EP3738570B1 - Drive arrangement for a traction device and traction device for a mobile seat unit - Google Patents

Description

The invention is based on a drive arrangement for a traction device for a mobile seat unit, for example a hospital elevator, comprising a handlebar support with a steering arm and a fork part, a handlebar being arranged on the steering arm and a drive wheel being arranged on the fork part and the steering arm being about a pivot axis is pivotally mounted on the fork part.

One of the options for driving such a mobile seat unit, in particular a hospital elevator or a wheelchair, is the use of a traction device. For this purpose, the traction device can usually be connected to the mobile seating unit to be driven. To drive the mobile seat unit, the towing device has a manual and/or a motor drive. In particular, chain drives are used in conjunction with hand cranks. The chain drive drives the drive wheel of the towing device so that the mobile seat unit connected to the towing device can be moved.

The JP 2003339782 A discloses an electric drive of a wheelchair with a mounting base plate removably attached to left and right frames on the front of the wheelchair body with a holding mechanism, and a steering part having a steering shaft penetrating the mounting base plate, the steering shaft being pivotable about a horizontal pivot axis.

The DE 90 11 220 U1 discloses a hospital elevator with a drive unit that is designed to be foldable. For this purpose, a handlebar tube is divided into two and has a folding joint which is arranged above an upper end of a control tube.

From the disclosure document DE 10 2016 118 144 A1 a drive arrangement for a traction device for a wheelchair is known. The drive arrangement described there has a handlebar support with a steering arm and a fork part with a drive wheel. The handlebar is designed as a hand crank. The drive wheel can be driven via a drive chain in conjunction with a torque transmission unit and an output chain. There is also the option of electric motor support.

While such a towing device can enable a user to move with little effort with a mobile seat unit, transporting the towing device in conjunction with the mobile seat unit has so far been difficult. For example, when transporting in a car, the towing device must be loaded into the car in addition to the mobile seat unit, which results in an increased need for storage space in the car.

Due to a wide variety of impairments or the severity of the impairments of the users, various Traction devices should generally be designed to be flexible and cost-effectively adaptable to operational situations and other circumstances.

The object of the present invention is therefore to offer an improved drive arrangement for a towing device as well as an easily transportable, yet flexibly adaptable towing device for a mobile seat unit.

The object is achieved by a drive arrangement for a towing device for a mobile seat unit, comprising a handlebar support with a steering arm and a fork part, a handlebar being arranged on the steering arm and a drive wheel being arranged on the fork part and the steering arm being pivotally mounted on the fork part about a pivot axis is, wherein the handlebar support, in particular the steering arm, is designed and / or arranged asymmetrically to the center plane of the drive wheel in such a way that the steering arm can be pivoted completely or at least partially on a pivoting side of the drive wheel up to next to the drive wheel when pivoting about the pivot axis, whereby the Pivoting side represents the side of the drive wheel along which the steering arm can be pivoted completely or at least partially to next to the drive wheel.

A basic idea of the invention is therefore to design the drive arrangement in such a way that the steering arm can be pivoted as far as possible, in particular up to next to the drive wheel. Thus, for transport, for example, a towing device equipped with such a drive arrangement can be folded or packed down to a particularly small pack size.

It is advantageous if the steering arm can be pivoted completely on the pivoting side of the drive wheel up to next to the drive wheel. Depending on the design, however, it is also conceivable that the steering arm only at least partially, for example at least a quarter, preferably at least half, until it can be pivoted next to the drive wheel.

The handlebar support can be designed asymmetrically in such a way that the steering arm can be pivoted through a particularly large angle without parts of the steering arm colliding against other parts of the towing device, in particular against the drive wheel, when pivoting.

The steering arm can be pivotable forward, i.e. in the direction of the usual direction of travel, and/or backwards, i.e. against the usual direction of travel. In other words, the pivot axis can run perpendicular to the center plane of the drive wheel.

The swivel side represents the side of the drive wheel, i.e. the left or right side of the drive wheel in accordance with the usual direction of travel, along which the steering arm can be swiveled completely or at least partially up to next to the drive wheel. “Next to the drive wheel” can be understood to mean the area of the respective half-space defined by the center plane of the drive wheel and associated with the pivoting side, which extends from the ground to the top edge of the drive wheel when the drive wheel is in the upright position that is usual for driving the tractor.

Since the handlebar support, in particular the steering arm, is designed and/or arranged asymmetrically to the center plane of the drive wheel, the pivoting side can be defined by the position of the center of gravity of the handlebar support or the steering arm relative to the center plane of the drive wheel. In particular, the pivot side can be defined in that the center of gravity is located in the left or right half-space defined by the center plane.

The steering arm can have at least two steering arm rods. By using multiple steering arm rods, the stiffness of the steering arm and thus its stability can be improved while keeping the weight low. Preferably, the at least two steering arm rods are arranged and/or can be arranged in the half space associated with the pivoting side. In particular, the steering arm rods can be arranged and/or can be arranged in the same half-space defined by the center plane of the drive wheel. The handlebar can then be arranged and/or guided on two steering arm rods, in particular by means of a handlebar holder located between the two steering arm rods.

To further improve stability, the steering arm can be arranged and/or supported on the fork part via an additional support on the side of the handlebar support opposite the pivoting side. The additional support can have a smaller width than the steering arm. The point of application of the additional support on the steering arm can be selected such that the largest possible maximum pivot angle is maintained. In particular, the additional support can engage only one of the steering arm rods.

The drive arrangement can have a manual drive. For this purpose, a crank drive, in particular a hand crank, can be arranged and/or formed on the handlebar, wherein the crank drive can be connected to the drive wheel in a torque-transmitting manner via a drive means, in particular a drive chain, a torque transmission unit and an output means, in particular an output chain. The drive means and/or the output means can each preferably be designed as a chain. Alternatively or additionally, however, it is also conceivable to design the drive means and/or the output means as a belt, rope and/or as a spindle. The Drive wheel can thus be driven by actuating the crank drive, with a torque generated on the crank drive being transferable to the drive wheel via the drive means, the torque transmission unit and the output means. A gear ratio or the like can be provided along this path in order to appropriately convert the torque generated at the crank. In particular, the torque transmission unit can be designed as a gear.

The towing device can be folded particularly safely if the drive means are guided in the steering arm and/or the output means are guided in the fork part. Thus, for example, when pivoting the steering arm, the drive means can be safely "stowed away". If the drive means is designed as a drive chain, the drive chain can, for example, fall off from a crank drive gear located on the handlebar during pivoting of the steering arm. Injuries to the user due to contact with the drive means or with the output means while traveling with the towing device can also be avoided.

A further space saving can be achieved if the drive means and the output means are arranged in the same half-space defined by the center plane of the drive wheel, in particular in the half-space belonging to the pivoting side. The drive means and the output means can therefore be guided relatively close to one another. Furthermore, additional space can be created within the drive arrangement for arranging further elements of the drive arrangement, for example for arranging the torque transmission unit.

The torque transmission unit can have at least one shaft that is arranged coaxially to the pivot axis. Particularly preferably, the torque transmission unit can have at least two have coaxially arranged shafts, in particular a drive shaft assigned to the drive means and an output shaft assigned to the output means. In particular, the two shafts can each be arranged coaxially to the pivot axis. This makes it possible to avoid a change in length of the drive means and/or the output means during pivoting of the steering arm. For example, in the case of a drive chain and an output chain, no additional chain tensioner or the like is necessary to compensate for a change in length due to pivoting of the steering arm.

In a particularly preferred class of embodiments of the invention it is provided that the drive arrangement comprises at least one, in particular electric, motor, wherein the at least one motor can particularly preferably be designed as a hub motor and/or as a mid-mounted motor. The motor can be designed to support a manual drive. Alternatively or additionally, for example selectable by a user of the towing device, the motor can also be designed to independently drive the towing device or a mobile seat unit connected to the towing device. For this purpose, a power selector lever, for example electrically connected to the engine, can be provided on the handlebar to control the engine. Alternatively or additionally, the power delivered by the motor can be controllable depending on a manual power applied by the user and/or a torque applied by the user. In particular, the motor can be controllable and/or controlled in the manner of a pedelec.

A motor designed as a hub motor can be arranged in particular on the hub of the drive wheel. Such a hub motor usually offers the advantage of particularly quiet operation.

A motor designed as a mid-engine can be operated at speeds (largely) independent of the speed of the drive wheel, in particular by means of a suitable transmission gear. This makes it possible to achieve particularly efficient operation of the mid-engine. Furthermore, heat problems, for example when driving uphill, can be avoided or reduced more easily than with a hub motor.

The drive arrangement can be produced particularly flexibly and cost-effectively if a commercially available motor is used as the motor. In particular, it is conceivable to use a motor that is commercially available for Pedelecs. Such Pedelec motors are usually tailored to the torques or forces that occur when a user of a Pedelec or the like drives their legs.

Particularly in the case of manually driven or only motor-assisted towing devices, it is common practice to provide a gear ratio between the crank drive and the drive shaft and/or a motor shaft of the engine, through which the drive shaft or the motor shaft rotates faster than the (hand-operated) crank drive . Furthermore, the torques that can be generated by hand are generally generally smaller than the torques that can be generated using a leg drive. Therefore, when using a (commercially available) Pedelec motor, it can happen that its torque-dependent power control is not or only insufficiently coordinated with the torques that occur or are to be expected on the drive shaft or the motor shaft of a towing device with such a gear ratio.

It is therefore advantageous if the transmission ratio between the crank drive and the drive shaft and/or a motor shaft is set such that the speed of the drive shaft and/or the Motor shaft is at most as high as the speed of the crank drive. The motor can preferably be designed as a mid-mounted motor, because in this case a motor of a pedelec that is otherwise designed or usable as a bottom bracket motor can also be used for the drive arrangement.

The motor, which is designed as a mid-engine, can be positioned largely freely on the drive arrangement, in particular on the handlebar support. The motor can preferably be arranged adjacent to the torque transmission unit. For this purpose, a drive axle of the motor can be arranged parallel to the pivot axis, in particular offset upwards according to the position of use of the towing device. Depending on the torque transmission unit used, this can also be used by the engine. In the case of a mid-engine, there are additional design options for adapting the torque and/or speeds to be generated by the engine. In particular, the motor can act either on the drive means, on the torque transmission unit or on the output means. Furthermore, the arrangement of the motor adjacent to the torque transmission unit facilitates pivoting of the steering arm.

A tank or battery or the like required for operating the motor can be arranged in and/or on the handlebar support, in particular in and/or on the fork part, so that this also enables the steering arm to be pivoted as widely as possible and thus a further reduced pack size.

It can be provided that an installation space adjacent to the pivot axis and/or around the pivot axis is designed to accommodate the torque transmission unit and/or the at least one motor. The installation space can be used in particular for modular, optionally equipped with a torque transmission unit and / or with at least one motor. This makes it possible to design a modular, modular system of towing devices or drive arrangements for towing devices.

The installation space can be adapted, in particular dimensioned, to different types of torque transmission units and/or different types of motors. Then, depending on the requirements, a suitable torque transmission unit or a suitable motor can be used. Especially in the case of low performance requirements, smaller motors can be used, which also reduces the pack size.

Furthermore, the packing size that can be achieved for transport purposes can be improved if the handlebar is designed and/or arranged to be displaceable on the steering arm and/or pivotable relative thereto. This also increases the ease of use for the user. The handlebar or the crank drive arranged and/or designed on the handlebar can also be used by moving and/or pivoting as a replacement for an otherwise required chain tensioner, in particular in the case of a drive means designed as a drive chain.

If at least one parking support, in particular one that can be folded in and out laterally, is arranged and/or formed on the handlebar support, in particular on the fork part, then the towing device can be parked independently of the mobile seat unit. For transport, the parking support can be folded to the side to ensure a small pack size.

It is also conceivable that the drive arrangement, in particular the handlebar support, has at least one latching device. The latching device can be set up to releasably fix the steering arm in at least one pivoting position. Preferably, a locking position for an end pivot position for use when driving, i.e. H. with the steering arm folded out. Alternatively or additionally, a further locking position can be provided for an end pivot position for transport, in particular when the tractor is folded to the maximum. A locking position for a central pivoting position for convenient connection of the towing device to the mobile seat unit is also conceivable.

The scope of the invention also includes a towing device for a mobile seat unit, which comprises a drive arrangement according to the invention.

The mobile seat unit can be a hospital elevator or a wheelchair, a recumbent bicycle or the like. In general, the mobile seat unit can also include vehicles for transporting people, which can usually be driven at least manually, such as strollers or the like.

Further features and advantages of the invention result from the following detailed description of the exemplary embodiments of the invention, based on the figures of the drawing, which show details essential to the invention, and from the claims.

The features shown in the drawing are shown in such a way that the special features according to the invention can be made clearly visible. The different features can be used individually or together several can be implemented in any combination in variants of the invention.

Fig. 1

ein Zuggerät in ausgeklapptem Zustand in perspektivischer Darstellung von schräg vorne;

Fig. 2

das Zuggerät in ausgeklapptem Zustand in einer Seitenansicht;

Fig. 3

das Zuggerät in ausgeklapptem Zustand in einer Ansicht von vorne;

Fig. 4

das Zuggerät in eingeklapptem Zustand in perspektivischer Darstellung von schräg vorne;

Fig. 5

das Zuggerät in eingeklapptem Zustand in einer Seitenansicht;

Fig. 6

das Zuggerät in eingeklapptem Zustand in einer Ansicht von vorne;

Fig. 7

eine Detailansicht des Ausschnitts VII aus Fig. 1 in perspektivischer Darstellung;

Fig. 8

eine Querschnittsansicht des Ausschnitts gemäß Fig. 7 und

Fig. 9

eine der Fig. 7 entsprechende Detailansicht eines alternativ ausgebildeten Zuggeräts.

Show it:

Fig. 1

a pulling device in the unfolded state in a perspective view from the front;

Fig. 2

the towing device in the unfolded state in a side view;

Fig. 3

the towing device in the unfolded state in a view from the front;

Fig. 4

the towing device in the folded state in a perspective view from the front;

Fig. 5

the towing device in a folded state in a side view;

Fig. 6

the towing device in the folded state in a view from the front;

Fig. 7

a detailed view of section VII Fig. 1 in perspective view;

Fig. 8

a cross-sectional view of the section according to Fig. 7 and

Fig. 9

one of the Fig. 7 Corresponding detailed view of an alternatively designed pulling device.

To simplify understanding, the same reference numerals will be used below as far as possible for functionally corresponding elements. For reasons of representation, individual elements are at least partially hidden in individual figures of the drawing, so that not all elements that are actually visible in a figure can be depicted in the respective figures.

Fig. 1, Fig. 2 and Fig. 3 show a pulling device 10 for a mobile seat unit (not shown) in the unfolded state in a perspective view from the front, in a side view or in a view from the front.

Like in particular Fig. 1 As can be seen, the pulling device 10 has a drive arrangement 12 . The drive arrangement 12 includes a handlebar support 14 with a steering arm 16 and a fork part 18. A handlebar 20 is arranged on the steering arm 16.

A drive wheel 22 is arranged on the fork part 18, in particular rotatably mounted.

The steering arm 16 is mounted on the fork part 18 so that it can pivot about a pivot axis S. It has two steering arm rods 24 . The steering arm rods 24 run parallel to one another.

A crank drive, in particular a hand crank, is formed on the handlebar 20. For this purpose, the crank drive has two crank rods 26 with handles (in Fig. 1 not shown) and a crank drive gear 28 .

Fig. 2 shows that a drive chain 30 is guided around the crank drive gear 28. The drive chain 30 is guided through the two steering arm rods 24 to a drive blade 32 . The drive blade 32 is also designed as a gear. It is arranged coaxially to the pivot axis S.

A driven blade 34 is arranged coaxially to the drive blade 32 and coaxially to the pivot axis S. The output blade 34 is in turn connected to the drive wheel 22 via an output chain 36 Ring gear 38 connected. It is conceivable to use a simple gear wheel instead of the ring gear 38.

A motor 40 is also arranged in the area of the drive blade 32 and the driven blade 34.

How out Fig. 3 As can be seen, a center plane M is defined by the drive wheel 22. The two steering arm rods 24 are located as shown Fig. 3 in the left half-space H formed by the center plane M. Accordingly, as shown, the Fig. 3 the left side of the drive wheel 22, i.e. the right side of the drive wheel 22 viewed according to the usual direction of travel, represents a pivoting side X.

Out of Fig. 3 It can also be seen that the drive arrangement 12 has two parking supports 42 , which can each be placed laterally from the drive wheel 22 or from the drive arrangement 12 and can be adjusted to this. To releasably fix the parking supports 42, locking levers 44 are also provided on the fork part 18, of which for reasons of illustration in Fig. 3 only a locking lever 44 is shown.

Fig. 4 , Fig. 5 and Fig. 6 show the towing device 10 with its drive arrangement 12 in the folded state.

Show this again Fig. 4 a perspective view from diagonally in front, Fig. 5 a side view and Fig. 6 a view from the front of the towing device 10 or its drive arrangement 12.

To improve the stability of the steering arm 16 is - how Fig. 4 can be seen - an additional support 46 is provided, via which the steering arm 16 is on the pivoting side X ( Fig. 3 ) opposite side on Fork part 18, in particular also pivotable about the pivot axis S, is mounted.

It can be seen in particular that the additional support 46 is narrower than the steering arm 16. In particular, the additional support 46 only has a width corresponding to one of the two steering arm rods 24. This makes it possible for the additional support 46 to only engage the upper of the two steering arm rods 24.

Fig. 5 shows that the steering arm 16 in the illustrated folded state of the drive arrangement 12 is at least partially on the pivoting side X ( Fig. 3 ) - in the representation Fig. 5 i.e. on the side of the drive wheel 22 lying in front of the drive wheel 22 - until next to the drive wheel 22 is pivoted. In particular, according to the representation of the Fig. 5 lower steering arm rod 24 next to the drive wheel 22.

This is possible because the steering arm 16 with its two steering arm rods 24 is suitably asymmetrical to the center plane M ( Fig. 3 ) of the drive wheel 22 is formed. In particular, both steering arm rods 24 are located in the same half-space H formed by the center plane M ( Fig. 3 ), ie that to the swivel side X ( Fig. 3 ) associated half space. In addition, there is also the drive chain 30 ( Fig. 2 ) and the output chain 36 ( Fig. 2 ) in half-space H.

Parts running obliquely to the center plane M, which would hinder and/or restrict pivoting of the steering arm 16, are therefore at least largely, in particular with the exception of the additional support 46 ( Fig. 4 ), has been eliminated.

It can thus be seen that the towing device 10 can be folded up to a small pack size.

The pack size can also be reduced even further by folding the parking supports 42 laterally onto the drive wheel 22.

Furthermore shows Fig. 5 that the handlebar 20 with its crank drive gear 28 and the hand crank 26 is arranged via a handlebar holder 48 on the two steering arm rods 24, in particular displaceable along the steering arm rods 24. Using a clamping mechanism (in Fig. 5 not shown), the handlebar holder 48 can be detachably attached to the two handlebar rods 24.

Furthermore, the handlebar 20 is pivotally and in particular releasably attached to the handlebar holder 48.

These additional adjustment options allow the drive arrangement 12 or the towing device 10 to be further adapted to the needs of a user of the mobile seat unit, particularly in the unfolded state.

Im in Fig. 5 - and also in Fig. 6 - In the folded state shown, these adjustment options can be used to further reduce the pack size, for example by moving the handlebar holder 48 as far forward as possible, i.e. according to the illustration Fig. 5 to the right, is moved. In addition, the handlebar 20 can be pivoted downwards, for example until it nestles against the front wheel 22.

Fig. 7 shows a detailed view of Section VII Fig. 1 .

The drive blade 32 and the driven blade 34 can be seen, both of which are arranged coaxially to one another and coaxially to the pivot axis S.

The motor 40, which is designed as an electric mid-motor, can also be seen. The motor 40 sits in a correspondingly dimensioned installation space 50.

Fig. 8 shows a cross-sectional view of the section according to Fig. 7 , after which the drive blade 32 sits non-rotatably on a drive shaft 52 .

The output blade 34 in turn sits non-rotatably on an output shaft 54.

The drive shaft 52 and the output shaft 54 are arranged coaxially to one another and each coaxially to the pivot axis S.

A torque can be transmitted from the drive blade 32 to the output blade 34 via the two shafts 52, 54. Thus, the input shaft 52 and the output shaft 54 act together as a torque transmission unit. It is conceivable that the two shafts 52, 54 are connected to one another via a gear so that they can be operated at different speeds.

Furthermore, the output blade 34 can be subjected to an additional torque that can be generated by the motor 40 via the output shaft 54.

Finally it's in Fig. 9 Another embodiment of a towing device for a mobile seat unit is shown in a schematic representation.

In particular shows Fig. 9 one of the Fig. 7 Corresponding detailed view of this alternative embodiment, with the output blade 34 being shown as a disk for illustrative purposes.

This embodiment largely corresponds to the previously described embodiment of the towing device 10.

It differs essentially in that in the installation space 50 instead of the motor 40 ( Fig. 7 ) an additional gear 56 is installed. The additional gear 56 forms the torque transmission unit of this embodiment. There is therefore an additional setting option for adapting the gear ratios between the crank drive, the drive blade 32, the driven blade 34 and/or the drive wheel 22 ( Fig. 1 ) and thus to adapt the resulting speed of the drive wheel 22 or its usable torque for driving.

This embodiment can be used in particular in conjunction with a hub motor arranged on the drive wheel 22.

Reference character list

10

Traction device

12

Drive arrangement

14

Handlebar support

16

Steering arm

18

Fork part

20

Handlebars

22

drive wheel

24

Steering arm rod

26

Crank rod

28

Crank drive gear

30

Drive chain

32

Drive sheet

34

driven blade

36

output chain

38

ring gear

40

engine

42

parking support

44

Locking lever

46

Additional support

48

Handlebar mount

50

Installation space

52

drive shaft

54

output shaft

56

Additional gearbox

H

Half space

M

middle level

S

Pivot axis

VII

Section

X

Swing side

Claims (15)

1. Drive arrangement (12) for a towing apparatus (10) for a mobile seat unit, comprising a handlebar support (14) having a steering arm (16) and a fork part (18), a handlebar (20) being arranged on the steering arm (16) and a drive wheel (22) being arranged on the fork part (18) and the steering arm (16) being mounted on the fork part (18) so as to be pivotable about a pivot axis (S),
   characterized in that
   the handlebar support (14), in particular the steering arm (16), is designed and/or arranged asymmetrically to the central plane (M) of the drive wheel (22) such that, when pivoting about the pivot axis (S), the steering arm (16) is completely or at least partially pivotable on a pivot side (X) of the drive wheel (22) as far as next to the drive wheel (22), the pivot side (X) representing the side of the drive wheel (22) along which the steering arm (16) is completely or at least partially pivotable as far as next to the drive wheel (22).
2. Drive arrangement according to claim 1, characterized in that the steering arm (16) is supportedly arranged and/or mounted on the fork part (18) via an additional support (46) on the side of the handlebar support (14) opposite the pivot side (X).
3. Drive arrangement according to any of the preceding claims,
   characterized in that a crank drive, in particular a hand crank, is arranged and/or formed on the handlebar (20), the crank drive being torque-transmittingly connected to the drive wheel (22) via a drive means, in particular a drive chain (30), a torque transmission unit and an output means, in particular an output chain (36).
4. Drive arrangement according to any of the preceding claims,
   characterized in that the drive means is guided in the steering arm (16) and/or the output means is guided in the fork part (18).
5. Drive arrangement according to any of the preceding claims,
   characterized in that the drive means and the output means are arranged in the same half-space (H) defined by the central plane (M) of the drive wheel (22), in particular in the half-space (H) associated with the pivot side (X).
6. Drive arrangement according to any of the preceding claims in conjunction with claim 3, characterized in that the torque transmission unit has at least one shaft which is arranged coaxially with the pivot axis (S).
7. Drive arrangement according to any of the preceding claims in conjunction with claim 3, characterized in that the torque transmission unit has at least two coaxially arranged shafts, in particular a drive shaft (52) assigned to the drive means, and an output shaft (54) assigned to the output means.
8. Drive arrangement according to any of the preceding claims,
   characterized in that the drive arrangement (12) comprises at least one, in particular electric, motor (40), the at least one motor (40) particularly preferably being designed as a hub motor and/or as a mid-motor.
9. Drive arrangement according to any of the preceding claims in conjunction with claim 3 and claim 7, characterized in that the transmission ratio between the crank drive and the drive shaft (52) is set such that the speed of the drive shaft (52) is at most as high as the speed of the crank drive.
10. Drive arrangement according to any of the preceding claims in conjunction with claim 3 and claim 8, characterized in that the transmission ratio between the crank drive and a motor shaft of the motor (40) is set such that the speed of the motor shaft is at most as high as the speed of the crank drive, the motor (40) preferably being designed as a mid-motor.
11. Drive arrangement according to any of the preceding claims in conjunction with claims 3 and 8, characterized in that the motor (40) is arranged adjacently to the torque transmission unit, a drive axle of the motor preferably being offset in parallel with the pivot axis (S), in particular being upwardly offset according to the use position of the towing apparatus (10).
12. Drive arrangement according to any of the preceding claims,
    characterized in that an installation space (50) is formed adjacently to the pivot axis (S) and/or around the pivot axis (S) for receiving the torque transmission unit and/or the at least one motor (40).
13. Drive arrangement according to any of the preceding claims,
    characterized in that the handlebar (20) is designed and/or arranged so as to be displaceable on the steering arm (16) and/or so as to be pivotable relative thereto.
14. Drive arrangement according to any of the preceding claims,
    characterized in that at least one parking support (42), in particular a parking support which can be laterally folded in and out, is arranged and/or formed on the handlebar support (14), in particular on the fork part (18).
15. Towing apparatus (10) for a mobile seat unit, for example a wheelchair, comprising a drive assembly (12) according to any of the preceding claims.

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