WO2009127263A1

WO2009127263A1 - Drive for a wheeled vehicle

Info

Publication number: WO2009127263A1
Application number: PCT/EP2008/054773
Authority: WO
Inventors: Philippe Kohlbrenner
Original assignee: Philippe Kohlbrenner
Priority date: 2008-04-18
Filing date: 2008-04-18
Publication date: 2009-10-22
Also published as: DE112008003814A5

Abstract

The invention relates to a drive for a wheeled vehicle, the drive comprising a) a foot pedal (1, 2) for converting muscle force into torque, b) a crank pinion (3) engaged with the transmission means (4) for transmitting the torque of the foot pedal (1, 2), c) an electric motor (10), d) a motor pinion (5) also engaged with the transmission means (4) for transmitting the torque of the electric motor (10), e) wherein the electric motor (10) is an external rotor motor.

Description

Lawyer's file: 56 655 Xl Philippe Kohlbrenner

Drive for a wheeled vehicle

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

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

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

A drive known from WO 99/30960 A2 has a pedal crank and an electric motor, to which a drive pinion is likewise associated in common. The pedal crank, the rotor of the electric motor and the drive pinion are fixed in torque in both directions with a Tretkuibelwelle or at least over freewheel in a drive direction drelimoment fixed to the Tretkuibelwelle. The speed of the motor is therefore identical to the speed of the pedal operated by muscle power. It is an object of the invention to provide a drive of the type mentioned, whose electromotive part is simple and robust, has a high power / weight ratio and operates quietly.

The invention relates to a drive fui a wheeled vehicle having a crank for the conversion of Muskellαaft in torque and an electric motor with a stator and a rotationally driven by electromagnetic interaction rotor. The torque of the pedal crank is transmitted by means of a Kurbitz to a traction means of the drive. The torque of the electric motor is carried over by means of a Motomtzels on the traction means. The crank pinion and the Motoπitzel are with the traction means in each case in an intervention Tretkuibel and engine therefore do not work on the same pinion, but überuagen their torque by means of its own pinion on the same traction means. Each of the drive parts, the Muscellαaft betrcibbaie drive part with crank and crank pinion and dei electromotive drive part with electric motor and Motoiritzei, can therefore be optimized according to the particular nature.

After the egg is found, the Elekliomotoi eat an outside! Accordingly, the stator is located inside the motor and is surrounded by the rotor, the external rotor. The external rotor motor can be an asynchronous motor, and it is a DC motor that has a permanent magnet pole ring surrounding the stato. The invention has the characteristic feature of external rotor motors with the introduction of torque via its own motor pinion. External rotor motors have a high degree of efficiency and high torque at low speeds in the same way as for internal rotor. However, these Diehzahlen are still higher than the speed of Tretkuibel at usual pedaling frequencies of the driver. However, due to the initiation of the torque over the own Motoiritzei the ratio of the rotational speed of the electric motor to the speed dei Tretkuibel according to the ratio of the diameter of Kuibehϊtzels and the engine pinion eihöht so far that the Außenlaufimotoi in a favorable in terms of its torque and efficiency speed range works while ei acts on the same traction means as the Kuibelritzel, A particular advantage of the egg is that the speed of the electric motor to Motoπitzel out must not be divided, can thus be vizichtet on a transmission between the rotor of the electric motor and the Motoπitzel. If, nevertheless, a transmission is interposed, this transmission can be designed with a significantly lower reduction ratio than when using an internal rotor motor. Particularly preferred embodiments, however, it corresponds to dispense with the interposition of a transmission, so that the electric motor drives the Motoiritzel directly, the motor pinion is thus driven with the Diehzahl the rotor. The motor pinion is arranged in such embodiments on the rotor axis, d h. coaxial with the rotor.

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

Particularly voiced embodiments corresponds, as already mentioned, when the Motoiritzel on the rotor axis, that is arranged on or on the Motoi shaft and in the transmission of the engine torque against rotation with the motor shaft is connected. The motor pinion can be rotatably connected to the motor shaft clockwise and counterclockwise Bevoizugter is the Motoπitzel with the motor shaft but only in a drive direction drelifest veibunden, while a relative rotational movement in the opposite direction is possible. The Antiiebsrichlung is that direction of rotation, in which the torque of the electromotois should be on the Motoiritzel and from this on the traction means Ücrtiagen. To achieve this, a freewheel is arranged between the Motoiwelle and the Motoiritzel. The driver can thus drive the vehicle over the crank without the electric motor mitzuschleppen. The electric motor can on the contrary in such phases of driving stand still, which saves energy. At medium load, for example, he can support the Fahier by the torques of the crank and the electric motor are superimposed on the traction means.

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

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

In preferred embodiments, the Motoi wave extends into the stator, more preferably, it extends not only in but through the stator. In principle, however, it would also be possible to connect the rotor ring, which surrounds the stator, to the rotor shaft on one side of the stator by means of a connection coupler and to guide the rotor shaft away from the stator on the same side, so that the rotor shaft would be arranged axially next to the stator. More preferably, however, the torque of the electric motor is introduced into the rotor shaft on one axial side of the stator, the Rotoiwelle passed through a central cavity of the stator to the other axial side and doit arranged the motor pinion. If the rotor shaft or, in the case of a motor shaft separate from the rotor shaft, the motor shaft in or preferably through the stator, it is possible to arrange at least one rotary bearing of the relevant shaft within the stator. The word "or" is used here as well as in any other place in the usual logical sense, so it is an "inclusive or", the meaning of "either or" and also the meaning of

"and", as far as only a limited meaning can not derive from the respective concrete context. With respect to the motor shaft other than the rotor shaft, this means that either only the rotor shaft or only the motor shaft protrudes into or through the stator or, as is preferred embodiments, both shafts protrude into or through the stator,

If the rotor shaft does not simultaneously also form the motor shaft and both shafts were in or through the stator, at least one axial section of the freewheel or preferably the freewheel can be arranged over its entire axial length in the cavity of the stator, preferably in an annular space between the rotor shaft and the motor shaft, and the

Motor shaft in drive clearing against rotation with the rotor shaft connect and in the

In particular, such a freewheel can be arranged between axially spaced rotary bearings, which rotatably support the two shafts relative to one another. One of these rotary bearings or both rotary bearings can also be arranged in the Be arranged cavity of the stator. However, these rotary bearings are more preferably arranged at least partially axially outside the cavity, wherein one of these rotary bearings is arranged axially at the position at which the rotor ring is supported on the rotor shaft via a connecting body. Another pivot bearing rotatably supporting the rotor shaft and motor shaft assembly on that side of the stator relative to a frame of the wheeled vehicle is preferably axially engaged in the cavity of the stator.

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

The pedal crank comprises at least one pedal, more preferably two pedals, and a pedal crankshaft which is non-rotatably connected to the pedal or pedals. The crank pinion may in particular be non-rotatably connected to the pedal crankshaft, but in principle it is also conceivable to connect the crank pinion via a transmission with the pedal crankshaft.

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

If the torque of the pedal crankshaft is determined, as is the case in preferred embodiments, the electric motor can advantageously be used as a function of the torque

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

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

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

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

The egg invention feraei also relates to a device zui detection of the torque of a pedal crankshaft of a Radfahizeugs, voizugsweise a Fahirads. It is preferably used in bicycles with hybrid drives that can be operated with muscle power and have a motoiischen drive to support, for example, an electric motor drive. It can be used with advantage but also in the cycling field, also in Hobbysportbeieich and basically everywhere where the eizenugte by muscle torque is of interest.

In hybrid drives, torque detection can be used, for example, to control or regulate the auxiliary drive. "Examples of this are known from EP 0 743 238 A1, JP 2007176221 A and in particular WO 99/30960 A2. In the embodiments described doit the Zusatzmotoi is placed directly on or next to the pedal crankshaft, at least for the two drive parts, the pedal crank and the engine part, adapted housing provided, which must be specially designed in accordance with the individual case, which costs.

It is therefore also an object dei invention to allow the arrangement of a Sensois for detecting the torque of a Ti etkurbel wave in a conventional bottom bracket, preferably also a simple retrofit.

The invention relates to a device for detecting the torque of a pedal crankshaft of a wheeled vehicle, the a bottom bracket, an ecki by the bottom bracket egg ecki Ti etkui, a first pivot bearing and at least one other, second pivot bearing for Diehlagerung the pedal crank shaft, also a Transmission structure and having a torque sensor. The transmission structure is in the bottom bracket shell rotatably connected to the pedal crankshaft, rotatably at least in a drive direction of rotation of the pedal crankshaft, preferably rotationally fixed with respect to both directions of rotation about an axis of rotation of the pedal crankshaft. The region of the connection with the pedal crankshaft forms a drive end of the transmission structure. The transmission structure further has an output end, at which the torque introduced at the drive end is forwarded, preferably to a crank pinion of a traction mechanism transmission of the wheeled vehicle. The crank pinion may in particular drehfesl be connected to the output end dei transmission structure, rotatably at least in the driving direction, preferably rotationally fixed with respect to both rotational directions about the axis of rotation of the Trelkurbeiwelle. The sensor is also arranged in the bottom bracket housing and detects the torque on the Drehwinkelpositioπ occupying the output end of the transmission structure relative to the drive end. Changes in the relative rotational angular position are equivalent to changes in the transmitted through the transmission torque, which in turn corresponds to the torque of the Ti etlagei wave, at least in preferred embodiments, in which the transmission structure transmits the torque of the pedal crankshaft slippage.

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

The Lagei shell structure can be sleeve-shaped overall or possibly only in one or more axial section (s), so surround the Tretkurbelwelie so circumferentially in the circumferential direction. It can also be composed of several segments, which only in its entirety when installed such a sleeve result. Basically, however, it only has to fulfill the function of the pivot bearing and have a Foim suitable for this purpose.

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

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

Although it is already advantageous in terms of gaining space within the bottom bracket, when the bearing shell structure protrudes from the bottom bracket shell only on one end and creates the bearing on the outside end, it corresponds to more preferred embodiments, if the bearing shell structure on the other end protrudes from the bottom bracket shell and there by means of the second pivot bearing also provides for the pivot bearing of the pedal crankshaft by supporting the second bottom bracket radially outward. In such embodiments, the bearing shell structure is expediently multi-part and surrounds a first bearing shell and at least one further, second bearing shell, one of which protrudes to the one end face and the other to the other end side of the bottom bracket to rotatably support ^* at the respective end face. The bearing shells are preferably designed for each of these bearing shells.The bearing shells are preferably designed so that one can be inserted from the left and the other from the right into the bottom bracket housing or are already inserted in. Preferably, or they are from the respective front side in the bottom bracket shell screwed, preferably by a screw connection directly with a pipe jacket of the bottom bracket.

In preferred embodiments, the Lageischalenstruktur serves not only the pivot bearing of the pedal crankshaft, but also the storage of the sensor or a part of the sensor, the bearing shell structure can store in particular a relative to the bottom bracket housing not moving or at least not necessary for the detection moving sensor part.

The torque is, as already mentioned, detected by the relative rotational angular position between the drive and the output end of the transmission structure. The transmission structure is spaced between its drive end and its Abtiϊebsende depending on the magnitude of the torque. The sales can Zugzugabsatzung, a Druckbevestation and basically any type of Be sales, as long as the torque is transmitted. Preferably, the transmission structure becomes Torsion beabsatzt, so is shaped and arranged as a torsion structure. It accordingly has an axially extending torsion path which extends to the drive end and from there in the direction of the output end. Preferably, the Torsionsstiecke is sleeve-shaped, the transmission structure accordingly a Torsionshülse. More preferably, the Überlragungsstruktur is sleeve-shaped as a whole, thus has a sleeve-shaped drive end, then axially thereafter the sleeve-shaped Torsionssirecke and an adjoining sleeve-shaped output end. In the region of the output end, such a transmission structure is preferably supported radially to the crankshaft, which can be done in particular by means of a plain bearing bush, preferably a plain bearing bush, which is arranged in an annular gap formed directly between the Tietkurbelwelle and the transmission structure. Including such a rotational position on the pedal crankshaft, the transmission structure is freely movable up to the drive end in the context of the torsional displacement,

The sensor can be designed, for example, as a strain gauge sensor with one or more strain gauges. Also suitable are capacitive sensors. Preferably, the sensor is designed as a magnetic pole sensor. The sensor comprises in preferred filling stations an input element for coupling an input signal, an output element for coupling out an output signal generated in accordance with the input signal and the torque, and one or more transmission elements between the input element and the output element. Preferred embodiments, it corresponds to when in the measuring section, a first transmission member and a second transmission member are arranged, of which one is closer to the drive end and the other is arranged closer to the output end. The transmission members are immovably connected to the transmission structure with respect to the direction of the displacement experienced by the transmission structure by the transmission of the torque. As the torque changes, therefore, the relative rotational angular position that the transmission members have relative to one another changes. The input member and the output member are preferably supported by the Lageischalenstruklur, preferably they are not movable relative to the bearing shell structure, In embodiments in which the bearing shell structure ¹ supports the sensor or preferably one or more components of a multi-part sensor, wherein the component or the plurality of components is or are arranged on the bearing shell structure or by embedding in the Lagerschalenslruktui, the bearing shell structure preferably comprises one of In embodiments in which the bearing shell structure has a first bearing shell and a second bearing shell, the carrier shell can in particular be arranged axially between the bearing shells. The arrangement of the sensor or a sensor part on or in the carrier shell advantageously allows the installation of the sensor, in particular in embodiments in which the bearing shell structure is screwed into the bottom bracket shell. The bearings are in embodiments in which a rotational movement is required for installation, such as in the case of said screw, preferably decoupled from the carrier shell with respect to the rotational movement, so rotatable relative to the carrier shell. The carrier shell is preferably arranged in the bottom bracket shell before the bearing shells are mounted. If the carrier shell with respect to a Montierdrehbewegung the bearing shells decoupled from these, the carrier shell can rest during assembly of the bearing shells relative to the bottom bracket shell, which is advantageous, for example, if the bearing of the carrier shell sensor or sensor part has one or more cable connection or connections, the or that could twist on rotation.

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

I) A device for detecting the torque of a pedal crankshaft of a wheeled vehicle, the device comprising: a) a bottom bracket shell (8), b) a crankshaft (2) extending through the bottom bracket shell (8)

Conversion of muscle power into torque, c) a first Drehlagei (27) and a second pivot bearing (28) respectively for the pedal crank welie (2), d) a transmission structure (35) rotatably for transmitting the torque in the bottom bracket (8) at a drive end (36) is connected to the Tretkurbeiwelle (2) and a Abtiiebsende (37) flow the

E) and a in the Tietlagergehäuse (8) arranged sensor (40) which detects the Drehwinkelpositioπ to determine the torque, the output end (37) relative to the drive end (36) of the transmission structure (35) occupies f) In preferred embodiments, a Lagerschalenstiuktur (30) is arranged radially between the pedal crankshaft (2) and the bottom bracket (8), the Kippfest is connected to the bottom bracket (8) and protrudes from the Tietlagergehäuse (8), g) wherein the pedal crankshaft (2) outside of the bottom bracket housing (8) by means of the first Diehlagers (27) is rotatably supported by the bearing shell structure (30),

II) Device according to the preceding paragraph, wherein the Tietlagergehäuse (8) along the Tretkurbeiwelle (2) has an inner width of not more than 60 mm, preferably tubular, preferably having a standard for bicycles inner cross-section.

III) Device according to one of the preceding paragraphs, wherein the Lagerschalenstiuktur (30) surrounds the Übeitragungsstruktur (35), at least in an axial section, preferably inside and outside of the bottom layer housing (8).

IV) Device according to one of the preceding paragraphs, wherein the bearing shell structure (30) outside the Tretkuibelgehauses (8) has a radially enlarged axial portion in which the first pivot bearing (27) is arranged and surrounding the pedal crankshaft (2), preferably circumferentially. V) Voixichtung according to one of the preceding paragraphs, wherein the transmission structure (35) with the output end (37) protrudes from the bottom bracket (8) and the first pivot bearing (27) in a radial direction at the output end (37) of the transmission structure (35). and supported in the radial opposite direction on the bearing shell structure (30).

VI) Voirichtung according to one of the preceding paragraphs, wherein the pedal crank shaft (2) by means of the second pivot bearing (28) rotatably supported by the bearing shell structure (30), preferably also outside the bottom bracket shell (8).

VII) Device according to one of the preceding paragraphs, wherein the Lageischalenstruktui (30) has a first bearing shell (31) and a second bearing shell (32), each radially between the Tietkurbelwelle (2) and the bottom bracket (8) are arranged, the first Bearing shell (31) on one end side of the bottom bracket (8) axially from the bottom bracket (8) and the second bearing shell (32) on the axially opposite end side of the bottom bracket (8) axially from the bottom bracket (8) protrudes, the bearing shells (31, 32) each kippfest with the Tietlagergehäuse (8) are connected and the Tretkui inwelle (2) by means of the first pivot bearing (27) of the first bearing shell (31) and by means of the second pivot bearing (28) of the second bearing shell (32) respectively outside the bottom bracket shell (8) is rotatably mounted,

VIII) Device according to the preceding paragraph, wherein each of the bearing shells (31, 32) outside the bottom bracket shell (8) has a radially enlarged axial portion in which the respective associated pivot bearing (27, 28) is arranged.

IX) Voirichtung according to the preceding paragraph and at least one of the following features: the bearing shells (31, 32) are individually Kippfest connected to the bottom bracket shell (8); the bearing shells (31, 32) are individually rotatably connected to the Tietlagergehäuse (8); the bearing shells (31, 32) are individually axially immovably connected to the bottom bracket shell (8); - The bearing shells (31, 32) are inserted from the respective end side of each other axially into the bottom bracket shell (8); the bearing shells (31, 32) are screwed from the end faces into the Tietlagergehäuse (8).

X) Device according to one of the preceding paragraphs, wherein an input (41) or output (42) of the sensor (40) in the bottom bracket housing (8) is arranged in or on the Lageischalenstruktur (30) or are.

XI) Device according to the preceding paragraph, wherein the bearing shell structure (30) has a bearing shell (31) and a carrier shell (33), the bearing shell (31) and the carrier shell (33) radially between the pedal crankshaft (2) and

Bottom bracket housing (8) are arranged, the Lagei shell (31) kippfest with the

Bottom bracket housing (8) is connected and on one end face of the bottom bracket (8) axially from the bottom bracket (8) protrudes and there the pedal crank shaft (2) by means of the first pivot bearing (27) superimposed, the carrier shell (33) in the bottom bracket shell (8 ) is arranged and from the bearing shell (31) in at least one of the two axial

Directions is set and the input (41) or output (42) of the sensor (40) is or are arranged in or on the carrier shell (33).

XII) device according to the preceding paragraph in combination with paragraph VII, wherein the carrier shell (33) is arranged axially between the bearing shells (31, 32) and is axially fixed by the bearing shells (31, 32),

XIII) Device according to one of the two preceding paragraphs, wherein the carrier shell (33) has a larger internal cross-section than the position shells (31, 32) and the Input (41) or output (42) of the sensor (40) is arranged in the region of the larger Innenquei section, or

XIV) Device according to one of the preceding paragraphs, wherein the Überüagungsstruktur (30) with the output end (37) protrudes from the bottom bracket (8) and the first

Pivot bearing (27) outside of the bottom bracket (8) supports radially in the direction of a rotation axis (R ₂ ) of the pedal crankshaft (2),

XV) Device according to one of the preceding paragraphs, wherein the pedal crankshaft (2) in a first axial section (2a) over which the transmission structure (35) extends, is slimmer than in a second Axialabschmtt (2b), the axially immediately adjacent or at least is arranged near the drive end (36) of the transmission structure (35).

XVI) Device according to a combination of paragraphs VI, XIV and XV, wherein the first pivot bearing (27) and the second pivot bearing (28) each have the same inner diameter and the same outer diameter and the bearing shell structure (30) in their axial sections, in which the respective pivot bearing (27, 28) is arranged, each having a correspondingly selected inner diameter and the transmission structure (35) at the output end (37) and the pedal crankshaft (2) in the second axial section (2b) each having a corresponding outer diameter.

Finally, the invention also relates to the magnetic pole sensor already mentioned as such and in the installed state. Preferred features of this further invention are summarized in the following paragraphs. In this case, reference symbols of embodiments illustrated in FIGS are used. The reference numerals are only for faster

Orientation, The features disclosed in the Magnetpolsensor features may advantageously in

Combination with the features disclosed for the drive or the characteristics disclosed for arrangement in the pedal block housing are used. 1) magnetic pole sensor for detecting a torque of a shaft, the sensor (40) comprising: a) a transmission structure (35) having a drive end (36) for introducing a Diehmoments about a longitudinal axis (R ₂ ) of the Übertragungsstmktui (35) and one of the Drive end (36) axially spaced output end (37) for transferring the die, b) an upstanding pole member (43) torque-tightly connected to the drive end (36) in an anti-directional rotation direction and spaced apart upstream magnetic field elements (48) with each other c) a downstream pole member (44) which is torque-tightly connected to the output end (37) in the anti-directional rotation direction and circumferentially spaced from each other by spaced magnetic field elements (48 ) each having at least one pole (45) and at least one opposite in polarity

D) wherein the pole members (43, 44) are arranged axially next to one another and are rotatable relative to one another about the longitudinal axis (R ₂ ). E) In a preferred embodiment, each of the magnetic field elements (48) has its pole (45 ) and the opposite pole (46) radially opposite each other, so that a magnetic field is at least substantially iadial in each of the magnetic field elements (48).

2) magnetic pole sensor according to the preceding paragraph, wherein the magnetic field elements (48) in each case between the at least one pole (46) and the at least one

Gegenpol (46) have a Isolatoi (47).

3) Magnetpolsensoi according to the preceding paragraph, wherein the magnetic field elements (48) of at least one de Polglieder (43, 44) forming a the at least one pole (45) Polschicht (45a), the at least one Gegenpol (46) forming

Gegenpolschicht (46a) and radially between the pole layer and the Gegenpolschicht an insulator layer (47a) forming the insulator (47) and these layers are arranged on top of each other.

4) magnetic pole sensor according to the preceding paragraph, wherein in the magnetic field elements (48) of the at least one of the pole members (43, 44) in a

Longitudinal section of the at least one pole (45) has an axially long leg (45a) with a radially projecting at one axial end flange (45b), the insulator (47) iadia! a thinner axial section (47a) and a radially thicker axial section (47b) having at least one opposite pole (46) on the radially thinner axial section (47a) and the radially thicker axial section (47b) of the insulator (47) axially between the flange (45b) the at least one pole (45) and the at least one opposite pole (46) is arranged.

5) Magnetpolsensor according to one of the preceding paragraphs, wherein the magnetic feeder elements (48) of mutually facing end faces of the pole members (43,

44) protrude and axially project towards each other and that in each of the pole members (43, 44), the magnetic field elements (48) in the circumferential direction by gaps (49) are magnetically separated from each other.

6) magnetic pole sensor according to the preceding paragraph in combination with paragraph 2), wherein the magnetic field elements (48) of at least one of the pole members (43, 44) of successively pushed sleeve bodies (45 ', 46', 47 ') are formed, wherein a first the sleeve body (45 ', 46', 47 ') the at least one pole (45) of each magnetic field element (48), a second of the sleeve body (45', 46 ', 47') the insulator (47) and a third of the sleeve body ( 45 ', 46', 47 ') the at least one opposite pole

(46) forms each magnetic field element (48) and that the gaps (49) are formed in the sleeve bodies (45% 46 ', 47') arranged on each other.

7) Magnetpolsensor according to the preceding paragraph, wherein of the sleeve bodies (45 ¹ , 46 ', 47') after the incorporation of the gaps (49) axially adjacent to the gaps (49) each still a sleeve portion remains surrounding a longitudinal axis. 8) Magnelpolsensor according to any one of the preceding paragraphs, further comprising a primary coil (41) which is a Unifangsfläche the Aufwärtsägen pole member (43) radially facing, is surrounded by this peripheral surface or preferably surrounding this peripheral surface, and a secondary coil (42), the one Peripheral surface of the downward pole member (44) faces radially, is surrounded by this peripheral surface or surrounds this peripheral surface preferably.

9) magnetic pole sensor according to a combination of paragraphs 4) and 8), wherein the magnetic flux of the primary coil (41) in the flange (45b) of the pole (45) and at one axial end of a peripheral surface of the opposite pole (46) in the magnetic field elements (48 ) is coupled.

10) Magnetpolsensor according to one of the passing paragraphs, wherein at least one of the pole members (43, 44) has a carrier sleeve (51, 52) and the magnetic field elements

(45, 46, 47) of this pole member (43, 44) are each arranged as layer elements in an axial portion of the carrier sleeve (51, 52).

11) magnetic pole sensor according to one of the preceding paragraphs and at least one of the following features: the pole (45) in longitudinal section as a lying "L" is formed; the opposite pole (46) is shaped in longitudinal section like a horizontal "I"; the insulator (47) according to paragraph 2) has a radially thinner axial separator (47a) and a radially thicker axial segment (47b).

12) Magnelpolsensor according to the preceding paragraph, wherein the opposite pole (46) axially with the long leg (45a) of the "L" overlaps, preferably radially over the long leg of the horizontal "L" of the pole (45) is angeoidnet.

1 3) magnetic pole sensor according to one of the two preceding paragraphs, wherein the opposite pole (46) overlaps axially with the long leg (45a) of the "L", preferably radially over the thinner axial portion (47 a) of the insulator (47) is arranged, wherein preferably the insulator (47) with the thicker axial portion (47 b) at the short leg of the pole (45) is arranged.

14) magnetic pole sensor according to one of the preceding paragraphs, wherein the pole (45), the opposite pole (46) and the insulator (47) sepaiat shaped, one above the other, preferably arranged on each other and attached to each other and preferably to a support sleeve (51, 52), preferably are fastened in the form of a key or a material fit,

15) magnetic pole sensor according to one of the preceding paragraphs, wherein at least one of the pole members (43, 44) is part of a speed sensor, which further comprises a Hall sensor which is arranged relative to the at least one of the pole members (43, 44) so that duich a magnetic alternation of the Hall sensor and the at least one of the pole members (43, 44) a speed of the at least one of the pole members (43, 44) can be determined

16) Veiahren for Hesteilunung a magnetic pole sensor for detecting a torque of a shaft, voizugsweise a Magnelpolsensors after one of voi hei outgoing heels, in which a) a first sleeve body (45 ') of magnetizable material and a second

Sleeve body (47 ') made of electrically insulating material, each having a first sleeve portion (45a, 46a) and a second sleeve portion (45b, 47b), which via a shoulder (45c, 47c) on the first sleeve portion (45a, 47a) drops b) the second sleeve body (47 ') extends beyond the first sleeve portion (45a) of the first one

Pushed sleeve body (45 ') and the first and the second sleeve body (45% 46') are grooved together c) a diitter sleeve sleeve (46 ') of magnetisiei ble material on the first sleeve portion (47 a) of the second sleeve body (47') pushed and the second and the second sleeve body (47 ', 46') are joined together, d) and in the composite of the sleeve bodies (45 ', 46', 47), which are joined together, gaps (49) are machined on one end side so that an alternating arrangement of gaps (49) is provided in the circumferential direction about a central longitudinal axis (R ₂ ) of the composite ) and circumferentially extending magnetic field elements (48) is obtained, wherein the magnetic field elements (48) each one of the first Hülsenköiper (45 ') formed radially inner pole (45), one of the thiitte sleeve body (46') formed, radially outer opposite pole (46) and radially therebetween an insulator (47) formed by the second sleeve body (47 ')

In the following, embodiments of the invention will be explained with reference to figures. On the embodiments offenbai expectant features form each individually and in each feature combination, the objects dei Anspiüche and also the embodiments described above advantageous. Show it:

FIG. 1 shows a wheeled vehicle with an anti-sieve according to the invention,

FIG. 2 shows a drive part of the wheeled vehicle,

Figure 3 shows the drive with an electric motor drive part of a first

Exemplary embodiment in a registered in Figure 2 section A-A, Figure 4 shows the electric motor drive part of the first embodiment,

Figure 5 shows the drive with an electric motor drive part of a second

Embodiment in the section A-A of Figure 2,

6 shows the electromotive anti-theft part of the second embodiment,

7 shows a Tretkui zufager with integrated torque detection, Figure 8 shows an area of the bottom bracket with a torque sensor in an enlarged view,

FIG. 9 pole member of the torque sensor of FIG. 8,

FIG. 10 shows preformed sleeve bodies which can be assembled to form one of the pole members of FIG. 9, and FIG. 11 shows one of the pole members of FIG. 9. FIG. 1 shows a wheeled vehicle with a drive according to the invention. The wheeled vehicle is a bicycle with a frame of which a lower part is designated by 8a and a seat tube by 8b. The drive comprises a traction mechanism with two drive wheels 3 and 6, a guide wheel 7, a driven gear 5 and a endlessly circulating around these wheels traction means 5 4. The traction mechanism is as usual for two-wheelers or bicycles formed as a chain drive, but could alternatively but for example as a toothed belt drive or in principle as a non-positive. Belt drive be formed. The wheels of the Zugmitte Igetriebes are exporting example sprockets. They all have a toothing adapted to the traction means 4, iθ

The drive further comprises a pedal crank driven by muscle power with a left and a right pedals 1 and a pedal crankshaft 2, with the pedals 1 are torsionally rigid, preferably releasably connected. The torque generated by the driver by means of the pedal crank 1, 2 is the drive wheel 3, referred to below as the crank pinion 3

15 is introduced into the traction mechanism ,. The crank pinion 3 is arranged on the axis of rotation of the pedal crank shaft 2 and connected to this torsionally rigid.

The drive also includes an electric motor drive part with an electric motor 10 whose torque is introduced by means of the further drive wheel 6 - in the following motor pinion 6 - in the 0 traction mechanism. The crank pinion 3 and the motor pinion 6 are each directly in engagement with the same traction means 4. The Motoπitzel 6 has a significantly smaller compared to the crank pinion 3 diameter has distributed over the circumference therefore correspondingly fewer teeth, In the embodiment, the crank pinion 3, with the same tooth pitch, with about six times as many teeth running as the Motorrifczel 6. The 5-tooth ratio should be at least 3: 1 (crank pinion: motor pinion), preferably at least 4: 1, and may well be up to 8: 1. The output gear 5 - in the following output pinion 5 - is arranged on the axis of rotation of the rear wheel and connected to this torsionally rigid. The motor pinion 6 is engaged with the lower run of the traction means 4. It is arranged between the crank pinion 3 and the deflection wheel 7 a little way, so that the traction means 4 wraps around the small motor pinion 6, which is small in comparison to the crank pinion 3, with a large angle. In the case of torque introduction via the Motoπitzel 6 extends the Lasttrum of the traction means 4 up to this and the idler reaches only ¹ of the motor pinion 6 to the Abtiiebsritzel. 5

To the electric motor drive part finally includes a source 8c for electrical energy in the Au sführungsbei play an electrical battery, d, h, a rechargeable battery, although less preferred, instead of a rechargeable battery, a simple, non-rechargeable battery as an energy source 8c In another preferred alternative, a fuel cell may be used as the power source 8c. The energy source 8c is arranged ergonomically and aerodynamically low on the seat 8b, in the exemplary embodiment along the rear side of the seat tube 8b. Thus, it does not occupy any space in the inner region of the frame-like frame between the lower part 8a and the seat tube 8b and travels aeodynamically in the lee of the saddle 8b. With regard to ride comfort, it is also advantageous if the energy source 8c, as in the exemplary embodiment, is between a right and left rear swingarm is arranged. The power source 8c or a compartment in which the power source is accommodated extends downwardly for a maximum length from almost the upper end of the saddle straw 8b to above the height of the pedal crankshaft 2. Hieidurch an advantageously elongated slender shape is obtained with the lowest possible width, measured parallel to, for example, the pedal crankshaft 2 and shallow depth, measured in the longitudinal direction of the wheeled vehicle, the power source 8c or the energy source 8c accommodating compartment is movably connected to the frame, for example, still in the lower Beyond the seat tube 8b, or even deeper, to facilitate access to the power source 8c for servicing bays. Preferably, the movable connection is such that the power source 8c or the compartment receiving it can be moved away from the sitting ear 8b even then, preferably, can be folded away when the saddle occupies its lowest position. For example, the energy source 8c or a compartment accommodating it can be hinged off, in particular with positive guidance, for example, initially a distance away from the sitting ear 8b and then folding away in an extended position. Figure 2 shows the essential for the invention range in which the drive introduces the torque in the traction mechanism. A motor housing of the electromotive drive part is designated by 9. In Figure 2, the course of a section AA is entered.

Figure 3 shows the section AA of Figure 2. The section includes the axis of rotation R _{2 of} the pedal crankshaft 2 and the axis of rotation of the electric motor 10, ie, the motor axis. The electric motor 10 is received in the motor housing 9, which is fixedly connected to a bottom bracket 8. The bottom bracket 8 is representative of the frame of the wheeled vehicle. In the area of the bottom bracket housing 8, the bottom part 8a of the frame and the satellite tube 8b converge. The Tretkurbeigehäuse 8 supports the pedal crankshaft 2 in the pedal crank bearing radially and axially.

The electric motor 10 is designed as an external rotor motor. It comprises a stationary in relation to the motor housing 9 and not movably arranged field winding as a stator 11 and a rotor 12 with a Rotoπϊng surrounding the stator 11. The rotor ring is torsionally rigid connected to a rotor shaft 20 which is sensed by the stator 11. The motor axis Rio is the axis of rotation of the rotor 12. The electric motor 10 further comprises a motor shaft 16 which is rotatable about the motor axis Rio. The shafts 16 and 20 are concentrically arranged on the motor shaft Rio, wherein the motor shaft 16, the inner and the rotor shaft 20 forms the outer shaft of the nested arrangement. The motor shaft 16 protrudes with an output end of the rotor shaft 20 out. The motor pinion 6 is connected at the output end to the motor shaft 16 so as to rotate in relation to both directions of a relative rotational movement about the motor axis.

Figure 4 shows the electric motor 10 alone, detached from the drive part with the pedal crank 1, 2. The motor housing 9 is indicated nui. As already mentioned, the rotor 12 comprises a rotor ring, which consists of a return ring 14 and a pole ring 13. The pole ring 13 wiid formed by a plurality of permanent magnets, which are arranged distributed uniformly over the circumference. The pole ring 13 immediately surrounds the stator 11, ie the field winding, untei release of the narrowest possible annular gap, the return ring 14 is rotationally fixed at one axial end via a Verbindungsungsköiper 15 with the rotor shaft 20 connected in relation to both directions of a relative rotational movement about the motor axis R ₂₀ . The rotor ¹ 12 has as a whole seen the shape of a ring on the pot with the rotor 13, 14 as an outer pot wall, the connecting structure 15 as a pot bottom and the hollow rotor shaft 20 as an inner pot wall. This ring pot is as it were slipped over the stator 11, wherein the rotor shaft 20 extends through the stator.

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

The motor shaft 16 extends from the motor pinion 6 seen in the rotor shaft 20 and, accordingly, in the cavity 11c of the stator 11. It passes through the stator 1 1, in the embodiment, the rotor shaft 20. It is a left pivot bearing 21 and a right pivot bearing 22, which are axially spaced apart, rotatably supported on the rotor shaft 20. The pivot bearings 21 and 22 are arranged as well as the pivot bearing 17 and 18 close to the axial ends of the stator 11, the left pivot bearing 21 with a short axial portion still protruding into the stator 1 1 and the right pivot bearing 22 just outside of the stator 11th This way, on the one hand creates an axially compact design, on the other hand, however, remains between the pivot bearings 21 and 22, a comparatively long axial annular gap between the shafts 16 and 20th

In the annular gap radially between the Motoi shaft 16 and the rotor shaft 20 and axially between the left pivot bearing 21 and the right pivot bearing 22, a freewheel 23 is formed.

The freewheel 23 connects the shafts 16 and 20 secured against rotation in the drive direction of Electric motor 10, namely, when the electric motor 10 is to introduce a torque in the traction mechanism, decoupled the motor shaft 16, however, with respect to the reverse rotation direction to drive the wheeled vehicle with muscle power can. The freewheel 23 is formed as Hülsenfieilauf It is composed of several free-wheeling units 23i. The freewheel Eineiniten 23i are each designed as separately mountable Freüaufhülsen The üufiagbare by the freewheel 23 in the drive direction torque corresponds to the sum of the individual freewheel units 23i transmissible individual moments. In the exemplary embodiment, five free-wheeling units 23i are arranged axially next to one another in the annular gap. Depending on the torque to be transmitted, fewer sleeve units 23i may be provided, for example, three or four. The splitting into several units allows a flexible adaptation to the torque requirement.

The Diehlager 21 and 22 between the shafts 16 and 17 are needle roller bearings and can therefore be advantageously formed as in the radial direction slender annular bearings. The arranged within the stator 11 Diehlager 17 which rotatably supports the entire shaft arrangement of the two shafts 16 and 20, may advantageously also be designed as a needle bearing. Outside the stator 1 1 is more space available, the right pivot bearing 18 dei shaft assembly 16, 20 may therefore be designed as a ball bearing as in the embodiment. The arrangement of the pivot bearing is further such that on the output side of the motor pinion 6, the bearings 18 and 22 are arranged axially at substantially the same height. The pivot bearing 21 is arranged on the other axial side substantially at the level of the connecting structure 15

Figure 5 shows the drive of the wheeled vehicle, but with an electric motor drive part according to a second embodiment. The drive part with the pedal crank 1, 2 is unchanged. Also regarding the spatial arrangement of the electromotive

Actuator has not changed. A difference exists in the two elektiomotoiischen drive parts only with respect to the freewheel, in the second

Embodiment between the motor shaft 16 and the motor pinion 6 acts. The components of the second embodiment are provided with the same reference numerals as in the first exemplary embodiment, as far as they fulfill the same function. So far In the following, differences are not explained, the electromotive drive part can be regarded as identical to the first embodiment.

FIG. 6 shows the electromotive drive part of the second exemplary embodiment in the same section as FIG. 5, but alone and in an enlarged view, and with only a hint of the motor housing 9. In the second exemplary embodiment, the motor shaft 16 is formed by the rotor shaft, i. the motor shaft 16 is at the same time also the rotor shaft by being rotationally fixedly connected to the rotor ring 13, 14 with respect to both directions of a relative rotational movement about the motor axis Rio. However, the motor shaft 16 is guided as in the first Ausführungsbei game through the stator 11, i. The torque of the rotor ring 13, 14 is introduced into the motor shaft 16 as in the first embodiment on one axial side of the stator 11 and from the motor shaft 16 through the cavity 11 c of the stator 11 to the output end of the motor shaft 16 to the other side of the stator 1 first transfer. Since the motor shaft 16 is an integral part of the rotor 11, a freewheel 19, which couples the Motoπitzel 6 only with respect to the driving direction with the motor shaft 16, but decoupled in the reverse direction of this, between the motor pinion 6 and the motor shaft 16. It is a freewheel 19, which is again formed as a sleeve freewheel. The freewheel 19 surrounds the output end of the motor shaft 16. The motor pinion 6 is arranged on the outer circumference of the freewheel 19. Preferably, the motor pinion 6 and the freewheel 19 are immovably connected to each other with respect to both directions of a relative rotational movement, the relative rotational movement for decoupling the electric motor 10 can take place only between the freewheel 19 and the motor shaft 16.

Compared to the second embodiment, the motor pinion 6 in the first Ausfülirungsbeispiel axia! be arranged closer to the facing side of the stator 11. This is due to the fact that the freewheel, namely the freewheel 23 in the first and the freewheel 19 in the second Ausführunsbeispiel, for transmitting a certain torque requires an axial minimum length, which can be provided in the first embodiment within the stator 11. Furthermore, the radial thickness of the freewheel 19 of the second embodiment in the first embodiment, the at this point no Freewheel, be used to reduce the diameter of the bore of the motor pinion 6. This advantage is all the more serious, the smaller the effective Duichmesser the Motoπitzels 6, that is, the smaller the diameter, with which the traction means 4 wraps around the motor pinion 6. A small effective diameter of the motor pinion 6 is desirable in order to operate the Elektiomotoi 10 with the highest possible speed.

In Figure 7, the play in both Ausführungsbei for the electromotive Anüiebsteil same pedal bearings of Figures 3 and 5 is shown enlarged. The pedal crankshaft 2 extends through the rohriormige bottom bracket housing 8 and is rotatably mounted in a first pivot bearing 27 and a second pivot bearing 28 and radially and axially supported by the rotary bearings 27 and 28 on the tubular bearing housing 8. The Trctlagergehäuse 8 is designed as usual in wheeled vehicles, especially loaders. It may be as preferred and realized in the embodiment by a Standet corresponding Tretlageπohr act with a greater part of its length outside and inside smooth, inside and outside preferably circular cylindrical pipe jacket on the outer periphery of the bottom bracket 8 sets the sub-part 8a and the seat tube 8b comprehensive Frame of the wheeled vehicle, the doit in particular welded or otherwise fixed, preferably cohesively connected to the bottom bracket 8. At the two axial ends, an internal thread is formed from the respective front end on the inner surface of the shell. Also in this respect, the bottom bracket 8 advantageously correspond to the standard.

In contrast to conventional Tretkurbellagem the pivot bearings 27 and 28, however, are not arranged in the bottom bracket housing 8, but axially next to it, outside of the Ralimen of Radfahizeugs non-destructible non-detachable bottom bracket 8. Instead of the usual bearing inserts is in Ti etlagei housing 8 a bearing shell structure 30th arranged, which is composed of several shell parts. It comprises a first bearing shell 31 and a second bearing shell 32. The bearing shells 31 and 32 are screwed to one of the end faces in the bottom bracket 8 and verschiaubt directly with the respective internal thread of the bottom bracket 8, the bearing shell 31 from the right and the bearing shell 32 from the left , The bearing shells 31 and 32 are Hülsenköipei. They surround the bottom bracket 2 and each have a first axial portion which is between the bottom bracket 2 and the bottom bracket 8 is arranged and bolted to this Stiπiende. The first axial section is followed in each case by a radially extended second axial section protruding from the bottom bracket shell 8 at the end of the thrust bearing 8, which has a greater external and a larger internal cross section than the first axial section. The two sections are connected to each other via an annular flange. In the extended axial portion of the bearing shell 31, the pivot bearing 27 and the extended axial section of the bearing shell 32, the pivot bearing 28 is arranged. The bearing shells 31 and 32 support the pivot bearings 27 and 28 radially outwardly, d, h, in the direction away from the axis of rotation R ₂ direction, and axially at their respective annular flange in the direction of the bottom bracket 8 from. The arrangement of the pivot bearing 27 and 28 outside of the bottom bracket housing 8 creates space inside, in the gap between the pedal crankshaft 2 and the bottom bracket 8, which is used for detecting the transmitted from the pedal crank shaft 2 torque.

A transmission structure 35 extends over most of its axial length in the bottom bracket 8. It is at a drive end 36 torque-fixed with the pedal crankshaft

2 and at a distance axially spaced from the drive end 36 free Abtreibsende 37 via a Freüauf 38 in the drive direction of rotation torque-fixed to the crank pinion 3.

The Übertragungsstrulctur 35 is from the drive end 36, excluding the drive end, to the output end 37, including the output end, rotatable relative to the pedal crankshaft 2 in the context of their Torsi onssteifigkeit. The drive end 36 is in the path of

Torque arranged so that the torque of both pedals 1, namely that on the

Pedal crankshaft 2 combined torque, through the transfer structure 35 on the

Crank pinion 3 is transmitted. The drive end 36 is arranged in the bottom bracket 8 and there vorteilhafteiweise as in the exemplary embodiment close to the Stiπiende that is remote from the crank pinion 3. At the output end 37, the transmission structure 30 projects for the

Connection with the Kurbehitze 1 3 from the bottom bracket 8 out.

The transmission structure 35 is in the transmission of torque between the

It has an axial torsion portion 35a between the drive end 36 and the output end 37, to which an axial Lagerabsclinitt on the side remote from the drive end 36 side 35b connects, which is already calculated to the output end 37. The torsion portion 35a forms a Torsionsmessstrecke for the determination of the torque. The Lagei portion 35 b is stiffer than the Toisionsabschnitt 35 a and executed with a larger outer circumference. The torsion is predominantly concentrated on the puncture portion 35a. On the other hand, torsion of the bearing portion 35b can be neglected. In the area of the bearing section 35b, the rotary bearing 27 is supported radially on the transmission structure 35. Dargstellt is exemplified a preferred arrangement directly between the radially outer Lagerschalenstruktui 30 and radially inside the Übertraglingsstruktur 35, In the region of Lagelabschnitts 35b remains to Tretkurbeiwelle 2 a narrow annular gap for a plain bearing bush 39, through which the Übertragungsstiuktur 35 radially below the pivot bearing 27 and also under the Kuibelritzel 3 is slidably supported rotatably on the Tretkurbeiwelle 2.

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

The bottom bracket shaft 2 has a slenderer axial section 2a and adjacent thereto a thicker axial section 2b on the axial section 2a extends through the bottom bracket 8. The Übertragungssir uktur 35 is in the slimmer Axial section 2a arranged in the illustrated and preferred sleeve shape, it surrounds him The thicker axial section 2b extends outside of the bottom bracket housing 8, by way of example up to the front end of the bottom bracket shell 8. The second pivot bearing 28 is arranged axially in the region of the axial section 2b and supported on this. The arrangement is preferably chosen as shown so that the Drehfager 28 is radially outwardly supported directly on the bearing shell 32. Radially inside, the Diehlager 28 is supported on the Tretkurbeiwelle 2, preferably as shown directly on this. The position shells 31 and 32 have the same inner cross section for the support of the rotary bearings 27 and 28 in the respectively thickened axial end section. The bearings 31 and 32 are voi preferably also the rest identical. The outer cross section of the thicker axial section 2b of the Tietkuibelwelle 2 corresponds to the Außenquersclinitt the Laberabschnitts 35b of Übeitragungsstruktui 35 The Drehlagei 27 and 28 may therefore be identical. The exemplary embodiment is a standard cage bearing, shown are ball bearings.

The Tietkuibelwelle 2, with the exception of the thickened portion 2b voiteilhafterweise ai conventional pedal crankshaft

Pedal crankcase 8 stretched section 2a have a conventional diameter Das

The same applies to the Innenduichmesser the Tietkurbelgehäuses 8. Preferred is the section

2a kreizyliiidrisch with a diameter in the range of 30 to 40 mm, more preferably 33 to 36 mm. The inner diameter of the preferably likewise circular-cylindrical Tietlagergehäuses 8 is preferably between 40 and 70 mm, more preferably between 45 and 55 mm.

The layer structure 30 ei not only fills a Lagemngsfunktion for the Tietkurbelwelle 2, but also serves the Anoidnung the sensor 40, although nui fύi a part of the Sensois 40th

Dei Sensoi 40 is a magnetic pole lens. It has a primary coil 41 as an input element, a secondary coil 42 as an output element and pole elements 43 and 44 as a measurement path. The coils 41 and 42 are not movable relative to the bottom bracket shell 8. They are arranged on the bearing shell structure 30, which also comprises a carrier shell 33 for this purpose, which is angeoidnet in the bottom bracket 8 axially between the bearing shells 31 and 32 and the two coils 41 and 42 Uägt The coils 41 and 42 could with respect to their axial Arrangement be reversed. The Tiägerschale 33 is axially positioned by means of the Lagetschaien 31 and 32 in the pedal position housing 8. Favorable for the Anoidnung dei coils 41 and 42 is due to dei also iadial cramped Platzveiverhältnisse that the Tiägerschale 33 a giößeren Innenquei cut as the bearing shells 31 and 32 has, which last but not least it is made possible that the carrier shell 33 does not have to fulfill a function for the mounting of the pedal crankshaft 2,

The bearing shells 31 and 32 are rotatable relative to the support shell 3.3 about the rotation axis R ₂ during assembly. The carrier shell 33 can therefore rest in the housing 8, while the

Bearings 31 and 32 are screwed. The ¹ assembly of the bottom bracket with integerierter torque detection is facilitated. A sealing ring 34 between the

Carrier shell 33 and the bearing shell 31 and another such sealing ring 34 between the

Carrier shell 33 and the bearing shell 32 prevent in conjunction with seals, not shown in the pivot bearings 27 and 28, that moisture can penetrate.

The pole members 43 and 44 are rotationally fixed but separately connected to the transmission structure 35. The pole member 43 is connected to the drive end 36 and the pole member 44 is non-rotatably connected to a the output end 37 near the end of the torsion portion 35 a. The pole members 43 and 44 are connected to each other via the torsion portion 35a, apart from this connection but freely rotatable relative to each other about the rotation axis R ₂ . Upon transmission of a torque, the torsion portion 35a is axially twisted between the locations of attachment of the pole members 43 and 44, whereby the rotational angular position which the pole members 43 and 44 have relative to each other changes accordingly, and thus the magnitude of the torque. If an electric current flows through the primary coil 41, the secondary coil 42 is energized and generates an output signal which changes in dependence on the relative rotational angular position of the pole members 43 and 44. The torque is derived from the output signal.

FIG. 8 shows the sensor 40 in the same longitudinal section as FIG. 7, but not in greater detail. The coils 41 and 42 each have a longitudinally U-shaped yoke 41a and 42a made of magnetizable material, for example, magnetic iron. In the respective yoke 41a and 42a, the windings 41b and 42b of the coils 41 and 42 are accommodated. The windings 41a and 42a, the yoke 41b and the yoke 42b extend circumferentially about the axis of rotation R ₂ , the yokes 41b and 42b of uniform cross section. The pole members 43 and 44 have magnetic field elements 48 each with poles 45 and opposite poles 46 of opposite polarity .. The poles 45 and opposite poles 46 extend around the axis of rotation R ₂ with at least substantially constant Profüquei cut. The pairs each of a pole 45 and a mutual pole 46 of each of the magnetic field elements 48 overlap each other axially and in the circumferential direction, so are radially opposite, so that the magnetic field lines of each of the magnetic field elements 48 extend radially. Between the pairs of pole 45 and opposite pole 46 of each of the magnetic field elements 48, an insulator 47 is arranged. The magnetic field elements 48 of the pole member 43 are the coil 41 and the magnetic field elements 48 of the pole member 44 of the coil 42 are arranged radially opposite each other and arranged by each arranged at the same axial height and thereby associated coil 41 and 42 only by one about the axis of rotation R ₂ , radially narrow air gap separated. The legs of the yoke 41b terminate at an inner circumferential surface of the spool 4L. The poles 45 of the pole member 43 terminate on the outer peripheral surface of the pole member 43 radially exactly opposite the end of the one leg of the yoke 41b, and the opposing poles 46 radially end exactly on the outer circumferential surface opposite the end of the other leg of the yoke 41b. In the secondary coil 42 and the associated pole member 44, the geometry is the same.

The pole members 43 and 44 face each other axially with their magnetic field elements. Between the pole members 43 and 44 remains around the axis of rotation R ₂ circumferentially an axially narrow air gap. The poles 45 and opposing poles 46 terminate at each of the pole members 4.3 and 44 at the other end of the pole member axially facing end. The poles 45 of the pole member 43 are arranged radially at the same height as the poles 45 of the pole member 44. Likewise, the opposing poles 46 of the pole member 43 are arranged radially at the same height as the opposite poles 46 of the pole member 44.

Figure 9 shows the pole members 43 and 44 in a perspective view, in which the surrounding coils 41 and 42 are not shown. The magnetic field elements 48, each having a pair of radially facing poles 45 and 46 and radially therebetween an insulator ¹ 47, are arranged on the respective pole member 41 and 42 in the manner of a ring gear, by a support sleeve 51 of the pole member 43 and a Carrier sleeve 52 of the pole member 44 project axially freely. In each case a gap 49 remains between the magnetic field elements 48 which are adjacent in the circumferential direction. The gaps 49 are free, but could generally be formed by insulating material. The gaps remain clear, but this facilitates the manufacture of the pole members 43 and 44. The pole members 43 and 44 are arranged relative to each other so that each magnetic field element 48 of one of the pole members 43 and 44 one of the gaps of the other axially gegenübei is when the Übertragungsstrulctur 35 is not stressed on torsion, so no torque transfers. The Magnetfcldelemente 48 are each in the circumferential direction as well as the opposite in the torque-free state gap 49, they are also all the same width, which is not critical for the function. The Veisatz is also chosen so that the magnetic field elements 48 of the pole members 43 and 44 do not overlap in the torsion-free state in the circumferential direction, in order to obtain in this state a minimal, but measured magnetic flux between the Polgliedein 43 and 44.

If an excitation current flows in the primary coil 41, a magnetic field is induced in its yoke 41b. The legs of the yoke 41b become magnetic poles, one leg to a positive magnetic pole, the other to the negative pole. On the basis of a magnetic flux across the radial gap between the coil 41 and the magnetic field elements 48, a radially cleared magnetic field is generated at the axial end face of the associated pole member 43. This magnetic field causes in the axially opposite magnetic field elements 48 of the other pole member 44 also a radially directed magnetic field, the size of which depends on the circumferentially measured total length of the overlap of the magnetic field elements 45, 46, 47 of the two pole members 43 and 44, ie in dependence from the relative Diehwinkelposition of the pole members 43 and 44 changes.

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

The arrangement of the poles 45 and opposing poles 46 radially one above the other is not only advantageous for a particularly efficient generation of the magnetic field, but also favors a simple manufacture of the pole members 43 and 44. In comparison with an alternating polarity in the circumferential direction, the magnetic flux of the Upward pole member 4,3 to Abwältigen pole member 44 over a larger area instead, as seen in the same longitudinal section, for example, in the section of Figures 7 and 8, the magnetic flux across the poles 45 and the opposite poles 46 passes. The output signal of the sensor 40 is otherwise the same

Proportions correspondingly stronger. The layered structure of the magnetic field elements 48 is particularly advantageous for the production,

FIG. 10 shows prefilled sleeve bodies 45 ', 46', 47 'and 51' lined up along the common longitudinal axis for assembly. The sleeve 51 'forms in the pole member 43 to be produced the support sleeve 51, the pole sleeve 45' the poles 45, the insulator sleeve 47 'the insulator 47 and the Gegenpolhülse 46' the opposite poles 46. The sleeve 51 'has an axial end portion 51a with a first outer diameter and an axial portion 51b having a larger second outer diameter. The inside diameter can be the same everywhere. The pole sleeve 45 'is pushed onto the end portion 51a to against a shoulder 51c, which is formed between the portions 51a and 51b, optionally under pressure, and preferably firmly attached to the end portion 51a. The pole sleeve 45 'has a smooth shell 45a and at the axial end facing the shoulder 51c circumferentially a radially outwardly depositing, axially slender flange 45b, which rests after assembly on the shoulder 51c. The insulator sleeve 47 'has an axial end portion 47a having a first outer diameter and an axial end portion 47b having a larger second outer diameter. The inner diameter may be the same everywhere. The portion 47b drops over a shoulder 47c to the diameter of the portion 47a. The insulator sleeve 47 'is pushed onto the portion 45a to 45b against the flange, optionally under pressure, and preferably firmly attached to the portion 45a. Finally, the Gegenpolhülse 46 'on the end portion 47 a to pushed against the shoulder 47c, optionally under pressure, and preferably firmly attached to the end portion 47a. The Gegenpolhülse 46 'is axially comparatively narrow. She is just plain. The inner cross-section can be smoothly kreiszylindiisch smooth in all sleeves 45 ', 46', 47 'and 51'. The same applies to the outer cross-section of each individual of the axial sections,

After this assembly, the magnetic field elements 48 are created by working out, voizugsweise milling, the gaps 49, so that the pole member 43 shown in Figure 11 obtained wild. In Ausfühiungsbeispiel the gaps 49 are axially worked so deeply on the respective end face that of the voi-times sleeve bodies 45 ', 46' and 47 '(Figure 10) each remain only Unifangssegmente in the field dei magnetic elements 48. In an advantageous variant, the gaps 49 of the end face of the respective composite of the sleeve bodies 45 ', 46' and 47 'are axially worked only so deeply that of all the sleeve bodies 45', 46 'and 47' there is still a sleeve section surrounding the common longitudinal axis remains. In the variant, the sleeve body 45 ', 46' and 47 'alone by interference fit, so purely friction, be joined together to form the composite. A cohesive joining, for example by gluing, is not required in the variant, is preferably also not felt, although a cohesive joining should also not be excluded for the variant.

The sensor 40 is in double fimktion also veiwendet to determine the speed of the Tietkurbelwelle 2. It is part of a speed sensor, which also has a Hall sensor. The Hall sensor scans one of the pole members 43 and 44 or both pole members 43 and 44, voizugsweise the upward in the magnetic flux of the torque sensor 40 pole member 43 from. The Hall sensor delektiert the passages of the magnetic field elements 48 or only a specific magnetic field element 48, from which by means of a downstream counter element and a timer, the speed is determined. The Hall sensor is preferably in an opening, not shown, on the circumference of the bottom bracket 8 iadial relative to the respective pole member, preferably 43, respectively. The sensor 40 is integrated in a control of the electric motor 10. The controller decides, for example, whether the electric motor 10 is ever turned on and introduces torque into the traction mechanism. Condition for the switching is preferably that the introduction of a torque on the pedal crankshaft 2 is detected. Optionally, an operating element can be provided on a control unit, for example the control unit 25 (FIG. 1), with which the driver can select whether the electric motor 10 only supports or constantly introduces torque. Furthermore, the possibility of adjusting the torque generated by the engine 10 may be given on the control panel.

Reference numerals:

1 pedal, pedals

2 treadle, Ti crank shaft

2a axial section

2b axial section

3 crank pinions

4 traction means

5 output pinions

6 motorcycles

7 diverter wheel

8 bottom bracket housings

8a Rahmenunteiieil

8b seat tube

8c power source

9 motor housing

10 electric motor

11 stator

Ia Stalorträger

I Ib fastener l lc stator cavity

12 rotor

13 pole ring

14 inference ring

15 connection structure

16 motor shaft

17 Diehlager

18 pivot bearings

19 Fieilauf

20 rotor shaft

21 pivot bearings 22 pivot bearings

23 freewheel

23i freewheeling inserts

24 -

25 control operator

26 _

27 first pivot bearing

28 second pivot bearing

29 -

30 bearing shell structure

31 bearing shell

32 bearing shell

33 carrier shell

34 nighting

35 Overstatement structure

35a torsion section

35b bearing section

36 drive end

37 output end

38 free run

39 distance

40 Sensoi

41 input element, coil

42 output member, coil

43 pole member

44 pole member

45 pol

47 'pole sleeve

46 opposite pole

46 'Gegenpolhülse

47 insulator Insulator sleeve

Magnelfeldelement

gap

-

support sleeve

Pedal crank axle motor shaft

Claims

Attorney at Law: 56 655 XI Philippe Kohlbrenner Claims

1. Drive for a wheeled vehicle, the drive comprising a) a pedal crank (1, 2) for converting muscle power into torque, b) a crank pinion (3) which is used to transmit the torque of the pedal crank (1, 2) with the traction device ( 4) is in engagement, c) an electric motor (10), d) a motor pinion (5), which is also in engagement with the traction means (4) for transmitting the torque of the electric motor (10), e) the electric motor (10) is an external rotor motor.

2. Drive according to the preceding claim, characterized in that the motor pinion (5) is arranged coaxially with a rotary (12) of the electric motor (10) and is connected to the rotary (12) so that it cannot rotate during the transmission of the torque of the electric motor (10). ,

3. Drive according to one of the preceding claims, characterized in that the electric motor (10) has a motor shaft (16) coaxial with the rotor (12), via which the torque of the electric motor (10) can be transmitted to the motor pinion (6), and the motor shaft (16) extends at least into, preferably through, the stator (11).

4. Drive according to the preceding claim and at least one of the following features: the rotor (12) introduces the torque of the electric motor (10) into the roller shaft (16; 20) on the side of the Statois (1 1) opposite the motor pinion (6). ; - The rotor (12) has a rotor ring (13, 14) surrounding the stator (11).

Rotor shaft (16; 20) and a connecting structure (15) which holds the rotor ring (13, 14) connects to the rotor shaft (16; 20) in a rotationally secured manner, the motor pinion (6) and the connecting structure (15) being arranged axially on different sides of the stator (11); at least one pivot bearing (17) of the motor shaft (16) is arranged in a central cavity (l lc) of the stator (11); the motor shaft (16) is rotatably mounted relative to the stator (11) by means of a left rotary bearing (17) and a right rotary bearing (18) and one of these rotary bearings (17, 18) is in a central cavity (1 Ic) of the stator (11 ) and the other is arranged axially outside the stator (11),

5. Drive according to one of the preceding claims, characterized in that the torque of the electric motor (10) via a motor shaft (16) coaxial with the rotor (12) and a freewheel (19; 23) only in one through the freewheel (19; 23) predetermined drive direction can be transferred to the pinion (6) and the freewheel (39; 23) moves the motor pinion (6) in a direction of rotation pointing against the anti-friction direction

Rotor (12) decoupled,

6. Drive according to one of the preceding claims, characterized in that the freewheel (19; 23) is a sleeve freewheel, preferably having a plurality of separate sleeve freewheel units (23i) arranged axially next to one another.

7. Drive according to one of the two preceding claims, characterized in that the freewheel (23) is arranged in a central cavity (1 Ic) of the stator (1 1).

8, drive according to one of the three preceding claims and at least one of the following features: the freewheel (23) is between a left pivot bearing (21) and a right one

Pivot bearing (22) arranged on the motor shaft (16); the freewheel (23) is arranged axially spaced from the motor pinion (6); - A rotary bearing (22) of the motor shaft (16) is arranged axially between the motor pinion (6) and the freewheel (23).

9. Drive according to one of the four preceding claims, characterized in that the rotor (12) is connected to the motor shaft (16) via the freewheel (2.3) when transmitting the torque of the electric motor (10).

5

10. Drive according to one of the preceding claims in combination with claim 5, characterized in that the rotor (1 1) has a rotor shaft (20), the motor shaft (16) and the rotor shaft (20) are concentric, preferably the rotor shaft (20 ) surrounds the motor shaft (16), and the freewheel (23) surrounds the rotor shaft (20)

10 connects to the motor shaft (16) when transmitting the torque of the electric motor (10).

11. Drive according to the preceding claim and at least one of the following features: i 5 - the freewheel (23) is in an annular gap between the motor shaft (16) and the

Rotor shaft (20) arranged; the motor shaft (16) is by means of a left pivot bearing (21) and a right one

Pivot bearing (22) is rotatably mounted relative to the rotor shaft (20) and the freewheel (23) is arranged axially between these pivot bearings (21, 22); 0 - the motor shaft and the rotor shaft (20) are connected by means of a left

Pivot bearing (17) and a right pivot bearing (18) are rotatably mounted relative to the stator (11) and the freewheel (23) is arranged axially between these pivot bearings (17, 18). 5 12- Drive according to one of claims 1 to 7 and at least one of the following features: the electric motor (10) has a motor shaft (16) coaxial with the rotor (12), via which the torque of the electric motor (10) is transmitted to the motor pinion (6) is transferable, and the motor shaft (16) is connected to the motor pinion (6) via the freewheel (19); the electric motor (10) has a motor shaft (16) coaxial with the rotor (12), via which the torque of the electric motor (10) can be transferred to the motor pinion (6), and the motor shaft (16) is secured against rotation in both directions of rotation the rotor

(12) connected.

13. Drive according to one of the preceding claims and at least one of the following features: the crank pinion (3) is connected to the pedal crank (1, 2) so that it cannot rotate; a diameter of the crank pinion (3) is at least three times as large as a diameter of the motor pinion (6).

14. Drive according to one of the preceding claims, characterized in that the rotor (12) of the electric motor (10) has at least 28 poles.

15. Drive according to one of the preceding claims and at least one of the following features: an energy source (8c) for supplying the electric motor (10) with electrical energy is arranged on a seat tube (8b) of the wheeled vehicle and extends along the seat tube (8b ), preferably from almost an upper end of the saddle ear (8b) to preferably at least almost to the height of a pedal shaft

(2) the pedal crank (1, 2), the energy source (8c) preferably being arranged to be movable away from the seat tube (8b); A determination device is provided for determining the torque generated via the pedal crank (1, 2) and is connected to a control of the electric motor (10), the control comparing the torque determined by the determination device with a fixed or adjustable setpoint and only the electric motor switches on when the determined torque exceeds the setpoint; A control (25) is provided for the electric motor (10), by means of which the torque of the electric motor (10) can be adjusted; A control (25) is provided for the electric motor (10), by means of which one can select between at least two operating modes for the electric motor (10), namely a first mode in which the electric motor (10) is only switched on when the torque of the pedal crank (1, 2) exceeds a fixed or adjustable setpoint greater than zero, and a second

Mode in which the electric motor (10) is constantly tight,

16. Drive according to one of the preceding claims, characterized in that a torque sensor (40) or speed sensor is provided for determining the torque or the speed of the pedal crank (1, 2) and with a control of the

Electric motor (10) is connected and the controller controls or regulates the electric motor (10) depending on a measurement signal from the torque sensor (40) or speed sensor, the torque sensor (40) or speed sensor preferably being arranged in a bottom bracket housing (8), through which a pedal crank shaft (2) of the pedal crank (1, 2) extends,

17. Drive according to the preceding claim, and at least one of the following features: the torque sensor (40) is a magnetic pole sensor; - The torque sensor (40) comprises sensor elements that are movable relative to one another

(41, 42, 43, 44), at least one of which is part of the speed sensor provided in combination with the torque sensor (40).

18. Drive according to one of the two preceding claims, characterized in that the torque sensor is a magnetic pole sensor and has the following: a transfer structure (35) with a drive end (36) for introducing a torque about a longitudinal axis (R ₂ ) of the transmission structure (35) and an output end (37) axially spaced from the drive end (36) for transmitting the torque, - an elaborate pole member (43) which is connected in a torque-proof manner to the drive end (36) in a driving direction and in the circumferential direction of each other spaced-apart, complex magnetic field elements (48), each with at least one bottom! (45) and at least one opposite pole (46) with respect to polarity, a downward pole member (44) which is torque-tightly connected to the output end (37) in the drive direction of rotation and downward magnetic field elements (48) which are spaced apart in the circumferential direction and each have at least one Pole (45) and at least one polarity-opposite counterpole (46), the pole members (43, 44) being arranged axiai next to one another and rotatable relative to one another about the longitudinal axis (R ₂ ) and in each of the magnetic field elements (48). Pole (45) and the counterpole (46) lie radially opposite one another, so that a magnetic field is directed at least substantially iadially in each of the magnetic field elements (48).

19“ Drive according to one of the preceding claims, further comprising: a bottom bracket housing (8), a pedal crankshaft (2) extending through the bottom bracket housing (8).

Conversion of muscle power into torque, a first pivot bearing (27) and a second pivot bearing (28) each for the pedal crank shaft (2), a transmission structure (35) which is used to transmit the torque in the

Bottom bracket housing (8) at one drive end (36) non-rotatably with the pedal crankshaft

(2) is connected and an output end (37) for the transmission of the

Torque on a wheel of the wheeled vehicle, - and a sensor (40) arranged in the bottom bracket housing (8), which is used for

Determination of the torque captures the rotation angle position, which

Output end (37) occupies relative to the drive end (36) of the transmission structure (35).

20. Drive according to the preceding claim, characterized in that radially between the pedal crankshaft (2) and the bottom bracket housing (8). Bearing shell slruktυr (30) is arranged, which is kipplest connected to the bottom bracket housing (8) and protrudes from the bottom bracket housing (8), the pedal crank shaft (2) being rotatable from the positioning shell structure (2) outside the bottom bracket housing (8) by means of the first pivot bearing (27). 30) is stored.