DE19949225A1 - Vehicle with two or more wheels with hybrid drive of motor and muscle power drive including torque or a force sensor to determine directly the instantaneous torque of the crank or the pedal force - Google Patents

Abstract

The vehicle is designed so that the power of the motor (3) can be controlled by the rider or driver over the pedals of the crank (2) during the pedal action. A torque or a force sensor (5) determines directly the instantaneous torque of the crank (2) or the pedal force. An angle of rotation sensor (6) determines the instantaneous position of the pedal crank, and its signals are led further to a computer (7). From which, taking account of the stored data for typical force or torque curves within a pedal crank revolution, the control signal for the motor power control is computed. So that the computer (7) with a deviation of the actual value compared to the desired value, at more than a determined difference value (dF;dM) controls upwards more motor power or with a deviation at more than a determined difference value downwards motor power downwards. So that the difference value is adjustable and also can be equal to zero.

Description

The invention relates to a vehicle with two or more wheels and with a hybrid drive from motor and muscle power. Especially as electric or compressed air powered small vehicles, they are energy-efficient and emission-free and can make an important contribution to more environmentally friendly transport, especially in cities. As an electric bike, they have an empty weight between 20 kg and 40 kg including batteries, and a motor rated power between 0.2 kW and 0.5 kW. As a multi-lane small vehicle, they weigh approx. 100 to 350 kg and have engine outputs of up to 4 kW. In addition to a more or less great energetic advantage, the muscle power drive also offers psychological and physiological advantages:
With pedals under your feet, a certain speed is rated much higher than in a conventional car. This leads to a much better acceptance of the relatively low speed of such vehicles. The pedal action creates a positive feeling of active locomotion. The body circulation is regularly stimulated and trained.

With the increasing number of electric bikes on the market, so-called Power Assist bikes with a top speed of 20 km / h Manual controls of the motor or simple, from the pedaling movement or one Minimum chain force-dependent on-off motor controls are used. Since the engine with 200-300 W is weak and only contributes about half to progress is one such a coarse 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 Motor control that adjusts every pedal stroke - i.e. every half a second. Each The more the motors outweigh the muscle power, the clearer it becomes Shortcoming of a sensitive, pedal force-dependent and temporally direct control. An in US 5749429 pedal-controlled motor control of a power assist Bikes uses a measuring device that measures that of the 200 W motor on the chainring shaft compared to the torque delivered by the crank and controls the engine so that the ratio of engine torque to pedal crank torque is always Is 50 to 50. This complies with a legal requirement that a Exemption from helmet duty leads. This type of engine control reacts immediately  but the engine power fluctuates strongly with every turn of the crank. But since that Vehicle with this engine share overall still sluggish on a change in Pedal action reacts, is a pulsation of the drive with the cadence at most weakly noticeable.

Processor-controlled motor controls for a bicycle with electrical assistance are in US 5370200 and in US 5664636 become known. 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 sensible Safety precaution for two-wheelers, where during ascending and descending and in the waiting position, with one foot on the ground and the other on the pedal, already high pedal torques can act without the driver's intention to start. Here too, the readjustment takes place in steps that are half a crank apart from each other since only the maximum force is measured.

For bicycles that belong to the new "fast class" with 30 and more km / h, and for other vehicles that have a more powerful motor with more than 300 W nominal performance is sensitive due to the motor dominance in the hybrid drive Engine control indispensable, in which the desired engine power while driving is immediately available. Every vehicle has a direct, sensitive and Rapid implementation of driver will is a key point in assessment and emotio acceptance of the vehicle by the driver. Easy to dose and quick Gas acceptance is a decisive selling point for cars. Likewise with unmotorized bike particularly light weight important that gives the impression in a figurative sense "quick throttle response", ie the immediate one Implementation of the driver's will. At the interface between humans and the the machine supporting or moving becomes the character of a driver in the positive sense as agility or negative sense as inertia.  

In addition, good and precise throttle response is also a safety-relevant factor in heavy traffic, to which such a vehicle is exposed much more than a bike.

In vehicles with said high-performance hybrid drive, this also comes Addition to the widespread prejudice of having such a vehicle Circumstances of some 100 kg in weight can be difficult to kick through accordingly positive, i.e. easy and spontaneous driving and pedaling experience invalidate. Do you want the driver from good energetic, health and To motivate psychological reasons to pedal, the goal must be the driver experience your own pedaling power in this vehicle multiplied many times over let, d. H. to put him on seven-mile boots. He should act as a mover and do not feel as if in motion. A particular difficulty arises from the fact that the pedaling action in principle unevenly and more depending on the driver or less out of round, so that the force level is not immediately a signal to Motor control can be used.

The prior art only knows pedal-controlled engine controls that are relative in time react sluggishly, which regulate very roughly or where the connection between Pedal power and engine performance is not or only poorly obvious and noticeable.

The object of the invention is therefore to solve these difficulties and a vehicle with a hybrid drive from motor and muscle power to create that immediately and that reacts sensitively to the driver's will expressed in the type of pedal work is easy and self-evident to use and that means optimal pedaling very good feedback guaranteed. In addition, the driver should measure the Kraftver strengthening, or the character of the vehicle individually within certain limits can adjust and more information about his pedaling performance and others receive training-relevant data. The vehicle is supposed to become a partner of the driver.

The object is achieved in that a 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 motor ( 3 ). For this purpose, the pedaling force is detected by a torque or force sensor ( 5 ) with high resolution, e.g. B. by measuring the force of the traction of the belt or chain ( 4 ) or by measuring the torque of the driver's crank ( 2 ) or, in the case of electrical transmission, by the current of the connected generator. 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, since after a decrease in pedal force, the phases of high power requirements such as 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 decreased, preferably in proportion to the distance to the band boundary. The width of the belt is determined by the preset difference values. 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 a medium increase, in point B a flat increase, in point C a strong decrease and in point D a strong increase in the 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 R _n = 0.9, for the next measuring point, the z. B. has the relative value R _{n + 1} = 0.95, a setpoint 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 _{n + 1} ). That is, the curve on which the next calculation is based has been stretched or compressed in the direction of the Y axis in such a way that the curve runs through the new value. The next values are calculated analogously to this scheme. Each curve of this family of curves corresponds to a specific mean force (Fr) or torque (Mr). That is, is the new value z. B. by a factor of 1.1 above the setpoint, the associated mean is 1.1 times higher than the previous mean. The output signal "Fr" or "Mr" from this calculation section corresponds to the mean value 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 r 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 computer ( 7 ) has a start-up detection and a start-up program, especially for single-track vehicles. In one embodiment, the computer ( 7 ) recognizes a standstill or starting situation from the signal from the sensor for the vehicle speed and only allows engine power after a certain, adjustable minimum torque of the pedal crank ( 2 ) has been exceeded. An actuated vehicle brake ( 26 ) can additionally prevent the onset of engine power via a corresponding switching signal.

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). Here means z. B. the basic program "comfort" a lower power or torque threshold for the start of the motor support, a larger gain factor of the pedal power by the motor power, a slightly 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 the driver's output, which is significantly lower than the continuous output of a person. In the "Comfort" program, the motor support can e.g. B. start with an average torque of the pedal crank of 4 Nm, which corresponds to a pedaling frequency of 60 rpm 25 W. 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, motors generally have a much higher short-term output than continuous output. In the short-term range, the engine management can therefore allow engine power that is higher than the continuous overcurrent, 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 gradients.

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 Rider and there is a unique pedaling and driving feeling.

In combination with a coaster brake, the driver can control the driving speed alone and intuitively with your feet, d. H. control with the way he pedaled.

The power transmission of the muscle power drive can be mechanical ( Fig. 1), hydraulic, pneumatic ( Fig. 9) or electrical ( Fig. 8) to the rear wheel ( 27 ) or to the front wheel. The detection of the force or torque on the pedal crank ( 2 ) is then carried out accordingly by a pressure sensor ( 18 ) in the hydraulic line ( 30 ) coming from the hydraulic pump ( 52 ) or in the compressed air line or by a voltage or current measuring device ( 49 ), which measures the current of the generator ( 51 ). The necessary and useful safety functions for electrically operated vehicles, such as the electronic limitation of 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 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 of routine tasks.
• 5. It can give the driver additional visual and, if necessary, acoustic signals Provide information about pedaling power, pulse rate, 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 Exemplary embodiments and from the drawings. Show it:

Fig. 1 is a two-track vehicle with the arrangement of its main drive components in side view, without showing the wiring,

Fig. 2 is a graph example of a typical torque curve of the pedal crank with associated tolerance band,

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

Fig. 4 shows the functional relationship between the rate of change in torque of the pedal crank and the control signal I +,

Fig. 5, the selection box for the driving programs

Fig. 6 shows the force sensor at the front deflection roller of the chain,

Fig. 7 shows the structure of the coaster brake,

Fig. 8 is an example of an electrical transmission and torque detecting the muscle force drive,

Fig. 9 shows an example for a hydraulic torque transmission and detection of the muscle force drive,

Fig. 10, the gear elements at the rear wheel in a plan view, without showing the engine,

Fig. 11 bicycle with electric auxiliary drive with the arrangement of the most important components.

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 with a nominal power of 1000 W, which drives the rear wheel via a V-ribbed belt. 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 despite the close proximity to the pulley 45 of the rear wheel 27 . The vehicle has a weight of approx. 150 kg without batteries. The pulse width modulated power control is integrated in the motors 3 . The power control is controlled by the computer 7 . It is located in the battery box. The sprocket set 34 of a multi-stage derailleur system is located on the rear wheel hub. 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 pedal cycle is extremely short. The angle sensor 6 for the crank 2 sits on the front chainring 31 . It detects the position of the 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 reduces 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. The driving program is selected via a two-way selector switch 9 with 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 according to the principle of the coaster brake. 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 corresponding 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 continuous overpower of the 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 motors. 100% I + corresponds here to about 70% I. This ratio depends on the ratio of the permissible short-term power to the permissible continuous over-performance. Irrespective of the performance requested by the driver, an energy management system monitors all the electrical functions and components of the vehicle and regulates them accordingly when the permissible operating states of motors 3 and battery 10 are exceeded.

The vehicle 1 shown in FIG. 2 is a single-track bicycle with an auxiliary electric motor. The chainring 31 and the axis of the pedal crank 2 are connected by means of a hard torsion spring, so that a slight twisting of the two parts against one another takes place under load. This torsional pulsation when pedaling is detected by a high-precision, double-acting rotation angle sensor 6 and used for torque measurement. It also determines the pedal crank position. Its signals are processed by the computer 7 in the manner described above. The angle of rotation sensor 6 sits between chainring 31 , or crank 2 and bicycle frame. It is based on an optical system that detects the mutual rotation of two measuring disks and their angular position relative to the bicycle frame. One of the measuring disks 54 is non-rotatably connected to the chainring 31 and one to the pedal crank 2 . The bike has a multi-stage and load switchable hub gear in the rear wheel. The motor produces 400 W and is located near the bottom bracket and acts on the chainring 31 via a reduction gear and a freewheel and on the chain 4 and the hub gear on the rear wheel 27 . Battery 10 and computer 7 are located in a box above the bottom bracket. The engine control system has a start-up detection which, when the vehicle is at a standstill, requires an adjustable minimum torque to be exceeded at the pedal crank 2 before the engine 3 can output power. A vehicle brake 26 which is manually actuated at a standstill also prevents the onset of engine power. An interruption switch is located on the vehicle brake. The driver can determine the type of engine response by selecting an appropriate driving program as described in the first example. The hub gear is actuated automatically by a shift servo motor 24 in accordance with the specifications of the computer 7 and the vehicle speed. The vehicle speed is determined by a speed sensor 17 . Driving speed, pedaling power and other data are displayed on a multifunction display 8 on the handlebars.

List of reference numbers

1

vehicle

2nd

Pedal crank driver

3rd

engine

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

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

28

Smooth running wheel

29

Driver's seat

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

54

Measuring discs
α angle of rotation of the crank
A, B, B ', C, C', D, D 'Exemplary torque values
K, E, S driving programs "Comfort", "Eco", "Sport"
M _n

Single measured value of the torque curve
F _n

Single measured value 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
s Force change threshold
s Torque change threshold

Claims (16)

1. Vehicle with two or more wheels with a hybrid drive from motor and muscle power drive, characterized in that the power of the engine ( 3 ) can be controlled by the driver via the pedals of the pedal crank ( 2 ) during the pedaling action and that a torque or Force sensor ( 5 ) detects the instantaneous torque of the pedal crank ( 2 ) or the instantaneous pedaling force directly or indirectly and that a rotation angle sensor ( 6 ) detects the instantaneous position of the pedal crank and that its signals are forwarded to a computer ( 7 ) which, taking into account stored data on the typical force or torque curve within a pedal crank revolution, the control signal for the engine power control is calculated, the computer ( 7 ) in the event of a deviation of the actual value from the target value by more than a certain difference value (dF; dM) upwards drives more engine power or in the event of a deviation by more than a certain difference value n the engine power decreases below and the difference value is adjustable and can also be zero. 2. Vehicle according to claim 1, characterized in that the difference value, (dF; dM) is the value of the permissible deviation from target and actual values by which Driver or is determined by a driver program selectable by the driver. 3. 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 driver's chosen driving program in the calculation of the control signal (I). 4. 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. Vehicle according to one of claims 1 to 4, characterized in that the individual force or torque values of the typical curve of the Force or torque curve are stored in relation to the angle of rotation and that they stored as relative values related to the mean of this typical curve and that the comparison of target and actual value and the calculation of the Motor signal is related to the angle of rotation. 6. Vehicle according to one of the claims 1 to 5, characterized in that the The motor signal is calculated in three steps, with the first step being a comparison of target and actual values recognizes the driver's will and the second Step the characteristic way of implementing the driver's will according to the 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. Vehicle according to one of claims 1 to 6, characterized in that the Calculator the actual value from the mean of several products of successive Individual values and associated relative values forms and as the basis for the others Calculation takes, the number of products for a respective mean invoice by the driver himself or preferably by the respective Driving program is specified. 8. Vehicle according to one of claims 1 to 7, characterized in that the Computer is learnable and based on a measurement program that the pedal characteristics of the driver in quasi-stationary driving conditions, data about the driver records 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. Vehicle according to one of claims 1 to 8, characterized in that the computer in addition to controlling the engine power also performs the control of the gearbox for the driver's muscle power, the instantaneous rotational speed of the respective pedal crank ( 2 ) with one of the driver or Passenger set value or a value calculated by a selected driving program is compared, a deviation upwards by a certain value leads to a shift into the higher gears, or a deviation downwards leads to a shift into the lower gears and that if the speed falls below a certain one Driving speed is automatically switched to the lowest gear. 10. Vehicle according to one of claims 1 to 9, characterized in that the driver can switch from the pedal-controlled mode to a hand-controlled mode via the throttle grip ( 14 ) or push button. 11. 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. Vehicle according to one of claims 1 to 11, characterized in that the muscle strength by hydraulic, pneumatic or electrical means to the or the drive wheels are transmitted, the current force or Torque value preferably directly over the pressure or generated Current or the voltage or current generated is measured. 13. Vehicle according to one of claims 1 to 12, characterized in that the computer from the sum of the individual force or torque values over one a certain period of time, the service or work performed by the driver is calculated and that these values can be visually displayed to the driver. 14. 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. Vehicle according to one of claims 1 to 14, 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 ). 16. Vehicle according to one of claims 1 to 14, characterized in that it is single-track and that the computer ( 7 ) has a start detection, which prevents the onset of engine power when the vehicle brake is actuated and / or the onset of engine power only when the vehicle is stationary above an adjustable minimum torque on the pedal crank ( 2 ).