vorhergehenden Absatz in Kombination mit Absatz VII, wobei die Trägerschale (33) axial zwischen den Lagerschalen (31, 32) angeordnet ist und von den Lagerschalen (31, 32) axial festgelegt wird.
• XIII) Vorrichtung nach einem der zwei vorhergehenden Absätze, wobei die Trägerschale (33) einen größeren Innenquerschnitt als die Lagerschale(n) (31, 32) aufweist und der Eingang (41) oder Ausgang (42) des Sensors (40) im Bereich des größeren Innenquerschnitts angeordnet ist oder sind.
• XIV) Vorrichtung nach einem der vorhergehenden Absätze, wobei die Übertragungsstruktur (30) mit dem Abtriebsende (37) aus dem Tretlagergehäuse (8) ragt und das erste Drehlager (27) außerhalb des Tretlagergehäuses (8) radial in Richtung auf eine Drehachse (R₂) der Tretkurbelwelle (2) stützt.
• XV) Vorrichtung nach einem der vorhergehenden Absätze, wobei die Tretkurbelwelle (2) in einem ersten Axialabschnitt (2a), über den sich die Übertragungsstruktur (35) erstreckt, schlanker ist als in einem zweiten Axialabschnitt (2b), der axial unmittelbar neben oder zumindest nahe bei dem Antriebsende (36) der Übertragungsstruktur (35) angeordnet ist.
• XVI) Vorrichtung nach einer Kombination der Absätze VI, XIV und XV, wobei das erste Drehlager (27) und das zweite Drehlager (28) jeweils den gleichen Innendurchmesser und jeweils den gleichen Außendurchmesser aufweisen und die Lagerschalenstruktur (30) in ihren Axialabschnitten, in denen das jeweilige Drehlager (27, 28) angeordnet ist, jeweils einen entsprechend gewählten Innendurchmesser und die Übertragungsstruktur (35) am Abtriebsende (37) und die Tretkurbelwelle (2) in dem zweiten Axialabschnitt (2b) jeweils einen entsprechenden Außendurchmesser aufweist.

Hereinafter, preferred features of the invention are summarized. In this case, reference symbols of embodiments illustrated in FIGS are used. The reference numbers are only for faster orientation. The features disclosed for arranging the sensor can advantageously be used in combination with the features disclosed for driving.

• I) A device for detecting the torque of a pedal crankshaft of a wheeled vehicle, the device comprising: a) a bottom bracket shell ( 8th b) one through the bottom bracket shell ( 8th ) extended crankshaft ( 2 ) for converting muscle power into torque, c) a first pivot bearing ( 27 ) and a second pivot bearing ( 28 ) each for the crankshaft ( 2 ), d) a transmission structure ( 35 ), which is used to transmit the torque in the bottom bracket shell ( 8th ) at a drive end ( 36 ) rotatably with the pedal crankshaft ( 2 ) and an output end ( 37 ) for the transmission of torque to a wheel of the wheeled vehicle, e) and one in the bottom bracket shell ( 8th ) arranged sensor ( 40 ), which detects the rotational angle position for determining the torque, which the output end ( 37 ) relative to the drive end ( 36 ) of the transmission structure ( 35 ) occupies. f) In preferred embodiments, radially between the crankshaft ( 2 ) and the bottom bracket shell ( 8th ) a bearing shell structure ( 30 ), the kippfest with the bottom bracket shell ( 8th ) and from the bottom bracket shell ( 8th protruding, g) wherein the pedal crankshaft ( 2 ) outside the bottom bracket shell ( 8th ) by means of the first pivot bearing ( 27 ) rotatable from the bearing shell structure ( 30 ) is stored.
• II) Device according to the preceding paragraph, wherein the bottom bracket shell ( 8th ) along the crankshaft ( 2 ) has an inner width of at most 60 mm, preferably tubular, preferably has a standard for bicycles inner cross-section.
• III) Device according to one of the preceding paragraphs, wherein the bearing shell structure ( 30 ) the transmission structure ( 35 ) surrounds, at least in an axial section, preferably inside and outside of the bottom bracket shell ( 8th ).
• IV) Device according to one of the preceding paragraphs, wherein the bearing shell structure ( 30 ) outside of the crankcase ( 8th ) has a radially enlarged axial section, in which the first pivot bearing ( 27 ) is arranged and the pedal crankshaft ( 2 ) surrounds preferably circumferentially.
• V) Device according to one of the preceding paragraphs, wherein the transmission structure ( 35 ) with the output end ( 37 ) from the bottom bracket shell ( 8th protrudes and the first pivot bearing ( 27 ) in a radial direction at the output end ( 37 ) of the transmission structure ( 35 ) and in the radial opposite direction on the bearing shell structure ( 30 ) is supported.
• VI) Device according to one of the preceding paragraphs, wherein the crankshaft ( 2 ) also by means of the second pivot bearing ( 28 ) rotatable from the bearing shell structure ( 30 ) is stored, preferably also outside of the bottom bracket shell ( 8th ).
• VII) Device according to one of the preceding paragraphs, wherein the bearing shell structure ( 30 ) a first bearing shell ( 31 ) and a second bearing shell ( 32 ), each radially between the pedal crankshaft ( 2 ) and the bottom bracket shell ( 8th ), the first bearing shell ( 31 ) on one end face of the bottom bracket shell ( 8th ) axially from the bottom bracket shell ( 8th ) and the second bearing shell ( 32 ) on the axially opposite end face of the bottom bracket shell ( 8th ) axially from the bottom bracket shell ( 8th ) protrudes, the bearing shells ( 31 . 32 ) each kippfest with the bottom bracket shell ( 8th ) and the crankshaft ( 2 ) by means of the first pivot bearing ( 27 ) from the first bearing shell ( 31 ) and by means of the second pivot bearing ( 28 ) from the second bearing shell ( 32 ) each outside the bottom bracket shell ( 8th ) is rotatably mounted.
• VIII) Device according to the preceding paragraph, wherein each of the bearing shells ( 31 . 32 ) outside the bottom bracket shell ( 8th ) has a radially enlarged axial section, in which the respective associated pivot bearing ( 27 . 28 ) is arranged.
• IX) Apparatus according to the preceding paragraph and at least one of the following features: - the bearing shells ( 31 . 32 ) are individually kippfest with the bottom bracket shell ( 8th ) connected; - the bearing shells ( 31 . 32 ) are individually rotatable with the bottom bracket shell ( 8th ) connected; - the bearing shells ( 31 . 32 ) are individually axially immovable with the bottom bracket shell ( 8th ) connected; - the bearing shells ( 31 . 32 ) are axially facing each other from the respective end face into the bottom bracket shell ( 8th ) used; - the bearing shells ( 31 . 32 ) are from the front sides in the bottom bracket shell ( 8th screwed in).
• X) Device according to one of the preceding paragraphs, wherein an input ( 41 ) or output ( 42 ) of the sensor ( 40 ) in the bottom bracket shell ( 8th ) in or on the bearing shell structure ( 30 ) is or are arranged.
• XI) device according to the preceding paragraph, wherein the bearing shell structure ( 30 ) a bearing shell ( 31 ) and a carrier shell ( 33 ), the bearing shell ( 31 ) and the carrier shell ( 33 ) radially between the crankshaft ( 2 ) and the bottom bracket shell ( 8th ) are arranged, the Bearing shell ( 31 ) tilts with the bottom bracket shell ( 8th ) is connected and at one end face of the bottom bracket ( 8th ) axially from the bottom bracket shell ( 8th ) and there the pedal crankshaft ( 2 ) by means of the first pivot bearing ( 27 ), the carrier shell ( 33 ) in the bottom bracket shell ( 8th ) is arranged and from the bearing shell ( 31 ) is fixed in at least one of the two axial directions and the input ( 41 ) or output ( 42 ) of the sensor ( 40 ) in or on the carrier shell ( 33 ) is or are arranged.
• XII) Device according to the preceding paragraph in combination with paragraph VII, wherein the carrier shell ( 33 ) axially between the bearing shells ( 31 . 32 ) and from the bearing shells ( 31 . 32 ) is axially fixed.
• XIII) Device according to one of the two preceding paragraphs, wherein the carrier shell ( 33 ) has a larger internal cross-section than the bearing shell (s) ( 31 . 32 ) and the entrance ( 41 ) or output ( 42 ) of the sensor ( 40 ) is arranged in the region of the larger inner cross section or are.
• XIV) Device according to one of the preceding paragraphs, wherein the transmission structure ( 30 ) with the output end ( 37 ) from the bottom bracket shell ( 8th protrudes and the first pivot bearing ( 27 ) outside the bottom bracket shell ( 8th ) radially in the direction of a rotation axis (R ₂ ) of the crankshaft ( 2 ).
• XV) Device according to one of the preceding paragraphs, wherein the crankshaft ( 2 ) in a first axial section ( 2a ), over which the transmission structure ( 35 ) is slimmer than in a second axial section ( 2 B ) axially adjacent or at least close to the drive end (FIG. 36 ) of the transmission structure ( 35 ) is arranged.
• XVI) Device according to a combination of paragraphs VI, XIV and XV, whereby the first pivot bearing ( 27 ) and the second pivot bearing ( 28 ) each have the same inner diameter and each have the same outer diameter and the bearing shell structure ( 30 ) in their axial sections, in which the respective pivot bearing ( 27 . 28 ), in each case a correspondingly selected inner diameter and the transmission structure ( 35 ) at the output end ( 37 ) and the crankshaft ( 2 ) in the second axial section ( 2 B ) each having a corresponding outer diameter.

• 1) Magnetpolsensor zur Erfassung eines Drehmoments einer Welle, der Sensor (40) umfassend: a) eine Übertragungsstruktur (35) mit einem Antriebsende (36) zur Einleitung eines Drehmoments um eine Längsachse (R₂) der Übertragungsstruktur (35) und einem von dem Antriebsende (36) axial beabstandeten Abtriebsende (37) zur Weiterleitung des Drehmoments, b) ein aufwärtiges Polglied (43), das in eine Antriebsdrehrichtung drehmomentfest mit dem Antriebsende (36) verbunden ist und in Umfangsrichtung voneinander beabstandete aufwärtige Magnetfeldelemente (48) mit jeweils wenigstens einem Pol (45) und wenigstens einem bezüglich der Polarität entgegensetzten Gegenpol (46) aufweist, c) ein abwärtiges Polglied (44), das in die Antriebsdrehrichtung drehmomentfest mit dem Abtriebsende (37) verbunden ist und in Umfangsrichtung voneinander beabstandete abwärtige Magnetfeldelemente (48) mit jeweils wenigstens einem Pol (45) und wenigstens einem bezüglich der Polarität entgegensetzten Gegenpol (46) aufweist, d) wobei die Polglieder (43, 44) axial nebeneinander angeordnet und um die Längsachse (R₂) relativ zueinander drehbar sind. e) In bevorzugter Ausführung liegen sich bei jedem der Magnetfeldelemente (48) der Pol (45) und der Gegenpol (46) einander radial gegenüber, so dass ein magnetisches Feld bei jedem der Magnetfeldelemente (48) zumindest im Wesentlichen radial gerichtet ist.
• 2) Magnetpolsensor nach dem vorhergehenden Absatz, wobei die Magnetfeldelemente (48) jeweils zwischen dem wenigstens einen Pol (46) und dem wenigsten einen Gegenpol (46) einen Isolator (47) aufweisen.
• 3) Magnetpolsensor nach dem vorhergehenden Absatz, wobei die Magnetfeldelemente (48) von wenigstens einem der Polglieder (43, 44) eine den wenigstens einen Pol (45) bildende Polschicht (45a), eine den wenigstens einen Gegenpol (46) bildende Gegenpolschicht (46a) und radial zwischen der Polschicht und der Gegenpolschicht eine den Isolator (47) bildende Isolatorschicht (47a) aufweisen und diese Schichten aufeinander angeordnet sind.
• 4) Magnetpolsensor nach dem vorhergehenden Absatz, wobei bei den Magnetfeldelementen (48) des wenigstens einen der Polglieder (43, 44) in einem Längsschnitt der wenigstens eine Pol (45) einen axial langen Schenkel (45a) mit einem an einem axialen Ende radial abragenden Flansch (45b) aufweist, der Isolator (47) einen radial dünneren Axialabschnitt (47a) und einen radial dickeren Axialabschnitt (47b) aufweist, der wenigstens eine Gegenpol (46) auf dem radial dünneren Axialabschnitt (47a) und der radial dickere Axialabschnitt (47b) des Isolators (47) axial zwischen dem Flansch (45b) des wenigstens einen Pols (45) und dem wenigstens einen Gegenpol (46) angeordnet ist.
• 5) Magnetpolsensor nach einem der vorhergehenden Absätze, wobei die Magnetfeldelemente (48) von einander zugewandten Stirnseiten der Polglieder (43, 44) abragen und axial aufeinander zu ragen und dass bei jedem der Polglieder (43, 44) die Magnetfeldelemente (48) in Umfangsrichtung durch Lücken (49) voneinander magnetisch getrennt sind.
• 6) Magnetpolsensor nach dem vorhergehenden Absatz in Kombination mit Absatz 2), wobei die Magnetfeldelemente (48) von wenigstens einem der Polglieder (43, 44) aus aufeinander geschobenen Hülsenkörpern (45', 46', 47') geformt sind, wobei ein erster der Hülsenkörper (45', 46', 47') den wenigstens einen Pol (45) jedes Magnetfeldelements (48), ein zweiter der Hülsenkörper (45', 46', 47') den Isolator (47) und ein dritter der Hülsenkörper (45', 46', 47') den wenigstens einen Gegenpol (46) jedes Magnetfeldelements (48) bildet, und dass die Lücken (49) in den aufeinander angeordneten Hülsenkörpern (45', 46', 47') geformt sind.
• 7) Magnetpolsensor nach dem vorhergehenden Absatz, wobei von den Hülsenkörpern (45', 46', 47') nach dem Einarbeiten der Lücken (49) axial neben den Lücken (49) jeweils noch ein Hülsenabschnitt verbleibt, der eine Längsachse umgibt.
• 8) Magnetpolsensor nach einem der vorhergehenden Absätze, ferner umfassend eine Primärspule (41), die einer Umfangsfläche des aufwärtigen Polglieds (43) radial zugewandt ist, von dieser Umfangsfläche umgeben wird oder diese Umfangsfläche vorzugsweise umgibt, und eine Sekundärspule (42), die einer Umfangsfläche des abwärtigen Polglieds (44) radial zugewandt ist, von dieser Umfangsfläche umgeben wird oder diese Umfangsfläche vorzugsweise umgibt.
• 9) Magnetpolsensor nach einer Kombination der Absätze 4) und 8), wobei der Magnetfluss der Primärspule (41) in den Flansch (45b) des Pols (45) und an einem axialen Ende einer Umfangsfläche des Gegenpols (46) in die Magnetfeldelemente (48) eingekoppelt wird.
• 10) Magnetpolsensor nach einem der vorhergehenden Absätze, wobei wenigstens eines der Polglieder (43, 44) eine Trägerhülse (51, 52) aufweist und die Magnetfeldelemente (45, 46, 47) dieses Polglieds (43, 44) jeweils als Schichtelemente in einem axialen Abschnitt der Trägerhülse (51, 52) angeordnet sind.
• 11) Magnetpolsensor nach einem der vorhergehenden Absätze und wenigstens einem der nachfolgenden Merkmale: – der Pol (45) im Längsschnitt wie ein liegendes ”L” geformt ist; – der Gegenpol (46) im Längsschnitt wie ein liegendes ”I” geformt ist; – der Isolator (47) nach Absatz 2) einen radial dünneren Axialbschnitt (47a) und einen radial dickeren Axialabschnitt (47b) aufweist.
• 12) Magnetpolsensor nach dem vorhergehenden Absatz, wobei der Gegenpol (46) axial mit dem langen Schenkel (45a) des ”L” überlappt, vorzugsweise radial über dem langen Schenkel des liegenden ”L” des Pols (45) angeordnet ist.
• 13) Magnetpolsensor nach einem der zwei vorhergehenden Absätze, wobei der Gegenpol (46) axial mit dem langen Schenkel (45a) des ”L” überlappt, vorzugsweise radial über dem dünneren Axialabschnitt (47a) des Isolators (47) angeordnet ist, wobei vorzugsweise der Isolator (47) mit dem dickeren Axialabschnitt (47b) bei dem kurzen Schenkel des Pols (45) angeordnet ist.
• 14) Magnetpolsensor nach einem der vorhergehenden Absätze, wobei der Pol (45), der Gegenpol (46) und der Isolator (47) separat geformt, übereinander, vorzugsweise aufeinander angeordnet und aneinander und vorzugsweise an einer Trägerhülse (51, 52) befestigt, vorzugsweise reibschlüssig oder stoffschlüssig befestigt sind.
• 15) Magnetpolsensor nach einem der vorhergehenden Absätze, wobei wenigstens eines der Polglieder (43, 44) Bestandteil eines Drehzahlsensors ist, der ferner einen Hallsensor aufweist, der relativ zu dem wenigstens einen der Polglieder (43, 44) so angeordnet ist, dass durch eine magnetische Wechselwirkung des Hallsensors und des wenigstens einen der Polglieder (43, 44) eine Drehzahl des wenigstens einen der Polglieder (43, 44) ermittelbar ist.
• 16) Verfahren zur Herstellung eines Magnetpolsensors zur Erfassung eines Drehmoments einer Welle, vorzugsweise eines Magnetpolsensors nach einem der vorhergehenden Absätze, bei dem a) ein erster Hülsenkörper (45') aus magnetisierbarem Material und ein zweiter Hülsenkörper (47') aus elektrisch isolierendem Material mit jeweils einem ersten Hülsenabschnitt (45a, 46a) und einem zweiten Hülsenabschnitt (45b, 47b), der über eine Schulter (45c, 47c) auf den ersten Hülsenabschnitt (45a, 47a) abfällt, hergestellt werden, b) der zweite Hülsenkörper (47') auf den ersten Hülsenabschnitt (45a) des ersten Hülsenkörpers (45') geschoben und der erste und der zweite Hülsenkörper (45', 46') miteinander gefügt werden, c) ein dritter Hülsenkörper (46') aus magnetisierbarem Material auf den ersten Hülsenabschnitt (47a) des zweiten Hülsenkörpers (47') geschoben und der zweite und der dritte Hülsenkörper (47', 46') miteinander gefügt werden, d) und in den Verbund der miteinander gefügten Hülsenkörper (45', 46', 47) an einer Stirnseite Lücken (49) eingearbeitet werden, so dass in Umfangsrichtung um eine zentrale Längsachse (R₂) des Verbunds eine alternierende Anordnung von Lücken (49) und in Umfangsrichtung erstreckten Magnetfeldelementen (48) erhalten wird, wobei die Magnetfeldelemente (48) jeweils einen von dem ersten Hülsenkörper (45') gebildeten radial inneren Pol (45), einen von dem dritten Hülsenkörper (46') gebildeten, radial äußeren Gegenpol (46) und radial dazwischen einen von dem zweiten Hülsenkörper (47') gebildeten Isolator (47) aufweisen.

Finally, the invention also relates to the magnetic pole sensor already mentioned as such and in the installed state. Preferred features of this further invention are summarized in the following paragraphs. In this case, reference symbols of embodiments illustrated in FIGS are used. The reference numbers are only for faster orientation. The features disclosed in the magnetic pole sensor can advantageously be used in combination with the features disclosed for the drive or the features disclosed for arrangement in the bottom bracket shell.

• 1) magnetic pole sensor for detecting a torque of a shaft, the sensor ( 40 ) comprising: a) a transmission structure ( 35 ) with a drive end ( 36 ) for introducing a torque about a longitudinal axis (R ₂ ) of the transmission structure ( 35 ) and one from the drive end ( 36 ) axially spaced output end ( 37 ) for transmitting the torque, b) an upward pole member ( 43 ), which in a driving direction of rotation torque-resistant with the drive end ( 36 ) and circumferentially spaced upward magnetic field elements ( 48 ) each having at least one pole ( 45 ) and at least one opposing polarity opposite polarity ( 46 ), c) a downward pole member ( 44 ), which in the drive direction of rotation torque-resistant with the output end ( 37 ) and circumferentially spaced apart magnetic field elements ( 48 ) each having at least one pole ( 45 ) and at least one opposing polarity opposite polarity ( 46 ), d) wherein the pole members ( 43 . 44 ) are arranged axially next to one another and about the longitudinal axis (R ₂ ) are rotatable relative to each other. e) In a preferred embodiment, each of the magnetic field elements ( 48 ) the pole ( 45 ) and the opposite pole ( 46 ) radially opposite each other, so that a magnetic field in each of the magnetic field elements ( 48 ) is directed at least substantially radially.
• 2) magnetic pole sensor according to the preceding paragraph, wherein the magnetic field elements ( 48 ) between the at least one pole ( 46 ) and the least one antipole ( 46 ) an isolator ( 47 ) exhibit.
• 3) magnetic pole sensor according to the preceding paragraph, wherein the magnetic field elements ( 48 ) of at least one of the pole members ( 43 . 44 ) one the at least one pole ( 45 ) forming polar layer ( 45a ), the at least one opposite pole ( 46 ) forming counterpolar layer ( 46a ) and radially between the pole layer and the Gegenpolschicht a the insulator ( 47 ) forming insulator layer ( 47a ) and these layers are arranged on top of each other.
• 4) magnetic pole sensor according to the preceding paragraph, wherein in the magnetic field elements ( 48 ) of the at least one of the pole members ( 43 . 44 ) in a longitudinal section of the at least one pole ( 45 ) an axially long leg ( 45a ) with a radially projecting at one axial end flange ( 45b ), the insulator ( 47 ) a radially thinner axial section ( 47a ) and a radially thicker axial section ( 47b ), which at least one opposite pole ( 46 ) on the radially thinner axial section ( 47a ) and the radially thicker axial section (FIG. 47b ) of the insulator ( 47 ) axially between the flange ( 45b ) of the at least one pole ( 45 ) and the at least one opposite pole ( 46 ) is arranged.
• 5) magnetic pole sensor according to one of the preceding paragraphs, wherein the magnetic field elements ( 48 ) of mutually facing end faces of the pole members ( 43 . 44 ) protrude and project axially towards each other and that in each of the pole members ( 43 . 44 ) the magnetic field elements ( 48 ) in the circumferential direction through gaps ( 49 ) are magnetically separated from each other.
• 6) Magnetic pole sensor according to the previous paragraph in combination with paragraph 2 ), wherein the magnetic field elements ( 48 ) of at least one of the pole members ( 43 . 44 ) of pushed sleeve bodies ( 45 ' . 46 ' . 47 ' ), wherein a first of the sleeve body ( 45 ' . 46 ' . 47 ' ) the at least one pole ( 45 ) of each magnetic field element ( 48 ), a second of the sleeve body ( 45 ' . 46 ' . 47 ' ) the isolator ( 47 ) and a third of the sleeve body ( 45 ' . 46 ' . 47 ' ) the at least one opposite pole ( 46 ) of each magnetic field element ( 48 ) and that the gaps ( 49 ) in the sleeve bodies ( 45 ' . 46 ' . 47 ' ) are formed.
• 7) magnetic pole sensor according to the preceding paragraph, wherein of the sleeve bodies ( 45 ' . 46 ' . 47 ' ) after working in the gaps ( 49 ) axially next to the gaps ( 49 ) each still a sleeve portion remains surrounding a longitudinal axis.
• 8) magnetic pole sensor according to one of the preceding paragraphs, further comprising a primary coil ( 41 ), which is a peripheral surface of the upward pole member ( 43 ) is radially facing, is surrounded by this peripheral surface or this peripheral surface preferably surrounds, and a secondary coil ( 42 ), which a peripheral surface of the downward pole member ( 44 ) is radially facing, is surrounded by this peripheral surface or this peripheral surface preferably surrounds.
• 9) magnetic pole sensor according to a combination of paragraphs 4) and 8), wherein the magnetic flux of the primary coil ( 41 ) in the flange ( 45b ) of the pole ( 45 ) and at one axial end of a circumferential surface of the opposite pole ( 46 ) in the magnetic field elements ( 48 ) is coupled.
• 10) magnetic pole sensor according to one of the preceding paragraphs, wherein at least one of the pole members ( 43 . 44 ) a carrier sleeve ( 51 . 52 ) and the magnetic field elements ( 45 . 46 . 47 ) of this pole member ( 43 . 44 ) in each case as layer elements in an axial section of the carrier sleeve ( 51 . 52 ) are arranged.
• 11) magnetic pole sensor according to one of the preceding paragraphs and at least one of the following features: - the pole ( 45 ) in longitudinal section as a lying "L" is formed; - the opposite pole ( 46 ) in longitudinal section like a lying "I" is formed; - the insulator ( 47 ) according to paragraph 2 ) a radially thinner axial section ( 47a ) and a radially thicker axial section ( 47b ) having.
• 12) magnetic pole sensor according to the preceding paragraph, wherein the opposite pole ( 46 ) axially with the long leg ( 45a ) of the "L" overlaps, preferably radially over the long leg of the lying "L" of the pole ( 45 ) is arranged.
• 13) magnetic pole sensor according to one of the two preceding paragraphs, wherein the opposite pole ( 46 ) axially with the long leg ( 45a ) of the "L" overlaps, preferably radially over the thinner axial section (FIG. 47a ) of the insulator ( 47 ), wherein preferably the insulator ( 47 ) with the thicker axial section ( 47b ) at the short leg of the pole ( 45 ) is arranged.
• 14) magnetic pole sensor according to one of the preceding paragraphs, wherein the pole ( 45 ), the opposite pole ( 46 ) and the insulator ( 47 ) are formed separately, one above the other, preferably arranged on one another and against each other and preferably on a carrier sleeve ( 51 . 52 ), are preferably fixed by friction or cohesively.
• 15) magnetic pole sensor according to one of the preceding paragraphs, wherein at least one of the pole members ( 43 . 44 ) Is a component of a rotational speed sensor, which further comprises a Hall sensor, which relative to the at least one of the pole members ( 43 . 44 ) is arranged so that by a magnetic interaction of the Hall sensor and the at least one of the pole members ( 43 . 44 ) a speed of the at least one of the pole members ( 43 . 44 ) can be determined.
• 16) A method for producing a magnetic pole sensor for detecting a torque of a shaft, preferably a magnetic pole sensor according to one of the preceding paragraphs, wherein a) a first sleeve body ( 45 ' ) of magnetizable material and a second sleeve body ( 47 ' ) made of electrically insulating material, each having a first sleeve section ( 45a . 46a ) and a second sleeve section ( 45b . 47b ), which over one shoulder ( 45c . 47c ) on the first sleeve section ( 45a . 47a ), b) the second sleeve body ( 47 ' ) on the first sleeve section ( 45a ) of the first sleeve body ( 45 ' ) and the first and the second sleeve body ( 45 ' . 46 ' ), c) a third sleeve body ( 46 ' ) of magnetizable material on the first sleeve section ( 47a ) of the second sleeve body ( 47 ' ) and the second and the third sleeve body ( 47 ' . 46 ' ) are joined together, d) and in the composite of the sleeve bodies ( 45 ' . 46 ' . 47 ) at a Front side gaps ( 49 ) are machined so that in the circumferential direction about an axis of central longitudinal axis (R ₂ ) of the composite an alternating arrangement of gaps ( 49 ) and circumferentially extending magnetic field elements ( 48 ), the magnetic field elements ( 48 ) each one of the first sleeve body ( 45 ' ) formed radially inner pole ( 45 ), one of the third sleeve body ( 46 ' ), radially outer opposite pole ( 46 ) and radially in between one of the second sleeve body ( 47 ' ) formed insulator ( 47 ) exhibit.

• (i) So kann eine Energiequelle zur Versorgung des Elektromotors mit elektrischer Energie ist an einem Sattelrohr des Radfahrzeugs angeordnet sein und sich längs des Sattelrohrs erstrecken, vorzugsweise von nahezu einem oberen Ende des Sattelrohrs bis vorzugsweise wenigstens nahezu auf die Höhe einer Tretwelle der Tretkurbel, wobei die Energiequelle vorzugsweise von dem Sattelrohr weg beweglich angeordnet ist;
• (ii) Es kann eine Ermittlungseinrichtung zur Ermittlung des über die Tretkurbel erzeugten Drehmoments vorgesehen und mit einer Steuerung des Elektromotors verbunden sein, wobei die Steuerung das von der Ermittlungseinrichtung ermittelte Drehmoment mit einem fest oder einstellbar vorgegebenen Sollwert vergleicht und den Elektromotor nur einschaltet, wenn das ermittelte Drehmoment den Sollwert übersteigt;
• (iii) Für den Elektromotor kann eine Steuerung vorgesehen sein, mittels der das Drehmoment des Elektromotors eingestellt werden kann;
• (iv) Für den Elektromotor kann eine Steuerung vorgesehen sein, mittels der zwischen wenigstens zwei Betriebsmodi für den Elektromotor ausgewählt werden kann, nämlich einem ersten Modus, in dem der Elektromotor nur eingeschaltet ist, wenn das Drehmoment der Tretkurbel einen fest oder einstellbar vorgegebenen Sollwert größer Null übersteigt, und einem zweiten Modus, in dem der Elektromotor ständig dreht.

Also, the following features are advantageous, both in combination with at least one of the features disclosed in the claims or the features disclosed above:

• (i) An energy source for supplying electrical power to the electric motor may be disposed on a seat tube of the wheeled vehicle and extending along the seat tube, preferably from nearly an upper end of the seat tube to preferably at least almost the height of a pedal shaft of the pedal crank the power source is preferably movably disposed away from the seat tube;
• (ii) It may be provided a determination device for determining the torque generated by the pedal crank and connected to a controller of the electric motor, wherein the controller compares the torque determined by the detection means with a fixed or adjustable predetermined setpoint and only turns on the electric motor, if determined torque exceeds the setpoint;
• (iii) For the electric motor, a controller may be provided by means of which the torque of the electric motor can be adjusted;
• (iv) For the electric motor, a control may be provided by means of which at least two operating modes for the electric motor can be selected, namely a first mode in which the electric motor is only switched on, if the torque of the pedal cranks a fixed or adjustable predetermined setpoint greater Zero exceeds, and a second mode in which the electric motor is constantly rotating.

Hereinafter, embodiments of the invention will be explained with reference to figures. The features disclosed in the exemplary embodiments form each individually and in each combination of features the subject-matter of the claims and also the embodiments described above. Show it:

1 a wheeled vehicle with a drive according to the invention,

2 a drive part of the wheeled vehicle,

3 the drive with an electric motor drive part of a first embodiment in an in 2 registered section AA,

4 the electromotive drive part of the first embodiment,

5 the drive with an electric motor drive part of a second embodiment in the section AA of 2 .

6 the electromotive drive part of the second embodiment,

7 a bottom bracket with integrated torque detection,

8th an area of the bottom bracket with a torque sensor in an enlarged view,

9 Polglieder of the torque sensor of 8th .

10 preformed sleeve body leading to one of the pole members of 9 can be assembled

11 one of the pole members of 9 , and

12 a modified pedal drive.

1 shows a wheeled vehicle with a drive according to the invention. The wheeled vehicle is a bicycle with a frame, of which a lower part with 8a and a seat tube with 8b are designated. The drive comprises a traction mechanism with two drive wheels 3 and 6 , a diverter wheel 7 , a driven wheel 5 and an endlessly circulating around these wheels traction means 4 , The traction mechanism is formed as usual for two-wheelers or bicycles as a chain drive, but could alternatively be formed, for example, as a toothed belt drive or in principle as a non-positive belt drive. The wheels of the traction mechanism are sprockets in the embodiment. They all have one to the traction means 4 adapted toothing on.

The drive further comprises a pedal-driven pedal crank with left and right pedals 1 and a pedal crankshaft 2 with which the pedals 1 torsionally rigid, preferably releasably connected. That of the driver by means of the crank 1 . 2 Torque generated is via the drive wheel 3 , which in the following as a crank pinion 3 is designated, introduced into the traction mechanism. The crank pinion 3 is on the axis of rotation of the crankshaft 2 arranged and connected torsionally stiff.

The drive also includes an electric motor drive part with an electric motor 10 , its torque by means of the further drive wheel 6 - in the following motor pinion 6 - Is introduced into the traction mechanism. The crank pinion 3 and the motor pinion 6 are each directly in engagement with the same traction means 4 , The motor pinion 6 has one compared to the crank pinion 3 significantly smaller diameter, has distributed over the circumference therefore correspondingly fewer teeth. In the embodiment, the crank pinion 3 , with the same tooth pitch, executed with about six times as many teeth as the motor pinion 6 , The number of teeth ratio should be at least 3: 1 (crank pinion: motor pinion), preferably at least 4: 1, and may well be up to 8: 1. The driven wheel 5 - in the following output pinion 5 - Is arranged on the axis of rotation of the rear wheel and connected to this torsionally rigid. The motor pinion 6 is with the lower strand of the traction device 4 engaged. It is between the crank pinion 3 and the diverter wheel 7 arranged a little way, so that the traction means 4 that in comparison to the crank pinion 3 small motor pinions 6 wraps around at a great angle. In the case of torque introduction via the motor pinion 6 extends the load strand of the traction device 4 up to this and the slack side reaches only from the motor pinion 6 to the output pinion 5 ,

Finally, a source also belongs to the electromotive drive part 8c for electrical energy, in the embodiment an electric accumulator, ie a rechargeable battery. Although less preferred, instead of a rechargeable battery, a simple, non-rechargeable battery could be used as the power source 8c be used. In another preferred alternative, a fuel cell may be used as an energy source 8c to be used. The energy source 8c is ergonomically and aerodynamically favorable on the seat tube 8b arranged, in the embodiment along the back of the seat tube 8b , It thus blocks any space in the interior of the frame-shaped frame between the lower part 8a and the seat tube 8b and drives aerodynamically favorable in the lee of the seat tube 8b With. In terms of ride comfort is also advantageous if the energy source 8c as is arranged in the exemplary embodiment between a right and left rear swinging rocker. The energy source 8c or a compartment in which the energy source is received extends over a maximum length from nearly the top of the seat tube 8b above the height of the crankshaft 2 out down. As a result, an advantageously elongated slim shape is obtained with the lowest possible width, measured parallel to, for example, the pedal crankshaft 2 and shallow depth measured in the longitudinal direction of the wheeled vehicle. The energy source 8c or an energy source 8c receiving compartment is movably connected to the frame, for example, still in the lower part of the seat tube 8b or even deeper, for access to the energy source 8c to facilitate maintenance. Preferably, the movable connection is such that the energy source 8c or the receiving compartment from the seat tube 8b can then also be moved away, preferably can be folded away when the saddle occupies its lowest position. So can the energy source 8c or a compartment accommodating them, in particular with positive guidance, can be folded down, for example initially a little way from the seat tube 8b wegziehbar and then be folded down in an extended position.

2 shows the area essential for the invention, in which the drive introduces the torque in the traction mechanism. A motor housing of the electric motor drive part is with 9 designated. In 2 is the course of a section AA registered.

3 shows the section AA the 2 , The section contains the axis of rotation R _{2 of} the pedal crankshaft 2 and the rotation axis R _{10 of} the electric motor 10 ie the motor axis. The electric motor 10 is in the motor housing 9 taken up firmly with a bottom bracket shell 8th connected is. The bottom bracket shell 8th is representative of the frame of the wheeled vehicle. In the area of the bottom bracket shell 8th run the lower part 8a of the frame and the seat tube 8b together. The crankcase 8th supports the pedal crankshaft 2 in the bottom bracket radial and axial.

The electric motor 10 is designed as an external rotor motor. It includes one with respect to the motor housing 9 stationary and not movable arranged field winding as a stator 11 and a rotor 12 with a rotor ring that holds the stator 11 surrounds. The rotor ring is torsionally rigid with a rotor shaft 20 connected by the stator 11 is guided. The motor axis R ₁₀ is the axis of rotation of the rotor 12 , The electric motor 10 further comprises a motor shaft 16 which is rotatable about the motor axis R ₁₀ . The waves 16 and 20 are concentrically arranged on the motor axis R ₁₀ , wherein the motor shaft 16 the internal and the rotor shaft 20 forms the outer shaft of the nested arrangement. The motor shaft 16 protrudes with a driven end of the rotor shaft 20 out. The motor pinion 6 is secured against rotation at the output end with the motor shaft 16 connected, namely with respect to both directions of a relative rotational movement about the motor axis R ₁₀ .

4 shows the electric motor 10 alone, detached from the drive part with the crank 1 . 2 , The motor housing 9 is only hinted. The rotor 12 includes as already mentioned a rotor ring, the from a return ring 14 and a pole ring 13 consists. The pole ring 13 is formed by a plurality of permanent magnets, which are arranged distributed uniformly over the circumference. The pole ring 13 immediately surrounds the stator 11 , ie the field winding, leaving as narrow an annular gap as possible. The return ring 14 is at an axial end via a connecting body 15 with the rotor shaft 20 rotatably connected in relation to both directions of a relative rotational movement about the motor axis R ₂₀ . The rotor 12 As a whole, it has the shape of a ring pot with the rotor 13 . 14 as outer pot wall, the connecting structure 15 as a pot bottom and the hollow rotor shaft 20 as inner pot wall. This ring pot is, so to speak, over the stator 11 slipped, with the rotor shaft 20 protrudes through the stator.

The rotor 20 is in a left pivot 17 and a right pivot 18 rotatably supported, with the left pivot 17 in the stator 11 in which there between the stator 11 and the rotor shaft 20 remaining annular gap is arranged. The right pivot bearing 18 is outside the stator 11 axially on the side of the motor pinion 6 and arranged close to this. The field winding of the stator 11 is on a sleeve-shaped stator 11a arranged on the side of the engine pinion 6 is radially widened and in the widened area the right pivot bearing 18 receives. The stator carrier 11a is with the motor housing 9 immovably connected, for example by means of pin or bolt-shaped fastener 1lb , The left pivot bearing 17 is close to the other axial end of the stator 11 radially on the stator 11a supported.

The motor shaft 16 extends from the motor pinion 6 seen in the rotor shaft 20 and accordingly also in the cavity 11c of the stator 11 , It passes through the stator 11 , In the embodiment, the rotor shaft 20 , It is over a left pivot 21 and a right pivot 22 axially spaced apart, rotatable on the rotor shaft 20 supported. The pivot bearings 21 and 22 are as well as the pivot bearings 17 and 18 near the axial ends of the stator 11 arranged, the left pivot 21 with a short axial section still in the stator 11 protruding and the right pivot bearing 22 just outside the stator 11 , In this way, on the one hand creates an axially compact design, on the other hand, however, remains between the pivot bearings 21 and 22 a comparatively long axial annular gap between the shafts 16 and 20 ,

In the annular gap radially between the motor shaft 16 and the rotor shaft 20 and axially between the left pivot 21 and the right pivot 22 is a freewheel 23 educated. The freewheel 23 connects the waves 16 and 20 secured against rotation in the drive direction of the electric motor 10 that is, if the electric motor 10 To initiate a torque in the traction mechanism, decouples the motor shaft 16 however, with respect to reverse direction, to be able to drive the wheeled vehicle with muscular strength. The freewheel 23 is made as a sleeve freewheel. He is from several freewheel units 23i composed. The freewheel units 23i are each designed as separately mountable freewheel sleeves. The freewheel 23 in the drive direction transmissible torque corresponds to the sum of the individual freewheel units 23i transferable single moments. In the embodiment, five freewheel units 23i arranged axially next to one another in the annular gap. Depending on the torque to be transmitted less sleeve units 23i be provided, for example, only three or four. The splitting into several units allows a flexible adaptation to the torque requirement.

The pivot bearings 21 and 22 between the waves 16 and 17 are needle roller bearings and can therefore be advantageously formed as in the radial direction slim annular bearings. The inside of the stator 11 arranged pivot bearing 17 that the entire shaft arrangement of the two waves 16 and 20 rotatably supports, can advantageously also be designed as a needle bearing. Outside the stator 11 there is more space available, the right pivot bearing 18 the shaft arrangement 16 . 20 can therefore be designed as a ball bearing as in the embodiment. The arrangement of the pivot bearing is further such that on the output side of the motor pinion 6 camps 18 and 22 are arranged axially at substantially the same height. The pivot bearing 21 is on the other axial side substantially at the level of the connection structure 15 arranged.

5 shows the drive of the wheeled vehicle, but with an electric motor drive part according to a second embodiment. The drive part with the crank 1 . 2 is unchanged. Also with regard to the spatial arrangement of the electric motor drive part has not changed. A difference exists in the two electromotive drive parts only with respect to the freewheel, in the second embodiment between the motor shaft 16 and the motor pinion 6 acts. The components of the second embodiment are provided with the same reference numerals as in the first embodiment as far as they perform the same function. As far as differences are not explained below, the electromotive drive part can be regarded as identical to the first embodiment.

6 shows the electric motor drive part of the second embodiment in the same section as 5 , but alone and in an enlarged view and only with a hint of the motor housing 9 , In the second Embodiment is the motor shaft 16 formed by the rotor shaft, ie the motor shaft 16 At the same time, the rotor shaft is also rotationally fixed with respect to both directions of relative rotational movement about the motor axis R ₁₀ with the rotor ring 13 . 14 connected is. The motor shaft 16 However, as in the first embodiment by the stator 11 guided, ie the torque of the rotor ring 13 . 14 is like in the first embodiment on an axial side of the stator 11 into the motor shaft 16 initiated and from the motor shaft 16 through the cavity 11c of the stator 11 through to the output end of the motor shaft 16 to the other side of the stator 11 transfer. Because the motor shaft 16 integral part of the rotor 11 is, is a freewheel 19 that's the engine sprocket 6 only with regard to the drive direction of rotation with the motor shaft 16 coupled, but decoupled in the reverse direction of this, between the engine pinion 6 and the motor shaft 16 arranged. It is a freewheel 19 Again made as a sleeve freewheel. The freewheel 19 surrounds the output end of the motor shaft 16 , The motor pinion 6 is on the outer circumference of the freewheel 19 arranged.

Preferably, the motor pinion 6 and the freewheel 19 with respect to both directions of a relative rotational motion immovably connected to each other, the relative rotational movement for decoupling the electric motor 10 can only between the freewheel 19 and the motor shaft 16 occur.

Compared to the second embodiment, the motor pinion 6 axially closer to the facing side of the stator in the first embodiment 11 to be ordered. This is due to the fact that the freewheel, namely the freewheel 23 in the first and the freewheel 19 In the second Ausführunsbeispiel, for transmitting a certain torque requires an axial minimum length, in the first embodiment within the stator 11 can be made available. Furthermore, the radial thickness of the freewheel 19 of the second embodiment in the first embodiment, which has no freewheel at this point, are used to the diameter of the bore of the engine pinion 6 to reduce. This advantage becomes all the more serious, the smaller the effective diameter of the motor pinion 6 is, ie the smaller the diameter, with which the traction means 4 the motor pinion 6 wraps. A small effective diameter of the engine pinion 6 is desired to the electric motor 10 to operate at the highest possible speed.

In 7 is the same in both embodiments for the electric motor drive part bottom bracket 3 and 5 shown enlarged. The crankshaft 2 extends through the tubular bottom bracket shell 8th and is in a first pivot 27 and a second pivot bearing 28 rotatably mounted and by means of the pivot bearing 27 and 28 radially and axially on the bottom bracket shell 8th supported. The bottom bracket shell 8th is common as in wheeled vehicles, especially bicycles. It may be as preferred and realized in the embodiment to a standard corresponding bottom bracket tube with a greater part of its length outside and inside smooth, inside and outside preferably circular cylindrical tube shell. On the outer circumference of the bottom bracket shell 8th sets the lower part 8a and the seat tube 8b comprehensive frame of the wheeled vehicle, there in particular welded or otherwise fixed, preferably cohesively with the bottom bracket shell 8th can be connected. At the two axial ends, an internal thread is formed from the respective front end on the inner surface of the shell. Also in this respect, the bottom bracket shell 8th advantageously comply with the standard.

In contrast to conventional pedal bearings are the pivot bearings 27 and 28 but not in the bottom bracket shell 8th arranged, but axially next to it, outside the non-destructive from the frame of the wheeled non-releasable bottom bracket shell 8th , Instead of the usual bearing inserts is in the bottom bracket shell 8th a bearing shell structure 30 arranged, which is composed of several shell parts. It includes a first bearing shell 31 and a second bearing shell 32 , The bearing shells 31 and 32 are on one of the front sides in the bottom bracket shell 8th screwed in and directly with the respective internal thread of the bottom bracket shell 8th screwed down, the bearing shell 31 from the right and the bearing shell 32 from the left. The bearing shells 31 and 32 are sleeve bodies. They surround the bottom bracket shaft 2 and each have a first axial portion which is between the bottom bracket 2 and the bottom bracket shell 8th arranged and screwed with this at the front end. The first axial section is followed by a respective one at the front end of the bottom bracket shell 8th projecting radially expanded second axial section, which has a larger outer and a larger inner cross-section than the first axial section. The two sections are connected to each other via an annular flange. In the extended axial section of the bearing shell 31 is the pivot bearing 27 and in the extended axial section of the bearing shell 32 is the pivot bearing 28 arranged. The bearing shells 31 and 32 support the pivot bearings 27 and 28 radially outwards, ie in the direction away from the axis of rotation R ₂ , and axially at its respective annular flange in the direction of the bottom bracket shell 8th from. The arrangement of the pivot bearings 27 and 28 outside the bottom bracket shell 8th creates space inside, in the gap between the crankshaft 2 and the bottom bracket shell 8th , which is for a capture of the crankshaft 2 transmitted torque is used.

A transmission structure 35 extends over most of its axial length in the bottom bracket shell 8th , She is at a drive end 36 torque-resistant with the pedal crankshaft 2 and at an axial from the drive end 36 spaced free output end 37 over a freewheel 38 in drive direction of rotation torque-resistant with the crank pinion 3 connected. The transmission structure 35 is from the drive end 36 , excluding the drive end, to the output end 37 , including the output end, relative to the crankshaft 2 rotatable as part of their torsional rigidity. The drive end 36 is arranged in the path of the torque so that the torque of both pedals 1 namely on the crankshaft 2 united torque, through the transmission structure 35 on the crank pinion 3 is transmitted. The drive end 36 is in the bottom bracket shell 8th and there advantageously arranged as in the embodiment near the front end, that of the crank pinion 3 is removed. At the output end 37 protrudes the transmission structure 35 for the connection with the crank pinion 3 from the bottom bracket shell 8th out.

The transmission structure 35 becomes in the transmission of torque between the drive end 36 and the output end 37 elastically stressed on torsion. It points between the drive end 36 and the output end 37 an axial torsion section 35a on, at the at the end of the drive 36 opposite side of an axial bearing section 35b connects, already to the output end 37 is expected. The torsion section 35a forms a Torsionsmessstrecke for determining the torque. The storage section 35b is stiffer than the torsion section 35a and designed with a larger outer circumference. The torsion is predominantly on the torsion section 35a concentrated. In contrast, a torsion of the bearing section 35b be ignored. In the area of the bearing section 35b is the pivot bearing 27 radially to the transfer structure 35 supported. Dargstellt is exemplified a preferred arrangement directly between radially outside of the bearing shell structure 30 and radially inward of the transfer structure 35 , In the area of the bearing section 35b remains to the crankshaft 2 a narrow annular gap for a plain bearing bush 39 through which the transmission structure 35 radially below the pivot bearing 27 and also under the crank pinion 3 slidably rotatable on the pedal crankshaft 2 is supported.

The transmission structure 35 is a sleeve body, ie it acts in the transmission and detection of the torque as a torsion sleeve. The axial section with the drive end 36 and the torsion section 35a has an inner cross section with a narrow radial fit to the outer cross section of the pedal crankshaft 2 , In the warehouse section 35b is the internal cross section to form the gap for the plain bearing bush 39 extended.

The bottom bracket shaft 2 has a slimmer axial section 2a and adjacent thereto a thicker axial section 2 B on. The axial section 2a extends through the bottom bracket shell 8th , The transmission structure 35 is in the slimmer axial section 2a arranged in the exemplified and preferred sleeve shape surrounds him. The thicker axial section 2 B extends outside the bottom bracket shell 8th By way of example, up to the front end of the bottom bracket shell 8th , The second pivot bearing 28 is axial in the area of the axial section 2 B arranged and supported on this. The arrangement is preferably as shown selected so that the pivot bearing 28 radially outside directly on the bearing shell 32 is supported. The arrangement corresponds with respect to the bearing shell 32 that of the first pivot bearing 27 , Radially inside is the pivot bearing 28 on the crankshaft 2 supported, preferably as shown directly on this.

The bearing shells 31 and 32 pointing for the support of the pivot bearing 27 and 28 in each case thickened axial end portion of the same inner cross-section. The bearing shells 31 and 32 are preferably otherwise the same. The outer cross section of the thicker axial section 2 B the crankshaft 2 corresponds to the external cross section of the Laber section 35b the transmission structure 35 , The pivot bearings 27 and 28 can therefore be identical. The exemplary embodiment is a standard cage bearing, shown are ball bearings.

The crankshaft 2 corresponds with the exception of the thickened section 2 B advantageously a conventional crankshaft. In particular, in the pedal crankcase 8th stretched section 2a have a standard diameter. The same applies to the inner diameter of the pedal crankcase 8th , The section is preferred 2a circular cylindrical with a diameter in the range of 30 to 40 mm, more preferably 33 to 36 mm. The inner diameter of the preferably also circular cylindrical bottom bracket shell 8th is preferably between 40 and 70 mm, more preferably between 45 and 55 mm.

The bearing shell structure 30 not only fulfills a bearing function for the crankshaft 2 but also serves the arrangement of the sensor 40 although only for part of the sensor 40 ,

The sensor 40 is a magnetic pole sensor. He has a primary coil 41 as input element, a secondary coil 42 as an output member and pole members 43 and 44 as a measuring section. The spools 41 and 42 are relative to the bottom bracket shell 8th not mobile. They are on the bearing shell structure 30 arranged, for this purpose, even a carrier shell 33 includes in the bottom bracket shell 8th axially between the bearing shells 31 and 32 is arranged and the two coils 41 and 42 wearing. The spools 41 and 42 could be reversed in terms of their axial arrangement. The carrier shell 33 is by means of the bearing shells 31 and 32 in the bottom bracket shell 8th positioned axially. Advantageous for the arrangement of the coils 41 and 42 is because of the also radially cramped space that the carrier shell 33 a larger internal cross-section than the bearing shells 31 and 32 has what is not least made possible by the fact that the carrier shell 33 no function for the bearing of the crankshaft 2 must meet.

The bearing shells 31 and 32 are relative to the carrier shell during assembly 33 rotatable about the axis of rotation R ₂ . The carrier shell 33 can therefore be in the case 8th rest while the bearing shells 31 and 32 be screwed. The assembly of the bottom bracket with integrated torque detection is facilitated. A sealing ring 34 between the carrier shell 33 and the bearing shell 31 and another such sealing ring 34 between the carrier shell 33 and the bearing shell 32 prevent in conjunction with seals, not shown in the pivot bearings 27 and 28 that moisture can penetrate.

The pole members 43 and 44 are torsion-resistant, but separate from each other with the transmission structure 35 connected. The pole member 43 is with the drive end 36 and the pole member 44 is with a the output end 37 near end of the torsion section 35a not rotatable connected. The pole members 43 and 44 are over the torsion section 35a connected to each other, apart from this connection but freely rotatable relative to each other about the axis of rotation R ₂ . Upon transmission of a torque, the torsion section becomes 35a axially between the locations of attachment of the pole members 43 and 44 twisted, causing the rotational angle position, the pole members 43 and 44 relative to each other, the torsion and thus the size of the torque have changed accordingly. Flows through the primary coil 41 an electric current, becomes the secondary coil 42 energizes and produces an output signal that varies depending on the relative angular position of the pole members 43 and 44 changes. From the output signal, the torque is derived.

8th shows the sensor 40 in the same longitudinal section as 7 , only in enlarged view. The spools 41 and 42 each have a U-shaped yoke in longitudinal section 41a and 42a made of magnetizable material on, for example, magnetic iron. In the respective yoke 41a and 42a are the windings 41b and 42b the coils 41 and 42 added. The windings 41a and 42a , the yoke 41b and the yoke 42b extend around the axis of rotation R ₂ circumferentially, the yokes 41b and 42b with constant profile cross-section.

The pole members 43 and 44 have magnetic field elements 48 on each with Poland 45 and antipodes 46 opposite polarity. The poles 45 and antipodes 46 extend around the axis of rotation R ₂ with at least substantially constant profile cross-section. The pairs each from a pole 45 and a contrary pole 46 each of the magnetic field elements 48 overlap each other axially and in the circumferential direction, so are radially opposite, so that the magnetic field lines of each of the magnetic field elements 48 run radially. Between the couples of Pol 45 and opposite pole 46 each of the magnetic field elements 48 is an insulator 47 arranged. The magnetic field elements 48 of the pole member 43 are the coil 41 and the magnetic field elements 48 of the pole member 44 are the coil 42 arranged radially opposite and arranged from the respective axial height and thereby associated coil 41 respectively. 42 separated only by one about the rotation axis R ₂ rotating, radially narrow air gap. The thighs of the yoke 41a ends at an inner peripheral surface of the coil 41 , The poles 45 of the pole member 43 ends at the outer peripheral surface of the pole member 43 radially exactly opposite the end of the one leg of the yoke 41a , and the opposite poles 46 ends on the outer peripheral surface radially exactly opposite the end of the other leg of the yoke 41a , At the secondary coil 42 and the associated pole member 44 the geometry is the same.

The pole members 43 and 44 are each other with their magnetic field elements 48 axially facing. Between the pole members 43 and 44 remains around the axis of rotation R ₂ circumferentially an axially narrow air gap. The poles 45 and antipodes 46 ends at each pole member 43 and 44 at the other end of the pole member axially facing end face. The poles 45 of the pole member 43 are radially at the same height as the poles 45 of the pole member 44 arranged. Likewise, the opposite poles 46 of the pole member 43 radially at the same height as the opposite poles 46 of the pole member 44 arranged.

9 shows the pole links 43 and 44 in a perspective view, in which the surrounding coils 41 and 42 are not shown. The magnetic field elements 48 , each having a pair of radially facing poles 45 and 46 and radially between an insulator 47 have, are at the respective pole member 41 and 42 arranged in the manner of a sprocket, by a carrier sleeve 51 of the pole member 43 and a carrier sleeve 52 of the pole member 44 protrude axially free. Between circumferentially adjacent magnetic field elements 48 one gap remains 49 , The gaps 49 are free, but could in principle be formed by insulator material. Stay the gaps 49 free, but this facilitates the production of Polglieder 43 and 44 , The pole members 43 and 44 are arranged relative to each other so that each magnetic field element 48 of one of the pole members 43 and 44 one of the gaps of the other is axially opposite when the transfer structure 35 is not claimed to torsion, so no torque transfers. The magnetic field elements 48 are each as wide in the circumferential direction as the opposite in the torque-free state gap 49 , They are also all the same width, which is not critical for the function. The offset is also chosen so that the magnetic field elements 48 the pole members 43 and 44 Do not overlap in the torsion-free state in the circumferential direction, in order in this state, a minimum, but measurable magnetic flux between the Polgliedern 43 and 44 to obtain.

Flows in the primary coil 41 an excitation current, is in their yoke 41a induces a magnetic field. The thighs of the yoke 41a become magnetic poles, one leg to a magnetic positive pole, the other to the negative pole. Due to a magnetic flux across the radial gap between the coil 41 and the magnetic field elements 48 is at the axial end face of the associated pole member 43 generates a radially directed magnetic field. This magnetic field calls in the axially opposite magnetic field elements 48 of the other pole member 44 a likewise radially directed magnetic field, the size of which depends on the circumferentially measured total length of the overlap of the magnetic field elements 45 . 46 . 47 the two pole members 43 and 44 , that is, depending on the relative rotational angular position of the pole members 43 and 44 changes.

The magnetic field elements 48 are layer elements. The poles 45 and antipodes 46 and the insulator disposed radially therebetween 47 are arranged on top of each other. On average, a layer structure is created with a lower pole layer 45 a middle insulator layer 47 and an outer counter pole layer 46 , The respective carrier sleeve 51 or 52 forms for the magnetic field elements 48 a lowest layer, the carrier layer. The pole members 43 and 44 are the same, ie both the carrier sleeves 51 and 52 as well as the magnetic field elements 48 and also their arrangement to a kind of sprocket are the same.

The arrangement of the poles 45 and antipodes 46 radially superimposed is not only for a particularly efficient generation of the magnetic field of advantage, but also favors a simple production of Polglieder 43 and 44 , In comparison with an alternating polarity in the circumferential direction, the magnetic flux from the upward pole member 43 to the downward pole member 44 over a larger area instead, as seen in each case the same longitudinal section, for example in section the 7 and 8th , the magnetic flux over the poles 45 and the opposite poles 46 transgresses. The output signal of the sensor 40 is correspondingly stronger under otherwise equal conditions. The layered structure of the magnetic field elements 48 is especially for the production of advantage.

10 shows preformed sleeve body 45 ' . 46 ' . 47 ' and 51 ' strung along the common longitudinal axis for assembly. The sleeve 51 ' forms in the pole member to be produced 43 the carrier sleeve 51 , the pole sleeve 45 ' the poles 45 , the insulator sleeve 47 ' the insulator 47 and the opposite pole sleeve 46 ' the opposite poles 46 , The sleeve 51 ' has an axial end portion 51a with a first outer diameter and an axial portion 51b with a larger second outer diameter. The inside diameter can be the same everywhere. The pole sleeve 45 ' is on the end section 51a up against a shoulder 51c between the sections 51a and 51b is formed, pushed, optionally under pressure, and preferably cohesively on the end portion 51a attached. The pole sleeve 45 ' has a smooth coat 45a and at the axial end, that of the shoulder 51c facing, circumferentially projecting radially outwardly, axially slender flange 45b on, after the assembly at the shoulder 51c is applied. The insulator sleeve 47 ' has an axial end portion 47a with a first outer diameter and an axial end portion 47b with a larger second outer diameter. The inside diameter can be the same everywhere. The section 47b falls over a shoulder 47c on the diameter of the section 47a from. The insulator sleeve 47 ' will on the section 45a up against the flange 45b pushed, optionally under pressure, and preferably cohesively on the section 45a attached. Finally, the Gegenpolhülse 46 ' on the end section 47a up to the shoulder 47c pushed, optionally under pressure, and preferably cohesively on the end portion 47a attached. The Gegenpolhülse 46 ' is axially comparatively narrow. She is just plain. The inner cross section can with all sleeves 45 ' . 46 ' . 47 ' and 51 ' simply be circular cylindrical smooth. The same applies to the outer cross section of each individual of the axial sections.

After this assembly, the magnetic field elements become 48 by working out, preferably milling, the gaps 49 created so that in 11 illustrated pole member 43 is obtained. In the embodiment, the gaps 49 at the respective end face axially worked so deeply that of the former sleeve bodies 45 ' . 46 ' and 47 ' ( 10 ) only circumferential segments in the field of magnetic field elements 48 stay standing. In an advantageous variant, the gaps 49 from the end face of the respective composite of the sleeve body 45 ' . 46 ' and 47 ' axially worked only so deep that of all sleeve bodies 45 ' . 46 ' and 47 ' in each case still a sleeve section surrounding the common longitudinal axis remains. In the variant, the sleeve body 45 ' . 46 ' and 47 ' solely by interference fit, so purely friction, be joined together to form the composite. A cohesive joining, for example by gluing, is not required in the variant, is preferably also not carried out, although a cohesive joining should not be excluded for the variant.

The sensor 40 is in double function also for determining the speed of the pedal crankshaft 2 used. It is part of a speed sensor, which also has a Hall sensor. The Hall sensor scans one of the pole links 43 and 44 or both pole members 43 and 44 , preferably in the magnetic flux of the torque sensor 40 upward pole member 43 from. The Hall sensor detects the passages of the magnetic field elements 48 or only a specific magnetic field element 48 , from which the speed is determined by means of a downstream counting member and a timer. The Hall sensor is preferably in an opening, not shown, on the circumference of the bottom bracket shell 8th radially relative to the respective pole member, preferably 43 arranged.

The sensor 40 is in a control of the electric motor 10 integrated. The controller decides, for example, whether the electric motor 10 is ever turned on and introduces torque in the traction mechanism. A condition for the switching is preferably that the introduction of a torque on the pedal crankshaft 2 is detected. Optionally, on a control panel, such as the control panel 25 ( 1 ), an operating element may be provided with which the driver can select whether the electric motor 10 only supports or constantly introduces torque. Furthermore, on the control panel, the possibility of adjusting the engine 10 be given generated torque.

12 shows a modified pedal crank drive in a central longitudinal section containing the pedal crank axis R ₂ . A torque sensor is not present here, but can basically be realized in the manner explained. In contrast to the pedal crank drive described above, the pedal crankshaft is the modified pedal crank drive 2 by means of a transmission gear 60 with the crank pinion 3 coupled. The transmission gearbox 60 transfers the speed of the pedal crankshaft 2 in a hurry, leaving the crank pinion 3 with respect to the speed of the pedal crankshaft 2 increased crank pinion speed turns. The transmission gearbox 60 is not switchable in the embodiment, but could also be further developed to a manual transmission, in particular a two-stage gearbox, with a first switching stage in which the speed of the pedal crankshaft 1: 1 and at least a second switching stage, in which the speed of the pedal crankshaft 2 according to the gear ratio of the transmission 60 increased to the crank pinion 3 is transmitted.

The transmission gearbox 60 is a single-stage planetary gear with a central sun gear 61 a ring gear 62 , several planetary gears 63 and a planet carrier 64 , the planet wheels 63 individually rotatably supports and is itself rotatably mounted about the pedal crank axis R ₂ . The sun wheel 61 is relative to the bottom bracket connected to the frame 8th not movable, so forms the frame member of the transmission 60 , In the example given, the bearing shell is 31 to the sun wheel 61 further training. The ring gear 62 is torque-resistant with the crank pinion 3 connected. The planet carrier 64 is over the freewheel 38 with the crankshaft 2 coupled, so that their torque in the drive direction of rotation on the planet carrier 64 and about this the gear ratio of the transmission 60 according to the ring gear 62 and thus on the crank pinion 3 is transmitted. In the reverse direction of the freewheel decoupled 38 the pedal crankshaft 2 from the crank pinion 3 so that the crankshaft 2 and the crank 1 not in tow from the engine 10 can be driven. The freewheel 38 is outside the bottom bracket shell 8th directly on the crankshaft 2 arranged and with the planet carrier 64 coupled. The ring gear 62 and together with it the crank pinion 3 are by means of a rotary bearing 65 on the planet carrier 64 rotatably mounted.

To the cups 31 and 32 apply the statements made above. In 12 Although both pivot bearings 27 and 28 in axial overlap with the bottom bracket shell 8th arranged, advantageously, however, the bottom bracket can be modified as explained above, so at least one of the pivot bearing 27 and 28 , Preferably at least that of the transmission 60 opposite pivot bearing 28 , axially to the bottom bracket shell 8th be offset. Basically, this also applies to the right pivot bearing 27 , In this regard, reference is made to the examples explained above.

The pedal drive of the 12 can also be a torque sensor, for example, the torque sensor explained above, be supplemented. If a torque sensor is present, the torque management between crank drive and electric drive can be configured as described for the other embodiments. In versions without a torque sensor, the torque of the electric motor 10 the torque of the crankshaft 2 either always superimposed, or it can also be provided for the user a switch, so that the user the electric motor 10 either turns off or on, as desired.

LIST OF REFERENCE NUMBERS

1

Crank, pedals

2

Crankset, crankshaft

2a

axial

2 B

axial

3

crank sprocket

4

traction means

5

output pinion

6

pinion

7

guide wheel

8th

bottom bracket

8a

Frame bottom

8b

seat tube

8c

energy

9

motor housing

10

electric motor

11

stator

11a

stator

11b

fastener

11c

stator cavity

12

rotor

13

pole ring

14

Return ring

15

connecting structure

16

motor shaft

17

pivot bearing

18

pivot bearing

19

freewheel

20

rotor shaft

21

pivot bearing

22

pivot bearing

23

freewheel

23i

Freewheel units

24

25

Control operating unit

26

27

first pivot bearing

28

second pivot bearing

29

30

Bearing shell structure

31

bearing shell

32

bearing shell

33

support tray

34

seal

35

transmission structure

35a

torsion

35b

bearing section

36

drive end

37

output end

38

freewheel

39

spacer

40

sensor

41

Input member, coil

41a

yoke

41b

winding

42

Output element, coil

42a

yoke

42b

winding

43

pole member

44

pole member

45

pole

47 '

pole sleeve

46

antithesis

46 '

Gegenpolhülse

47

insulator

47 '

insulator sleeve

48

magnetic element

49

gap

50

51

support sleeve

52

support sleeve

53-59

60

transmission

61

Frame link, sun gear

62

Output member, ring gear

63

planet

64

Drive member, planet carrier

65

pivot bearing

R ₂

crank axle

R ₁₀

motor axis

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 0743238 A1 [0002, 0026]
• JP 2007-7176221 A [0003]
• WO 99/30960 A2 [0004, 0026]
• JP 2007176221 A [0026]

Claims (10)

Drive for a wheeled vehicle, the drive comprising a) a pedal ( 1 . 2 ) for converting muscle power into torque, b) a crank pinion ( 3 ), which is used to transmit the torque of the pedal ( 1 . 2 ) with a traction means ( 4 ) is engaged, c) an electric motor ( 10 ) with a stator ( 11 ) and a rotor ( 12 ), d) a motor pinion ( 5 ), which is used to transmit the torque of the electric motor ( 10 ) with the same traction means ( 4 ) or an optional other transmission means, preferably further traction means, in an engagement, e) the electric motor ( 10 ) is an external rotor motor. Drive according to the preceding claim, characterized in that the torque of the pedal crank ( 1 . 2 ) and the torque of the electric motor ( 10 ) on a common output member, preferably the traction means ( 4 ) of the crank pinion ( 3 ), and the pedal ( 1 . 2 ) for the translation of the pedal crank speed into the fast over a the traction means ( 4 ) or the optional other transmission means upstream or downstream transmission gear ( 60 ) with the common output member ( 4 ), preferably with the crank pinion ( 3 ) is coupled. Drive according to one of the preceding claims, characterized in that the torque of the pedal crank ( 1 . 2 ) via a transmission gear ( 60 ) on a driven member ( 4 ) and the torque of the pedal ( 1 . 2 ) and the torque of the electric motor ( 10 ) preferably on this output member ( 4 ) are superimposed, wherein the transmission gear ( 60 ) preferably to a pedal crankshaft ( 2 ) is coaxial planetary gear. Drive according to one of the preceding claims, characterized in that the torque of the electric motor ( 10 ) via one with the rotor ( 12 ) coaxial motor shaft ( 16 ) and a freewheel ( 19 ; 23 ) only in one by the freewheel ( 19 ; 23 ) predetermined drive direction to the motor pinion ( 6 ) is transferable and the freewheel ( 19 ; 23 ) the motor pinion ( 6 ) in a direction of rotation facing the drive direction of the rotor ( 12 ) decoupled, wherein the rotor ( 12 ) in the transmission of the torque of the electric motor ( 10 ) over the freewheel ( 23 ) preferably with the motor shaft ( 16 ) connected is. Drive according to the preceding claim, characterized in that the freewheel ( 23 ) at least with a partial section, preferably as a whole, in a central cavity ( 11c ) of the stator ( 11 ) is arranged. Drive according to one of the two preceding claims, characterized in that the motor shaft ( 16 ) and the rotor shaft ( 20 ) are concentric, preferably the rotor shaft ( 20 ) the motor shaft ( 16 ), wherein at least one of the following features is realized: - the freewheel ( 23 ) is at least with a partial section, preferably entirely, in an annular gap between the motor shaft ( 16 ) and the rotor shaft ( 20 ) arranged; - the freewheel ( 19 ; 23 ) is a sleeve freewheel, preferably a plurality of separate, axially juxtaposed sleeve freewheel units ( 23i ) having. Drive according to one of the three preceding claims and at least one of the following features: - the freewheel ( 23 ) is between a left pivot bearing ( 21 ) and a right pivot bearing ( 22 ) of the motor shaft ( 16 ) arranged; - the freewheel ( 23 ) is axially from the motor pinion ( 6 ) spaced; - a pivot bearing ( 22 ) of the motor shaft ( 16 ) is axially between the motor pinion ( 6 ) and the freewheel ( 23 ) arranged. Drive according to one of the four preceding claims, characterized in that the electric motor ( 10 ) one with the rotor ( 12 ) coaxial motor shaft ( 16 ), via which the torque of the electric motor ( 10 ) on the motor pinion ( 6 ) is transferable, and the motor shaft ( 16 ) over the freewheel ( 19 ) with the motor pinion ( 6 ) or with respect to both directions of rotation against rotation with the rotor ( 12 ) connected is. Drive according to one of the preceding claims, characterized in that the motor pinion ( 5 ) coaxial with the rotor ( 12 ) and in the transmission of the torque of the electric motor ( 10 ) against rotation with the rotor ( 12 ) connected is. Drive according to one of the preceding claims, characterized in that the electric motor ( 10 ) one with the rotor ( 12 ) coaxial motor shaft ( 16 ), via which the torque of the electric motor ( 10 ) on the motor pinion ( 6 ) is transferable, and the motor shaft ( 16 ) at least in, preferably by the stator ( 11 ), wherein preferably at least one of the following features is realized: - the rotor ( 12 ) conducts the torque of the electric motor ( 10 ) at the motor pinion ( 6 ) opposite side of the stator ( 11 ) in one with the rotor ( 12 ) torque-locked rotor shaft ( 16 ; 20 ) one; - the rotor ( 12 ) has a stator ( 11 ) surrounding rotor ring ( 13 . 14 ), a rotor shaft ( 16 ; 20 ) and a connection structure ( 15 ), which the rotor ring ( 13 . 14 ) against rotation with the rotor shaft ( 16 ; 20 ), wherein the motor pinion ( 6 ) and the connection structure ( 15 ) axially on different sides of the stator ( 11 ) are arranged; - at least one pivot bearing ( 17 ) of the motor shaft ( 16 ) is in a central cavity ( 11c ) of the stator ( 11 ) arranged; - the motor shaft ( 16 ) is by means of a left pivot bearing ( 17 ) and a right pivot bearing ( 18 ) relative to the stator ( 11 ) rotatably mounted and one of these pivot bearing ( 17 . 18 ) is in a central cavity ( 11c ) of the stator ( 11 ) and the other axially outside the stator ( 11 ) arranged.

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