DE19855585A1 - Light vehicle with hybrid electro-muscle power drive derives motor power control signal from pedal crank sensor signals and stored data for typical force/torque profile over crank rotation - Google Patents

Abstract

The vehicle has a hybrid drive consisting of an electrical and muscle power drive, three or four wheels and accommodates one or more persons. The power of the electric motor (3) can be controlled by the driver via the pedals of the pedal crank (2). A force (5) or torque (6) sensor detects the instantaneous torque on the pedal crank and an angle sensor detects the instantaneous pedal position. A computer (7) derives a control signal for motor power control.

Description

The invention relates to a light vehicle with a hybrid drive from electrical and Muscle power drive with three or four wheels, mainly in short distances traffic is used. Such vehicles have a very high space and Energy efficiency, are quiet and emission-free and can make an important contribution deliver more environmentally friendly transport. They often have an empty weight between 80 and 300 kg including batteries, power generators or fuel cells and rated motor power between 0.8 kW and 5 kW. In addition to a more or less The muscle power drive also offers great energetic advantages, including psychological ones and physiological advantages: with pedals under your feet a certain one Speed rated much higher than in a car. This leads to a far better one Acceptance of the relatively slow speed of such vehicles. Through the Pedal action creates the positive feeling of active locomotion. The circulation is regularly stimulated and trained. Heating of the passenger compartment is also included large minus degrees are not necessary.

Such a vehicle is commercially available under the name TWIKE. It is three-wheeled and offers space for two people. It has two pedal crank sets and a 5 kW electric motor. Both pedal crank sets are combined on a common shaft, from which a short chain drive leads to a manually operated bicycle hub gear and thence to the differential on which the electric motor also acts. Both drivers so always pedal at the same cadence and switching is only possible if both drivers relieve the pedals at the same time. The performance of the engine is about regulated a two-stage pressure switch on the steering handle. Operating the hybrid drive turns out to be quite complex in practice and takes a long time Getting used to. The very rough regulation of the powerful engine in just two Steps leads to the fact that the desired driving speed can only be achieved by a constant Switching the engine on / off, or a constant change between both driving levels can be achieved. For this, a lot of attention is required from the driver who often forgets about switching the muscle power drive. This leads to the contribution of muscle strength to driving is very small and pedaling is sometimes quite is set because the feedback is largely missing. Your own contribution to performance  is not noticeable. In addition, the gear ratio range of the bicycle circuit is far too low for the speed range of the TWIKE and below about 20 km / h and above about 60 km / h ergonomic pedaling no longer is possible. These disadvantages prevent broad acceptance among potential Buyers.

Two other such vehicles are known in P 43 06 094.3 and G 94 02 906.7 become. They can accommodate two adults and two children and have two independently switchable pedal crank sets. The nominal motor power is approx. 0.5-1.5 kW. They are proportional by hand using a twist grip or a push button regulated to the angle of rotation or key travel. Although here the contribution of muscle strength the driver feels that the locomotion is significantly higher than that of the first vehicle this contribution is only indistinct. Operation of the engine control, the Gear shift, the turn signal and the vehicle brakes lead to an overall quite complex and getting used to vehicle operation. It is also As with the first vehicle, engine gas can only be operated with the right hand.

With the increasing number of electric bikes on the market are manual controls of the motor or simple, from the pedaling movement or a minimum chain force dependent on-off motor controls. Since the 200-300 W motor is weak and only contributes about half to progress, is such a rough and sluggish regulation acceptable because there is enough feedback about the Pedal drive itself comes. Some electric bikes with a slightly higher motor performances use a chain force or pedal frequency dependent two or three-stage motor control. The stronger the motors the muscular strength predominate, the clearer the shortcoming of a sensitive, pedal force-dependent Regulation. A pedal-controlled engine control system which has become known in US 5749429 a so-called power assist bike uses a measuring device that the from Motor on the chainring shaft with the torque given by the crank compares the delivered torque and regulates the motor so that the ratio Engine torque to pedal crank torque is always 50 to 50. This becomes a legal Rule is sufficient that leads to an exemption from the obligation to wear a helmet. That kind of Engine control reacts immediately and the engine output fluctuates with everyone  Pedal crank rotation, since the vehicle is still overall with this engine share reacting sluggishly to a change in the pedal action is a pulsation of the drive the pedaling frequency not noticeable at best.

Processor-controlled motor controls for a bicycle with electrical assistance are in US5370200 and known in US5664636. There a force sensor detects that Torque of the pedal crank axis and a computer controls after exceeding one certain force threshold the motor proportional to this torque. On Speed sensor prevents any engine power as long as a certain one Speed has not been exceeded. Alternatively or additionally, too provided the engine power without speed threshold during the starting process to gradually step on the pedal with each additional step. These are not essential common safety precautions for two-wheelers, where during the opening and Descend and wait, with one foot on the ground and the other on the pedal, already high pedal torques can act without the driver Intends to start. Such a safety regulation with speed threshold and / or successive increase in power is not in multi-lane vehicles Required, as there is no mention when getting on and off and in the waiting position values pedal crank torques occur. It is with the somewhat heavier ones Vehicles of the generic term are very cumbersome because the driver is in the Starting phase is overwhelmed with muscle strength alone and high motor support expected.

For light vehicles, whose own mass exceeds the driver mass and one have more motorization is one because of the motor dominance in the hybrid drive sensitive engine control without speed threshold is essential, at which the desired engine power is immediately available. There is one in every vehicle Direct, sensitive and quick implementation of driver will is a key point in the Assessment and emotional acceptance of the vehicle by the driver. A well Dosable and fast gas reception is a decisive factor in the sale of cars argument. Likewise, a low weight was decisive for the unmotorized bicycle end meaning, the impression of a figuratively "fast gas assumption ", i.e. the immediate implementation of the driver 's will  Interface between people and those who support or move them Machine becomes the character of a vehicle in a positive sense as agility or negative sense as inertia evident. Next to it is a good and precise throttle response also a safety-relevant factor in heavy traffic, such a vehicle is exposed to much more than a bicycle.

In the case of light vehicles with said hybrid drive, there is also the requirement In addition, the widespread prejudice that such a vehicle is very difficult to achieve be kicked by a correspondingly positive, i.e. easy and spontaneous driving and Invalidate pedaling experience. Do you want the driver out of good energetic, healthy motivated to kick, for unified and psychological reasons, it must be the goal be multiplied by the driver's own pedaling power in this vehicle let to experience, d. H. to put him on seven-mile boots. He is supposed to be Feel the mover and not the mover. A particular difficulty arises by the fact that the pedaling action in principle is uneven and depending on Driver is more or less out of round, so that the level of force is not immediately as Motor control signal can be used.

A simple and self-evident type of Vehicle operation. With the successful launch of new vehicle concepts it is vitally important that not only the economic but also the psycho logical threshold for the new is as low as possible. The state of the art bears too little account.

The object of the invention is therefore to solve these difficulties and an easy to create a vehicle with a hybrid drive consisting of an electric motor and muscle power immediate and sensitive to the driver's will expressed in the type of pedal work responds, which is easy and natural to use and which is optimal Pedaling guaranteed with very good feedback. In addition, the driver should measure the degree of Power amplification, or the character of the vehicle within certain limits duel and more information about his pedaling power and others receive training-relevant data. The vehicle is supposed to become a partner of the driver.  

The object is achieved in that a light vehicle ( 1 ) of the preamble is equipped with a computer ( 7 ) which takes over the intelligent motor control and which is based on the type of momentary pedal action of the driver based on stored knowledge of the typical force or torque curve recognizes the driver's will during a crankshaft revolution and converts it almost immediately into a corresponding control signal for the electric motor ( 3 ). For this purpose, the force of the traction strand of the belt or chain ( 4 ) or the torque on the chainring ( 31 ) or the pulley of the driver's crank ( 2 ) is detected with a high resolution by a force or torque sensor ( 5 ). At the same time, the angle of rotation position of the pedal crank is detected by an angle sensor ( 6 ). Both signals are sent to a computer ( 7 ) with a data memory, which compares the actual values using stored data on the force curve to be expected in this angular position of the driver's crank ( 2 ) with setpoint values based on empirical values and which, when a certain difference value (dF; dM) is exceeded ) controls more engine power upwards and reduces engine power when the value falls below a certain difference. The calculation can be carried out in such a way that the driver's will is determined in a first calculation step, the characteristic type of conversion of the driver's will into engine power is dealt with in a second calculation step and the detection of a full throttle command is dealt with in a third calculation step.

The difference value (dF; dM) is adjustable and can e.g. B. be specified by the driver or a driving program. The difference value upwards can be set differently than that downwards. If the latter are smaller, the engine power is reduced earlier. This saves energy, because after the pedal force is withdrawn, the phases of high power consumption such as. e.g. B. start-up and acceleration processes or gradients are overcome and now only the speed should be kept. The difference values can also depend on the respective crank angle. Fig. 2 shows an example of the course of the pedaling force Fr or the torque Mr over the angular position α of the pedal crank with non-circular pedaling. The hatched area shows the tolerance band ( 16 ) within which no change in the engine power is made. Above this band, the engine power is increased, preferably in proportion to the distance to the band boundary, below the band it is reduced, preferably in proportion to the distance to the band boundary. The width of the belt is determined by the preset difference value. It is preferably relatively narrower in the areas of relatively high force levels than in the area of the minimum force, since the fluctuations in the minimum are more random and the force level corresponds less to the driver's will than in the other areas.

Based on the stored knowledge of the typical pedal force or torque curve, for example ( Fig. 2) in point A is a medium increase, in point B a flat increase, in point C a sharp decrease and in point D a sharp increase in next measured value expected. Point B 'is higher than the setpoint for this angular position, but is still within the tolerance band. There is no change in engine power. Point C 'is lower than point C, but above the tolerance band. This leads to an increase in engine performance. The point D 'lies below the tolerance band, which leads to a reduction in the engine power.

The data on the force curve to be expected can be stored according to the test results. However, it is proposed that the computer ( 7 ) individually determine and store the expected force or torque curve for the respective driver. For this purpose, it routinely records the typical force or torque curve in each case in steady-state driving conditions after each start and at certain time intervals, i.e. without any significant change in the speed of the vehicle and without any significant change in the force or torque curve in relation to the respective angular positions. That is, Several, very similar curves that follow one another at short intervals are regarded as characteristic and saved. By storing the measured values as relative values to the mean value of the measured curve, similar curves can be recognized very easily. In the time from the start to the first measurement, a generally typical or, if desired, a personal-typical force curve is used, which is averaged from several measurement series and saved. A plausibility check can take place and the maximum possible deviations from the empirical values can be limited.

The mathematical implementation of this rule task can be divided into several different ones Species. A possible, simple method is described below.

It is convenient to measure the force or torque according to a certain angle steps, e.g. B. to detect every 10 ° of the pedal crank rotation. This results in a Independence of the calculation from the cadence. The storage of each Curve points then take place in 10 ° increments on the mean value of the curve relative values (R). The individual values are also in relation to each other certain circumstances.

In a first calculation step, an output value (Fr; Mr) is determined from the individual measured values (F; M), which corresponds to the driver's will. For example, B. the measured torque in a measuring point 30 Nm and the associated relative value 0.9, then for the next measuring point, the z. B. has the relative value 0.95, a setpoint of the torque of 30.0.95 / 0.9 = 31.66 Nm is calculated. The actual value of the next measuring point is now compared with this target value. If it is more than or below the preset difference value (dF; dM), the actual value minus or plus the difference value is adopted as the new value. However, it retains its relative value (R). That is, the curve on which the next calculation is based has been stretched or compressed in the direction of the Y axis so that it runs through the new value. The next values are calculated analogously to this scheme. Each curve of this family of curves corresponds to a certain average force or torque value. That is, is the new value z. B. by a factor of 1.1 above the setpoint, the associated mean is higher by a factor of 1.1 than the previous mean. The output signal "Fr" or "Mr" of this calculation section corresponds to the mean of that curve of the family of curves which runs through the last valid value. The following generally applies to the output value of the first calculation step Mr _n (the same applies to Fr _n ):

M _n <Mr _n-1 R _n + dM = <Mr _n = (M _n - dM) .R _n

M _n <Mr _n-1 R _n - dM = <Mr _n = (M _n + dM) .R _n

Mr _n-1 R _n + dM <M _n <Mr _n-1 R _n - dM = <Mr _n = Mr _n-1

It is proposed that the actual value be based on two or more individual measured values determine to limit measurement errors. When averaging, the respective Relative value taken into account and the mean of the products "single value multiplied by associated relative value ". The number of individual values for a Output value Fr or Mr can be averaged, can be set by the driver or by the Driving program specified. This allows measurement accuracy and required Precision of pedal action versus reaction speed can be weighted.

The output value Fr or Mr is now related to the value for the motor current (I) in a second calculation step. Any functions can be used for the link. It can e.g. B. the following simple function can be used:

I = k1.Fr-Fs or: I = k1.Mr-Ms

Fs or Ms is the force or torque threshold below which no motor current is triggered. k1 is the presettable gain factor. By varying Fs or Ms and k1, different, characteristic control reactions can be set. Fig. 3 shows this curve three examples of the driving programs "K" = Comfort, "E" = Eco and "S" = sports.

It is also proposed to calculate the derivative over time in addition to the absolute value of the force or torque level and the angular position of the driver's crank ( 2 ), ie to detect the speed of the change in pedal force and the pedaling frequency. From a very rapid increase in the power level, the computer thus recognizes a full throttle command (kick-down) regardless of the absolute value and controls the engine or engines accordingly ( FIG. 3). The value for the motor current (I) is then added or multiplied by a second value (I +), which is determined in a third calculation from the speed of the change in force or torque using a selectable or predetermined function. This function can have a similarly simple structure as above. Here, too, a threshold value for the speed at which a reaction can take place makes sense:

I + = k2.r-s or I + = k2.r-s

Here istr and r is the rate of change of the values Fr and Mr and it is s or s is the threshold value of the rate of change of the force or the Torque below which no additional motor current I + is controlled. is the preset response factor.

The driver can choose between several driving programs or e.g. B. select the basic settings "Comfort", "Sport" or "Eco". The programs can be weighted and combined as desired within a triangular selection field ( 39 ) using a slider ( 9 ) that is movable in two axes ( FIG. 4). The basic program "Comfort" means a lower force or torque threshold for the start of motor support, a larger gain factor for pedaling power due to motor power, a somewhat longer response time = period of averaging and a not quite maximum final level of motor support. The "Sport" program has a higher force or torque threshold, a somewhat smaller gain factor, a very short response time and a maximum final level of motor support. The "Eco" program means a medium force or torque threshold, a lower gain factor, a somewhat longer reaction time and the lowest final level of all three driving programs. FIGS. 5 and 6 show these three programs compared. Further driving programs are possible and can be stored in the memory of the computer ( 7 ). A very short response time in the "Sport" program is expected and is also possible because sporty drivers show very well controlled footwork that is much less determined by coincidences than the normal driver. A higher physical performance is rewarded in the "Sport" program by the higher final level of engine performance through better driving performance. The start of motor support lies in a driver's output that is significantly lower than a person's continuous output. In the "Comfort" program, the motor support can e.g. B. begin with an average torque of the pedal crank of 4 Nm, which corresponds to 25 W at a pedal frequency of 60 rpm. In the "Sport" program, which is selected by more powerful people, the motor support begins, for example. B. only at 9 Nm, which then corresponds to a pedal power of 85 W because of the 50% higher pedaling frequency. Since the short-term performance of a person is a multiple of his continuous performance, the driver is never overwhelmed and feels riding the bike as extremely easy.

Similar to humans, electric motors have a significantly higher short-term output than continuous output. In the short-term range, the engine management can therefore allow engine power that is above the permanent over power, which corresponds to the value Id of the engine. That is, the curve function between Fr or Mr and I can briefly go into the dashed area of FIG. 2. This results in higher acceleration values and greater gradeability on short climbs.

For exceptional cases, e.g. B. in the case of a foot injury, or on request, a switch to a manual motor control can be provided. The engine power is controlled by a throttle grip ( 14 ) on the handlebar ( 15 ).

In a further embodiment, the control commands for the automatic transmission ( 23 ) are calculated from the comparison of the actual value of the pedal frequency and a target value specified by the driver or a driving program and output to a shift servo ( 38 ). The pedal frequency is determined by the signals from the angle sensor ( 6 ) by the computer ( 7 ). If the setpoint is exceeded by a certain differential value, the computer switches to the next higher gear by means of a switch servo motor ( 24 ), in the next lower gear if the value is undershot. If the vehicle speed falls below a certain value, it automatically switches to the lowest gear. The target value of the pedal frequency is preferably infinitely adjustable or specified by the selected driving program. A high pedal frequency would be set in the "Sport" driving program, a medium pedal frequency in the "Eco" driving program and a low pedal frequency in the "Comfort" driving program. If a continuously variable transmission is used, both fine and coarse, virtual gear gradations can be used. The number of these virtual gear stages can be preselected by the driver or specified by the respective driving program. Since a more or less large jump occurs in the level of the pedaling force depending on the size of the gear difference during the switching process, the computer ( 7 ) retains the previous value for the time of the switching process. It can also be programmed in such a way that, similarly to a manual car, it reduces the engine output for this period of time to a greater or lesser extent. The switching process is controlled as short as possible.

In a further embodiment, the current pedaling power and the total pedaling work performed are calculated from the time profile of the pedaling work. It is integrated via at least one pedal revolution. Pedaling power and pedaling work are shown to the driver and, if the second pedal crankset is equipped accordingly, to the front passenger via a display ( 8 ). In addition, other important information for the training of athletes or people in rehabilitation can be recorded and displayed, such as. B. Pulse rate and blood pressure. Furthermore, acoustic signal transmitter ( 25 ) can be used to convey information, for. B. to indicate an imminent switching operation.

This results in a multiple and optimal feedback for the body action of the Driver and possibly the passenger and there is a unique pedaling and driving feeling one.

In combination with a coaster brake, the driver can control the driving speed alone and intuitively with the feet, ie with the type of pedaling action. It is suggested to let the coaster brake work in at least two stages:
First an electric recuperation brake and then an electrically, hydraulically or mechanically operated friction brake. For this sits on the axis of the driver's pedal crank ( 2 ), a freewheel ( 13 ) that couples when pedaling backwards and that transmits the movement to a brake lever ( 20 ) that actuates a switch for the recuperation brake ( 19 ) after a short travel. The strength of the electrical braking effect is preferably regulated electronically and in turn according to the force or torque value of the driver's crank ( 2 ). After a certain further travel distance, the lever actuates the master cylinder ( 21 ) of a hydraulic vehicle brake or the switch for the electrically operated friction brake or the Bowden cable of a mechanically operated friction brake. It also makes sense to provide a hand-operated vehicle brake ( 26 ) on the handlebar ( 15 ).

To reverse, a switch ( 22 ) is actuated, which changes the direction of rotation of the electric motor ( 3 ) and at the same time engages the reversing gear ( 37 ) for the muscle strength ( 23 ). Stepping forward now causes you to reverse. The motor power is dependent on the pedaling force, just like when driving forward. However, the maximum speed is electronically limited.

The power transmission of the muscle power drive can take place mechanically ( Fig. 1), hydraulically ( Fig. 9) or with special measures electrically ( Fig. 8) to the rear wheels ( 27 ) or to the front wheels. The detection of the force or rotational torque to the pedal crank (2) then takes place respectively by a pressure sensor (18) in the coming from the hydraulic pump (52) hydraulic line (30) or by a voltage or current measuring device (49), the current of the generator ( 51 ) measures. The necessary and useful safety functions for electrically operated vehicles, such as the electronic limitation of the vehicle speed, the monitoring of the circuits, the component functions, the batteries, the motors and other electrical consumers and systems can be integrated into the computer ( 7 ).

The following advantages result from the invention:

• 1. Such a light vehicle conveys a unique, active driving experience, animated through very good feedback on pedaling and is strikingly easy and Simplicity to move. It conveys emotions with no other Vehicle are comparable.
• 2. It can be individually adjusted by the driver to suit his needs operate different driving programs with different driving characteristics.
• 3. It is capable of learning and adapts to the personal way of pedaling. Therefore responded it optimal.
• 4. It can also do the automatic switching of the muscle power transmission and relieves the driver and possibly the passenger from Routine tasks.
• 5. The driver and possibly the co-driver can optically and possibly Acoustic signals provide additional information about pedaling power, pulse fre frequency, blood pressure, training program etc. and become the ideal training device.

In total, not only will it be a technically good and energy-efficient one, but also reached an emotionally very appealing vehicle.

Further features and advantages according to the invention result from the description of the Embodiment and from the drawings. Show it:

Fig. 1 The light vehicle with the arrangement of its most important drive components in side view without showing the wiring

Fig. 2 A curve example for a typical torque curve of the pedal crank with the associated tolerance band

Fig. 3 The functional relationship between the relative torque Mr and the control signal I for three different driving programs

Fig. 4 The functional relationship between the speed of the torque change of the pedal crank and the control signal I +

Fig. 5 The selection field for the driving programs

Fig. 6 The force sensor on the front pulley of the chain

Fig. 7 The structure of the coaster brake

Fig. 8 An example of an electrical transmission and torque detection of the muscle power drive

Fig. 9 An example of a hydraulic transmission and torque detection of the muscle force drive

Fig. 10 The gear elements on the rear wheel in plan view, without showing the electric motor.

Embodiment

The light vehicle 1 shown in FIG. 1 has four wheels, two adjacent driver's seats 29, each with an associated pedal crank 2 and two independent transmissions of the muscle force chains 4 to the rear wheels 27. It has two electric motors 3 , each of which drives a rear wheel 27 via a transmission with V-ribbed belts 40 . Two auxiliary rollers, which guide the V-ribbed belt 40 with a large wrap angle around the pulley 46 of the engine, enable a gear ratio 7 , 5 in one step and despite the close proximity to the pulley 45 of the rear wheel 27 . The vehicle has a weight of approx. 150 kg without batteries and is sufficiently motorized with 2 × 1 kW nominal power of the two electric motors 3 . It rolls on four smooth running wheels 28 with high air pressure and an extremely low rolling resistance coefficient of approx. 0.06. All four wheels are sprung. At the front, the wheels are guided on suspension struts with wishbones, at the rear on trailing arms 48 , the bearing points of which are close to chain 4 . The pulse width modulated power control is integrated in the electric motors 3 . The power control is controlled by the computer 7 . It is located between the driver's seats 29 . The battery 10 is accommodated under these. The pedal cranks 2 are located between the front wheels. The pedal crank axle is slightly in front of the front axle. The pedal cranks 2 are double cranked similar to pedal boats and are mounted on the outside. The pedal crankshaft on the wheel housing side drives the chainring 31 . The chain 4 runs close to the wheel arch wall and is guided over two deflection rollers 32 ; 33 led to the rear wheel 27 . There is the sprocket package 34 of a multi-stage chain circuit. This acts on the rear wheel axle via a freewheel 12 and a switchable reversing gear 37 . The derailleur is operated automatically. The computer 7 controls a shift servo motor 24 according to the specifications of the driver or the driving program, which changes gear by moving the switching mechanism 23 . The switching servo motor 24 always switches only in the special switching sectors of the respective pinion, so that the switching process and thus the disturbance of the pedaling cycle is extremely short. The angle sensor 6 for the crank 2 sits on the front chainring 31 . It detects the position of the pedal crank in 10 ° steps. With each new step, the position of the pedal crank is transmitted to the computer, which then calculates the associated values Fr or Mr as well as I and I +. In this example, the torque is not detected by a torque sensor between the pedal crank axle and chainring 31 , but by a force sensor 5 on the front deflection roller 32 . The force sensor 5 consists of a spring-loaded lever arm 43 , the pivot path of which is detected. It carries the front deflection roller 32 at one end and is supported at the other end by a damper 35 with an integrated spring. The lever arm 43 and the damper 35 are each connected to the support plate 42 via a joint. The displacement sensor 36 , which generates the corresponding signal, is located parallel to the damper 35 . The damper 35 specifically filters the high vibration frequencies that result from the running of the chain on the deflection roller 32 . The kinematics of the rear wheel suspension is designed so that the spring deflection takes place perpendicular to the direction of the chain 4 between the rear deflection roller 33 and the sprocket set 34 on the rear wheel 27 . For this purpose, the pivot point of the trailing arm 38 is located just below the chain 4 . An influence of the chassis movements on the detection of the chain force is excluded. When shifting into reverse gear, the reversing gear 37 is first switched over by an electrically operated actuator 41 and then, after it has snapped into place, the motor currents are reversed. The driving program is selected via a two-way selector switch 9 in any weighting of the basic programs within a triangular selection field 39 . This is located on the center console. From the course of the chain force over time, the computer 7 determines the driver's instantaneous power by integration via a pedal revolution. All relevant values are shown on a multifunction display 8 , which can be set using a mode button. An acoustic signal transmitter 25 indicates to the driver and possibly the front passenger that a gear change is imminent by means of a short signal tone. The vehicle brake is actuated by briefly stepping back on the driver's crank 2 . The freewheel of the coaster brake 13 sits on the pedal crank axle and couples it when it rotates backwards with the brake lever 20 , which actuates the master cylinder 21 of the hydraulic service brake. The brake lever 20 runs before the brake cylinders on the wheels engage against a spring-loaded switch 19 which actuates the recuperation brake. The spring load is so high that a clearly noticeable pressure point is generated on the pedal. In addition, the vehicle can be decelerated via a handbrake 26 located on the handlebar 15 . If required, an input button on the multifunction display 8 can be used to switch to controlling the engine power by means of a throttle grip 14 on the handlebar. The curve function of the drive program "K = Comfort" for Mr and I is designed in such a way that no engine power is output at the pedal crank below an average torque of 4 Nm and that the maximum engine power of 85% for this drive program is at an average torque of 16 Nm. is reached. With an associated pedaling frequency of 60 revolutions per minute, this corresponds to pedaling powers of 25 W or 100 W. In the "S = Sport" driving program, no motor power is output below 9 Nm and 100% motor power is achieved at approx. 30 Nm medium torque. At the associated pedaling frequency of 90 revolutions per minute, this corresponds to 85 W or 280 W. 100% motor power does not correspond to the nominal power but to the permanent overpower of the electric motors. The control signal I + resulting from a rapid increase in force or torque is added to the control signal I and, depending on the operating state, can go into the range of the permissible short-term overcurrent of the electric motors. 100% I + corresponds here to about 70% I. This ratio depends on the ratio of the permissible short-term power to the permissible permanent over-performance. Regardless of the performance requested by the driver, an energy management system monitors all the electrical functions and components of the vehicle and regulates back accordingly when the permissible operating states of electric motors 3 and battery 10 are exceeded.

List of reference numbers

1

Light vehicle

2nd

Pedal crank driver

3rd

Electric motor

4th

Chain

5

Force sensor

6

Angle of rotation sensor

7

computer

8th

Multifunction display

9

Two-way selector switch

10th

battery

11

Ammeter

12th

Free-wheeling of the muscle power drive

13

Freewheel on the coaster brake

14

Throttle grip

15

Handlebars

16

Tolerance band

17th

Speed sensor

18th

Pressure sensor

18th

19th

Switch for the recuperation brake

20th

Brake lever

21

Service brake master cylinder

22

Reverse switch

23

Rear derailleur

24th

Switching servo motor

25th

Acoustic signal generator

26

Manually operated vehicle brake

27

Rear wheel

27

28

Smooth running wheel

29

Driver's seat

29

30th

Hydraulic line

31

Chainring

32

front pulley

33

rear pulley

34

Sprocket set

35

damper

36

Displacement sensor

37

Reversing gear

38

Trailing link

39

Selection field

40

V-ribbed belts

41

Actuator

42

Support plate of the force sensor

43

Lever arm of the force sensor

45

Rear wheel pulley

46

Pulley of the engine

49

Rear axle

50

Crankset pulley

51

generator

52

hydraulic pump

53

Hydraulic line
α angle of rotation of the crank
A, B, B ', C, C', D, D 'Exemplary torque values
K "Comfort" driving program
E "Eco" driving program
S "Sport" driving program
M average torque of the torque curve
F mean chain force of the force curve
Mr, Fr Output value of the 1st calculation step
I Output value of the 2nd calculation step
I + output value of the 3rd calculation step
Id Output value that corresponds to the continuous overcurrent of the motor
Fs force threshold
Ms torque threshold
k1 gain factor of the 2nd calculation step
k2 Response factor of the 3rd calculation step
r rate of change of force
r rate of change of torque

Claims (15)

1. Light vehicle with a hybrid drive from electric and muscle power drive, with three or four wheels for one or more people, characterized in that the power of the electric motor ( 3 ) can be controlled by the driver via the pedals of the pedal crank ( 2 ) during the pedal action and that a force ( 5 ) or torque sensor detects the momentary torque of the pedal crank ( 2 ) and a rotation angle sensor ( 6 ) detects the momentary pedal position and that their signals are forwarded to a computer ( 7 ), which, taking into account stored data, is transmitted the control signal for the engine power control calculates the typical force or torque curve within a pedal crank revolution, the computer ( 7 ) controlling more engine power in the event of a deviation of the actual value from the target value by more than a certain difference value (dF; dM) a deviation by more than a certain difference value down engine track device and the difference value is adjustable and can also be equal to zero. 2. Light vehicle according to claim 1, characterized in that the difference value, (dF; dM) the value of the permissible deviation from target and actual values, determined by the driver or by a driver program selectable by the driver becomes. 3. Light vehicle according to one of claims 1 or 2, characterized in that the computer ( 7 ) uses a factor freely set by the driver for the ratio of pedal crank torque to engine power or a driving program selected by the driver in the calculation of the control signal (I). 4. Light vehicle according to one of claims 1 to 3, characterized in that the computer ( 7 ) detects the speed of the change in force or torque of the pedal crank ( 2 ) and in addition to a rapid change in the force or torque level by a certain amount ( I +) or controls a certain factor more engine power. 5. Light vehicle according to one of claims 1 to 4, characterized in that the individual force or torque values of the typical typical The curve of the force or torque curve can be saved based on the angle of rotation and that they are relative values related to the mean of this typical curve are saved and that the comparison of setpoint and actual value and the The motor signal is calculated based on the angle of rotation. 6. Light vehicle according to one of claims 1 to 5, characterized in that the motor signal is calculated in three steps, the first Recognizes the driver's will by comparing target and actual values the second step is the characteristic way of implementing driver will according to the Carries out specifications of the driver or a selected driving program and the third step a possible full throttle command from the speed of the force or Torque change determined. 7. Light vehicle according to one of claims 1 to 6, characterized in that that the calculator calculates the actual value from the mean of several products of single value and forms the relative value and takes it as the basis for the further calculation, where the number of products for a respective mean calculation by the Driver himself or is preferably specified by the respective driving program. 8. Light vehicle according to one of claims 1 to 7, characterized in that the computer is learnable and based on a measurement program that the Tretcharak teristics of the driver in quasi-stationary driving conditions, data about the records driver-typical force or torque curve, the measurement program preferably as a repetitive routine while driving, and that he from this characteristic curve by comparing it with the momentary force or torque values and the current angle of rotation recognizes the driver's will.   9. Light vehicle according to one of claims 1 to 8, characterized in that the computer in addition to controlling the engine power also takes over the control of the gearbox for the muscle power drive of the driver and possibly the passenger, the instantaneous rotational speed of the respective pedal crank ( 2 ) with a value set by the driver or front passenger or a value calculated by a selected driving program is compared, an upward deviation by a certain value leading to a shift into the higher gears, or a downward deviation leading to a shift into the lower gears and that it automatically switches to the lowest gear when the speed falls below a certain speed. 10. Light vehicle according to one of claims 1 to 9, characterized in that the driver can switch from the pedal-controlled mode into a hand-controlled mode via the throttle grip ( 14 ) or push button. 11. Light vehicle according to one of claims 1 to 10, characterized in that the service brake ( 21 ) is actuated by the resignation of the driver pedal ( 2 ). 12. Light vehicle according to one of claims 1 to 11, characterized in that the muscle strength by hydraulic or electrical means to the or Drive wheels is transmitted, the current force or torque value preferably directly over the hydraulic pressure or generated Current or the voltage or current generated is measured. 13. Light vehicle according to one of claims 1 to 12, characterized in that the computer from the sum of the individual force or torque values calculates the performance or work performed by the driver for a certain period of time and that the driver can see these values visually. 14. Light vehicle according to one of claims 1 to 13, characterized in that physiologically significant values, such as. B. pulse rate, respiratory rate and tidal volume, detected by appropriate sensors and displayed on request in a multi-function display ( 8 ). 15. Light vehicle according to one of claims 1 to 1, characterized in that the driver additional information, for. B. about an upcoming switching operation or the exceeding or falling below a certain pulse frequency, can be displayed via an acoustic signal generator ( 25 ).