DE102021118818A1 - Steering and drive unit for a power-operated means of transportation - Google Patents

Abstract

The present invention relates to a steering and drive unit (10) for a power-operated means of transportation (1) with at least one driven wheel (4) and with at least one steerable wheel (2, 3, 4), the steering and drive unit (10) comprises the following: - an elongate link (24) which is pivotably mounted with respect to a steering axis (L) and has a first longitudinal end (34) and an opposite second longitudinal end (35), - a link arranged at the second longitudinal end (35) and equipped with a hand crank (42 ) provided crank arrangement (40), which has a drive wheel (43), - a driven wheel (21) arranged in the region of the first longitudinal end (34) or adjacent to the first longitudinal end (34) which transmits torque via a drive train (45) with the Drive wheel (43) is connected and which is rotatably mounted on a carrier (31) arranged on the output shaft (20).

Description

technical field

The present invention relates to a steering and drive unit for a power-operated means of transportation, such as a bicycle or a wheelchair. In a further aspect, the present invention relates to a bicycle which is equipped with such a steering and drive unit.

Hand drives for power-operated means of transportation, such as bicycles or wheelchairs are well known in the prior art. In the case of hand-operated means of transport, such as bicycles or wheelchairs, it is necessary to combine a steering unit with a drive unit, so that the end user has the option of transferring a driving force to a drive wheel and a steering torque to a steering system with just his hands.

For example, from the DE 10 2004 010 989 A1 known as a recumbent therapy bike. There, for example, a drive unit is provided, which is connected in a torque-transmitting manner to a steerable front wheel. The drive unit is firmly connected to the steering axle.

For bicycles or power-operated means of transport in which the manual drive or a corresponding drive unit with a rigid, i. H. non-steerable drive axle is to be coupled, there is generally the problem of decoupling the steering movement from the drive torque, so that a steering movement emanating from the user and a drive torque applied by the user can be transmitted to different wheels of the means of transport.

In this respect, the present invention is based on the object of providing an improved steering and drive unit for a power-operated means of transportation, for example for a recumbent bicycle. The steering and drive unit should be characterized by a particularly robust, easy-to-use, durable and compact design. The steering and drive unit should also be characterized by particularly reliable operation.

This object is achieved with a steering and drive unit and with a bicycle according to the features of the independent patent claims. Advantageous configurations are the subject matter of dependent patent claims.

In a first aspect, a steering and drive unit is provided for a power-operated means of transportation. The power-operated means of transportation has at least one wheel driven by the steering and drive unit and a steerable wheel. The driven wheel and the steerable wheel can coincide. However, the driven wheel and the steerable wheel can also be different wheels, for example a front wheel and a rear wheel.

The steering and drive unit comprises an elongate link pivotally mounted with respect to a steering axis. The link has a first longitudinal end and an opposite second longitudinal end. The steering and drive unit also has a crank arrangement with a hand crank, which is arranged on the second longitudinal end of the handlebar. In particular, the crank arrangement has a drive wheel. The drive wheel can be set in motion in particular by means of the hand crank.

In the area of the first longitudinal end or adjacent to the first longitudinal end, the steering and drive unit has an output wheel. The output wheel is in operative connection with the drive wheel via a drive train in a torque-transmitting manner. The output wheel is rotatably mounted on an output shaft arranged on a carrier. The carrier is typically immovable, for example arranged on the frame of the power-operated means of transportation or integrated into the frame of the same.

The output shaft, on which the output wheel is rotatably mounted, can typically be designed as a rigid shaft or rigid axle. It is rotatably mounted on the carrier with respect to its shaft axis. However, the axis of rotation of the output shaft is arranged in a stationary and immovable manner on the carrier. The formation of a rigid output shaft on the carrier makes it possible for a torque that can be transmitted via the drive train to the output shaft to be transmitted along or on the frame of the means of transportation to a driven axle or a wheel to be driven.

Typically, the output wheel, which is rotatably mounted on the output shaft, is also fixed to the carrier with respect to its axis of rotation, and is therefore fixed to the frame of the means of transportation. The drive wheel arranged at the opposite longitudinal end of the handlebar, on the other hand, is mounted pivotably or rotatably with respect to the steering axis together with the handlebar. The elongate link is itself connected to a steering linkage of the means of locomotion or can be connected thereto in order to transmit a corresponding steering movement to a steerable wheel.

In the course of a steering movement of the elongated link, the drive train between the drive wheel and the driven wheel is subject to twisting or torsion, particularly when the axis of rotation of the drive wheel inclines relative to the axis of rotation of the driven wheel as a result of a steering movement of the link. However, the drive train is designed so that it can reliably transmit a corresponding drive torque to the driven wheel even when the axis of rotation of the drive wheel is inclined relative to the axis of rotation of the driven wheel.

The provision of an elongated handlebar which z. B. is pivotally or rotatably mounted on a carrier or on a frame of the power-operated means of transport exclusively with respect to its first longitudinal end, enables a particularly intuitive and simple operation of the steering and drive unit. As a result, for example, of a lateral displacement of the second longitudinal end of the link, in particular a lateral displacement of the crank arrangement provided at the second longitudinal end, for example to the left or right, the link can be pivoted relative to the carrier. That pivoting movement can be transferred to a steering linkage or steering of the means of transportation. The drive train typically has a flexible, revolving drive means, for example in the form of a revolving band, a revolving chain, a revolving belt or a revolving cable, with the relevant drive means easily tolerating an inclination of the axis of rotation of the drive wheel relative to the axis of rotation of the driven wheel.

By means of a flexible drive train, for example in the form of a chain, a cable, a belt or a band, the drive torque emanating from the drive wheel can be transmitted safely and reliably to the driven wheel even when the drive wheel is inclined relative to the driven wheel.

According to a further embodiment, the handlebar has an elongate steering tube. The steering tube is typically designed as a hollow steering tube. As a result, the weight of the handlebar can be reduced in an advantageous manner. When driving straight ahead, the elongate steering tube typically extends along the direction of travel. By pivoting the second longitudinal end, for example to the left, the steering and drive unit can transmit a steering movement directed to the left to a steerable wheel. In the case of a steering movement directed to the left, viewed in the direction of travel, the second longitudinal end of the elongate steering tube is typically pivoted to the left relative to the first longitudinal end. For an opposite steering movement, for example a steering movement directed to the right, the second longitudinal end of the elongated steering tube facing the end user is pivoted to the right compared to the first longitudinal end, viewed in the direction of travel.

The elongate link, which runs approximately in the longitudinal direction of the means of transportation when driving straight ahead, enables a particularly compact and space-saving design, in particular in the transverse direction of the means of transportation. This design of the link also makes it possible to reduce the storage space for accommodating the steering and drive unit and the entire means of locomotion to a minimum.

According to a further embodiment, the drive train runs inside the steering tube. In this respect, the drive train can be completely encapsulated by the steering tube. To this extent, it can be protected from environmental influences. Furthermore, by relocating the entire drive train into the interior of the hollow steering tube, unintentional intervention in the drive train on the part of the end user can be avoided. A risk of injury for the end user can be reduced to a minimum in this way. The drive train running inside the steering tube also gives the steering and drive unit a particularly high-quality and attractive design.

According to a further embodiment of the steering and drive unit, the carrier has a tubular link section on which the link is pivotably mounted with respect to the steering axis. The tubular handlebar section is used in particular to accommodate, or respectively rotatably or pivotably, mount the handlebar, in particular its steering tube. The link can be arranged at least partially overlapping with the link section of the carrier. The link section can thus have a first sliding surface facing the link. The link can have a corresponding second sliding surface facing the link section, so that sections of link section and link that rest against one another can slide smoothly and thus particularly smoothly steering as a result of a pivoting link relative to the link section.

According to a further embodiment, the link is pivotally mounted with its first longitudinal end on the link section. The steering axis runs coaxially to the handlebar section. The link also extends at a predetermined angle to the steering axis. In particular, the elongate handlebar, in particular its steering tube, can have a bearing section at the first longitudinal end, which runs coaxially with the handlebar section and which can be pivoted on the approximately tubular Handlebar section is stored. The bearing section of the handlebar can be aligned inclined to the elongated steering tube.

Typically, and based on a vertical or a vertical axis of the means of transportation, the second longitudinal end of the link is located above the first longitudinal end of the link. In other words, the handlebar section of the carrier is typically located below the second longitudinal end of the handlebar and thus also below the crank arrangement provided at the second longitudinal end of the elongate handlebar.

A steering movement can be carried out with the aid of gravity, for example by initially tilting a handlebar, which was originally aligned approximately in a straight line and along the longitudinal axis of the means of transport, to the left or right and through this lateral tilt the weight of the crank assembly leads to a further steering or pivoting movement of the steering tube.

The angle at which the handlebar, and therefore the elongated and possibly essentially rectilinear steering tube, extends to the steering axis can be between 15° and 75° in some versions, between about 30° and 60° in other versions, and between about 35° and 35° in other versions 55° or about 45°. It is also conceivable that the angle of inclination of the steering tube relative to the steering axis can be variably and/or fixedly adjustable. In this respect, the steering tube can also be arranged, for example, in a pivotable and lockable manner on the handlebar section of the handlebar.

According to a further embodiment, the link has at its first longitudinal end at least one bearing section which is pivotably mounted on the carrier. The link can also have a plurality of bearing sections spaced apart from one another in the longitudinal direction of the link. The link can be supported rotatably on the carrier or be rotatably mounted on the carrier by means of the bearing section. In this case, the axis of rotation is typically specified by the tubular geometry of the link section of the carrier. The bearing portion of the link typically extends coaxially with the tubular link portion of the carrier.

In some embodiments, the bearing portion of the link is located within the link portion of the hollow carrier. An outer side or an outer sliding surface of the bearing section can slide along a correspondingly designed inner surface of the link section. In other embodiments, it is provided that the bearing section of the link has an internal sliding surface and to this extent overlaps or accommodates the link section of the carrier. In this case, the link section of the carrier has an external sliding and/or bearing surface which slides with an internal corresponding sliding and/or bearing surface of the bearing section of the link, i. H. is pivotally engaged.

In the longitudinal direction of the handlebar or the handlebar section, the bearing section of the handlebar and the handlebar section of the carrier are designed to overlap or overlap at least in some areas in order to enable a particularly robust and stable pivotable mounting of the handlebar on the carrier.

According to a further embodiment, the bearing section of the link has a tubular side wall with a through opening. The output shaft extends through that passage opening. By means of that through-opening, it is possible to shift the driving force, which is guided through the interior of the handlebar by means of the drive train, to an area outside the handlebar, in particular outside the steering tube. The tubular or sleeve-shaped side wall of the bearing section can, for example, have a sliding surface on its outside, which engages with an internal complementary or corresponding counter-sliding surface of the link section of the carrier in a sliding and thus also pivotable manner.

In particular, it is provided that the output shaft extends through the through-opening and that the output shaft is provided outside of the link with an output pinion or another output wheel, or is coupled in a torque-transmitting manner, via which the drive torque can in turn be transmitted to a wheel of the means of transport that is to be driven.

According to a further embodiment, the through-opening has an extension in the circumferential direction that corresponds to the maximum steering angle of the handlebar. In other words, the extent of the through opening in the circumferential direction or tangential direction in relation to the steering axis defines the maximum steering angle or the maximum steering lock. In this respect, the output shaft extending through the through-opening can fulfill a dual function. It can function not only for the transmission of a drive torque and transmit the drive torque originally running inside the steering tube to an outside area of the handlebar. Rather, the output shaft, which is fixed with respect to its axis, can also limit a rotary movement and thus a pivoting movement of the bearing section, namely if, as a result of a pivoting movement or rotary movement of the Bearing portion of the handlebar relative to the handlebar portion of the carrier reaches a tangential boundary of the through-opening on the output shaft to the plant.

According to a further embodiment of the steering and drive unit, an outside of the bearing section of the link is rotatably mounted on the inside of the link section of the carrier. The bearing section can in particular extend coaxially to the link section. The bearing section can have one or more bearing rings which are offset from one another, for example in the longitudinal or axial direction. In this respect, a multiple rotatable or multiple rotatable support of the bearing section on the link section can take place. This enables a particularly safe, durable and backlash-free rotatable mounting of the handlebar on the carrier.

In some embodiments, the first longitudinal end of the link protrudes into a correspondingly designed receptacle of the carrier. The transition of the first longitudinal end into the carrier can in particular be provided with a housing or covered by means of a housing, so that that area can be protected particularly well against environmental influences.

According to a further embodiment, a first guide device with a pressure roller is arranged in the link in front of the driven wheel. In relation to the geometry of the output wheel, the pressure roller is designed to exert a clamping force directed radially inwards on the drive train. The guide device is typically located directly in front of the driven wheel. Overall, the drive train can be designed with a tensioning device, for example in the form of a chain tensioner, in order to keep the drive train under tension and/or tension. The pressure roller, which presses the drive train radially inwards relative to the driven wheel, prevents the drive train from jumping off or sliding down from the driven wheel, for example as a result of a laterally directed steering movement of the handlebar.

Since the axis of the drive wheel at the second longitudinal end of the link can be pivoted relative to the axis of rotation of the output gear, the drive train can be subject to torsion or rotational movement which, without a separate first guide device, could otherwise cause the drive train to slide off the output gear or jump off it. Due to the fact that the guide device exerts a radially inwardly directed force on the drive train immediately upstream of the driven wheel, such a force can be effectively prevented.

According to a further embodiment, the pressure roller of the first guide device has an axial extent that is greater than the axial extent of the drive train itself. Alternatively, the pressure roller can be mounted in an axially displaceable manner on a shaft arranged on the handlebar. This makes it possible for the drive train, for example in the form of a chain, a belt, a belt or a cable, to always run over the pressure roller and, in particular, to be able to perform a sideways evasive movement when the handlebar is inclined by means of the movably mounted pressure roller, for example is prevented that the drive train jumps off the driven gear or derived from it.

If the pressure roller is mounted, for example, in an axially displaceable manner on a shaft arranged on the link, the pressure roller can perform a compensating movement in an opposite direction when the link is inclined in a first longitudinal direction. If the link is pivoted to the right, for example, the pressure roller undergoes a compensating movement directed to the left and ensures that the drive train runs in the plane of the driven gear immediately before it reaches the driven gear. The compensatory movement directed to the left occurs due to the resulting axial force on the roller caused by the axle tilted downwards to the right and the pull on the chain strand triggered by the chain tensioner. An unintentional jumping off or sliding down of the drive train from the driven wheel can thus be effectively counteracted.

However, the same effect can also be achieved if the pressure roller has a corresponding extension in the axial direction, i. H. along its axis of rotation. Accordingly, the drive train can variably slide along the pressure roller in the axial direction.

According to a further embodiment, a second guide device with at least one guide element is arranged in the link in front of the driven wheel, which is designed for a sideways displacement of the drive train counter to a steering movement of the link. The second guide device can be provided in addition to the first guide device. The first guide device can be arranged approximately between the driven wheel and the second guide device in relation to a longitudinal axis of the link.

Unlike the first guide device, the second guide device can be designed exclusively for exerting a laterally directed force on the drive train, for example exclusively when the handlebar has a certain Steering angle subject. When driving straight ahead, the second guide device can be effectively decoupled from the drive train.

According to a further embodiment, the second guide device can only be brought into engagement with the drive train when a predetermined steering angle is exceeded.

Like the first guide device, the second guide device also serves to hold the drive train on the driven wheel and to prevent the drive train from jumping off the driven wheel. The second guide device and its at least one guide element come into play in particular when the means of locomotion is reversing, namely when the driven wheel is subjected to a rotary movement as a result of a backward movement of the means of locomotion and when the handlebars have a certain steering angle at the same time. The at least one guide element then comes into contact with the drive train laterally as a result of the steering angle and prevents the drive train from slipping or sliding down from the driven wheel in the axial direction, which could otherwise be caused by the inclination of the drive wheel.

According to a further embodiment, the second guide device has a first guide element and a second guide element, which are arranged on opposite sides of the drive train at a distance from one another that is greater than the width of the drive train. Such a distance between the first and second guide element relative to one another makes it possible for the drive train to be located approximately in the middle between the first and second guide element when the means of transport is traveling straight ahead and is not in contact with the first guide element and the second guide element.

In this respect, the guide elements have no friction whatsoever with the drive train. The at least one or both guide elements can be designed, for example, as a guide pin protruding inwards from the inner wall of the steering tube. The respective guide element can have a cylindrical cross section, for example. If necessary, the guide element itself can also be mounted rotatably on the inside of the steering tube. If, for example, the guide elements slide into lateral engagement with the drive train, friction on the drive can be reduced to a minimum by the rotatable mounting of the securing element.

According to a further embodiment, the drive train has an upper strand and a lower strand. In typical configurations, the first guide device engages exclusively with the upper strand. The second guide device engages exclusively with the lower strand. In this case, the drive unit is typically designed such that the upper strand acts as a slack strand during a forward movement of the means of transportation, while the lower strand acts as a load strand.

In the case of a forward movement of the means of locomotion and if only the lower strand acts as a load strand, the second guide device is actually obsolete.

Then only the first guide device fulfills a guide function. When the means of transport reverses direction, for example when reversing and when the drive torque reverses direction, the lower strand acts as a slack strand while the upper strand acts as a load strand. In this state of movement, the second guide device functions exclusively as a guide device for the drive train and prevents the drive train from jumping off or sliding down from the driven wheel.

In this respect, according to a further embodiment of the steering and drive unit, it is provided that the drive train has a first strand and a second strand. The first guide device can be brought into engagement with the first run, typically with the upper run, and the second guide device can be brought into engagement with the second run, i.e. with the lower run.

The first guide device acts as a guide device for the drive train when the means of locomotion moves forward, while the second guide device allows the drive train to jump off or slide down from the driven wheel when the means of locomotion moves backwards.

Finally, according to a further aspect, the present invention relates to a bicycle, for example a recumbent bicycle with a frame, a rear wheel and with at least one front wheel. The bicycle is also equipped with a steering and drive unit as described above. In particular, it is provided that the rear wheel can be driven by means of the steering and drive unit and that the front wheel can be steered or pivoted relative to the frame of the bicycle by means of the steering and drive unit.

According to a further embodiment, the bicycle has a front wheel and two rear wheels. The two rear wheels can be driven using the steering and drive unit described here. Typically, the one that is rotatably mounted on the carrier is stationary Driven wheel engages in a torque-transmitting manner via a further drive train with the rear wheel or with the rear wheels. The link of the steering and drive unit, on the other hand, is engaged with a steering linkage, which interacts with the steerable front wheel.

In a further configuration of the driver, this has a single drivable rear wheel and two front wheels. Here, the rear wheel is coupled to the driven wheel of the steering and drive unit in a torque-transmitting manner. The two front wheels are part of a steerable front axle and are pivotally connected to the handlebars of the steering and drive unit. Pivoting the handlebars relative to the carrier or relative to the bicycle frame leads to a corresponding steering movement of the front wheels.

All of the features, trades, and benefits previously described and disclosed in connection with the isolated steering and drive unit apply equally to the bicycle; and vice versa.

character list

• 1 eine schematische perspektivische Ansicht der isolierten Lenk- und Antriebseinheit,
• 2 einen Querschnitt durch die Lenk- und Antriebseinheit gemäß 1,
• 3 eine teils geschnittene Darstellung der Lenk- und Antriebseinheit ohne Lenkeinschlag,
• 4 eine Darstellung der Lenk- und Antriebseinheit gemäß 3 bei einem nach rechts gerichteten Lenkeinschlag,
• 5 eine weitere perspektivische, teilweise geschnittene Darstellung der Lenk- und Antriebseinheit ohne Lenkeinschlag,
• 6 die Lenk- und Antriebseinheit gemäß 5 mit einem Lenkeinschlag nach rechts,
• 7 eine vergrößerte Darstellung der Lenk- und Antriebseinheit im Übergang auf den Träger,
• 8 eine schematische Darstellung des Antriebsstrangs gemäß 3,
• 9 eine schematische Darstellung des Antriebs Strang gemäß 4,
• 10 eine vergrößerte Darstellung der Anbindung des Lenkers an den Träger,
• 11 eine weitere vergrößerte Darstellung des unteren Endes des Lenkers,
• 12 eine perspektivische Darstellung eines mit der Lenk- und Antriebseinheit ausgestatteten Fahrrads und
• 13 eine Frontansicht des Fahrrads gemäß 12 bei einem Lenkeinschlag nach rechts.

Further goals, features and advantageous configurations of the steering and drive unit and of the bicycle are explained in the following description of an exemplary embodiment with reference to the drawings. Here show:

• 1 a schematic perspective view of the isolated steering and drive unit,
• 2 according to a cross section through the steering and drive unit 1 ,
• 3 a partially sectioned view of the steering and drive unit without steering lock,
• 4 a representation of the steering and drive unit according to 3 when steering to the right,
• 5 another perspective, partially sectioned view of the steering and drive unit without steering lock,
• 6 the steering and drive unit according to 5 with a steering angle to the right,
• 7 an enlarged view of the steering and drive unit in the transition to the carrier,
• 8th a schematic representation of the drive train according to 3 ,
• 9 according to a schematic representation of the drive train 4 ,
• 10 an enlarged view of the connection of the handlebar to the carrier,
• 11 another enlarged view of the lower end of the handlebar,
• 12 a perspective view of a bicycle equipped with the steering and drive unit and
• 13 a front view of the bicycle according to FIG 12 when steering to the right.

Detailed description

In the 1 until 11 a combined swivel and drive unit 10, 11 for a bicycle 1 is shown. The steering and drive unit acts on the one hand as a drive unit 10 and on the other hand as a steering unit 11. The bicycle 1 according to FIG 12 is designed as a recumbent bike. It is a three-wheeled recumbent bicycle with two front wheels 2, 3 and a rear wheel 4. The rear wheel 4 can be driven by means of the manually operable drive unit 10.

The front wheels 2 , 3 are connected to one another and to a steering linkage 18 via wishbones 7 . The bicycle has a frame 5 with a seat or seat linkage 6 . In the representation according to 12 a seat cushion or a seat cover is not shown merely as an example. The frame 5 has a carrier tube 26 which projects forward, approximately in the direction of travel, on which the steering and drive unit 10, 11 is arranged. A support 31 of the steering and drive unit 10, 11 is attached to the support tube 26. The carrier 31 typically forms a front end of the carrier tube 26, which protrudes forwards and possibly obliquely upwards.

A link 24 is mounted pivotably or rotatably with respect to an axis of rotation L on the carrier 31 . The link 24 has an elongate steering tube 25 . The link 24 has a first longitudinal end 34 which is mounted pivotably on the carrier 31 . The link 24 has an opposite second longitudinal end 35 . A crank arrangement 40 with a hand crank 42 is rotatably mounted on the second longitudinal end 35 . From the second longitudinal end 35, a crankshaft 41 protrudes outwards on both sides, to which the hand crank 42 is fastened.

The end user can transmit a torque to the crankshaft 41 by means of the hand crank 42 . Inside the second longitudinal end 35 of the link 24, the crankshaft 41 is connected to a drive wheel 43 in a torque-transmitting manner. In the present case, the drive wheel 43 has a gear wheel 44 which is coupled in a torque-transmitting manner to a driven wheel 21 via a drive train 45 designed as a chain 46 . The output gear 21 is located on the first end portion 34 or adjacent thereto on the carrier 31.

The output wheel 21 is rotatably mounted on an output shaft 20 . As such, the output shaft 20 is arranged rigidly on the carrier 31 . Also provided on the output shaft 20 is an output pinion 22 which is arranged on the outside of the carrier 31 and thus also outside of the link 24 so that it can rotate on the drive shaft 20 . The output pinion 22 is connected in a torque-transmitting manner to the output wheel 21 via the output shaft 20 . The output pinion 22 is also coupled to the rear wheel 4 in a torque-transmitting manner, so that the end user can transmit a torque applied via the crank assembly 40 to the rear wheel 4 .

It is typically provided that the handlebar 24 , in particular its elongate steering tube 25 , is mounted so that it can pivot with respect to a steering axis L almost exclusively with its longitudinal end 24 . The steering axis L extends at a predetermined angle to the longitudinal extension of the handlebar 24 or its steering tube 25. Typically and counter to the direction of travel of the bicycle 1, the handlebar 24 extends with its steering tube 25 and towards its second longitudinal end 35 upwards away from the Steering axis L

At a distance from the first longitudinal end 34 , the link 24 has a suspension 28 which projects downwards and which is mounted in an articulated manner, for example in the manner of a hinge, on a support 27 which projects upwards from the support tube 26 . The suspension 28 and the support 27 can be moved in a pivotable manner relative to one another, in particular via a pin 29 mechanically coupling the two components to one another. The pin 29 forms a kind of hinge axis. In this respect, a pivoting movement of the link 24 about the pin 29 acting as a pivot axis or pivot point can be converted into a rotary movement of the first longitudinal end 34 relative to the carrier 31 .

The lower end, and therefore the first longitudinal end 34 of the steering tube 25 is also rigid with an approximately 11 shown bearing portion 33 of the handlebar 24 connected. The bearing section 33 has an annular, sleeve-shaped or tubular outer surface 80 with a sliding surface 81, which is slidably mounted inside or on an inner wall of a housing 14, or on a correspondingly or correspondingly shaped link section 15 of the carrier 31.

The bearing portion 33 can, as in particular in the 7 and 11 shown, have a plurality of longitudinally offset bearing sections 36, 37 in the form of bearing rings, which are also rotatably mounted on the inside of the link section 15 of the carrier 31 and / or the housing 14 are pivotally and rotatably mounted. The bearing section 33 is also connected in a torque-transmitting manner to a joint 16 which is designed as an articulated joint or as a cardan joint.

The joint 16 is finally connected to a steering linkage 18, which is connected to the example in 13 is connected to wishbones 7 shown from the front, which in turn are operatively connected to the front wheels 2, 3. A pivoting movement of the link 24 directed to the left, for example from the perspective of the driver, leads to a left-directed rotation of the bearing section 33, which is fixedly connected to the first longitudinal end 34. A corresponding rotary movement is triggered via the joint 16 and the steering linkage 18 in response to a corresponding pushing movement of the transverse link 7 transmitted, so that the front wheels 2, 3 are subject to a corresponding steering angle.

The steering 12 shown here also acts as a drive unit 10. As in particular in the 2 until 11 shown runs inside the hollow steering tube 25, a drive train 45, which is designed as a chain 46 present. The chain 46 is kept under tension by a spring-loaded tensioning device 50 provided with a tensioning wheel 51 . As is usual with bicycles, the chain 46 is designed to be continuous and closed. It runs via the drive wheel 43 designed as a gear wheel 44 and via the driven wheel 21 designed as a pinion. When the bicycle 1 moves forward, the crankshaft 41 is rotated according to the illustration 2 moved counterclockwise. To this extent, the drive train 45 has an upper strand 47 and a lower strand 48 . In such a forward movement, the upper strand 47 acts as a slack strand and the lower strand 48 as a tight strand.

Due to its mounting on the carrier 31, the driven wheel 21 is virtually immobile with respect to its axis of rotation. In other words, the output shaft 20 is arranged rigidly on the carrier 31 . The powertrain 45 typically requires that the output shaft 20 and the crankshaft 41, which acts as the input shaft, be aligned, typically parallel to one another. If, as a result of a steering movement, the crankshaft 41 is inclined in terms of its alignment relative to the alignment of the output shaft 20, this inevitably leads to torsion in the drive train 45. This could, if no appropriate countermeasures are taken, cause the drive train 45 to jump off the drive wheel 43 or from the output wheel 21 lead. In order to avoid this during a forward movement of the drive, a first guide device 60 is arranged in front of the driven wheel 21 on the link 24 .

The first guide device 60 is in different representations in particular in the 3 , 4 and 7-9. The first guide device 60 has a shaft 61 which passes through the cross section of the steering tube 25 and on which a pressure roller 62 is rotatably mounted. The pressure roller 62 has a fold or groove in which the drive train 45 runs. As in particular in 7 shown, the first guide device 60 is arranged directly in front of the driven wheel 21 in the direction of movement of the drive train 45, in particular in the direction of movement of the upper strand 47. The arrangement of the first guide device 60 is selected in such a way that the upper run 47 is displaced inwards, ie radially inwards in relation to the geometry of the driven wheel 21 . In addition, the pressure roller 62 is mounted on the shaft 61 in an axially displaceable manner. The axial displaceability of the pressure roller 62 on the shaft 61 is particularly in the 8th and 9 shown.

In 8th the section through the steering tube 25 from the second longitudinal end is shown when there is no steering angle. Consequently, the pressure roller 62 is located approximately in the middle between the opposite side walls of the steering tube 25 in relation to the longitudinal extent of the shaft 61. The chain 46 is pressed downwards by the pressure roller 62 rotatably mounted on the shaft 61. As a result of a steering movement approximately to the right, as shown in 9 is illustrated, the shaft 61 experiences a corresponding inclination 61'. Due to its axially displaceable mounting on the shaft 61', the pressure roller 62' is designed to be displaced to the left on the shaft 62', counter to the inclination of the shaft 61' directed to the right.

The dashed representation of the pressure roller 62 in 9 shows the original position of the pressure roller 62 on the shaft according to FIG 8th . As a result of the swiveling or rotating movement of the steering tube 25 or of the bearing section 33 caused by the steering, the chain 46 naturally strives to run on the driven wheel 21 unchanged. Since the pressure roller 62 presses the chain 46 or the drive train 45 radially inward and thus keeps the entire drive train 45 under tension, the pressure roller 62 undergoes a leftward displacement during a steering movement to the right, i.e. in the opposite direction to the steering direction and towards the outside of a curve on wave 61.

The chain 46, and therefore the drive train 45, is displaced to the left together with that displacement movement of the pressure roller 62', so that the drive train 45 can be effectively prevented from jumping off the driven wheel 21. That axial displacement of the pressure roller transverse to the longitudinal extent of the drive train 45 also results from a comparison of the 3 and 4 . In the starting position according to 3 the pressure roller 62 is approximately in the middle of the shaft 61. If the steering 24 undergoes a pivoting movement directed to the right and if the steering tube 25 is rotated to the right, the pressure roller 62' undergoes a displacement movement directed obliquely upwards and to the left relative to the inclined shaft 61 ', like this in 4 is shown.

In this way, however, the transversal or axial position of the chain, in particular of the upper run 47, remains almost unchanged in the immediate vicinity, i.e. immediately in front of the driven wheel 21, so that it can be effectively prevented from jumping off the driven wheel 21.

In the representations of 5 and 6 A second guide device 70 is shown, which has two guide elements 71, 72 arranged at a predetermined distance from one another on the inside of the steering tube 25. The guide elements 71 , 72 are designed as guide pins projecting inwards from the steering tube 25 . These can, but do not necessarily have to, be rotatably arranged on the inside of the steering tube 25 . While the first guide device 60 can only be engaged with the upper run 47 , the second guide device 70 can only be engaged with the lower run 48 of the drive train 45 . The first guide device 60 and the second guide device 70 are thus arranged opposite one another on different strands 47, 48 of the drive train 25.

The second guide device 70 serves to prevent the chain 46 or the drive train 45 from jumping off the driven wheel 21 when the rider's bike 1 is reversing, in particular when the handlebars 24 are turned when the bicycle 1 is moving backwards.

In the starting position according to 5 the lower run 48 runs approximately in the middle between the two guide elements 71, 72. When reversing, in which the lower run 48 moves from the driven wheel 21 to the drive wheel 43, the link 24 completes an approximately 6 indicated steering movement to the right, this leads to a torsion of the level of the drive train 45, as a result of which the lower run 48 would experience a corresponding movement to the right.

However, such a rightward movement of the lower strand 48 is prevented by the guide element 71, which seeks to push the lower strand 48 against the steering movement to the left, so that the drive train 45, and consequently the chain 46, can jump off the Output gear 21 can be effectively prevented. The other guide element 72 fulfills a corresponding function when the steering wheel is turned to the left.

In the 10 and 11 Finally, it is also shown that the output shaft 20 is rotatably mounted by means of two bearing sections 38, 39 on the carrier 31, in particular on the area of the carrier 31 designed as a link section 15. The link section 15 of the carrier 31 accordingly has bearing bushes in which the bearing sections 38, 39 of the output shaft 20 are rotatably mounted. Torque transmitted via the drive train 45 to the output gear 21 is guided outwards via the connection to the output shaft 20 through the side wall of the link section 15, where the output shaft 20 is connected to another output gear, presently in the form of an output pinion 22, in a torque-transmitting manner.

In 11 Finally, it is shown that the bearing section 33 of the link 24, which is firmly connected to the steering tube 25 and is pivotably mounted within the link section 15, has a through-opening 32 in a side wall 80, through which the output shaft 20 protrudes. The through-opening 32 has such a large extension in the tangential or circumferential direction of that tubular or sleeve-shaped bearing section 33 that the bearing section 33, and therefore the link 24 rigidly connected thereto, can execute a predetermined steering angle. In this respect, the output shaft 20 can also act as a rotation limiter for the bearing section 33 and thus also as a steering end stop for the handlebar 24 .

The illustrated embodiments only show possible configurations of the development, for which numerous further variants are conceivable within the scope of the development. The exemplary embodiments shown are in no way to be interpreted as limiting with regard to the scope, the applicability or the configuration possibilities of the development. The present description indicates only one or a few possible implementation(s) of an exemplary embodiment to those skilled in the art. A wide variety of modifications can be made to the function and arrangement of the elements described without departing from the scope of protection defined by the following claims or its equivalents.

Reference List

1

bicycle

2

front wheel

3

front wheel

4

rear wheel

5

frame

6

Seat

7

wishbone

10

drive unit

11

steering unit

12

steering

14

enclosure

15

handlebar section

16

joint

18

steering linkage

20

output shaft

21

output gear

22

output gear

24

handlebars

25

steering tube

26

support tube

27

support

28

suspension

29

Pen

31

carrier

32

passage opening

33

storage section

34

longitudinal end

35

longitudinal end

36

storage section

37

storage section

38

storage section

39

storage section

40

crank assembly

41

crankshaft

42

hand crank

43

drive wheel

44

gear

45

powertrain

46

Chain

47

upper run

48

return run

50

clamping device

51

tension wheel

60

guide device

61

Wave

62

Pressure roller / guide sleeve

70

guide device

71

Guide pin / element

72

pilot

80

outside

81

sliding surface

L

steering axle

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited by the applicant was 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.

Patent Literature Cited

• DE 102004010989 A1 [0003]

Claims (15)

Steering and drive unit (10) for a power-operated means of transportation (1) with at least one driven wheel (4) and with at least one steerable wheel (2, 3, 4), the steering and drive unit (10) comprising the following: - an elongate link (24) which is pivotably mounted with respect to a steering axis (L) and has a first longitudinal end (34) and an opposite second longitudinal end (35), - a crank arrangement (40) which is arranged at the second longitudinal end (35) and is provided with a hand crank (42) and has a drive wheel (43), - A driven wheel (21) arranged in the region of the first longitudinal end (34) or adjacent to the first longitudinal end (34), which is connected to the drive wheel (43) in a torque-transmitting manner via a drive train (45) and which can be rotated on a carrier ( 31) arranged output shaft (20) is mounted. Steering and drive unit (10) according to claim 1 , wherein the handlebar (24) has an elongate steering tube (25). Steering and drive unit (10) according to claim 2 , wherein the drive train (45) runs inside the steering tube (25). Steering and drive unit (10) according to one of the preceding claims, wherein the carrier (31) has a tubular link section (15) on which the link (24) is pivotably mounted with respect to the steering axis (L). steering and drive unit claim 4 , wherein the first longitudinal end (34) of the link (24) is pivotably mounted on the link section (15), the steering axis (L) running coaxially with the link section (15) and the link (24) being at a predetermined angle to the Steering axis (L) extends. Steering and drive unit according to one of the preceding claims, the link (24) having at its first longitudinal end (34) at least one bearing section (33, 36, 37) pivotably mounted on the carrier (31). steering and drive unit claim 6 , wherein the bearing portion (33) has a tubular side wall (80) with a through opening (32) through which the output shaft (20) extends. steering and drive unit claim 7 , The through-opening (32) having an extension in the circumferential direction which corresponds to the maximum steering angle of the handlebar (24). Steering and drive unit according to one of the preceding Claims 6 until 8th , wherein an outer side (80) of the bearing section (33, 36, 37) is rotatably mounted on the inside of the handlebar section (15). Steering and drive unit according to one of the preceding claims, in which a first guide device (60) with a pressure roller (62) is arranged in front of the output wheel (21) in the link (24) and which, in relation to the geometry of the output wheel (21), Exercising a radially inward clamping force on the drive train (45) is formed. steering and drive unit claim 10 , wherein the pressure roller (26) has an axial extent that is greater than the axial extent of the drive train (45), or wherein the pressure roller (26) is mounted so as to be axially displaceable on a shaft (61) arranged on the link (24). Steering and drive unit according to one of the preceding claims, in which a second guide device (70) with at least one guide element (71, 72) is arranged in the handlebar (24) upstream of the driven wheel (21) and is used to move the drive train (45 ) is formed against a steering movement of the handlebar (24). steering and drive unit claim 12 , wherein the second guide device (70) has a first guide element (71) and a second guide element (72) which are arranged on opposite sides of the drive train (45) at a distance from one another which is greater than the width of the drive train (45) . Steering and drive unit according to one of the preceding Claims 10 or 11 and after any of the preceding Claims 12 or 13 , wherein the drive train (45) has a first strand (47) and a second strand (48), wherein the first guide device (60) with the first strand (47) and the second guide device (70) with the second strand (48) can be engaged. Bicycle (1) with a frame (5), a rear wheel (4) and with at least one front wheel (2, 3) and with a steering and drive unit (10) according to one of the preceding claims.

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