DE102022109481A1 - Electric bicycle drive unit and bicycle frame, frame interface unit and energy storage device for an electric bicycle drive unit - Google Patents

Abstract

The present disclosure relates to an electric bicycle drive unit (Du) for arrangement in a bottom bracket area (R) of a bicycle frame. The drive unit (Du) has an electric motor device (ME) and a bottom bracket assembly (AB) with a bottom bracket shaft (SB). The present disclosure also relates to a bicycle frame or a frame interface unit (Iu) and an energy storage device (Si) for the electric bicycle drive unit (Du). The drive unit (Du) includes an integrative energy storage device (Si) for supplying energy to the motor device ( ME). The integrative energy storage device (Si) can be arranged adjacent to the motor device (ME) in such a way that the center of gravity (CGE) of the energy storage device (Si) and the center of gravity (CGC) of the drive unit (Du) are within the bottom bracket area (R).

Description

The present disclosure relates to an electric bicycle drive unit according to the preamble of claim 1, a bicycle frame or frame interface unit according to the preamble of claim 30, and an energy storage device according to the preamble of claim 34.

Location and direction information such as “left”, “right”, “front”, “back”, “top”, “bottom”, “side view” etc. used in the following description and not further specified correspond to a driver’s perspective on a bicycle .

All-terrain bicycles with an electric support drive are enjoying increasing popularity. These bicycles, also known as e-mountain bikes or e-MTBs for short, are divided into categories such as “cross-country”, “trail”, “enduro” and “downhill” and are also used for sporting purposes.

Such uses place high demands on the robustness, frame rigidity and "handling" of the E-MTB. When handling the E-MTB, the center of gravity of the bike is particularly important. A high center of gravity of the bike impairs cornering and increases the risk of rollovers when braking hard or on steep descents.

The distance between the bike's center of gravity and the rear wheel axle is also of particular importance. The further forward the center of gravity of the bicycle is in the direction of travel, the greater the risk of rollover and the more difficult it becomes for the rider to lift the front wheel, especially in cases without drive torque assistance.

Lifting the front wheel is one of the most important riding techniques used in a wide variety of riding situations. In this way, larger obstacles and steps can be overcome, or bumps can be driven over at high speed. Compared to bicycles or mountain bikes without an auxiliary drive, the weight of the batteries and the motor is of particular importance.

Furthermore, the distance between the rear wheel axle and the bottom bracket shaft tends to be larger on e-mountain bikes compared to mountain bikes without an additional drive, since the electric motor also takes up space in the area of the bottom bracket shaft, and there is less radial space available there for the rear wheel tire. In the case of full-suspension bicycles, the installation space for the bridge between the chainstays in the area of the bottom bracket, which is usually required for reasons of stability, is also affected by the additional electric drive. Depending on the rear-end kinematics used for the rear-wheel suspension, there can also be a space conflict with the corresponding rotary joints of the rear-wheel suspension.

In addition, the frame rigidity and the frame weight of e-MTBs is usually compromised by open down tube constructions, which are usually required for known e-MTBs to accommodate the drive battery. In particular, the torsional stress caused by pedal loads or torque input via the headset can be absorbed much better via a down tube with an intact tube cross-section, since the moment of resistance to torsion is significantly higher with a closed tube cross-section than with such a U-shaped profile cross-section.

It also follows from this that a closed tube cross-section has a better quotient of stiffness and weight than the known open profile cross-sections. Furthermore, connecting elements for accommodating and attaching drive batteries in or on the down tube increase the complexity and the weight of the bicycle frame. Due to the considerable distance between such drive batteries and the rear wheel axle, the center of gravity of the bicycle is shifted further forward to the detriment of handling.

Proceeding from the prior art described above, it is the object of the present disclosure to provide a solution for arranging or integrating the energy store or rechargeable battery and the drive unit for an e-mountain bike, with which the disadvantages described above can be overcome

This object is achieved by an electric bicycle drive unit for arrangement in a bottom bracket area of a bicycle frame with the features of patent claim 1, by a bicycle frame or a frame interface unit for the electric bicycle drive unit with the features of patent claim 30 and by an energy storage device for the an electric bicycle drive unit with the features of claim 34 solved. Preferred embodiments are the subject matter of the dependent claims.

According to the generic type, the drive unit comprises an electric motor device and a bottom bracket assembly with a bottom bracket shaft for receiving the pedal cranks of the bicycle. Depending on the design of the motor, a generic drive unit usually also includes a reduction gear, which is usually arranged together with the motor in a common motor housing Transmission of the supporting motor torque to the bottom bracket shaft, although gearless drive units for directly driving the bottom bracket shaft are also known.

The drive unit is distinguished by an integrative energy storage device for supplying energy to the motor device. The integrative energy storage device can be or is arranged adjacent to the motor device, and the center of mass of the integrative energy storage device lies in the bottom bracket area after the drive unit has been mounted on the bicycle frame.

This means that the energy store is spatially combined with the motor device and the bottom bracket assembly, and possibly together with the reduction gear between the motor device and the bottom bracket shaft, and is therefore designed as an integrated drive unit that is positioned in the bottom bracket area of the bicycle after the drive unit has been installed.

For the purposes of the present disclosure, "bottom bracket area" means the immediate spatial environment of the bicycle bottom bracket, including the immediate end regions of the saddle and down tubes adjoining the bottom bracket, in particular to distinguish it from the spatial area of the entire bicycle down tube up to the bicycle steering head , which usually contains the energy storage device for the electric motor device in the prior art.

The term “integrated energy storage device” in the sense of the present disclosure means an energy storage device that is either integrated into the housing of the motor device, or is arranged together with the motor device in a common housing, or that can be arranged in a separate housing directly on a housing of the motor device is.

In contrast to the prior art described at the outset, the energy storage device according to the present disclosure is thus positioned in the immediate vicinity of the drive unit and thus essentially at the horizontal height of the bottom bracket assembly. This results in a vertically very low center of gravity of the integrated drive unit, which is only limited by maintaining the desired ground clearance in the area of the bottom bracket.

Furthermore, the distance between the center of gravity of the drive unit or the entire bicycle and the rear wheel axle is advantageously reduced in this way.

Since the widest area in a bicycle frame, apart from the rear structure, is usually the bottom bracket mount, the drive unit according to the present disclosure allows the available space in this area in the axial direction (relative to the bottom bracket shaft) to be used much better than is the case when the bike is stationary the technology is common.

In other words, this means that in particular the cross-sectional dimensions of the integrative energy store (in relation to a sectional plane parallel to the axis of the bottom bracket shaft) can be significantly larger than in conventional energy stores arranged in the area of the down tube or in the down tube.

Thanks to the integrated drive unit according to the present disclosure, the bicycle frame can be realized with an intact, i.e. closed, down tube cross section, unlike in the prior art with the down tube open for battery removal and often having a U-shaped cross section, which increases the bending and torsional rigidity of the down tube and thus of the bicycle frame can be significantly increased or the mass of the bicycle frame can be reduced accordingly.

The integration of the motor device and the energy storage device also makes it possible to reduce or save the cables that would otherwise be required for the electrical connection of these assemblies, and in particular detachable, complex plug devices, which leads to further cost and weight savings.

According to a preferred embodiment, it is provided that the integrative energy storage device is arranged or can be arranged directly on a housing of the motor device. In this embodiment, the integrative energy storage device can have its own housing or at least partial housing, which is connected or can be connected to a housing or partial housing of the motor device.

In particular, this connection between the integrative energy storage device and the motor device can be designed to be separable, for example with a quick-release fastener, which enables the user to remove the integrative energy storage device independently of the motor device, for example for the purpose of charging regardless of the location of the bicycle.

This removal of the integrative energy storage device also makes it possible to expose an opening to the interior of the down tube, see above that this space can be used, for example, to store tools, small pieces of luggage or even an additional battery, without the closed tube cross-section of the down tube being impaired as a result.

According to a further preferred embodiment, the integrative energy storage device is at least partially surrounded or can be surrounded by a housing of the motor device. A housing of the motor device does not have to be a closed housing, in particular not in that area of the housing which is designed to enclose the energy storage device. Rather, at least this housing area can also be designed to enclose the energy storage device essentially in the manner of a skeleton. In this way weight is saved and the accessibility of the battery is improved, in particular for the purpose of battery changing and/or charging.

A further preferred embodiment provides that the integrative energy storage device is arranged or can be arranged together with the motor device in the form of a fully integrated design in a common housing. In this embodiment, it is possible in particular to save mass and costs by eliminating the need for connecting and separate housing elements. In this embodiment, any necessary replacement of the integrative energy storage device is preferably carried out by specialist personnel after appropriate opening of the common housing of the motor device and integrative energy storage device.

Provision is particularly preferably made for the integrative energy storage device to be fastened exclusively to the motor device, or to a housing of the motor device, or to the common housing in the operational state, but not to the bicycle frame. This decisively improves the handling or the removal and reinsertion of the energy storage device. In addition, costs for procuring parts and assembling a bicycle equipped with the drive unit according to the present disclosure can be significantly reduced, since the complex additional fastening devices for the battery on the bicycle frame, which are customary in the prior art, are no longer necessary.

A further particularly preferred embodiment provides that the integrative energy storage device is or can be arranged at least partially in a down tube of the bicycle frame after the drive unit has been mounted on a bicycle frame. In this way, the integrative energy storage device can be further enlarged; in particular, part of the integrative energy storage device can extend from below into the down tube, essentially along a longitudinal axis of the down tube. The lower tube can thus continue to have a closed tube cross-section and still contain at least part of the integrative energy storage device, and according to a further embodiment also the entire integrative energy storage device.

According to a likewise preferred embodiment, in addition to the integrative energy storage device, the drive unit is also assigned an additional energy storage device. After assembly of the drive unit with the additional energy storage device, the additional energy storage device is arranged or can be arranged at least partially, preferably completely, in a down tube of the bicycle frame. The energy reserve of the drive unit can be correspondingly increased by means of the additional energy storage device, for which purpose space in the down tube of the bicycle frame can again be used without impairing its closed tube cross section.

According to a further preferred embodiment, the additional energy storage device is mechanically connected or can be connected directly to the drive unit or to the integrative energy storage device. In the case of a direct mechanical connection of the additional energy storage device to the integrative energy storage device, the mechanical connection preferably also includes an electrical connection between the two energy storage devices, which is designed, for example, as an electrical plug connection.

With a direct mechanical connection or a one-piece design of the additional energy storage device with the integrative energy storage device, the two energy storage devices are thus combined to form an energy storage assembly or an energy storage device, which is then preferably fixed to a housing of the motor device. This connection of the additional energy storage device with the integrative energy storage device to form a possibly one-piece integrative energy storage device allows the installation space in the down tube to be used for additional energy storage capacity without the need for additional fixing devices or mechanical interfaces for attaching or fixing the additional energy storage device or the integrative Energy storage device is required in the down tube.

In a mounted state of the drive unit on the bicycle frame, the integrative energy storage device can preferably be arranged or is arranged to a large extent outside a down tube of the bicycle frame. The integrative energy storage device is also preferably located in a position of the drive unit corresponding to the mounted state of the drive unit on the bicycle frame, at least partially below the axis of rotation of the bottom bracket shaft. This accommodates the desired low center of gravity of the bicycle and facilitates both the constructive integration of the drive unit into the bicycle frame and the handling of the energy storage device when it is removed and reinserted.

With regard to the desired position of the center of gravity that is as low as possible, another preferred embodiment provides that the center of mass of the integrative energy storage device, or the common center of mass of the integrative energy storage device and additional energy storage device, or the center of mass of the drive unit comprising the integrative energy store, is in a side view of the bicycle located within a radius of 350 mm, preferably 250 mm, particularly preferably 200 mm around the bottom bracket shaft. For this purpose, the integrative energy storage unit is preferably arranged in such a way that it is located at least partially below the bottom bracket shaft when the drive unit is mounted on the bicycle.

In this way, a low center of gravity of the bicycle is achieved, which, as described above, is advantageous for the handling. At the same time, this also ensures that the center of mass of the bicycle is shifted as far back as possible in relation to the direction of travel, which also benefits the handling.

According to a preferred embodiment of the drive unit, a center of mass of the energy storage device and/or a center of mass of the drive unit is located in a side view from the right and in relation to the axis of rotation of the bottom bracket shaft within a bottom right quadrant with a side length of 175 mm, preferably within a bottom bracket Quadrants with a side length of 125 mm, particularly preferably within a bottom bracket quadrant with a side length of 100 mm.

The battery center of mass and/or the drive unit center of mass, based on the axis of rotation of the bottom bracket shaft, is also preferably located at a height of 50 mm, preferably 30 mm, particularly preferably 20 mm above the axis of rotation of the bottom bracket shaft.

With this position of the center of gravity of the battery and/or drive unit, the disadvantages of known e-mountain bikes mentioned in the introduction to the description, in particular with regard to handling and riding safety, can be significantly improved or eliminated.

A further preferred embodiment of the drive unit comprises a protective drive shield attached exclusively to the housing of the motor device or to the common housing of the drive unit, the protective drive shield simultaneously forming a movable closure flap for covering and/or holding the integrative energy storage device.

This is advantageous, especially since the considerable forces that can occur when the bicycle hits an obstacle in the bottom bracket area, for example, can be transferred directly from the protective drive shield to the drive unit and from there, if necessary, to the bicycle frame.

The bicycle frame is also significantly relieved by the fact that the rider often stands on the pedals when placing the bicycle on an obstacle in the bottom bracket area. Thanks to the drive protection shield being attached exclusively to the drive unit, the impact forces can be introduced directly into the bottom bracket shaft of the drive unit and from there into the damping and cushioning legs of the rider, without appreciably stressing the frame.

In the prior art, on the other hand, protective drive shields are usually not connected to the drive housing, but directly to the bicycle frame. For this reason, with the prior art, there is a considerable risk of damaging the bicycle frame, for example when hitting obstacles.

According to a particularly preferred embodiment, the drive unit includes exactly two frame interface arrangements. These in turn define a front and a rear mounting axis.

Preferred positions of the frame interface arrangements, drive unit interface arrangements or attachment axes relative to the drive unit or relative to the frame interface unit are briefly described below.

Preferably, the frame interfaces and thus the two mounting axes are as Interfaces between drive unit and main frame in a vertical area above an imaginary horizontal plane, which contains the axis of rotation of the bottom bracket shaft, and below a horizontal plane, which contains the point of application of the chain tensile force on the sprocket.

In order to minimize torques generated by the chain tensile force and corresponding loads or deformations of the drive unit or main frame, the vertical distance between the rear fastening axis and the point of application of the chain tensile force is as small as possible, preferably less than 30 mm, particularly preferably less than 21 mm.

The two fastening axes are also preferably further forward than an imaginary vertical plane which contains the axis of rotation of the bottom bracket shaft S _B , preferably more than 15 mm further forward than the imaginary vertical plane.

The two fastening axes are preferably in front of an imaginary inclined plane containing the axis of rotation of the bottom bracket shaft, the inclined plane being tilted forwards by an angle β of 50° relative to a horizontal plane, in other words tilted clockwise, based on a view from the right onto a bicycle.

Viewed from the right, the two fastening axes are also preferably within an angle α of 30° to 80° located in the upper right bottom bracket quadrant, particularly preferably within an angle α of 50° to 60°, with the apex of the angle being with the Axis of rotation of the bottom bracket shaft coincides.

Such a positioning of the two fastening axes is only possible through the interaction of a number of special features of the drive unit according to the present disclosure, including in particular the assignment of almost all forces, moments and tolerances to the rear frame interface and the short tolerance chains and force transmission paths achieved as well as high rigidity of the Drive unit, which in turn makes it possible to dispense with the third fastening axis far behind and sometimes even below the bottom bracket spindle, which is customary in the prior art.

With such a positioning of the two fastening axes as interfaces between the drive unit and the main frame, numerous advantages can be achieved over the prior art.

First of all, there is considerably more installation space available for assemblies of the rear suspension, such as the swing arm bearing and damper linkage, since the main frame no longer has to reach relatively far behind the bottom bracket bracket and sometimes even below the bottom bracket bracket height in order to place the electric drive unit there, as is the case with the prior art to support. This also reduces complexity, weight and costs, and the frame manufacturer has much more design freedom in the functionally very important area directly behind the bottom bracket.

Furthermore, compared to the prior art, in which the frame often encloses the drive unit to a large extent, at least in the area where it is connected to the drive unit, the above-described designs also offer the possibility of cooling the electrical and electronic components of the drive unit. This is playing an increasingly important role given the current ever-decreasing sizes of these components, while at the same time the engine power is tending to increase.

With regard to the lateral positioning of the frame interfaces on the drive unit, it is preferably provided that interface planes, which preferably run parallel to a longitudinal plane of the bicycle, between the rear frame interfaces of the drive unit and the associated frame-side rear drive unit interfaces with regard to optimal torque and power transmission from the drive unit to the Main frame, and with regard to high rigidity of the drive unit, are positioned on the left and right outboard side outside of the main frame, resulting in a correspondingly advantageously large support width.

In this context, a support factor can be formed as the quotient of this support width and a pedal force effective width, which corresponds to the horizontal distance between the effective pedal force application points on the connecting surfaces between the pedal crank and the bottom bracket. The support factor is greater than 0.5, preferably greater than 0.55 and more preferably greater than 0.6.

Alternatively or in addition to the preferred values of the support factor, the support width is selected such that a chain pull factor formed as a quotient of the support width and a chain pull horizontal distance between the point of application of the chain pull force on the sprocket and the right-hand interface plane is greater than 5, preferably greater than 5 .5 and more preferably greater than 6.

In this way, optimal transmission of the cross acting on the drive unit forces, in particular the pedal forces, and also the chain forces, are guaranteed over the shortest possible route into the bicycle frame. The structures of the drive unit and the main frame that are involved in this power transmission also have a particularly high rigidity with a low weight, which counteracts undesired twisting and the associated loss of power during operation of the drive unit.

In the case of drive units from the prior art, on the other hand, values for the support factor are usually well below 0.4, and values for the chain pull factor are usually well below 3.

The values for the support factor or for the chain tension factor are possible in particular because the drive unit according to the present disclosure encompasses the bicycle frame in the bottom bracket area or the frame interface unit arranged there on the outside. In the prior art, it is usually the other way around, in other words, the bicycle frame (which is often already relatively narrow in itself) encompasses the drive unit at least in the areas of the frame interfaces or fastening axes, which means that the support widths in particular are considerably narrower than those according to the present disclosure can be achieved.

In the prior art, this results in high bending moments due to the effect of the pedal forces and the chain tension forces, which either lead to correspondingly large deformations of the drive unit or the bicycle frame in the bottom bracket area, or have to be absorbed and compensated for with large wall thicknesses in these areas, which leads to correspondingly heavy weights of the drive unit and/or frame.

Furthermore, all degrees of freedom of movement of the drive unit relative to the bicycle frame or relative to a frame interface unit, except for one degree of freedom of rotation about a rotational axis parallel to the axis of rotation of the bottom bracket shaft, are preferably fixed or can be fixed via the rear frame interface arrangement. For the purposes of the present disclosure, this should also include the fact that all forces and torques between the drive unit and the bicycle frame or the frame interface unit can be transmitted via the rear frame interface arrangement, with the exception of torques that are about an axis of rotation or fastening axis of the rear frame interface arrangement Act. The remaining degree of freedom of rotation in relation to the bicycle frame or in relation to the frame interface unit is fixed or can be fixed by means of the front frame interface arrangement.

The rear frame interface arrangement of the drive unit also preferably includes a frame compensation adapter for compensating for width tolerances of the bicycle frame or the frame interface unit. The frame compensation adapter includes a stepped sleeve that can be screwed into a receiving bore of the drive housing in an axially adjustable manner for the radial fixation of the rear frame interface arrangement relative to the bicycle frame or relative to the frame interface unit, as well as for infinitely adjustable axial tolerance compensation between the rear frame interface arrangement and the bicycle frame or frame interface unit , or a radial clamping device that can be accommodated in an axially displaceable manner in a receiving bore of the drive housing.

This tolerance compensation is of considerable importance since the drive unit in the bicycle market can be combined with a wide variety of bicycle frames or possibly with different frame interface units, with the bicycle frame or possibly the frame interface units coming from or being supplied by a wide variety of manufacturers could be.

Experience has shown that, depending on the origin or manufacturer of the bicycle frame or the frame interface unit, this results in a wide variety of tolerance situations with regard to the support width. Such different tolerance situations can be easily and steplessly compensated with the compensation adapter.

Furthermore, the drive unit preferably comprises a hermetically sealed controller housing, which is arranged in a space between the motor device and the energy storage device, for accommodating a controller device for controlling the motor device and/or the energy storage device.

The controller housing can have a plug device known per se in the prior art for connecting the controller device and the energy storage device.

However, the controller housing particularly preferably comprises a plugless power interface for connecting the controller device and the energy storage device. The plugless power interface has interface levels that are arranged parallel to a removal direction of the energy storage device. In this way, the power interface can be opened automatically by removing the battery and inserting it zen and/or attaching the battery can be connected automatically.

In order to provide sufficient installation space for the largest possible energy store, a motor device with a compact design is preferably used for the drive unit. So-called concentric or coaxial drive units are particularly advantageous in this regard, in which the motor device and the reduction gear that is usually required, or their respective output shafts, are arranged coaxially with the bottom bracket shaft or concentrically with the bottom bracket shaft.

Alternatively, the motor device of the drive unit can also have an output shaft which is aligned parallel to the axis or also at an angle or at right angles to the bottom bracket shaft. In particular, motor devices with output shafts aligned axially parallel to the bottom bracket shaft are widespread and inexpensive. In this case, it is advantageous to arrange the motor device in such a way that the installation space provided for the integrative energy storage unit or for the integrative energy storage assembly does not overlap with the installation space of the drive unit provided for the motor device.

For this purpose, the motor device is preferably arranged such that the area of maximum radial expansion of the motor device is arranged vertically above the bottom bracket assembly or bottom bracket bearing shaft, and thus outside the installation space area preferred according to the present disclosure for the integrative energy store. With such a substantially vertical orientation of the motor device, the housing of the motor device extends into an area in which a main pivot bearing for the rear suspension is usually arranged in bicycle frames with suspension.

Against this background, a further preferred embodiment provides that the housing of the motor device or the common housing of the motor device and integrative energy storage device simultaneously has or forms an interface or bearing mount for a main pivot bearing or for a rocker of the rear suspension of a sprung rear structure.

This advantageously results in a further integration of functions with a simultaneous reduction in weight and savings in installation space and costs. In addition, the desirable high lateral rigidity of the rear suspension is improved in this way.

According to a further preferred embodiment, the energy storage device and/or the additional energy storage device contains essentially prismatically shaped energy storage cells, the definition of “prismatic” also including, in particular, cylindrical shapes. The energy storage cells are arranged such that the longitudinal axes of a majority of the energy storage cells run essentially parallel to the axis of the bottom bracket, the longitudinal axes of the remaining part of the energy storage cells running essentially parallel to a direction perpendicular to the bottom bracket.

Preferably, the ratio of the number of energy storage cells arranged essentially axially parallel to the bottom bracket spindle to the number of energy storage cells arranged essentially parallel to a direction perpendicular to the bottom bracket spindle is between 3 and 5 to 1.

With such a position of the energy storage cells that is predominantly parallel to the bottom bracket shaft, a cell packing configuration is achieved which allows optimum utilization of the volume available in the bottom bracket area.

Alternatively, all energy storage cells of the integrative energy storage device and/or the additional energy storage device can also be arranged essentially parallel to one or more directions perpendicular to the bottom bracket shaft, which usually results in a correspondingly lower packing density of the energy storage cells.

The orientation of the polarity of the energy storage cells can be selected as required, in that the positive and negative pole sides of the energy storage cells preferably point alternately to the left/right or front/back or top/bottom.

The present disclosure further relates to a bicycle frame or a frame interface unit. The bicycle frame or frame interface assembly includes a rear drive unit interface assembly and a front drive unit interface assembly for connection to a drive unit as described above.

The bicycle frame or the frame interface unit thus has exactly two drive unit interface arrangements, which define a front and a rear attachment axis for attaching the drive unit. All degrees of freedom of movement of the drives can be used via the rear frame interface arrangement unit relative to the bicycle frame or relative to the frame interface unit, except for the remaining degree of freedom of rotation about the rear mounting axis. The front frame interface assembly is configured as a torque arm to define the remaining degree of rotational freedom.

In other words, the rear frame interface assembly transmits all forces and torques to and from the drive unit, except torques about the rear mounting axis as the axis of rotation. In contrast to the prior art, this enables all load paths to be clearly defined and all essential tolerances to be clearly assigned to the rear frame interface, while the front frame interface as a torque arm only has to transmit comparatively low forces and is only subject to very low requirements in terms of accuracy and tolerances .

The exactly two fastening axles of the bicycle frame or the frame interface unit are preferably arranged analogously to the arrangement of the fastening axles in the drive unit, as described above with regard to the drive unit. It is also preferable for the support factor and chain pull factor to be the same as those specified above for the drive unit.

The bicycle frame or the frame interface unit preferably includes bearing mounts for a swing arm of a spring-loaded rear frame. In the case of the frame interface unit in particular, this enables a particularly compact and weight-reduced design of a spring-loaded rear frame while at the same time reducing the cost compared to the prior art.

The present disclosure further relates to an energy storage device for a drive unit as described above. The energy storage device preferably has those features which have already been mentioned above in the description of the drive unit and which are presented in detail in the following description of the figures.

Preferred embodiments of the subject matter of the present disclosure are described below by way of example with reference to the figures.

• 1: ein E-Mountainbike nach dem Stand der Technik in einer antriebsseitigen Seitenansicht;
• 2: in einer 1 entsprechenden Ansicht und in schematisierter Darstellung ein E-Mountainbike mit einer Ausführungsform ein Antriebseinheit nach der vorliegenden Offenbarung, bei der die integrative Energiespeichereinrichtung unmittelbar an der Motoreinrichtung montiert ist;
• 3: das E-Mountainbike gemäß 2 in Seitenansicht von der Nicht-Antriebsseite;
• 4: in einer 2 entsprechenden Ansicht und Darstellung ein E-Mountainbike gemäß 2 und 3 mit einer Zusatz-Energiespeichereinrichtung;
• 5: das E-Mountainbike gemäß 4 in Seitenansicht von der Nicht-Antriebsseite;
• 6: in einer 2 entsprechenden Ansicht und Darstellung ein E-Mountainbike mit einer Ausführungsform der Antriebseinheit, bei der integrative Energiespeichereinrichtung und Motoreinrichtung in einem gemeinsamen Gehäuse vollintegriert sind;
• 7: das E-Mountainbike gemäß 6 in Seitenansicht von der Nicht-Antriebsseite;
• 8: in einer 2 entsprechenden Ansicht und Darstellung ein E-Mountainbike mit einer Ausführungsform der Antriebseinheit ähnlich 2, bei der sich die integrative Energiespeichereinrichtung bzw. die Zusatz-Energiespeichereinrichtung in das Unterrohr erstreckt;
• 9: das E-Mountainbike gemäß 8 in Seitenansicht von der Nicht-Antriebsseite;
• 10: in einer 2 entsprechenden Ansicht und Darstellung ein E-Mountainbike mit einer Ausführungsform der Antriebseinheit ähnlich 2 und 3, bei der die Motoreinrichtung einschließlich Untersetzungsgetriebe koaxial zur Tretlagerwelle ausgebildet und angeordnet ist;
• 11: das E-Mountainbike gemäß 10 in Seitenansicht von der Nicht-Antriebsseite;
• 12: in einer 2 entsprechenden Ansicht und Darstellung das E-Mountainbike gemäß 10 und 11 mit einer eingezeichneten Schwerpunktlage;
• 13: das E-Mountainbike gemäß 12 in Seitenansicht von der Nicht-Antriebsseite;
• 14: in einer 2 entsprechenden Ansicht und Darstellung ein E-Mountainbike mit einer Ausführungsform der Antriebseinheit ähnlich 4 und 5 mit zusätzlich integrierter Schwingenlagerung für eine Hinterbaufederung;
• 15: das E-Mountainbike gemäß 14 in Seitenansicht von der Nicht-Antriebsseite; und
• 16: die Antriebseinheit des E-Mountainbikes gemäß 14 und 15 in einer schematischen isometrischen Darstellung.
• 17: einen schematischen Umriss eines E-Mountainbikes mit einem darin eingebauten ersten Ausführungsbeispiel einer Antriebseinheit mit integrativer bzw. integrierter Energiespeichereinrichtung;
• 18: die Antriebseinheit gemäß 17 in einer Seitenansicht von der Antriebsseite;
• 19: die Antriebseinheit gemäß 17 und 18 in einer Seitenansicht von der Nicht-Antriebsseite;
• 20: die Antriebseinheit gemäß 17 bis 19 in einer hinteren Schrägansicht von der Nicht-Antriebsseite;
• 21: die Antriebseinheit gemäß 17 bis 20 in einer vorderen Schrägansicht von der Nicht-Antriebsseite;
• 22: die Antriebseinheit gemäß 17 bis 21 in einer Explosionsdarstellung;
• 23: die Antriebseinheit gemäß 17 bis 22 in einer Querschnittsdarstellung sowie den zugehörigen Schnittverlauf;
• 24: die Antriebseinheit gemäß 17 bis 23 in Querschnittsdarstellung gemäß 23 mit zur Batterieentnahme geöffnetem Antriebsschutzschild sowie den zugehörigen Schnittverlauf;
• 25: die Antriebseinheit gemäß 17 bis 24 in einer Schrägansicht von der Nicht-Antriebsseite mit geöffnetem Antriebsschutzschild bei der Batterieentnahme, wobei der Öffnungswinkel des Antriebsschutzschilds zur besseren Erkennbarkeit der Einzelteile gegenüber dem bei bevorzugten Ausführungsformen tatsächlich realisierten Öffnungswinkel darstellungshalber vergrößert ist;
• 26: die Antriebseinheit gemäß 17 bis 25 in einer Längsschnittdarstellung durch die Rahmenschnittstellen, sowie den zugehörigen Schnittverlauf;
• 27: die Antriebseinheit gemäß 17 bis 26 in einer Längsschnittdarstellung durch Tretlagerwelle und hintere Rahmenschnittstellenanordnung sowie den zugehörigen Schnittverlauf;
• 28: das Motor-/Getriebegehäuse der Antriebseinheit gemäß 17 bis 27 in einer Explosionsdarstellung;
• 29A/B: Teile des Antriebsgehäuses sowie die Batterie der Antriebseinheit nach dem ersten Ausführungsbeispiel gemäß 17 bis 26;
• 29C/D: ein zweites Ausführungsbeispiel für eine Antriebseinheit;
• 30: die Antriebseinheit nach dem zweiten Ausführungsbeispiel gemäß 29C und 29D mit geöffnetem Antriebsschutzschild und ausgeschwenkter Batterie;
• 31: die Antriebseinheit nach dem zweiten Ausführungsbeispiel gemäß 29C bis 30 ohne Batterie und in einer teilweisen Explosionsdarstellung;
• 32A-C: eine Stromschnittstelle zur Stromübertragung zwischen Batterie und Motorcontroller bei der Antriebseinheit nach dem zweiten Ausführungsbeispiel gemäß 29C bis 31;
• 33A-C: einen Rahmen-Ausgleichsadapter zum Ausgleich unterschiedlicher Toleranzen zwischen Antriebseinheit und Fahrradrahmen bzw. zwischen Antriebseinheit und Rahmenschnittstellen-Einheit bei der Antriebseinheit nach dem zweiten Ausführungsbeispiel gemäß 29C bis 32C; und
• 34: die Antriebseinheit nach dem zweiten Ausführungsbeispiel gemäß 29C bis 33C einschließlich der Energiespeichereinrichtung.

It shows:

• 1 : an e-mountain bike according to the prior art in a drive-side side view;
• 2 : in a 1 corresponding view and in a schematic representation of an e-mountain bike with an embodiment of a drive unit according to the present disclosure, in which the integrative energy storage device is mounted directly on the motor device;
• 3 : the e-mountain bike according to 2 in side view from the non-drive side;
• 4 : in a 2 corresponding view and representation of an e-mountain bike 2 and 3 with an additional energy storage device;
• 5 : the e-mountain bike according to 4 in side view from the non-drive side;
• 6 : in a 2 corresponding view and representation of an e-mountain bike with an embodiment of the drive unit in which the integrative energy storage device and motor device are fully integrated in a common housing;
• 7 : the e-mountain bike according to 6 in side view from the non-drive side;
• 8th : in a 2 corresponding view and representation similar to an e-mountain bike with an embodiment of the drive unit 2 , in which the integrative energy storage device or the additional energy storage device extends into the down tube;
• 9 : the e-mountain bike according to 8th in side view from the non-drive side;
• 10 : in a 2 corresponding view and representation similar to an e-mountain bike with an embodiment of the drive unit 2 and 3 , in which the motor device including the reduction gear is designed and arranged coaxially to the bottom bracket shaft;
• 11 : the e-mountain bike according to 10 in side view from the non-drive side;
• 12 : in a 2 corresponding view and representation of the e-mountain bike 10 and 11 with a marked center of gravity;
• 13 : the e-mountain bike according to 12 in side view from the non-drive side;
• 14 : in a 2 corresponding view and representation similar to an e-mountain bike with an embodiment of the drive unit 4 and 5 with additionally integrated swingarm bearing for rear suspension;
• 15 : the e-mountain bike according to 14 in side view from the non-drive side; and
• 16 : the drive unit of the e-mountain bike according to 14 and 15 in a schematic isometric representation.
• 17 1: a schematic outline of an e-mountain bike with a first exemplary embodiment of a drive unit with an integrative or integrated energy storage device installed therein;
• 18 : according to the drive unit 17 in a side view from the drive side;
• 19 : according to the drive unit 17 and 18 in a side view from the non-drive side;
• 20 : according to the drive unit 17 until 19 in a rear oblique view from the non-drive side;
• 21 : according to the drive unit 17 until 20 in a front oblique view from the non-drive side;
• 22 : according to the drive unit 17 until 21 in an exploded view;
• 23 : according to the drive unit 17 until 22 in a cross-sectional view and the associated course of the section;
• 24 : according to the drive unit 17 until 23 in cross-section according to 23 with the protective drive shield opened to remove the battery and the associated cut line;
• 25 : according to the drive unit 17 until 24 in an oblique view from the non-drive side with the drive protection shield open when the battery is removed, the opening angle of the drive protection shield being enlarged for the sake of illustration compared to the opening angle actually realized in preferred embodiments;
• 26 : according to the drive unit 17 until 25 in a longitudinal sectional view through the frame interfaces and the associated course of the section;
• 27 : according to the drive unit 17 until 26 in a longitudinal sectional view through the bottom bracket shaft and rear frame interface arrangement and the associated section;
• 28 : the engine/transmission housing of the drive unit according to 17 until 27 in an exploded view;
• 29A /B: parts of the drive housing and the battery of the drive unit according to the first embodiment 17 until 26 ;
• 29C /D: a second embodiment of a drive unit;
• 30 : the drive unit according to the second embodiment according to FIG 29C and 29D with the drive shield open and the battery swung out;
• 31 : the drive unit according to the second embodiment according to FIG 29C until 30 without battery and in a partially exploded view;
• 32A-C : a power interface for power transmission between battery and motor controller in the drive unit according to the second embodiment 29C until 31 ;
• 33A-C : a frame compensation adapter for compensating for different tolerances between the drive unit and the bicycle frame or between the drive unit and the frame interface unit in the case of the drive unit according to the second exemplary embodiment 29C until 32C ; and
• 34 : the drive unit according to the second embodiment according to FIG 29C until 33C including the energy storage device.

1 shows a mountain bike with electric auxiliary drive according to the prior art. The mountain bike has a main frame 1 with a spring-loaded rear frame 2. The drive train 3 of the mountain bike includes a sprocket R _C , a rear derailleur 4, a multiple sprocket cassette 5 and a drive chain 6. The mountain bike is also equipped with an electric drive unit Du that supports the rider equipped, which has an electric motor device M _E , which is designed as a central motor, so is arranged in the bottom bracket assembly A _B. An energy storage device S _E and an additional energy storage device S _A are assigned to the drive unit Du. The drive unit Du includes a controller C _MB to control the motor M _E and/or the battery S _E , S _A .

The energy storage device _{S E} is arranged inside the lower tube T _L of the main frame 1 and can be removed from the lower tube T _L essentially radially in the removal direction DR and reinserted in the opposite direction relative to the lower tube T _L . For this purpose, it is necessary for the down tube T _L to have a tube cross section that is open at the front and bottom, in particular a U-shaped tube cross section, with the disadvantages described in the introduction to the description, in particular with regard to reduced rigidity and weight increase.

A comparatively complex sealing of the lower tube T _L against the ingress of dirt or water, as well as a similarly complex electrical connection with cabling and detachable plug-in devices, and a mechanical locking device for the energy storage device S _E are required.

The additional energy storage device _SA is arranged on top of the down tube T _L relative to the bicycle and has a removal direction DR that also runs essentially radially to the down tube _{T L} . A further plug connection with corresponding wiring and a mechanical locking device for the lower tube T _L of the main frame 1 are also required for the additional energy storage device S _A .

Due to the positioning of the motor device M _E and the energy storage devices S _E , S _A in front of or far in front of the bottom bracket A _B , which in 1 drawn-in center of gravity C _GEA of energy storage device S _E + S _A , or the common center of gravity C _GCA of drive unit Du and energy storage device S _E , S _A entails, it becomes clear that the center of gravity of the bicycle is wide due to these assemblies, which have a considerable mass shifted upwards and forwards, with the disadvantages set out in the introduction to the description, in particular with regard to handling and driving safety.

2 shows a schematic representation of the essential assemblies and components of an e-mountain bike, which is equipped with an embodiment of the drive unit Du according to the present disclosure.

For the sake of simplicity and better clarity, 2 until 15 apart from the schematic representation of most of the components, most of the parts of the drive train 3 according to FIG 1 as well as the parts of the wheel suspension lying in front of a longitudinal center plane of the bicycle are not shown. Furthermore, the sprocket Rc is partially drawn transparent to be able to see the components behind it.

It can be seen that the motor device M _E is arranged above the bottom bracket assembly A _B or the bottom bracket shaft S _B in a space-saving manner. This frees up installation space in front of and diagonally above the bottom bracket _assembly AB, which space is used here for the integrative energy storage device Si. In this embodiment, the integrative energy storage device Si has its own housing H _B . In the illustrated embodiment, the housing H _B of the integrative energy storage device Si is suspended by means of a hook device F _B1 on the housing H _M containing the motor device M _E with motor controller _{C M} , gearbox and bottom bracket assembly AB and additionally by means of a detachable connection F _B2 to the motor housing H _M connected, for example screwed. The motor housing H _M , and thus also the battery housing H _B fastened to the motor housing H _M , can be or is connected to the main frame 1 at two frame interfaces or fastening axes F _M1 and F _M2 . The motor controller C _M can also be a combined controller C _MB for the motor and/or battery. However, the motor and battery preferably have separate controllers C _M and C _B , with the battery controller C _B in particular taking over control and monitoring of the battery charging processes.

The integrative energy storage device or the integrated rechargeable battery Si is made up of essentially prismatic, here cylindrical energy storage cells C, of which at least a large part Cc is arranged axially parallel to the bottom bracket shaft S _B .

In 3 it can be seen that in this embodiment a smaller part C _L of the energy storage cells C is arranged parallel to a direction running perpendicularly to the bottom bracket shaft S _B . Together with the axially parallel arrangement of the larger part Cc of the energy storage cells C according to FIG 2 this results in a high packing density of the energy storage cells C and at the same time an optimal utilization of the entire considerable width of installation space available in the bottom bracket area.

Except for those referred to above 2 described assemblies is in 3 In particular, the arrangement of the battery controller C _B can be seen, which occupies that part in the housing H _B of the integrative energy storage device Si which is occupied neither by the battery cells Cc arranged parallel to the axis nor by the battery cells C _L arranged perpendicular thereto or longitudinally. In this way, the space available in the bottom bracket area for the integrative energy storage device Si is optimally utilized.

Furthermore is off 3 in synopsis with 2 It can be seen that in this embodiment the pivot axis of the rocker As of the sprung rear structure 2 coincides with the axis of rotation of the output shaft S _M of the motor M _E . This can be used for the interface to the rear swing arm As, or the pivot bearing Ps of the rear swing arm As together with rotating components of the drive unit, for example together with a rotor and/or with an output shaft S _M or an output gear of the motor device M _E on the same shaft to arrange, thereby a particularly compact and torsion-resistant unit from the drive unit and the pivot bearing Ps of the rear swing arm As results.

This in 4 and 5 The e-mountain bike shown or its drive unit D _U agrees with the e-mountain bike and its drive unit Du 2 and 3 same, with the difference that the e-mountain bike according to 4 and 5 in addition to the integrative energy storage device Si, it also has an additional energy storage device S _A with energy storage cells C _LA . The additional energy storage device S _A is similar to that of the prior art 1 arranged inside the down tube T _L .

Due to the at the drive unit you according to 4 and 5 However, the motor device M _E arranged vertically above the bottom bracket assembly A _B results in the possibility of removing or reinserting the additional battery S _A in a removal direction D _RA running coaxially with the down tube T _L . For this purpose, the integrative energy storage device Si or the drive unit Du together with the integrative energy storage device Si only needs to be removed beforehand from the bottom bracket area.

In this way, the closed tube cross section of the down tube T _L can be retained, which benefits the rigidity and the desirable low weight of the frame 1 .

The e-mountain bike or the drive unit according to 6 and 7 corresponds to the essential parts with the e-mountain bike or the drive unit according to you 2 and 3 agree, with the difference that in the case of the drive unit Du according to 6 and 7 Motor device M _E , transmission, integrative energy storage device Si and motor controller C _M , battery controller C _B and bottom bracket assembly A _B are arranged in a single common housing Hc. The common housing Hc and thus the entire drive unit Du is similar to the embodiment according to FIG 2 and 3 , can be connected or connected to the main frame 1 by means of two fastening axes F _C1 and F _C2 .

The interfaces between a drive unit Du and a bicycle main frame 1, which are sometimes referred to as “mounting axles” in the present disclosure, do not necessarily have to be mountings or interfaces in the form of axles. Rather, the term “attachment axes” in the present disclosure should generally imply connection structures or attachment areas of a drive unit D _U , a bicycle frame or a frame interface unit Iu that are spaced apart from one another along a longitudinal axis and/or along a vertical axis of the bicycle. In this case, each fastening axis can in turn comprise a plurality of connection structures which are spaced apart along a transverse axis of the bicycle frame. These connection structures, for example screw connections, do not necessarily have to run or be arranged in the transverse direction of the bicycle either. Rather, the longitudinal axes of such screw connections can also run, for example, within longitudinal planes, based on a bicycle.

The arrangement of all components or assemblies of the electric drive unit Du in a common housing Hc results in considerable integration advantages, including in particular weight and cost advantages as well as advantages in terms of maintenance and service life.

The e-mountain bike or the drive unit according to 8th and 9 also agrees with the e-mountain bike or the drive unit in essential parts 2 and 3 match. However, according to the embodiment, the power unit Du has 8th and 9 an additional energy storage device S _A with energy storage cells C _CA , the additional energy storage device S _A being present in this embodiment in the form of an extension of the integrative energy storage device Si. In other words, the additional energy storage device S _A is integrated here in the integrative energy storage device Si in one piece or in one piece and is arranged in a common housing H _B . In the present embodiment, the integrative energy storage device Si extends partially into the down tube T _L of the main frame 1.

In this embodiment, the integrative energy storage device Si is connected to the motor housing H _M by means of two attachment points or attachment axes F _B1 and F _B2 . As a result, there is no need for a dedicated attachment interface between the energy storage device Si and the frame 1, which in turn entails a reduction in complexity, weight and costs.

As an alternative to the representation in 8th and 9 the energy storage device Si, similar to the embodiment according to FIG 6 and 7 , Also be arranged together with the other assemblies of the drive unit Du, in particular together with motor device M _E , transmission, motor controller C _M , battery controller C _B and bottom bracket assembly A _B in a single common housing Hc.

The e-mountain bike or the drive unit according to 10 and 11 agrees with the e-mountain bike in essential aspects or the drive unit Du according to 2 and 3 match. However, the motor device M _E with reduction gears in the embodiment according to FIG 10 and 11 designed and arranged coaxially or concentrically to the bottom bracket shaft S _B .

The integrative energy storage device Si is similar to the embodiments according to FIG 2 and 3 or. 8th and 9 , connected to the motor housing H _M by means of two fastening points or fastening axes F _B1 and F _B2 , and the motor housing H _M including the integrative energy storage device Si fastened to it can be connected to the main frame 1 by means of two further fastening points or fastening axes F _M1 and F _M2 . tied together.

The use of a coaxial motor-transmission device M _E in this embodiment results in an extraordinarily compact drive unit, so that additional installation space freed up can be used for other components, for example for the pivot bearing Ps or connection of the rear swing arm As, or also for further enlargements of the integrative energy storage device Si can be. Embodiments are also conceivable and provided in which the pivot bearing Ps of the rear swing arm As is arranged coaxially with the shaft S _B of the coaxial motor-gear unit M _E , in which the rear swing arm As is mounted on an output shaft S _M of the coaxial motor-gear unit M _E or is mounted on the bottom bracket shaft S _B which is coaxial thereto.

12 and 13 show the e-mountain bike or the drive unit according to you 10 and 11 with additionally drawn center of gravity C _GE of the integrative energy storage device Si and with drawn in center of gravity C _GC of the entire drive unit Du, ie the common center of gravity C _GC in particular including motor-transmission device M _E and integrative energy storage device Si.

In comparison with the prior art according to 1 it becomes clear that the centers of mass C _GE , C _GC with the drive unit Du according to the present disclosure in the bicycle are significantly lower and considerably further back than the (in 12 , 13 , 17 , 18 , 19 and 23 center of masses C _GEA , C _GCA in the prior art.

As a result, the disadvantages of known e-mountain bikes mentioned in the introduction to the description, in particular with regard to handling and riding safety, are significantly improved or eliminated.

In 12 and 13 Circumferences R ₁ , R ₂ , R ₃ and R ₄ with radii of 175 mm, 150 mm, 125 mm and 100 mm are also drawn in with dashed lines, each of which defines a bottom bracket area within which the center of gravity C _GE of the energy storage device is located ¬einrich¬tung S _i and the center of gravity C _GC of the drive unit D _U is when the drive unit D _U is viewed in a position that corresponds to a mounted on the bicycle position of the drive unit D _U.

It can be seen that the center of gravity C _GC of the drive unit D _U in accordance with the embodiment 10 until 13 within the smallest circle R ₄ , ie at a distance of less than 100 mm from the axis of rotation of the bottom bracket spindle S _B . In addition, 12 the alternating orientation of the polarity of the energy storage cells C _C1 and C _C2 , based on the direction of travel, to the right and to the left can be seen.

14 until 16 show an e-mountain bike or a drive unit similar to you 4 and 5 , i.e. in particular with an additional battery S _A and with an integrated battery S _i , which is attached to the motor housing H _M , the motor housing H _M together with the integrated battery attached thereto being in turn connected to the main frame 1 at frame interfaces or attachment axes F _M1 and F _M2 . Here too, after removing the integrated battery S _{i ,} the additional battery S _A can be removed from the down tube T _L in the axial removal direction D _RA , which again enables a closed tube cross-section of the down tube T _L with the advantages described above.

Furthermore, one recognizes that the drive unit D _U according to the embodiment 14 until 16 Bearing mounts Mp for the pivot bearing P _S of the rear swing arm A _S has. As a result, a particularly compact and torsion-resistant unit made up of the drive unit and pivot bearing P _S is obtained. In this way, the distance between the rear wheel axle and the bottom bracket shaft _SB can advantageously be made as short as possible, which benefits the handling and maneuverability of the bicycle as well as the rigidity of the rear structure 2 .

By reviewing 14 and 15 with the state of the art 1 the high degree of functional and component integration that can be achieved with the subject matter of the present disclosure becomes particularly clear.

16 shows the drive unit Du of the e-mountain bike 14 and 15 in a schematic isometric view. One recognizes in particular the motor housing H _M with its frame interfaces or attachment axles F _M1 and F _M2 for connection to the main frame 1, not shown here.

The illustrated embodiment of the drive unit D _U has a motor device M _E which is arranged above the bottom bracket assembly _{AB and which acts on the bottom bracket shaft S B via} a transmission device, for example a spur gear and/or a belt drive. In particular, because of this space-saving arrangement and functional integration, it is possible to position the energy store S _i directly in the bottom bracket area and immediately adjacent to the motor M _E .

The representation in 16 in particular the additional battery S _A and an end plate P _E of the main frame 1, which is penetrated at P _P by the additional battery S _A , for example, is to be understood only as an example and schematically, as well as the longitudinal alignment of the cells C _LA of the additional battery S _A here. In this regard, reference is made to alternative embodiments of the additional battery S _A , such as in 8th and 9 shown, which according to the other features of the embodiment 14 until 16 , can be combined in particular with the integrated swingarm bearing P _S , Mp.

The same applies to the in 10 until 13 illustrated embodiment with a coaxial motor M _E. This embodiment can also be combined with an integrated rocker bearing P _S , Mp according to FIG 14 until 16 combine.

17 shows a first preferred exemplary embodiment of a drive unit Du with an integrative or integrated energy storage device installed in an e-mountain bike. 18 until 27 show different views and sectional views of the drive unit according to you 17 , and 28 shows the drive housing Hc of the drive unit Du according to FIG 17 until 27 in an exploded view.

Already in 17 , more clearly in 18 , 19 , 23 , 24 and 26 , it can be seen that the drive unit D _U achieves a significant reduction in complexity and thus the mass and costs, in particular of the bicycle frame, in that the other suspension points that are customary in the prior art are located in a rear area of the drive unit D _U , in particular behind a imaginary vertical plane P _VB running through the bottom bracket shaft S _B , are omitted or moved in front of this vertical plane P _VB . In this way, there is a considerable reduction in the volume of components present in the prior art behind the vertical plane P _VB , in particular also between the bottom bracket shaft S _B and the rear wheel axle A _R , and thus greater freedom of design with regard to the geometry, especially in the case of sprung rear frame 2.

The drive unit you according to the first embodiment 17 until 27 possesses or combines properties of at least several of those described above and in 2 until 16 illustrated drive units you what in detail the 17 until 28 and the following description of the 17 until 28 assemblies or components provided with corresponding reference numbers can be removed.

First you can see in 17 a bicycle main frame 1, similar to that in 1 until 15 illustrated frame 1. Furthermore, one recognizes a rear suspension 2, a rear frame interface arrangement I _R and a front frame interface arrangement I _F . In the present case, the frame interfaces I _R , _IF of the drive unit D _U are arranged on corresponding drive unit interface arrangements I _DR , I _DF of a frame interface unit I _U , which in particular consists of 22 is evident.

The rear frame interface arrangement I _R , and accordingly also the rear drive unit interface arrangement I _DR of the frame interface unit I _U , preferably lies on a straight fastening axis F _M1 (cf. 16 , 20 , 22 and 26 until 28 ). Like in particular 18 shows, when the drive unit D _U and frame interface unit I _U are in the assembled state, the vertical distance Dpv between the fastening axis F _M1 and the point of application P _C of the chain tensile force F _TC is small, preferably less than 30 mm, particularly preferably less than 21 mm.

In a similar way, the horizontal distance D _M1 between the fastening axis F _M1 and the axis of rotation of the bottom bracket shaft S _B (point of application of the driver's weight force and driver's driving force, i.e. the effective pedal force F _PE , which is approximately in the bottom bracket axis vertical plane P _VB according to 18 runs) small, preferably less than 30 mm, particularly preferably less than 18 mm.

In this way, the torques that are generated by these two forces, which may be very high, and that have to be transmitted from the drive unit to the frame, are minimized. In particular, the chain tensile force F _TC can easily reach and exceed orders of magnitude of 5000 N in dynamic load cases. Due to the minimization of the torques generated by chain traction force F _TC and driver weight force/driving force F _PE achieved with this design, and Due to the large effective length _{D M2} of the drive housing extension CD, the reaction forces required to support these torques on the front frame interface arrangement _IF are small and can be generated there by a preferably purely frictional connection between drive unit Du and frame interface unit Iu, which is also only small Subject to requirements regarding compliance with dimensional tolerances, can be easily introduced into the frame.

Conversely, this means that the two frame interface arrangements I _F and I _R only place high demands on the rear frame interface arrangement I _R in terms of power transmission, rigidity and compliance with tolerances, while the front frame interface arrangement I _F is subjected to only a small amount of force, and only small ones Tolerance or accuracy requirements is subject.

This specific distribution of tasks between the two frame interface arrangements _{IF (torque support) and I R (} support of all forces over the shortest possible route and dimensional referencing) also means that the connection between the drive unit Du and the rear frame interface arrangement I _R offers particularly high rigidity and a direct flow of forces .

Furthermore, all degrees of freedom of movement of the drive unit Du (except for the degree of freedom of rotation F _R around the rear attachment axis F _M1 , cf. 22 ) relative to the main frame 1 only by means of the rear frame interface assembly I _R . Like in particular 22 shows, the rear frame interface arrangement comprises I _R in the first embodiment according to FIG 17 until 29A a bolting C _R for connecting the rear frame interface assembly I _R to the drive unit D _U .

The screw connection C _R (cf. in particular 22 , 26 , 27 ) in the first exemplary embodiment includes a frame compensation adapter A _O in the form of or with a stepped sleeve S _G , which has an external thread for variable, play-free adjustment of the clamping in the axial direction between motor housing H _M or drive housing H _C and rear drive unit interface arrangement I _DR of the frame interface unit I _U , also a screw sleeve B _S , a pressure washer W _P , and a connecting bolt B _C for screwing into the screw sleeve B _S , whereby the connection between the motor housing H _M and the drive housing, which is load-transmitting in all three directions without play, is described above H _C and Rear Drive Unit Interface Assembly I _DR .

The connection between the motor housing H _M or drive housing H _C and the rear drive unit interface arrangement I _DR of the frame interface unit I _U by means of the frame compensation adapter A _O is not only free of play in the axial direction, based on the longitudinal axis of the compensation adapter Ao. By appropriately selecting the fits between the outer diameter of the frame compensation adapter A _O and the bores O _R1 , O _R2 accommodating it in the motor housing H _M or drive housing H _C and in the drive unit interface arrangement I _DR of the frame interface unit I _U ensure that the connection between the motor housing H _M or drive housing H _C and the rear drive unit interface arrangement I _DR is also free of play in the radial direction, based on the longitudinal axis of the compensation adapter A _O .

The frame compensation adapter A _O serves in particular the task of compensating for any tolerances present on the bicycle frame 1 or on the drive unit interface arrangement I _DR , in particular with regard to the support width W _S (cf. 26 until 28 and 33B) to balance.

This tolerance compensation is of considerable importance since the drive unit D _U can be combined in practice on the bicycle market with a wide variety of bicycle frames or with possibly different frame interface units I _U , the bicycle frame or possibly the frame interface units I _U being of come from a wide variety of manufacturers or can be supplied.

Experience has shown that, depending on the origin or manufacturer of the bicycle frame or the frame interface unit I _U , this results in a wide variety of tolerance situations in relation to the support width W _S . Such different tolerance situations can be easily and steplessly compensated with the compensation adapter A _O.

As already explained above, the front frame interface arrangement I _F of the drive unit _{D U} is only used to support the torque via the drive housing extension CD (and thus to define the sixth degree of freedom F _R of six degrees of freedom of movement of the drive unit D _U relative to the main frame 1). Due to the large horizontal distance _{D M2} between the front frame interface arrangement IF or front fastening axis _{F M2} and the axis of rotation of the bottom bracket shaft SB, the reaction forces to be supported on the front frame _interface arrangement IF are only small.

In the prior art usually come three mounting axes to connect Drive unit and bicycle frame for use, in which, however, unlike the present disclosure, no specific division of tasks in terms of power transmission, torque transmission and definition of the degrees of freedom of movement of the drive unit relative to the bicycle frame is made under the various attachment axes. In particular, there is no clear load path for the introduction of forces and moments from the drive unit into the bicycle frame. Rather, in the prior art, the actual load path and the question of which suspension point or which fastening axis transmits which proportion of the forces and moments is essentially dependent on random tolerance conditions and distributions between the several equal fastening axes on the drive unit and on the bicycle frame.

In the prior art, this often results in considerable difficulties with regard to tolerance compensation when mounting the drive unit in the bicycle frame, and with regard to a permanently fixed and play-free connection between the drive unit and bicycle frame.

In addition, in the prior art, one of the usually three fastening axes for connecting the drive unit and bicycle frame is located in an area behind or even considerably far behind the vertical plane P _VB , which contains the axis of rotation of the bottom bracket shaft S _B , typically more than approx. 40 mm behind this vertical plane P _VB , and often even below the horizontal plane P _HS , which contains the axis of rotation of the bottom bracket spindle S _B . This means that the bicycle frame, or a frame interface unit of the bicycle frame, has to be built around the bottom bracket far behind the bottom bracket and often even below the bottom bracket height in order to provide the necessary fastening axis or fastening receptacle for connection to the drive unit .

Such an extension or protuberance of the frame behind the bottom bracket bracket, also known in the industry as a so-called "frame flap", in order to be able to attach the drive unit there, is expensive to manufacture, especially if it also meets the high requirements mentioned with regard to compliance with Tolerances and the absorption of forces should meet. In addition, such an extension or protuberance of the frame behind the bottom bracket conflicts with the mount for the rear swingarm bearing mount Mp, which is usually located in the same space (cf. 1 and 17 until 25 ), which can make their structural design and optimization significantly more difficult.

This problematic mixed situation is permanently eliminated with the drive unit Du according to the present disclosure, in particular by the fact that particularly preferably exactly two frame interfaces I _R , _IF or exactly two fastening axes F _M1 , F _M2 are provided, of which the rear frame interface arrangement I _R or Fastening axis F _M1 is positioned very close to the essential lines of force of both the chain traction force F _TC and the driver's weight force/driving force F _PE and takes over all tolerance compensation and power transmission tasks as well as the definition of all degrees of freedom of movement of the drive unit Du (except for a rotational degree of freedom F _R about an axis of rotation parallel to the bottom bracket shaft S _B , cf. 22 ), As a result of which the front frame interface arrangements I _F or fastening axis F _M2 in the form of a torque arm are only required to define the remaining, aforementioned rotational degree of freedom F _R of the drive unit Du.

Accordingly, the drive unit D _U particularly preferably has exactly two frame interfaces I _R , _IF , which are designed for connection to the respectively associated drive unit interfaces I _DR , I _DF of the frame interface unit I _U .

The front frame interface arrangement I _F of the drive unit D _U is preferably designed in a functional combination with a pivot bearing P _D for the drive protective shield S _D , which is particularly important 22 until 26 and 30 emerges.

The protective drive shield S _D is preferably pivotably mounted on the motor housing H _M and/or on the frame interface unit Iu. The drive protection shield S _D is preferably mounted on the axis F _M2 coaxially with the screw connection _{CF of the front frame interface arrangement I F of} the drive unit D _U with the drive unit interface arrangement I _DF of the frame interface unit I _U (cf. 21 until 26 such as 33B) , Preferably by means of bearing bushes B _B , for example by means of plastic or sintered bearing bushes. Alternatively, the protective drive shield S _D can also be pivotably connected to the drive housing H _C at L _D . In this case, the closure of the drive protection shield S _D , which can be opened to remove the battery, is located in the area of the front fastening axis F _M2 (cf. 22 until 25 ).

The protective drive shield S _D protects the drive unit D _U and in particular its removable battery S _i , and at the same time preferably forms a movable flap for the purpose of battery mounting and battery removal. The recording of In the first exemplary embodiment, battery S _i is preferably effected by clamping between the protective drive shield S _D and the motor housing H _M .

Like in particular 29A and 34 shows, the drive protection shield S _D is attached directly to the motor housing H _M or to the common housing H _C of motor M _E and battery Si.

This is particularly advantageous because in this way the considerable forces that occur, for example, when the bicycle is placed on obstacles in the bottom bracket area, which can often occur in sporting use, directly from the protective drive shield S _D via the attachment interfaces P _D , L _D of the protective drive shield S _D on the drive housing Hc into the drive housing Hc, and from there via the frame interfaces I _R , _IF of the drive unit D _U and via the drive unit interface arrangements I _DR , I _DF into the main frame 1. Since both the drive housing Hc with the frame interfaces I _R , _IF and the drive unit interface arrangements I _DR , I _DF are designed to absorb high forces, such forces that occur when the bicycle is set down, for example, can be absorbed without any problems and safely introduced into the bicycle frame .

The bicycle frame is also significantly relieved by the fact that the rider often stands on the pedals when placing the bicycle on an obstacle in the bottom bracket area. Thanks to the attachment of the protective drive shield S _D to the motor housing H _M , the impact forces can be introduced directly from the motor housing H _M into the bottom bracket spindle S _B via the bearings B _R , B _L of the bottom bracket spindle S _B and from there into the damping and cushioning legs of the driver .

In the prior art, on the other hand, protective drive shields are usually not connected to the drive housing, but directly to the main frame 1 . For this reason, with the prior art, there is a considerable risk of damaging the bicycle frame, for example when hitting obstacles.

In order to further improve the ability of the protective drive shield S _D to absorb force surges, in particular the rear attachment L _D of the protective drive shield S _D in the direction of travel, unlike in 19 , 22 , 23 , 25 , 30 and 34 shown, also be arranged further forward, so that the unsupported length of the drive shield S _D is shortened accordingly.

There is preferably an air gap between the protective drive shield S _D and the battery Si, at least over the unsupported length of the protective drive shield S _D , so that the unsupported length of the protective drive shield S _D can yield when force surges occur and absorb the force surges accordingly without causing a Collision of the drive shield S _D with the battery Si and impermissibly high mechanical loads on the battery Si.

Alternatively, an at least partial dissipation of force surges via the cantilevered area of the protective drive shield S _D to the battery Si is also possible. For this purpose, the battery housing H _B is designed to be correspondingly robust, and preferably a damping and force-distributing elastomer intermediate layer is provided at least between the cantilevered area of the drive protection shield S _D and the front lower area of the battery Si.

With the drive protection shield S _D according to the present disclosure, the prior art (cf. 1 ) Other mechanical interfaces that are usually required between the main frame 1 and the battery Si are dispensed with for the purpose of battery attachment, which means that effort, costs and possible sources of error are further significantly reduced.

The drive protection shield S _D is preferably provided with retaining projections R ₁ (cf. 22 until 25 ), which make it easier to insert and remove the battery, in particular to prevent the battery from falling out uncontrollably when the protective drive shield S _D is opened.

How out 29C shows, the protective drive shield S _D can have a clamping projection P _L that is eccentric in shape with respect to the axis of rotation F _M2 of the protective drive shield S _D and is preferably designed to be elastically flexible, or a correspondingly eccentrically shaped cam which, when closing the protective drive shield S _D (cf. 23 /24 as well 25 , 30 and 33B) presses the battery Si against corresponding abutments, for example on the motor housing H _M , T _H . In this way, the battery Si is held firmly and rattle-free in the drive unit D _U even when the bicycle is used for demanding purposes, without the need for additional locks or fastening means that would have to be actuated by the user.

This fastening and locking of the battery Si by means of an elastic, flexible clamping projection P _L has the further advantage that torsion of the bicycle frame and/or the drive unit D _U occurring during operation in the area between the bottom bracket and the down tube T _L does not have any adverse effects on the firm enclosure of the battery S _i have in the drive unit D _U , since the elastically yielding clamping projection P _L compensates for such distortions without further ado.

17 until 19 and 23 also show in this embodiment the center of gravity C _GE1 (battery center of gravity of the battery Si shown) and C _GC1 (overall center of gravity of the drive unit D _U including battery S _i ) or the center of gravity C _GE2 (battery center of gravity of a smaller battery S _i not shown here similar to the embodiment according to 12 and 13 , where the battery does not extend into the down tube) and C _GC2 (overall center of gravity of the drive unit including the smaller battery). Especially 19 and 23 show that in this embodiment all the centers of gravity C _GE1 , C _GE2 , C _GC1 and C _{GC2 are} advantageously within the small quadrant Q _B3 with the radius R ₃ , and thus in terms of both their height and their horizontal position in the immediate vicinity of the bottom bracket shaft S _B lie.

In 17 for comparison, the corresponding center of gravity positions C _GEA (battery center of gravity in the state of the art according to 1 ) and C _GCA drawn in (overall center of gravity of motor device M _E and batteries S _i and S _A ). In 18 , 19 and 23 the overall center of gravity C _GCA is again drawn in accordingly for comparison. This makes it recognizable, especially clear in 17 that the overall center of gravity C _GC of the drive unit D _U according to the present disclosure is significantly lower and further back and therefore advantageously far more central in the bicycle frame than in the prior art, for example according to 1 .

This brings with it decisive advantages with regard to the problem of the center of gravity in known e-mountain bikes, as explained in the introduction to the description, in particular significant improvements in terms of handling and riding safety.

Furthermore shows 17 a quadrant Q _B at the top right as seen from the bottom bracket S _B , there with a side length R ₁ that corresponds to the radius R ₁ around the bottom bracket S _B and which shows the center of gravity C _GE of the battery S _i and the common center of gravity C _GC of the drive unit D _U including the battery S _i contains. It can already be seen here how much further down and further back in the bicycle the centers of gravity C _GE and C _GC are arranged, in relation to the corresponding center of gravity positions C _GEA and C _GCA of the prior art (cf. 1 ). In particular, the center of gravity positions C _GE and C _GC are again particularly clear from the enlarged representations according to FIG 18 , 19 and 23 out.

18 and 19 also show an inclined plane I _P which contains the axis of rotation of the bottom bracket shaft S _B . The inclined plane I _P is tilted forwards by an angle β of 50° relative to a horizontal plane and delimits an area in front of and above the bottom bracket S _B within which the two fastening axes F _M1 and F _M2 between the drive unit Du and the bicycle frame or are preferably arranged between drive unit Du and frame interface unit Iu. The two fastening axes F _M1 and F _M2 are also preferably arranged within an angle α of 30° to 80°, particularly preferably within an angle α of 50° to 60°, with the vertex of the angle α coinciding with the axis of rotation of the bottom bracket shaft S _B , and where the angle α is located in the bottom bracket quadrant Q _B1 .

This arrangement of the fastening axes F _M1 , F _M2 with its decisive advantages already described above is made possible by the interaction of a number of special features of the drive unit according to the present disclosure, including the allocation of almost all forces, moments and tolerances to the rear frame interface, and the thus achieved short power transmission paths and high rigidity of the drive unit. This in turn brings with it the possibility of dispensing with the third fastening axis, which is customary in the prior art, far behind and often even below the bottom bracket shaft.

23 and 24 show in particular the battery housing HB (shown here in section) with the battery cells CC contained therein. As in 23 and 24 recognizable, the battery cells Cc are preferably arranged in a hexagonal pack with minimal mutual spacing. Since the hexagonal packing corresponds to the spatial arrangement of cylindrical bodies with the highest packing density, a high battery capacity can be achieved in a small volume.

At the same time, the hexagonal packing, together with the arrangement of most or all of the battery cells Cc parallel to the axis of the bottom bracket, allows the battery Si to be optimally adapted to the irregularly shaped spatial boundary conditions between the motor housing H _M /TH, controller C _MB , down tube T _L or down tube sleeve L _L to give an adapted form (cf. synopsis of 23 and 24 ).

In this way, the energy content of the battery Si can be maximized, and the battery Si can be easily removed by swinging it out of the drive unit Du (cf. 24 , 25 and 30 ), and a tight and rattle-free enclosure of the battery in the drive unit Du is guaranteed, although preferably no more Locks or fasteners for the battery other than the drive protection shield S _D are present or required, in particular no locks or fasteners on the bicycle frame.

Further one recognizes in 23 and 24 an additional housing for accommodating a controller C _MB for the motor and/or battery Si (cf. also 25 and 26 ). The battery housing can also contain a battery controller C _B (in 23 /24 not shown, but see eg 9 ), which is responsible in particular for charging the battery Si.

According to 23 and 24 located between controller C _MB and battery Si an electrical interface I _E for energy and preferably wireless information transmission between controller C _MB and battery Si. The electrical interface I _E , which can be in the form of a plug connection, for example, is opened when the protective drive shield S _D is opened and the battery Si is pivoted as a result 24 automatically separated into its two interface parts IED (assigned to the drive unit) and I _EB (assigned to the battery). Likewise, the two interface parts I _ED and I _EB are brought together again automatically and kinematically clearly determined after the battery S _i is inserted and when the drive protection shield S _D is subsequently closed, which means that operating errors and associated faulty contacting or damage to the interface contacts are ruled out. From a synopsis of 23 and 24 shows that when the drive shield S _D is opened, the battery Si is rotated or pivoted together with it about the front drive unit interface _assembly IF. The special shape of the battery S _i in its upper area enables this pivoting movement without the battery Si colliding with the inner walls of the down tube T _L or the down tube sleeve L _L .

The protective drive shield S _D has a protective drive shield lock L _D , which is preferably designed as a bolt that can be easily removed with a standard Allen key for easy opening of the protective drive shield S _D (cf. 22 , 25 , 27 ). In this way, the protective drive shield S _D thus simultaneously forms essential parts of the battery compartment for accommodating and holding the battery Si.

In contrast to the 23 until 25 and 30 In the exemplary embodiments illustrated, a protective drive shield S _D can also be connected to the battery or formed in one piece with a part of the battery housing, so that the battery itself takes over the function of the protective drive shield S _D .

In particular 18 until 25 A rear swing arm bearing mount M _P can also be seen, which is integrated in the form of a drive housing H _C shared in the motor housing H _M , in a motor device M _E and battery S _i , or, according to the embodiment considered here, in the frame interface unit I _U Bearing mount M _P is present for the pivotable mounting of the spring-loaded rear swing arm 2 of the bicycle frame.

The rear swingarm bearing mount Mp can also be similar to that of the prior art 1 be arranged or attached to the bicycle frame.

The bearing axis Ps of the rear swing arm As (cf. 11 until 24 ) ideally and therefore preferably runs through or very close to the main force application point Pc of the chain tensile force F _TC on the sprocket Rc (cf. 11 until 24 ) so as not to cause any unwanted deflection movements of the rear swingarm A _S depending on the chain tension F _TC .

In 17 . 25 S _R designates a mount for a spring/damper unit Ds (cf. 1 until 15 and 17 ) of the spring-loaded rear swing arm 2 of the bicycle frame.

Into the saddle tube Ts (cf. 1 until 15 and 17 ) of the main frame 1 applies to the first embodiment 17 until 29B a seat tube socket Ls (cf. 17 until 25 ), which is preferably in one piece with the rear swingarm bearing mount Mp, the rear shock absorber mount S _R and a down tube sleeve L _L (cf. 17 until 25 ), which are inserted into the down tube T _L (cf. 1 until 15 and 17 ) of the main frame 1 engages, is formed.

Particularly preferably, the seat tube sleeve Ls, lower tube sleeve T _L , rear swing arm bearing mount M _P , rear damper mount S _R , together with the drive unit interface arrangements I _DR and I _DF , form the frame interface unit I _U in one piece, which is therefore used in particular to connect the drive unit D _U is set up with the main frame 1 and, if necessary, with the spring-loaded rear swing arm 2 (cf. 16 , 17 and 22 ).

As already explained above, the drive housing cantilevers C _D are used to define the sixth (rotary) degree of freedom F _R (cf. 22 ) of the drive unit D _U in relation to the bicycle frame 1 or in relation to the Frame interface unit I _U by connecting the drive housing extensions _CD to the front drive unit interface assembly I _DF of the frame interface unit Iu.

Since the connection of the drive housing extension CD with the front drive unit interface arrangement I _DF of the frame interface unit I _U , as also already explained above in the discussion of the distribution of tasks between the two frame interface _{arrangements I F and I R , transmits} only comparatively small forces and does not have to meet high accuracy requirements or tolerance requirements, it is sufficient and is therefore preferred that the connection between the drive housing extension _CD and the front drive unit interface arrangement I _DF is made by frictional engagement.

For this purpose serve in accordance with the first embodiment 17 until 29B Friction discs W _F (cf. 22 and 26 ) which are frictionally clamped between outer surfaces O _S of the front drive unit interface assembly I _DF and corresponding inner surfaces I _S of the frame interfaces I _F on the drive housing brackets CD by the bolting _{C F of} the front drive unit interface assembly I _DF to the drive unit D _U (see. 22 and 26 ).

As already explained, the connection between the drive housing extension _CD and the front drive unit interface arrangement I _DF of the frame interface unit I _U is used only for the rotational fixation of the drive unit Du and the introduction of torque, starting from the drive unit Du, into the frame interface unit Iu or in the bike frame.

The presently preferred connection between drive housing extension _CD and front drive unit interface arrangement I _DF by frictional engagement, for example by means of screw connection C _F and friction disks W _F , is advantageous in this respect in that it does not place high demands on the accuracy of the frame-side front drive unit interface arrangement I _DF and the drive-side frame interface arrangement I _F , that is, here to the accuracy of the holes, paragraphs and threads of the screw C _F in the radial direction, based on the front mounting axis F _M2 .

In the axial direction, too, in relation to the front fastening axis _{F M2} , the connection between the drive housing extensions CD and the front drive unit interface arrangement I _DF of the frame interface unit I _U , which is only required as a torque arm to define the rotational degree of freedom F _R , is only very low requirements.

In particular, the drive housing extensions CD can be designed so that they are at a slightly too large distance from the interface surfaces or interface _{planes P iF of} the front drive unit interface arrangement I _DF when the drive unit Du is in a force-free, unmounted state. When assembling the drive unit D _U , the drive housing extensions C _D are then slightly elastically deformed inwards by the force of the screw connection C _F , as a result of which any distance tolerances of the interface levels P _iF of the front drive unit interface arrangement I _DF can be generously and easily compensated.

On the other hand, the dimensional fixation of the drive unit Du in relation to the frame interface unit Iu or in relation to the main frame 1 takes place in all three spatial directions and the transmission of the forces corresponding to these spatial directions takes place practically exclusively through the preferably positive connection in all three spatial directions between the rear drive unit interface arrangement I _DR and drive unit Du (cf. 22 , 26 and 27 ).

On the other hand, the connection between the drive housing boom CD and the front drive unit interface arrangement I _DF has only low requirements in terms of accuracy and tolerances, which - in addition to the advantages described above in the discussion of the task distribution of the two frame interface _{arrangements I F and I R - also} the Manufacturing effort and manufacturing costs for the frame interface unit Iu reduced.

Out of 22 goes especially under synopsis with 28 shows that the motor housing H _M , which here also forms the common housing H _C for motor M _E and battery S _i , is preferably made up of only three individual parts, namely two housing covers C _HL , C _HR and one, preferably essentially or entirely prismatic housing tube T _H wherein the housing covers C _H together with the housing tube T _H can be connected to the motor housing H _M by means of a plurality of motor housing screws B _D .

How in particular 28 shows, the housing covers CH preferably each comprise one piece of the drive housing extension CD, and have bearing _mounts M _BR , M _BL , in which a bearing B _L for the bottom bracket shaft _{S B} on the left and a bearing B _R on the right for a Motor output hollow shaft S _HM can be accommodated (cf. 29C and 27 ).

In the sectional view of 27 crank adapter Ac can also be seen, which has an in 30 , 31 and 34 visible shaft serration S _T arranged on the bottom bracket shaft with a wavy serration Sw arranged in the pedal crank C _P (compare the shape-corresponding wavy serration Sw on the outer diameter of the crank adapter as in 22 , 29C and 34 recognizable) connect rotationally positively.

The crank adapter Ac is advantageous in two ways. On the one hand, this enables a simpler assembly concept for the motor device M _E , in particular an assembly concept for a reduction gear (not shown in the figures) of the motor device M _E arranged on the right for an electric motor arranged on the left (also not shown). In the assembly concept, the bottom bracket shaft S _B without the crank adapter Ac attached can be assembled more easily with other components of the motor device M _E , in particular with components of the reduction gear, since the bottom bracket shaft S _B has a smaller diameter without the crank _adapter AC attached.

A further advantage of the crank adapter Ac lies in the form-fitting connection between the pedal cranks C _P and the bottom bracket shaft S _B which is rotationally free of play in both directions of rotation.

In other applications in gear technology, serrations Sw usually only have to transmit a nominal torque backlash-free in one direction. In the case of a bicycle, on the other hand, it is necessary to transmit high torques between the pedal cranks C _P and the bottom bracket shaft S _B without play in both directions of rotation. For example, the rider of a bicycle can stand on the pedals with his entire body weight, as a result of which high torques with opposite directions of rotation from the pedal cranks C _P act on the bottom bracket shaft S _B . If the torques of the _serrations SW were not transmitted from the pedal cranks C _P to the bottom bracket shaft S _B without play, this would lead to undesirable jerky rotational movements between the pedal cranks C _P and the bottom bracket shaft S _B and to corresponding cracking noises. In addition, this would damage or loosen the connection between the pedal cranks Cp and the bottom bracket shaft S _B over time, which would also lead to the risk of accidents.

For this reason, serrations Sw between the pedal cranks C _P and the bottom bracket shaft S _B must be conical on the bicycle in addition to the torque-transmitting toothing in order to be able to press the pedal cranks C _P axially onto the bottom bracket shaft S _B and thereby ensure a play-free connection between the pedal cranks C _P and the generate bottom bracket shaft S _B . This is the only way that the torque applied by the driver in both directions can be transmitted backlash-free in both directions of rotation.

In particular, if the crank adapter Ac is made of a ductile material and/or has thin walls, pressing the pedal crank C _P onto the bottom bracket shaft S _B in the axial direction leads to a radial compression of the crank adapter Ac onto the shaft splines S _T (cf. 30 , 31 and 34 ). This also creates the desired form-fitting connection between the shaft spline S _T and the crank adapter Ac, which is free of play in both directions of rotation, even if the shaft spline S _T is not conical but prismatic, as in 30 , 31 and 34 shown. The prismatic design of the shaft toothing S _T also saves costs in the manufacture of the bottom bracket shaft S _B compared to a conical design of the shaft toothing S _T that would otherwise be required without the crank adapter Ac.

The frame interfaces I _R , _IF arranged on the drive unit Du as shape-corresponding counterparts to the drive unit interface arrangements I _DR , I _DF of the frame interface unit Iu are preferably located on the housing covers _CH of the drive unit Du, as shown in particular in FIG 22 , 28 , 31 and 34 The frame interfaces I _R , I _F are preferably formed in one piece with the housing covers C _H .

In this way, among other things, a desirable maximum support width Ws of the connection between the frame interfaces I _R , _IF of the drive unit Du and the main frame 1 or the frame interface unit Iu is achieved (cf. 26 until 28 ), which improves the rigidity of the connection between the bicycle frame and the drive unit Du as well as the direct power flow.

Unlike in 26 and 27 and similar also in 32B and 33B shown, the drive unit Du can also be designed asymmetrically with respect to a frame center plane P _FC with regard to its essential dimensions in the transverse direction (along the axis of the bottom bracket spindle S _B ) (cf. 27 ). In particular, significant dimensions in the transverse direction can be larger on the left-hand side than corresponding dimensions on the right-hand side. This makes it possible, in particular the possibly very high chain tensile forces F _TC with minimal Ket tenzug horizontal distance DPH to the right-side interface level P _iR of the associated rear frame interface arrangement I _R to perform. As a result, the torques generated by the chain traction forces F _TC and thus torsion of the drive unit Du, the frame interface unit Iu and the main frame 1 are minimized.

Due to the preferably one-piece arrangement of the frame interfaces I _R , I _F in the housing covers CH, weight or drive forces _{F PE} on the bottom bracket shaft S _B and chain tensile forces F _TC are _{transmitted directly via the bearings B L ,} B _R in the housing cover C _H , and from there via the frame interfaces I _R , _IF and the drive unit interface arrangements I _DR , I _DF into the frame interface unit Iu and thus into the bicycle frame.

As a result, the central housing tube T _H hardly has to transfer any load and can be optimized with regard to other aspects, for example with regard to the choice of material and manufacturing options. Due to the preferably completely prismatic shape of the housing tube T _H , simple and cost-effective manufacture also results, for example by turning or extruding an aluminum tube.

The housing tube T _H can also be optimized in terms of maximum thermal conductivity with low weight at the same time by preferably choosing an aluminum alloy such as AL6060 for the housing tube T _H , which has a far better thermal conductivity than the magnesium commonly used in the prior art.

Alternatively, the housing cover C _H can also be arranged on the bicycle frame 10, in particular can be designed in one piece with the bicycle frame. An embodiment is also provided in which one of the housing covers, preferably the housing cover CHR on the drive side, i.e. the right-hand side in relation to the driver, is arranged on the bicycle frame and is preferably formed in one piece with the bicycle frame, while the other, left-side housing cover C _HL is separate from the housing tube T _H separable component is formed. This creates a simple possibility of access to the motor housing H _M , which is designed at least partially in one piece with the main frame 1, for example for maintenance purposes.

The (in the figures of the first embodiment according to 17 until 29B not shown, but in 29C according to the second embodiment 29C until 34 recognizable) hollow motor output shaft S _HM , which is also present in a similar form in the first exemplary embodiment, has external teeth T _E which are used to engage in a shape-corresponding internal toothing Ti of a sprocket spider Sc (cf. 22 ) is set up. Via the torque interface formed by the internal gearing T _i and the external gearing T _E , the total torque formed from the driver torque and the engine torque is transferred from the drive unit Du to the drive train 3 (cf. 1 ) transfer.

The internal toothing Ti can also be arranged directly in a chain wheel Rc (with the sprocket spider Sc being omitted). However, a sprocket spider Sc is preferably present, on which sprockets Rc with, for example, a different number of teeth or a different chain line Lc can be mounted (cf. 26 and 22 ).

Preferred positions of the frame interfaces I _R , _IF or drive unit interface arrangements I _DR , I _DF relative to the drive unit Du or relative to the frame interface unit Iu are described below (cf. 17 until 19 and 22 until 26 ).

Like in particular 18 shows, all frame interface arrangements I _R , _IF or drive unit interface arrangements I _DR , I _DF and thus the two fastening axes F _M1 , F _M2 are preferably located as interfaces between drive unit Du and main frame 1 or between drive unit Du and frame interface unit Iu in a vertical area above an imaginary horizontal plane P _HB , which contains the axis of rotation of the bottom bracket shaft S _B , and below a horizontal plane P _HC , which contains the point of application Pc of the chain tensile force F _TC .

In order to minimize torques generated by the chain tensile force F _TC and corresponding loads or deformations of the drive unit Du, frame interface unit Iu or main frame 1, the vertical distance Dpv between the rear fastening axis F _M1 and the point of application Pc of the chain tensile force F _TC is as small as possible , preferably less than 30 mm, particularly preferably less than 21 mm.

The two fastening axes F _M1 , F _M2 are also preferably further forward than an imaginary vertical plane P _VB which contains the axis of rotation of the bottom bracket shaft S _B , preferably more than 15 mm further forward than the imaginary vertical plane P _VB .

The two fastening axes F _M1 , F _M2 preferably lie in front of an imaginary oblique plane I _P which contains the axis of rotation of the bottom bracket shaft S _B , the oblique plane I _P being relative is tilted forwards to a horizontal plane by an angle β of 50°, in other words tilted clockwise with respect to a view from the right, such as in FIG 17 and 18 .

In a particularly preferred combination of the three above-mentioned embodiments, the two fastening axes F _M1 , F _M2 lie in a vertical area between the two horizontal planes P _HB and P _HC , in front of the vertical plane P _VB and in front of the inclined plane I _P .

The two fastening axes F _M1 , F _M2 are also preferably located within an angle α of 30° to 80° located in the top right bottom bracket quadrant Q _B1 , particularly preferably within an angle α of 50° to 60°, with the apex of the angle coincides with the axis of rotation of the bottom bracket shaft S _B (cf. 18 and 19 ).

A combination of the above-mentioned embodiments is also particularly preferred, in which the two fastening axes F _M1 , F _M2 are in a vertical area between the two horizontal planes P _HB and P _HC and in front of the vertical plane P _VB , further in front of the inclined plane I _P , and within an angle α of 30° to 80°, particularly preferably within an angle α of 50° to 60°.

With such an arrangement of the two fastening axes F _M1 , F _M2 as interfaces between the drive unit Du and the main frame 1 or between the drive unit Du and the frame interface unit Iu, numerous advantages can be achieved over the prior art.

First of all, such constructions provide significantly more installation space for assemblies of the rear suspension such as swingarm bearings and damper linkage, since the main frame 1 no longer has to reach relatively far behind the bottom bracket, as in the prior art, and in some cases even below the bottom bracket height. This also reduces complexity, weight and costs, and the frame manufacturer has much more design freedom in the functionally very important area directly behind the bottom bracket.

Furthermore, compared to the prior art, in which the frame often encloses the drive unit to a large extent, but at least in the area of the fastening axles, the possibilities for cooling the electrical and electronic components of the drive unit are also improved with the designs described above. This is playing an increasingly important role given the current ever-decreasing sizes of these components, while at the same time the engine power is tending to increase.

With regard to the lateral positioning of the frame interfaces, it is preferably provided that the interface levels P _iR between the rear frame interface arrangements I _R of the drive unit Du and the associated, rear drive unit interface arrangements I _DR of the frame or the frame interface unit Iu with regard to optimum torque and Power transmission from the drive unit Du to the main frame 1, and with regard to the high rigidity of the drive unit Du, are positioned on the left and right outboard side of the main frame 1, which results in a correspondingly advantageously large support width Ws (cf. 22 , 26 and 27 ).

In this context, as a quotient of the support width Ws and a pedal force effective width W _PE , which corresponds to the horizontal distance of the effective pedal force application points on the connecting surfaces between the pedal crank and the bottom bracket spindle (cf. 26 and 27 ), a support factor Fs can be formed (see 26 ). The support factor Fs is greater than 0.5, preferably greater than 0.55 and particularly preferably greater than 0.6.

Alternatively or in addition to the preferred values of the support factor Fs, the support width Ws is selected in such a way that a chain pull factor F _PC formed as the quotient of the support width Ws and a chain hoist horizontal distance DPH between the point of application of the chain pull force F _TC and the right-hand interface plane P _iR is larger is greater than 5, preferably greater than 5.5 and more preferably greater than 6.

In this way, an optimal transmission of the transverse forces acting on the drive unit Du, in particular the pedal forces F _PE , and also the chain pull forces F _TC , is ensured over the shortest path into the bicycle frame. The structures of the drive unit Du and the main frame 1 or the frame interface unit Iu involved in this power transmission also have a particularly high rigidity with low weight, which counteracts unwanted twisting and the associated power losses during operation of the drive unit Du.

In the case of drive units from the prior art, on the other hand, values for the support factor Fs are usually well below 0.4, and values for the chain pull factor F _PC are usually well below 3.

In the prior art, this results in high bending moments due to the action of the pedals forces F _PE and the chain tension forces F _TC , which either lead to correspondingly large deformations of the drive unit or the bicycle frame in the bottom bracket area, or have to be absorbed and compensated for with large wall thicknesses in these areas, which leads to correspondingly high weights of the drive unit and frame.

If the drive unit Du is designed asymmetrically with respect to a frame median plane P _FC with respect to its essential dimensions in the transverse direction (along the axis of the bottom bracket spindle S _B ), as described above with reference to FIG 27 described, alternatively or in addition to a chain pull factor F _PC formed as a quotient of support width Ws and chain hoist horizontal distance DPH, a chain pull factor F' _PC as a quotient of a support distance W's on the right (see 27 ) and the chain hoist horizontal distance DPH. According to the present disclosure, this chain tension factor _F'PC is greater than 2.5, preferably greater than 2.75 and particularly preferably greater than 3.

In 29C until 34 is compared to the first embodiment according to 17 until 29B modified and structurally refined second embodiment shown. Some significant differences between the first embodiment according to 17 until 29B and according to the second embodiment 29C until 34 proceed from a synopsis of 29A until 29D out.

You can see there first in particular that the motor and / or battery controller C _MB , which in the first embodiment according to 17 until 29B is shown essentially only schematically, according to the second embodiment 29C until 34 , specified there as motor controller C _M , is shown with a higher level of detail.

Thus, the motor controller C _M of the second exemplary embodiment provides, among other things, a number of additional connections C _A to which further current consumers can be connected, such as bicycle lights, an electrical switching mechanism 4 according to FIG 1 , an electrically controlled height-adjustable seat post 8 according to 1 , or electrically or electronically controlled spring/damper elements for a front suspension fork and/or for a rear suspension 2, Ds (cf. 1 ).

One or more of the additional connections C _A can also be used, for example, to supply power for a human-machine interface or actuation interface H _Mi , which is set up to control the various electrical or electronic systems of the bicycle. At the actuation interface H _Mi or at another point on the bicycle, for example in the area of a top tube Tu of the bicycle frame, charging sockets for operating or charging additional devices such as smartphones can also be arranged, whose power supply can also be implemented via one of the additional connections C _A.

Preferably, the additional connections C _A are only used for the power supply of additional devices such as those mentioned above, while data exchange between the motor controller C _M and the additional devices, or data exchange between different additional devices, in particular for the purpose of controlling additional devices or the motor controller C _M , takes place by means of a wireless communication protocol, for example via Bluetooth.

In 29D (as in 30 ) It can be seen that the battery housing H _B in this exemplary embodiment includes a housing middle part P _M and two housing cover plates C _H . The middle part of the housing P _M , which for receiving and fixing the battery cells Cc is preferably similar to that shown in the sectional views of FIG 23 and 24 is formed is closed on both sides with housing cover plates C _H , which are preferably screwed to the housing middle part P _M in order to facilitate repairs or the replacement of used or defective battery cells. The screws for connecting the housing cover plates C _H to the housing middle part P _M are in 29C and 30 not shown.

As another significant difference between the first embodiment according to 17 until 29B and according to the second embodiment 29C until 34 can be recognized in 29C and 29D a substantially axially configured or arranged current interface Ic, which comprises a controller-side current interface assembly _Icc and a battery-side current interface assembly ICB.

On the one hand, the current interface I _C can be similar for the additional mechanical fixing of the battery Si in its pivoted position ready for operation 23 be set up. In particular, however, the current interface Ic is used for the current-transmitting contact and connection between the battery Si and the motor controller C _M , which in turn forwards the drive energy drawn from the battery Si as driving current to the motor M _E .

In the prior art for the 1 gives an example, the battery Si is usually connected to the motor controller C _M or to a combined controller C _MB for the motor and/or battery by means of a plug connection. Such plug connections known from the prior art are usually designed with multiple poles and are used to transmit both traction currents in the direction of the controller and motor and charging currents in the direction of the battery, and also for the transmission of control signals between the controller and battery or between a separate charger that may be present , Charge port or charge controller and battery formed.

Such known plug connections are electrically and mechanically complex and therefore cause relatively high costs in production and assembly on the one hand. On the other hand, such plug connections are often the cause of malfunctions or failures, for example due to dirt or improper handling when removing or reinserting the battery Si.

As above or further above in the description 23 and 24 carried out, the transmission of control signals between controller C _MB and battery Si in the electric bicycle drive unit D _U according to the present disclosure preferably takes place by means of a wireless transmission protocol. This already eliminates the need to provide a multi-pin plug connection between the controller C _MB and the battery Si, which includes various control lines.

Against this background, the current interface Ic is preferably of two-pole design and particularly preferably does not include a plug connection.

The functioning of such a particularly preferred embodiment of the current interface Ic is a synopsis of 30 and 31 refer to. It can be seen that the current interface I _C , which is again composed of the controller-side current interface assembly Icc and the battery-side current interface assembly I _CB , includes a screw bolt B _T which - in addition to enclosing the battery Si between the drive protective shield S _D and the housing Hc - both is set up for mechanical attachment of the battery Si to the drive housing cantilevers CD, as well as for establishing an electrical contact connection between the battery Si and the controller _{C MB} .

In order to establish this electrical contact connection, the battery has Si on both the left side (according to 30 ) as well as on the right side (in 30 hidden, but visible in 32C ) Metallic contact disks W _CB are arranged, each of the two metallic contact disks W _CB being connected to one of the two voltage poles of the battery. The contact surfaces of both the contact disks W _CB and the contact disks Wcc run in interface planes Pi, which are arranged parallel to the removal direction of the battery Si, cf. 32C .

Corresponding metallic contact washers Wcc are on the right (according to 30 ) and on the left side (in 30 hidden, but visible in 32C ) Arranged on the insides of projections C _E of the controller C _MB , each of the two metallic contact disks W _CC being connected to corresponding voltage poles of the controller.

When inserting the battery Si against the removal direction D _R in 30 and during the subsequent pivoting of the battery Si, in the representation of 30 counterclockwise, the metallic contact disks W _CB of the battery Si overlap with the corresponding metallic contact disks Wcc of the controller C _MB , which is particularly clear 32C can be removed.

If then the bolt B _T according to the associated terminal openings Oc and Bp 30 and 32C passed through the battery and tightened, due to slight elastic deformation of the drive housing brackets C _D by the screw force of the screw bolt B _T , the metal contact washers Wcc of the controller C _MB lie on the metal contact washers W _CB of the battery Si, and are due to the screw force of the screw bolt B _T firmly pressed together.

The structure of the current interface I _C is again particularly clear in detail 31 refer to. You can see the bolt B _T and metallic contact washers W _CB , W _CC of the battery Si and controller C _MB , which are brought to coincide with each other and pressed together when the battery Si is swiveled in and the bolt B _T is then tightened, as described above.

In the illustrated embodiment of the current interface Ic, the contact disks W _CB assigned to the battery Si are formed by outer end faces of metallic contact sleeves Cs, while the contact disks Wcc assigned to the controller C _MB each have a molded-on contact lug Fcc. Thus, the contact disks Wcc together with the contact lugs Fcc form a two-pole electrical current connection from the disc-shaped elements Wcc into the housing of the controller C _MB .

In the illustrated embodiment of the current interface Ic, the contact disks W _CB assigned to the battery Si are formed by end faces of metallically conductive contact sleeves Cs, which are also pressed onto contact lugs F _CB by the pressing force of the screw bolt B _T . The contact lugs F _CB form a two-pole electrical current connection from the conductive contact sleeves Cs into the housing of the battery Si, see also 32C .

32C shows a longitudinal section through the current interface Ic according to FIG 29C until 31 , whereby the intersection of the in 32C shown longitudinal section from the 32A and 32B can be deduced.

One recognizes first of all the components of the drive housing _Hc with its drive housing extensions CD, which are only partially or partially cut away, as well as the components controller _CMB and battery Si with battery housing HB, which are also only partially shown and in _section .

The current interface Ic comprises screw bolts B _T , battery-side contact lugs F _CB , contact sleeves Cs and contact washers W _CB , and controller-side contact washers Wcc and contact lugs Fcc. In the representation of 32C when the bolt B _T is not yet tightened so that the drive case arms C _D together with the projections C _E of the controller C _MB abutting inside them are not yet bent inward by the screwing force of the bolt B _T , refer to the air gap at Pi between the outer surfaces of the battery housing H _B or the flush end-side contact surfaces of the contact disks W _CB of the contact sleeves Cs and the inner surfaces of the projections C _E of the controller C _MB and the flush controller-side contact disks Wcc and contact lugs Fcc.

When tightening the bolt B _T , the drive case arms C _D together with the projections C _E of the controller C _MB abutting inside them are slightly bent inward by the screwing force of the bolt B _T , causing the battery-side contact washers W _CB and the controller-side contact washers Wcc to be tight to each other be pressed.

At the same time, this also causes the battery-side contact sleeves Cs and the battery-side contact lugs to be pressed together, with the ring-shaped areas of the contact lugs F _CB (cf. 31 ) on bore shoulders O _B of the present cylindrical penetration recess BP of the battery case Si, in which the screw bolt B _T penetrates the battery case transversely (cf. 30 ), come to the plant.

In this way, a reliable, two-pole electrical connection with a high current carrying capacity is established between the battery Si and the controller C _MB via the contact path F _CB -> C _S -> W _CB -> W _CC -> F _CC without the need for technically complex, expensive connections and also susceptible plug connections according to the prior art would be necessary. In this case, for example, the left-hand contact elements F _CB , C _S , W _CB , W _CC and Fcc are associated with the positive pole of the power supply from the battery Si, and the right-hand contact elements F _CB , C _S , W _CB , W _CC and Fcc are associated with the negative pole. A reverse assignment of positive pole and negative pole is also easily possible.

In order to electrically insulate the left-hand and right-hand contact elements F _CB , C _S , W _CB , W _CC and Fcc associated with the two electrical poles from one another, the current interface Ic is designed according to the embodiment 29C until 32C an insulating sleeve I _T made of non-conductive material arranged coaxially with the bolt B _T in the penetration recess BP of the battery case H _B is arranged on the bolt B _T , as can be seen from a synopsis of FIG 32C With 31 emerges.

The insulating sleeve I _T serves to electrically insulate the left-hand contact elements, i.e. the electrically conductive contact sleeves Cs with the contact disks W _CB arranged on them (here in one piece), as well as the contact lugs F _CB from the screw bolt B _T , from the corresponding right-hand contact elements C _s , _WCB and _FCB .

A charging port (not shown in the figures) for connecting an external or internal charging device with respect to the drive unit Du to the mains is preferably also arranged on the housing Ec of the controller C _MB . A further function of the housing Ec of the controller C _MB can be to connect electrical or electronic assemblies of the drive unit D _U which are arranged in the area of different sides of the drive unit Du to one another without the need for power lines, in particular within or across the motor device M _E are required.

For example, a torque sensor device of the drive unit Du can be arranged in a right-hand side area of the drive unit Du in the vicinity of the torque connection to the sprocket Rc, while at least parts of the Motor controller C _MB , in particular parts of the power electronics, can be arranged in a left-hand area of the drive unit in the vicinity of the electric motor. In such cases, the housing Ec of the controller C _MB offers the possibility, for example, of connecting the torque sensor device to the power electronics or to its control circuit through the housing Ec, without cables running either through the motor device or, largely unprotected, outside of the Motor equipment must be relocated. The latter in particular is common in the prior art.

It is also possible and intended to arrange only certain parts of the power electronics for operating the electric motor, in particular the relatively bulky capacitors of an electronic motor commutation, in the housing E _C of the controller C _MB , while other parts of the power electronics, in particular the power transistors, are arranged in the motor housing _HM are, for example on an inside in particular of the left-hand housing cover C _HL . The latter enables optimal cooling of the power transistors, especially if the corresponding housing cover C _HL is provided with cooling fins on the outside (cf. 30 , 31 and 34 ).

33C shows a longitudinal section through a left rear frame interface arrangement I _R and through the associated left rear drive unit interface arrangement I _DR of the frame interface unit Iu with a frame compensation adapter Ao arranged there for variable, play-free adjustment of the clamping in the axial direction between motor housing H _M and frame interface arrangement I _R and drive unit interface arrangement I _DR . The cutting course of the in 33C shown longitudinal section from the 33A and 33B derive

According to the first exemplary embodiment 17 until 29B the frame compensation adapter Ao was designed as a stop sleeve adjustable in the axial direction by means of a thread, cf. 22 , 26 and 27 and the related description above. By screwing in the compensation adapter Ao to different depths, width or distance tolerances with regard to the support width Ws (cf. also 28 ) of the bicycle frame or the frame interface unit Iu and the motor _housing HM.

The compensation adapter Ao of the second embodiment according to 29C until 34 on the other hand, does not require any active manual compensation of the tolerances with regard to the support width Ws. As can be seen from a synopsis of 33C With 31 shows, comprises the compensation adapter Ao of the second embodiment according to 29C until 34 two thrust rings R _T1 , R _T2 tapering in a wedge shape on their outer circumference, an expansion ring R _E divided into several segments along its circumferential direction, and an alignment sleeve S _A .

When mounting the drive unit Du on the main frame 1 or on the frame interface unit Iu, the connecting bolt Bc is screwed into the screw sleeve Bs (cf. 31 and 33B) .

_{Tightening connecting bolt Bc} then _{pulls inward} (in 33C based on the drawing to the right in the direction of arrow P) until the inner thrust ring R _T2 comes to rest on the outer end face F _E of the rear drive unit interface arrangement I _DR of the frame interface unit Iu.

When the connecting bolt Bc is tightened further, the compensation adapter Ao is then axially compressed in such a way that the thrust rings R _T1 and R _T2 are pressed in the axial direction into the expansion ring R _E , which increases the outer diameter of the expansion ring R _E until the expansion ring R _E is frictionally pressed firmly into the mounting hole O _R.

Only by tightening the connecting bolt Bc is there automatically a play-free, fixed connection between the drive unit Du and the main frame 1 or the frame interface unit Iu both axially and radially (relative to the connecting bolt Bc).

This speeds up and facilitates the assembly of the drive unit Du, especially from the point of view that in practice in the bicycle market it will be combined with a wide variety of bicycle frames or with possibly different frame interface units Iu, the bicycle frame or possibly the frame interface unit Iu, come from different manufacturers or can be supplied.

Experience has shown that this can result in a wide variety of tolerance situations with regard to the support width Ws of the rear drive unit interface arrangement I _DR . Such different tolerance situations, depending on the origin of the bicycle frame or the frame interface unit Iu, can thus be compensated in particular with the compensation adapter Ao of the second According to the embodiment 29C until 34 handle and balance in the simplest way.

An exact adjustment to any tolerances of the main frame 1 or the frame interface unit Iu and a fixed, backlash-free connection between the drive unit Du and the main frame 1 or the frame interface unit Iu in all three spatial directions is not only important in terms of safe and reliable Transmission of the significant drive and chain pull forces, as above 17ff . described, but also to avoid annoying noises such as creaking or squeaking.

Since at least two or more fastening axles are usually used in the prior art to connect the drive unit and bicycle frame, in which, however, in contrast to the present disclosure, there is no specific division of tasks among the various fastening axles with regard to power transmission, torque transmission and definition of the degrees of freedom of movement of the drive unit relative is made to the bicycle frame, there are often considerable difficulties with regard to tolerance compensation when mounting the drive unit in the bicycle frame, and with regard to a permanently fixed and play-free connection between the drive unit and bicycle frame.

As already mentioned above in the description of 17ff . explained in detail, this problem with the drive unit Du according to the present disclosure is eliminated in particular by the fact that exactly two fastening axes are provided, of which the rear fastening axis is positioned very close to the main lines of force application and the definition of all degrees of freedom of movement except for a rotational degree of freedom F _R of the drive unit Du takes over, and that the front attachment axis is designed solely and specifically as a torque arm to determine the remaining rotational degree of freedom F _R of the drive unit Du.

34 shows the second exemplary embodiment for the drive unit Du according to FIG 29C until 33 viewed again in a perspective overall view from the rear left. It can be seen again that the drive unit Du includes a motor device ME and a bottom bracket assembly A _B with a bottom bracket shaft S _B . The battery or integrative energy storage device Si for supplying energy to the motor device M _E can also be seen. The integrative energy storage device Si is arranged adjacent to the motor device M _E .

Since, in particular, the properties and assemblies of the drive unit Du according to the second exemplary embodiment which are essential for the center of gravity C _GE , C _GC 29C until 34 , especially the properties of the integrative energy storage device Si, match those of the first exemplary embodiment (cf. 29A until 29D ), results in a synopsis of 34 with one of 17 until 19 and 23 that the center of gravity C _GE , C _GC of energy storage device Si and drive unit D _U according to the drive unit D _U according to the second embodiment 29C until 34 are advantageously within the bottom bracket area R.

Also all other properties and advantages as above in relation to the first embodiment 17 until 29B , as well as with respect to the embodiments according to FIG 2 until 16 described are also in accordance with the second embodiment 29C until 34 present.

Claims (34)

Electric bicycle drive unit (Du) for arrangement in a bottom bracket area (R) of a bicycle frame (1), the drive unit (Du) comprising an electric motor device (M _E ) and a bottom bracket assembly (A _B ) with a bottom bracket shaft (S _B ), thereby characterized in that the drive unit (Du) comprises an integrative energy storage device (Si) for supplying energy to the motor device (M _E ), the integrative energy storage device (Si) being arranged adjacent to the motor device (M _E ) in such a way that the center of gravity (C _GE ) of the energy storage device (Si) and the center of gravity (C _GC ) of the drive unit (Du) are within the bottom bracket area (R). Drive unit (You) after claim 1 , characterized in that the integrative energy storage device (Si) for direct arrangement on a housing (H _M ) of the motor device (M _E ) is set up. Drive unit (You) after claim 1 or 2 , characterized in that the drive unit (D _U ) for at least partially enclosing the integrative energy storage device (Si) of a housing (H _M ) of the motor device (M _E ) is set up. Drive unit (You) according to one of Claims 1 until 3 , characterized in that the drive unit (Du) for at least partially arranging the integrative energy storage device (Si) together with the motor device (M _E ) is set up in a common housing (Hc). Drive unit (You) according to one of Claims 1 until 4 , characterized in that the integrative energy storage device (Si) in the operational state of the drive unit (D _U ) exclusively on the motor device (M _E ), or on a housing (H _M ) of the motor device (M _E ), or on the common housing ( Hc), and not attached to the bicycle frame (1). Drive unit (You) according to one of Claims 1 until 5 , characterized in that drive unit (Du) and integrative energy storage device (Si) for at least partial arrangement of the integrative energy storage device (Si) in a down tube (T _L ) of the bicycle frame (1) are set up. Drive unit (You) according to one of Claims 1 until 6 , characterized in that the drive unit (Du) is assigned an additional energy storage device (S _A ), the drive unit (Du) and additional energy storage device for at least partially arranging the additional energy storage device (S _A ) in a lower tube (T _L ) of the Bicycle frame (1) are set up. Drive unit (You) after claim 7 , characterized in that the additional energy storage device (S _A ) for mechanical fixing to the drive unit (Du) or to the integrative energy storage device (Si) is set up. Drive unit (You) after claim 7 or 8th , characterized in that the additional energy storage device (S _A ) is integrated into the integrative energy storage device (Si). Drive unit (You) according to one of Claims 1 until 9 , characterized in that drive unit (Du) and integrative energy storage device (Si) for arranging the integrative energy storage device (Si), in a mounted state of the drive unit (Du) on the bicycle frame (1), to a large extent outside of a down tube (T _L ) of the bicycle frame (1) are set up. Drive unit (You) according to one of Claims 1 until 10 , characterized in that the integrative energy storage device (Si) is in a mounted state of the drive unit (Du) on the bicycle frame (1) corresponding position at least partially below the axis of rotation of the bottom bracket shaft (S _B ). Drive unit (You) according to one of Claims 1 until 11 , characterized in that a center of mass (C _GE ) of the integrative energy storage device (Si) and/or a center of mass (C _GC ) of the drive unit (D _U ) in a bicycle side view and in a mounted state of the drive unit (Du) on The position of the drive unit (Du) corresponding to the bicycle frame (1) within a radius of 175 mm (R ₁ ), preferably within a radius of 125 mm (R ₃ ), particularly preferably within a radius of 100 mm ( R ₄ ) is located around the axis of rotation of the bottom bracket spindle (S _B ). Drive unit (You) after claim 12 , characterized in that a center of mass (C _GE ) of the integrative energy storage device (Si) and/or a center of mass ( _{C GC} ) of the drive unit (Du) is located within a top right bottom bracket quadrant (Q _B1 ) with a side length of 175 mm (R ₁ ), preferably within a bottom bracket quadrant (Q _B3 ) with a side length of 125 mm (R ₃ ), particularly preferably within a bottom bracket quadrant (Q _B4 ) with a side length of 100 mm (R ₄ ). Drive unit (You) after Claim 13 , characterized in that the battery center of mass (C _GE ) and/or the drive unit center of mass ( _{C GC} ) is at a height (H _GC ) of 50 mm, preferably of 30 mm, particularly preferably 20 mm, above the axis of rotation of the bottom bracket shaft (S _B ). Drive unit (You) according to one of Claims 1 until 14 , characterized by a protective drive shield (S _D ) attached exclusively to the housing (H _M ) of the motor device (M _E ) or to the common housing (Hc) of the drive unit (Du), the protective drive shield (S _D ) simultaneously having a movable closing flap for Cover and / or holder of the integrative energy storage device (Si) forms. Drive unit (You) according to one of Claims 1 until 15 , characterized by exactly two frame interface assemblies ( _IDR , _IDF ) defining front and rear mounting axes (F _M1 ) and (F _M2 ). Drive unit (You) after Claim 16 , characterized in that the mounting axes (F _M1 ) and (F _M2 ) in a vertical region above a horizontal plane P _HB containing the axis of rotation of the bottom bracket shaft (S _B ), and below a horizontal plane P _HC containing the Point of application Pc contains the chain tensile force F _TC are arranged. Drive unit (You) after Claim 16 or 17 , characterized in that the attachment axes (F _M1 ) and (F _M2 ) are arranged in front of a vertical plane P _VB containing the axis of rotation of the bottom bracket shaft S _B. Drive unit (You) according to one of Claims 16 until 18 , characterized in that the fastening axes (F _M1 ) and (F _M2 ) are arranged in front of an inclined plane Ip containing the axis of rotation of the bottom bracket spindle S _B , the inclined plane I _P relative to a horizontal plane being at an angle (β) of 50° tilted forward. Drive unit (You) according to one of Claims 16 until 19 , characterized in that the fastening axes (F _M1 ) and (F _M2 ) within an angle (α) of 30° to 80° located in the upper right bottom bracket quadrant (Q _B1 ), particularly preferably within an angle (α) of 50° to 60° are arranged, with the vertex of the angle (α) coinciding with the axis of rotation of the bottom bracket shaft (S _B ). Drive unit (You) according to one of Claims 1 until 20 , characterized in that a support width Ws is selected as the distance between the left-hand and right-hand interface planes (P _iR ) of the rear frame interface arrangements (I _R ) such that a support factor Fs formed as the quotient of the support width Ws and a pedal force effective width W _PE is greater than 0.5, preferably greater than 0.55 and most preferably greater than 0.6. Drive unit (You) according to one of Claims 1 until 21 , characterized in that a support width Ws is selected as the distance between the left-hand and right-hand interface planes (P _iR ) of the rear frame interface arrangements (I _R ) such that a chain pull factor Fpc formed as the quotient of the support width Ws and a chain hoist horizontal distance D _PH is greater than 5, preferably greater than 5.5 and particularly preferably greater than 6. Drive unit (You) according to one of Claims 1 until 22 , characterized in that the drive unit (Du) for fixing all degrees of freedom of movement of the drive unit (Du) in relation to the bicycle frame (1) or in relation to a frame interface unit (IU), except for a rotational degree of freedom (F _R ) about an axis of rotation of the bottom bracket shaft ( S _B ) parallel axis of rotation (FM1) via which rear frame interface assembly (I _R ) is established. Drive unit (You) after Claim 23 , characterized in that the drive unit (Du) for fixing the degree of rotational freedom (F _R ) relative to the bicycle frame (1) or relative to a frame interface unit (IU) through the front frame interface arrangement (I _F ) by means of a friction connection (CF, W _F ) is set up. Drive unit (You) after Claim 23 or 24 , characterized in that the rear frame interface arrangement (I _R ) has a frame compensation adapter (A _o ) to compensate for width tolerances of the bicycle frame (1) or the frame interface unit (IU), the frame compensation adapter (Ao) for radial Fixation of the rear frame interface arrangement (I _R ) relative to the bicycle frame (1) or relative to the frame interface unit (IU) as well as for infinitely play-free adjustable axial tolerance compensation between the rear frame interface arrangement (I _R ) and bicycle frame (1) or frame interface unit ( IU) a stepped sleeve (SG) that can be screwed into a receiving bore (O _R ) of the drive housing (HC) in an axially adjustable manner, or a radial clamping device (RE, R _T1 , R _T2 ) that can be accommodated in an axially displaceable manner in a receiving bore (O _R ) of the drive housing (HC) includes. Drive unit (You) according to one of Claims 1 until 25 , characterized by a hermetically sealed controller housing (Ec) arranged in a space between the motor device (M _E ) and the energy storage device (Si) for accommodating a controller device (C _MB ) for controlling the motor device (M _E ) and/or energy storage device (Si) . Drive unit (You) after Claim 26 , characterized by the fact that the controller housing (Ec) has a plugless power interface (Ic) for connecting the controller device (C _MB ) to the energy storage device (Si) with interface levels (Pi) arranged parallel to a removal direction (D _R ) of the energy storage device (Si) in such a way That the power interface is opened by removing the battery and by inserting and / or attaching (B _T ) the battery is connected. Drive unit (You) according to one of Claims 1 until 27 , characterized in that an output shaft (S _M ) of the motor device (M _E ) is arranged coaxially to the bottom bracket shaft (S _B ). Drive unit (You) according to one of Claims 1 until 28 , characterized in that the housing (H _M ) of the motor device (M _E ) or the common housing (Hc) of motor device (M _E ) and integrative energy storage device (Si) has bearing mounts (M _P ) for a swing arm (As) of a spring-loaded rear frame (2). Bicycle frame (1) or frame interface unit (Iu), comprising a rear drive unit interface arrangement ( _IDR ) and a front drive unit interface arrangement (I _DF ) for connection to a drive unit (Du) according to any one of Claims 1 until 29 , characterized by exactly two drive unit interface arrangements ( _IDR , I _DF ), which define a rear attachment axis (F _M1 ) and a front attachment axis (F _M1 ), with all _degrees of freedom of movement of the drive unit ( You) can be fixed in relation to the bicycle frame (1) or the frame interface unit (IU) except for the rotational degree of freedom (F _R ) about the rear mounting axis (FM1), and the front drive unit interface arrangement (I _DF ) as a torque arm for fixing the Rotational degree of freedom (F _R ) is formed. Bicycle frame (1) or frame interface unit (Iu). Claim 30 , characterized by an arrangement of the mounting axes (F _M1 ) and (F _M2 ) analogous to the arrangement of the mounting axes (F _M1 ) and (F _M2 ) in the drive unit (Du) according to one of Claims 1 until 29 . Bicycle frame (1) or frame interface unit (Iu). Claim 30 or 31 , characterized by a support factor (Fs) analogous to Claim 21 and/or a chain pull factor (F _PC ) analogous to Claim 22 . Bicycle frame (1) or frame interface unit (Iu) according to one of claims 30 until 32 , characterized by bearing mounts (Mp) for a rocker (A _B ) of a spring-loaded rear frame (2). Energy storage device (Si) for a drive unit according to one of Claims 1 until 29 , Characterized by the energy storage device (Si) relating to one of the features Claims 1 until 29 .

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